Cover Image.

Transportation Improvement Program and Air Quality Conformity Determination
Federal Fiscal Years 2023–27

Boston Region MPO

Endorsed May 26, 2022

Contents

Executive Summary
Chapter 1: 3C Transportation Planning and the Boston Region MPO
Chapter 2: The TIP Process
Chapter 3: Summary of Highway and Transit Programming
Chapter 4: Performance Analysis
Chapter 5: Determination of Air Quality Conformity
Chapter 6: Transportation Equity Performance

Appendices

Abbreviations

 

 


Prepared by
The Central Transportation Planning Staff:
Staff to the Boston Region Metropolitan Planning Organization

Directed by the Boston Region Metropolitan Planning Organization,
which is composed of the

Massachusetts Department of Transportation
Metropolitan Area Planning Council
Massachusetts Bay Transportation Authority (MBTA)
MBTA Advisory Board
Massachusetts Port Authority
Regional Transportation Advisory Council
City of Beverly, North Shore Task Force
City of Boston
City of Everett, At-Large City
City of Framingham, MetroWest Regional Collaborative
City of Newton, At-Large City
City of Somerville, Inner Core Committee
Town of Acton, Minuteman Advisory Group on Interlocal Coordination
Town of Arlington, At-Large Town
Town of Brookline, At-Large Town
Town of Burlington, North Suburban Planning Council
Town of Medway, SouthWest Advisory Planning Committee
Town of Norwood, Three Rivers Interlocal Council
Town of Rockland, South Shore Coalition
Federal Highway Administration (nonvoting)
Federal Transit Administration (nonvoting)



BOSTON REGION METROPOLITAN PLANNING ORGANIZATION MUNICIPALITIES
This image is a map of the 97 municipalities that comprise the Boston Region MPO area.
Source: Boston Region MPO.

NOTICE OF NONDISCRIMINATION RIGHTS AND PROTECTIONS

Meeting locations are accessible to people with disabilities and are near public transportation. Upon request (preferably two weeks in advance of the meeting), every effort will be made to provide accommodations such as assistive listening devices, materials in accessible formats and in languages other than English, and interpreters in American Sign Language and other languages. Please contact the MPO staff at 857.702.3700 (voice), 617.570.9193 (TTY), 617.570.9192 (fax), or eharvey@ctps.org.

The Boston Region Metropolitan Planning Organization (MPO) operates its programs, services, and activities in compliance with federal nondiscrimination laws including Title VI of the Civil Rights Act of 1964 (Title VI), the Civil Rights Restoration Act of 1987, and related statutes and regulations. Title VI prohibits discrimination in federally assisted programs and requires that no person in the United States of America shall, on the grounds of race, color, or national origin (including limited English proficiency), be excluded from participation in, denied the benefits of, or be otherwise subjected to discrimination under any program or activity that receives federal assistance. Related federal nondiscrimination laws administered by the Federal Highway Administration, Federal Transit Administration, or both, prohibit discrimination on the basis of age, sex, and disability. The Boston Region MPO considers these protected populations in its Title VI Programs, consistent with federal interpretation and administration. In addition, the Boston Region MPO provides meaningful access to its programs, services, and activities to individuals with limited English proficiency, in compliance with U.S. Department of Transportation policy and guidance on federal Executive Order 13166.

The Boston Region MPO also complies with the Massachusetts Public Accommodation Law, M.G.L. c 272 sections 92a, 98, 98a, which prohibits making any distinction, discrimination, or restriction in admission to, or treatment in a place of public accommodation based on race, color, religious creed, national origin, sex, sexual orientation, disability, or ancestry. Likewise, the Boston Region MPO complies with the Governor's Executive Order 526, section 4, which requires that all programs, activities, and services provided, performed, licensed, chartered, funded, regulated, or contracted for by the state shall be conducted without unlawful discrimination based on race, color, age, gender, ethnicity, sexual orientation, gender identity or expression, religion, creed, ancestry, national origin, disability, veteran's status (including Vietnam-era veterans), or background.

A complaint form and additional information can be obtained by contacting the MPO or at http://www.bostonmpo.org/mpo_non_discrimination. To request this information in a different language or in an accessible format, please contact

Title VI Specialist
Boston Region MPO
10 Park Plaza, Suite 2150
Boston, MA 02116
civilrights@ctps.org

By telephone:
857.702.3700(voice)

For people with hearing or speaking difficulties, connect through the state MassRelay service:

Relay Using TTY or Hearing Carry-over: 800.439.2370
Relay Using Voice Carry-over: 866.887.6619
Relay Using Text to Speech: 866.645.9870

For more information, including numbers for Spanish speakers, visit https://www.mass.gov/massrelay


Certification of the Boston Region MPO Transportation Planning Process

Global Warming Solution Act
This page lists the eleven requirements of State Regulation 310 CMR 60.05: Global Warming Solutions Act to be conducted by Metropolitan Planning Organizations (MPOs) and certifies that the Boston Region MPO complies with these requirements. The certification of State Regulation 310 CMR 60.05: Global Warming Solutions Act was signed by the chair of the Boston Region MPO after the MPO board voted to endorse the FFYs 2023–27 TIP on May 26, 2022.



Contact MPO staff:

By mail:

Boston Region MPO

Certification Activities Group, Central Transportation Planning Staff
10 Park Plaza, Suite 2150
Boston, MA 02116

By telephone:

857.702.3700 (voice)

For people with hearing or speaking difficulties, connect through the state MassRelay service:

 

Relay Using TTY or Hearing Carry-over: 800.439.2370
Relay Using Voice Carry-over: 866.887.6619
Relay Using Text to Speech: 866.645.9870

For more information, including numbers for Spanish speakers,
visit https://www.mass.gov/massrelay

By fax:

617.570.9192

By email:

TIP@ctps.org

This document was funded in part through grants from the Federal Highway Administration and Federal Transit Administration of the U.S. Department of Transportation. Its contents do not necessarily reflect the official views or policies of the U.S. Department of Transportation.

 

 


[Certification Statement]

These pages will list the eleven requirements of the transportation planning process to be conducted by Metropolitan Planning Organizations (MPOs), and certify that the Boston Region MPO complies with these requirements. The certification of the Transportation Planning Process will be signed by the chair of the Boston Rsolution Actegion MPO after the final endorsement of the FFYs 2022–26 TIP.]

[Global Warming Solution Act]

These pages will list the eleven requirements of State Regulation 310 CMR 60.05: Global Warming Solutions Act to be conducted by Metropolitan Planning Organizations (MPOs), and certifies that the Boston Region MPO complies with these requirements. The certification of State Regulation 310 CMR 60.05: Global Warming Solutions Act will be signed by the chair of the Boston Region MPO after the final endorsement of the FFYs 2022–26 TIP.


 

Abbreviations

 

Abbreviations

 

Abbreviation

Term

3C

continuous, comprehensive, cooperative [metropolitan transportation planning process]

AAB

Massachusetts Architectural Access Board

AADT

average annual daily traffic

ABP

Accelerated Bridge Program [MassDOT program]

AC

advance construction

ACS

American Community Survey [US Census Bureau data]

ADA

Americans with Disabilities Act of 1990

AFC

automated fare collection

ARPA

American Rescue Plan Act

BIL

Bipartisan Infrastructure Law

BFP

Bridge Formula Program [federal funding program]

BRT

bus rapid transit

CA/T

Central Artery/Tunnel [project also known as “the Big Dig”]

CAA

Clean Air Act

CAAA

Clean Air Act Amendments

CARES Act

Coronavirus Aid, Relief, and Economic Security Act

CATA

Cape Ann Transportation Authority

CECP

Massachusetts Clean Energy and Climate Plan

CFR

Code of Federal Regulations

CIP

Capital Investment Plan [MassDOT]

CMAQ

Congestion Mitigation and Air Quality [federal funding program]

CMR

Code of Massachusetts Regulations

CMP

Congestion Management Process

CNG

compressed natural gas

CO

carbon monoxide

CO2

carbon dioxide

CPT–HST

Coordinated Public Transit–Human Services Transportation Plan

CRRSAA

Coronavirus Response and Relief Supplemental Appropriations Act

CTPS

Central Transportation Planning Staff

CY

calendar year

DCR

Department of Conservation and Recreation

DEP

Department of Environmental Protection [Massachusetts]

DOD

United States Department of Defense

DOT

department of transportation

EB

eastbound

EDTTT

excessive delay threshold travel time

EJ

environmental justice

EO

executive order

EOEEA

Massachusetts Executive Office of Energy and Environmental Affairs

EOHED

Massachusetts Executive Office of Housing and Economic Development

EPA

United States Environmental Protection Agency

EPDO

equivalent property damage only [a traffic-related index]

EV

electric vehicle

FARS

Fatality Analysis and Reporting System [FHWA]

FAST Act

Fixing America’s Surface Transportation Act

FEMA

Federal Emergency Management Agency

FFY

federal fiscal year

FHWA

Federal Highway Administration

FMCB

MBTA Fiscal and Management Control Board

FMLA

Federal Land Management Agency

FR

Federal Register

FTA

Federal Transit Administration

GANS

grant anticipation notes [municipal bond financing]

GHG

greenhouse gas

GWSA

Global Warming Solutions Act of 2008 [Massachusetts]

HIP

Highway Infrastructure Program [federal funding program]

HOV

high-occupancy vehicle

HSIP

Highway Safety Improvement Program [federal funding program]

ICC

Inner Core Committee [MAPC municipal subregion]

IRI

International Roughness Index

ITS

intelligent transportation systems

LED

light-emitting diode

LEP

limited English proficiency

LOTTR

level of travel time ratio

LRTP

Long-Range Transportation Plan [MPO certification document]

MAGIC

Minuteman Advisory Group on Interlocal Coordination [MAPC municipal subregion]

MAP-21

Moving Ahead for Progress in the 21st Century Act

MAPC

Metropolitan Area Planning Council

MARPA

Massachusetts Association of Regional Planning Agencies

MART

Montachusett Regional Transit Authority

MassDOT

Massachusetts Department of Transportation

Massport

Massachusetts Port Authority

MBTA

Massachusetts Bay Transportation Authority

MCRT

Mass Central Rail Trail

MOVES

Motor Vehicle Emissions Simulator [EPA air quality model]

MPO

metropolitan planning organization

MOU

memorandum of understanding

MWRC

MetroWest Regional Collaborative [MAPC municipal subregion]

MWRTA

MetroWest Regional Transit Authority

NAAQS

National Ambient Air Quality Standards

NB

northbound

NBI

National Bridge Inventory

NEVI

National Electric Vehicle Infrastructure Program [federal funding program]

NFA

Non-federal aid

NGBP

Next Generation Bridge Program [MassDOT program]

NH DOT

New Hampshire Department of Transportation

NHFP

National Highway Freight Program [federal funding program]

NHPP

National Highway Performance Program [federal funding program]

NHS

National Highway System

NHTSA

National Highway Traffic Safety Administration

NMCOG

Northern Middlesex Council of Governments

NOx

nitrogen oxides

NPMRDS

National Performance Measure Research Data Set [FHWA]

NSPC

North Suburban Planning Council [MAPC municipal subregion]

NSTF

North Shore Task Force [MAPC municipal subregion]

NTD

National Transit Database

O&M

operations and management

PBPP

performance-based planning and programming

PHED

peak hours of excessive delay

PL

metropolitan planning funds [FHWA] or public law funds

PM

particulate matter

PNF

project need form [MassDOT]

ppm

parts per million

PRC

Project Review Committee [MassDOT]

PSAC

Project Selection Advisory Council [MassDOT]

PSI

Pavement Serviceability Index

PTASP

Public Transportation Agency Safety Plan

RITIS

Regional Integrated Transportation Information System

RRIF

Railroad Rehabilitation and Improvement Financing

RTA

regional transit authority

RTAC

Regional Transportation Advisory Council [of the Boston Region MPO]

SB

southbound

SFY

state fiscal year

SHSP

Strategic Highway Safety Plan

SIP

State Implementation Plan

SMS

safety management systems

SOV

single-occupant vehicle

SPR

Statewide Planning and Research

SRTS

Safe Routes to School [federal program]

SSC

South Shore Coalition [MAPC municipal subregion]

STRAHNET

Strategic Highway Network

STBGP

Surface Transportation Block Grant Program [federal funding program]

STIP

State Transportation Improvement Program

SWAP

South West Advisory Planning Committee [MAPC municipal subregion]

TAM

Transit Asset Management Plan

TAMP

Transportation Asset Management Plan

TAP

Transportation Alternatives Program [federal funding program]

TAZ

transportation analysis zone

TBD

to be determined

TCM

transportation control measure

TE

transportation equity

TERM

Transit Economic Requirements Model [FTA]

TIFIA

Transportation Infrastructure and Innovation Act

TIP

Transportation Improvement Program [MPO certification document]

TMA

transportation management association

TRIC

Three Rivers Interlocal Council [MAPC municipal subregion]

TSP

transit signal priority

TTTR

Truck Travel Time Reliability Index

ULB

useful life benchmark

UPWP

Unified Planning Work Program [MPO certification document]

USC

United States Code

USDOT

United States Department of Transportation

UZA

urbanized area

WB

westbound

VPI

virtual public involvement

VMT

vehicle-miles traveled

VOCs

volatile organic compounds

VRM

vehicle revenue-miles

 

 

 

 

 

 

 

Executive Summary

introduction

The Boston Region Metropolitan Planning Organization’s (MPO) five-year capital investment plan, the Federal Fiscal Years (FFYs) 2023–27 Transportation Improvement Program (TIP), is the near-term investment program for the region’s transportation system. Guided by the Boston Region MPO’s vision, goals, and objectives, the TIP prioritizes investments that preserve the current transportation system in a state of good repair, provide safe transportation for all modes, enhance livability, promote equity and sustainability, and improve mobility throughout the region. These investments fund arterial roadway and intersection improvements, maintenance and expansion of the public transit system, bicycle path construction, infrastructure improvements for pedestrians, and major highway reconstruction.

The Boston Region MPO is guided by a 22-member board with representatives of state agencies, regional organizations, and municipalities. Its jurisdiction extends roughly from Boston north to Ipswich, south to Marshfield, and west to municipalities along Interstate 495. Each year, the MPO conducts a process to decide how to spend federal transportation funds for capital projects. The Central Transportation Planning Staff (CTPS), which is the staff to the MPO, manages the TIP development process.

MPO staff coordinates the evaluation of project funding requests, proposes programming of current and new projects based on anticipated funding levels, supports the MPO board in developing a draft TIP document, and facilitates a public review of the draft before the MPO board endorses the final document.

ffys 2023–27 tip investments

The complete TIP program is available in Chapter 3 of this document and online at bostonmpo.org/tip. The TIP tables provide details of how funding is allocated to each programmed project and capital investment program. These tables are organized by federal fiscal year and are grouped by highway and transit programs.

Highway Program

The Highway Program of the TIP funds the priority transportation projects advanced by the Massachusetts Department of Transportation (MassDOT) and the cities and towns within the Boston region. The program is devoted primarily to preserving and modernizing the existing roadway network by reconstructing arterial roadways, resurfacing highways, and replacing bridges.

In Massachusetts, Federal-Aid Highway Program funding is apportioned by MassDOT, which allocates funding to Grant Anticipation Notes (GANs) payments, various statewide programs, and Regional Targets for the state’s MPOs. In the FFYs 2023–27 TIP, roadway, bridge, and bicycle and pedestrian programs account for more than $2.5 billion in funding to the Boston region. The Regional Target funding provided to the MPOs may be programmed for projects at the discretion of each MPO, whereas MassDOT has discretion to propose its recommended projects for statewide programs, such as those related to bridge repairs and interstate highway maintenance.

Transit Program

The Transit Program of the TIP provides funding for projects and programs that address the capital needs prioritized by the three transit authorities in the region: the Massachusetts Bay Transportation Authority (MBTA), the Cape Ann Transportation Authority (CATA), and the MetroWest Regional Transit Authority (MWRTA). The Transit Program is predominantly dedicated to achieving and maintaining a state of good repair for all assets throughout the transit system.

The FFYs 2023–27 TIP includes nearly $4 billion in transit investments by the transit authorities that will support state of good repair, modernize transit systems, and increase access to transit. Additionally, beginning in FFY 2025, the MPO will allocate five percent of its annual Regional Target funds to its new Transit Modernization investment program. This program aims to build on the investments made through the Transit Program by using a portion of Highway Program funding to fulfill unmet transit project needs in the region. The MPO has already begun to fund discrete projects through this program prior to FFY 2025 based on a surplus of available funding in FFYs 2023 and 2024, as detailed below.

regional target program details

During FFYs 2023–27, the Boston Region MPO plans to fund 51 projects with its Regional Target funding. In total, 23 new projects were added to the MPO’s Regional Target program during this TIP cycle. Details on these projects are available in table ES-1.

 

Table ES-1
New Regional Target Projects Funded in the FFYs 2023–27 TIP

 

Project Name

Municipality (Proponent)

MPO Investment Program

FFYs of Funding

Regional Target Dollars Programmed in FFYs 2023–27  

Lynn Station Improvements Phase II

Lynn (MBTA)

Transit Modernization

202324

$48,100,000

Rehabilitation of Washington Street

Brookline

Complete Streets

2027

$30,030,812

Bridge Rehabilitation, Commonwealth Avenue (Route 30) over the Charles River

Newton and Weston (MassDOT)

Complete Streets

2024

$22,725,820

Community Path, Belmont Component of the MCRT (Phase 1)

Belmont

Bicycle and Pedestrian

2026

$21,034,382

McGrath Boulevard Construction*

Somerville (MassDOT)

Major Infrastructure

2027

$20,000,000

Reconstruction on Route 30

Weston

Complete Streets

2026

$17,028,272

Reconstruction of Western Avenue*

Lynn

Complete Streets

2027

$15,000,000

Boston Street Improvements

Salem

Complete Streets

2026

$13,977,600

Park and Pearl Street Reconstruction

Chelsea

Complete Streets

2027

$12,123,769

Rail Trail Construction

Swampscott

Bicycle and Pedestrian

2027

$8,932,000

Forest Hills Station Improvement Project**

Boston (MBTA)

Transit Modernization

2024

$6,400,000

Intersection Improvements at Boston Post Road (Route 20) at Wellesley Street

Weston

Intersection Improvements

2026

$2,681,330

Montachusett RTA Microtransit Service

Bolton, Boxborough, Littleton, and Stow (MART)

Community Connections

202325

$1,316,061

Pleasant Street Shuttle Service Expansion

Watertown

Community Connections

202325

$1,002,198

NewMo Microtransit Service Expansion

Newton

Community Connections

202325

$890,574

CATA On Demand Microtransit Service Expansion

Gloucester and Rockport (CATA)

Community Connections

202325

$813,291

Stoneham Shuttle Service

Stoneham

Community Connections

202325

$796,817

CatchConnect Microtransit Service Expansion

Hudson and Marlborough (MWRTA)

Community Connections

202325

$450,163

Bluebikes Station Replacement and System Expansion

Cambridge

Community Connections

2023

$349,608

Bluebikes System Expansion

Malden and Medford

Community Connections

2023

$145,821

Bluebikes System Expansion

Salem

Community Connections

2023

$119,629

Bicycle Parking along the Bruce Freeman Rail Trail

Acton

Community Connections

2023

$8,017

Chenery Middle School Bicycle Parking

Belmont

Community Connections

2023

$4,376

Total

N/A

N/A

N/A

$223,930,540

Note: Funding amounts in this table include both federal and non-federal funds, including matching funds.

*Funding in this table represents the first year of funding, with additional funding anticipated to be allocated to these projects by the Boston Region MPO in future fiscal years.

**Funding in this table represents partial funding. Additional funding sources will be identified for the Forest Hills Station Improvement Project in future fiscal years. The total project cost is $68,000,000.
CATA = Cape Ann Transportation Authority. FFY = federal fiscal year. MART = Montachusett Area Regional Transit. MCRT = Mass Central Rail Trail. MWRTA = MetroWest Regional Transit Authority. N/A = not applicable. RTA = regional transit authority.

Source: Boston Region MPO.

 

The event that drove the development of the FFYs 2023–27 TIP was the signing of the Bipartisan Infrastructure Law (BIL), on November 15, 2021. The BIL is the new five-year federal funding authorization for transportation projects and programs, replacing the Fixing America’s Surface Transportation Act as the primary governing legislation for the TIP process. The BIL increased the amount of Regional Target funding available to the Boston Region MPO for the development of the FFYs 2023–27 TIP by approximately 20 percent from the funding levels in the FFYs 2022–26 TIP. These additional funds allowed the MPO to program a significantly greater number of new projects in this TIP cycle (23) than in the FFYs 2022–26 TIP cycle (10) or the FFYs 2021–25 TIP cycle (8).

As in most years, the majority of the funding available for allocation by the MPO during the FFYs 2023–27 TIP cycle was in the fifth and final year of the TIP, FFY 2027. Unlike in most years, however, the addition of approximately $20 million in new BIL funding annually beginning in FFY 2023 created new funding surpluses in the early federal fiscal years of the TIP (FFYs 2023 and 2024). These surpluses were compounded by programming delays for two projects already funded by the MPO (project #606453—Improvements on Boylston Street and project #606226—Reconstruction of Rutherford Avenue, both in Boston). Together, these dynamics led to a funding surplus in excess of $90 million in FFYs 2023 and 2024.

The MPO did not have any currently funded Regional Target projects that could be accelerated to make use of these funds, so the MPO worked with MassDOT and the MBTA to identify projects that could be funded in these fiscal years. Jointly, MassDOT and the MBTA brought more than a dozen projects to the MPO for consideration, from which the MPO selected three projects for funding in FFYs 2023 and 2024:

These projects were not formally evaluated using the MPO’s project selection criteria prior to the MPO making draft funding decisions, as MPO staff did not have sufficient time to score the projects prior to the deadline for MPO decision-making. Despite not being scored, the projects generally align well with many of the MPO’s goals, including enhancing bicycle and pedestrian safety and access, and maintaining a state of good repair for the region’s transit system and critical roadways. Scoring information will be included for these projects when it is available.

Several other key decisions were made by the MPO in the drafting of the FFYs 2023–27 Regional Target Program, including the following:

Figure ES-1 shows how the Regional Target funding for FFYs 2023–27 is distributed across the MPO’s investment programs. As the chart shows, the Boston Region MPO’s Regional Target Program is devoted primarily to enhancing mobility and safety for all travel modes through significant investments in Complete Streets projects. A large portion of the MPO’s funding also supports the modernization of key regional roadways and transit infrastructure through investments in Major Infrastructure and Transit Modernization projects. The MPO also elected to leave approximately $23 million unprogrammed, preferring to retain these funds for use in future TIP cycles in support of a more flexible overall program in the coming fiscal years.

Figure ES-1
FFYs 2023–27 TIP Regional Target Funding by MPO Investment Program

Figure ES-1. FFYs 2023–27 TIP Regional Target Funding by MPO Investment Program 
Figure ES-1 is a pie chart that shows how the Regional Target funding for FFYs 2023–27 is distributed across the MPO’s investment programs. The chart indicates that the Boston Region MPO’s Regional Target Program is devoted primarily to modernizing the transportation network through Complete Streets and Major Infrastructure investments.

FFY = federal fiscal year. MPO = metropolitan planning organization. TIP = Transportation Improvement Program.

Source: Boston Region MPO.

In addition to the distribution of funding across the MPO’s investment programs listed above, Table ES-2 further details the number of projects and the allocation of funds across each program in the FFYs 2023–27 TIP. As noted in Figure ES-1, the MPO has programmed more than 95 percent of its available funding over five years. More details about every project funded through the MPO’s Regional Target program are available in Chapter 3.

 

Table ES-2
FFYs 2023–27 Boston Region MPO Regional Target Investment Summary

 

MPO Investment Program

Number of Projects

Regional Target Dollars Programmed

Bicycle Network and Pedestrian Connections

4

$40,222,704

Community Connections (allocated to projects)

13

$6,374,274

Community Connections (not yet allocated to projects)

N/A

$6,716,799

Complete Streets*

22

$312,527,546

Intersection Improvements

7

$47,175,058

Major Infrastructure—Roadway

3

$135,371,843

Transit Modernization (allocated to projects)

2

$54,500,000

Transit Modernization (not yet allocated to projects)

N/A

$19,500,000

Unprogrammed

N/A

$22,967,614

Total

51

$645,355,838

Note: Funding amounts in this table include both federal and non-federal funds, including matching funds.

*One MPO-funded Complete Streets project (608348—Bridge Street) is partially funded through MassDOT’s Earmark Discretionary Program.

FFY = federal fiscal year. MPO = metropolitan planning organization. N/A = not applicable.

Source: Boston Region MPO.

 

When making decisions about which projects to fund, the MPO considers not only the relative distribution of funds across projects and investment programs, but also how the allocation of funds to each investment program compares to the funding goals outlined in the MPO’s Long-Range Transportation Plan (LRTP), Destination 2040. The investment program sizes set forth in the LRTP reflect the types of projects the MPO seeks to fund to help it achieve its goals and objectives for the region, from enhancing safety for all users to promoting mobility and accessibility across the region. More information on the MPO’s goals and objectives are available in Chapter 1, and a comparison between LRTP investment program sizes and program funding levels in the FFYs 2023–27 TIP is shown in Figure ES-2.

 

Figure ES-2
FFYs 2023–27 TIP: Regional Target Funding Levels Relative to LRTP Investment Program Goals

 

Figure ES-2. FFYs 2023–27 TIP: Regional Target Funding Levels Relative to LRTP Investment Program Goals
Figure ES-2 is a bar chart that shows a comparison between the distribution of funding in the 2023–27 TIP by MPO investment program and the funding goals set for these programs in the MPO’s Long-Range Transportation Plan, Destination 2040.

 

 

FFY = federal fiscal year. LRTP = Long-Range Transportation Plan. TIP = Transportation Improvement Program.

Source: Boston Region MPO.

 

The investments made in the FFYs 2023–27 TIP will be implemented in 47 cities and towns throughout the Boston region, ranging from dense inner core communities to developing suburbs further from the urban center. Figure ES-3 illustrates the distribution of Regional Target funding among the eight subregions within the Boston Region MPO’s jurisdiction, as defined by the Metropolitan Area Planning Council (MAPC). This figure also includes information about how the distribution of funds compares to key metrics for measuring the need for funding by subregion, including the percent of regional population, employment, and Federal-Aid roadway miles within each subregion.

Figure ES-3
FFYs 2023–27 TIP: Regional Target Funding Levels Relative to Key Indicators

 

Figure ES-3. FFYs 2023–27 TIP: Regional Target Funding Levels Relative to Key Indicators
Figure ES-3 is a bar chart that shows the distribution of MPO Regional Target funding across the eight subregions within the Boston Region in relation to the percent of population, jobs, and federal-aid roadway miles within each subregion.

 

Note: Unprogrammed funds and funds held for the MPO’s Transit Modernization and Community Connections Programs are not included in this figure.

FFY = federal fiscal year. MAGIC = Minuteman Advisory Group on Interlocal Coordination. MAPC = Metropolitan Area Planning Council. MetroWest = MetroWest Regional Collaborative. NSPC = North Suburban Planning Council. NSTF = North Shore Task Force. SSC = South Shore Coalition. SWAP = South West Advisory Committee. TIP = Transportation Improvement Program. TRIC = Three Rivers Interlocal Council.

Source: Boston Region MPO.

 

Additional information on the geographic distribution of Regional Target funding across the region, including a breakdown of funding by municipality, is included in Appendix D.

financing the ffys 2023–27 tip

Highway Program

The TIP Highway Program was developed with the assumption that federal funding for the state would range between $789 million and $850 million annually over the next five years. These amounts include the funds that would be set aside initially by MassDOT as payments for the Accelerated Bridge Program and exclude required matching funds. The funding levels for the FFYs 2023–27 TIP’s Highway Program represent an increase of approximately 18 percent over those in the FFYs 2022–26 TIP. This is a direct result of the broad increase in federal formula funding resulting from the passage of the BIL in November 2021.

The process of deciding how to use this federal funding in the Boston region follows several steps. First, MassDOT reserves funding for GANs debt service payments for the Accelerated Bridge Program; annual GANs payments range between $89 million and $134 million annually over the five years of this TIP.

The remaining Federal-Aid Highway Program funds are budgeted to support state and regional (i.e., MPO) priorities. In the FFYs 2023–27 TIP, $870 million to $895 million annually was available for programming statewide, including both federal dollars and the local match. MassDOT customarily provides the local match (which can also be provided by other entities); thus, projects are typically funded with 80 percent federal dollars and 20 percent state dollars, depending on the funding program. Costs for project design are borne by the proponent of the project.

Next, MassDOT allocates funding across the following funding categories:

Finally, once these needs have been satisfied, MassDOT allocates the remaining funding among the state’s 13 MPOs for programming. This discretionary funding for MPOs is sub-allocated by formula to determine the Regional Target amounts. The Boston Region MPO receives the largest portion of MPO funding in the state, with approximately 43 percent of Massachusetts’ Regional Target funds allocated to the region. MassDOT develops these targets in consultation with the Massachusetts Association of Regional Planning Agencies (MARPA). This TIP was programmed with the assumption that the Boston Region MPO will have between $129 million and $132 million annually for Regional Target amounts, which consist of federal funding and state funding for the local match.

Each MPO may decide how to prioritize its Regional Target funding. Given that the Regional Target funding is a subset of the Highway Program, the MPO typically programs the majority of funding for roadway projects; however, the MPO has flexed portions of its highway funding to the Transit Program for transit expansion projects and through its Transit Modernization and Community Connections Programs. The TIP Highway Program details the projects that will receive Regional Target funding from the Boston Region MPO and statewide infrastructure projects within the Boston region. Details on these investments are outlined in Chapter 3.

Transit Program

The Federal Transit Administration (FTA) allocates the funds programmed in the TIP Transit Program according to formula. The three regional transit authorities in the Boston Region MPO area that are recipients of these funds are the MBTA, CATA, and MWRTA. The MBTA, with its extensive transit program and infrastructure, is the recipient of the preponderance of the region’s federal transit funds.

As the current federal transportation legislation, the BIL allocates funding to transit projects through the following formula programs:

the tip development process

Overview

When determining which projects to fund through the Regional Target funding process, MPO members collaborate with municipalities, state agencies, members of the public, advocacy groups, and other stakeholders. The MPO board uses evaluation criteria in its project selection process to help identify and prioritize projects that advance progress on the MPO’s six goal areas:

Additionally, the MPO has established investment programs, which are designed to direct Regional Target funding towards MPO priority areas over the next 20 years, to help meet these goals. The investment programs are as follows:

Projects that the MPO selects to receive Regional Target funding through the TIP development process are included in one of the six investment programs listed above. More information on the MPO’s investment programs is available in Chapter 2.

In recent years, the MPO has been incorporating performance-based planning and programming (PBPP) practices into its TIP development and other processes. These practices are designed to help direct MPO funds towards achieving specific outcomes for the transportation system. The MPO’s goals and investment programs are key components of its PBPP framework. In FFY 2018, the MPO began to set targets for specific performance measures. Over time, the MPO will more closely link its performance targets, investment decisions, and monitoring and evaluation activities. More information on PBPP is available in Chapter 4 as well as in Appendix A (Table A-2).

Outreach and Data Collection

The outreach process begins early in the federal fiscal year, when cities and towns designate TIP contacts and begin developing a list of priority projects to be considered for federal funding, and the MPO staff asks the staffs of cities and towns in the region to identify their priority projects. MPO staff compiles the project funding requests into a Universe of Projects, a list of all Bicycle Network and Pedestrian Connections, Complete Streets, Intersection Improvements, and Major Infrastructure projects identified as potential candidates to receive funding through the TIP. Projects seeking funding through the MPO’s Community Connections Program are not included in the Universe, as all projects that apply for this program’s discrete application process are considered for funding. The MPO does not currently list Transit Modernization projects in the Universe, as the project intake process for this program is currently being developed. The Universe includes projects at varying levels of readiness, from those with significant engineering and design work complete to those still early in the conceptual or planning stage. MPO staff collects data on each project in the Universe so that the projects may be evaluated.

Project Evaluation

MPO staff evaluates projects based on how well they address the MPO’s goals. For MPO staff to conduct a complete project evaluation, Bicycle Network and Pedestrian Connections, Complete Streets, Intersection Improvements, and Major Infrastructure projects must have a functional design report or the project plans must include the level of detail defined in a functional design report, a threshold typically reached when a project nears the 25 percent design stage. To complete an evaluation for projects under consideration through the MPO’s Community Connections Program, project proponents must submit a completed application to MPO staff.

In response to significant cost increases in recent TIP cycles for projects already programmed for funding, the MPO board created a committee in the wake of the FFYs 2022–26 TIP cycle to further explore the causes of project cost increases and devise MPO policy changes to support more reliable project delivery. The TIP Project Cost Ad Hoc Committee began its work in June 2021 and advanced a set of policy recommendations to the full MPO board in September 2021. These changes were formally adopted by the MPO on November 4, 2021, and were in effect for the development of the FFYs 2023–27 TIP.

Among other changes, the MPO elected to codify its policy of requiring that project proponents submit 25 percent designs and obtain an updated cost estimate for their projects prior to being programmed in the TIP. While this new policy was formally in effect for the FFYs 2023–27 TIP cycle, the MPO desired to keep this threshold flexible in its first year of implementation, given that the policy was not adopted until after the start of TIP development. Furthermore, projects may still be scored before reaching the 25 percent design stage in order to provide proponents with a sense for the extent to which their projects align with the MPO’s goals and scoring criteria.

The evaluation results for all projects are presented to the MPO board members for their consideration for programming in the TIP. Draft scores are shared directly with project proponents, at which point proponents are encouraged to review the scores and provide feedback so that MPO staff may make any warranted adjustments to arrive at accurate final results. Once proponents review their scores, final scoring results are posted on the MPO’s website where MPO members, municipal officials, and members of the public may review them.

TIP Readiness Day

An important step toward TIP programming takes place midway through the TIP development cycle at a meeting—referred to as TIP Readiness Day—that both MassDOT and MPO staff attend. At this meeting, MassDOT project managers provide updates about cost and schedule changes related to currently programmed projects. These cost and schedule changes must be taken into account as MPO staff helps the MPO board consider updates to the already programmed years of the TIP, as well as the addition of new projects in the outermost year of the TIP.

Among the other new policies advanced by the TIP Project Cost Ad Hoc Committee, the MPO board adopted a policy requiring proponents of projects that experienced a cost increase of 25 percent or more (for projects costing less than $10 million) or $2.5 million or more (for projects costing more than $10 million) to present to the MPO board on the reasons for these cost increases. The MPO would then compare these projects—at the new costs—to other projects based on a cost-effectiveness evaluation before making a decision on whether or not to fund the projects at the higher costs. These cost changes are most often revealed through conversations between MassDOT staff and MPO staff during TIP Readiness Day, making this new policy especially relevant at this stage of TIP development.

Staff Recommendation and Draft TIP

Using the evaluation results and information about project readiness (that is, the extent to which a project is fully designed and ready for construction), MPO staff prepares a recommendation or a series of programming scenarios for how to program the Regional Target funding in the TIP. Other considerations, such as whether a project was included in the LRTP, addresses an identified transportation need, or promotes distribution of transportation investments across the region, are also incorporated into these programming scenarios. The staff recommendation is always financially constrained—meaning, subject to available funding. There was approximately $645 million of Regional Target funding available to the Boston Region MPO for FFYs 2023–27. In this TIP cycle, the MPO board members discussed several scenarios for the Regional Target Program for highway projects and selected a preferred program in March 2022.

In addition to prioritizing the Regional Target funding, the MPO board reviews and endorses the statewide highway program that MassDOT recommends for programming. The board also reviews and endorses programming of funds for the MBTA’s, CATA’s, and MWRTA’s transit capital programs.

Approving the TIP

After selecting a preferred programming scenario, usually in late March, the MPO board votes to release the draft TIP for a 21-day public review period. The comment period typically begins in late April or early May, and during this time the MPO invites members of the public, municipal officials, and other stakeholders in the Boston region to review the proposed program and submit feedback. During the public review period, MPO staff hosts public meetings to discuss the draft TIP document and elicit additional comments.

After the public review period ends, the MPO board reviews all municipal and public comments and may change elements of the document or its programming. The MPO board then endorses the TIP and submits it to the Federal Highway Administration (FHWA) and the Federal Transit Administration (FTA) for approval. MassDOT incorporates the MPO-endorsed TIP into the State Transportation Improvement Program (STIP). The FHWA, FTA, and United States Environmental Protection Agency review the STIP for certification by September 30, the close of the federal fiscal year.

Updates to the TIP

Even after the TIP has been finalized, administrative modifications, amendments, and adjustments often must be introduced because of changes in project schedule, project cost, funding sources, or available revenues. This may necessitate reprogramming a project in a different funding year or programming additional funds for a project.

Notices of administrative modifications and amendments are posted on the MPO’s website. If an amendment is necessary, the MPO notifies affected municipalities, stakeholders, and members of the public via email. The MPO typically holds a 21-day public review period before taking final action on an amendment. In extraordinary circumstances, the MPO may vote to shorten the public comment period to a minimum of 15 days. Administrative modifications and adjustments are minor and usually do not warrant a public review period.

Stay Involved with the TIP

Public engagement is an important aspect of the transportation planning process. Please visit bostonmpo.org for more information about the MPO, to view the entire TIP, and to submit your comments. You also may wish to sign up for email news updates and notices by visiting bostonmpo.org/subscribe and submitting your contact information. To request a copy of the TIP in accessible formats, please contact the MPO staff by any of the following means:

Mail: Boston Region MPO c/o CTPS Certification Activities Group, 10 Park Plaza, Suite 2150, Boston, MA 02116-3968

Telephone: 857.702.3702 (voice)

For people with hearing or speaking difficulties, connect through the state MassRelay service:

Relay Using TTY or Hearing Carry-over: 800.439.2370
Relay Using Voice Carry-over: 866.887.6619
Relay Using Text to Speech: 866.645.9870

Fax: 617.570.9192

Email: publicinfo@ctps.org

The Executive Summary of the FFYs 2022–26 TIP is also available as a translation:

 

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Chapter 1
3C Transportation Planning and the Boston Region MPO

Decisions about how to allocate transportation funds in a metropolitan area are guided by information and ideas gathered from a broad group of people, including elected officials, municipal planners and engineers, transportation advocates, and interested residents. Metropolitan planning organizations (MPO) are the bodies responsible for providing a forum for this decision-making process. Each metropolitan area in the United States with a population of 50,000 or more, also known as an urbanized area, is required by federal legislation to establish an MPO, which decides how to spend federal transportation funds for capital projects and planning studies for the area.

THE TRANSPORTATION PLANNING PROCESS

The federal government regulates the funding, planning, and operation of the surface transportation system through the federal transportation program, which was enacted into law through Titles 23 and 49 of the United States Code. Section 134 of Title 23 of the Federal Aid Highway Act, as amended, and Section 5303 of Title 49 of the Federal Transit Act, as amended, require that urbanized areas conduct a transportation planning process, resulting in plans and programs consistent with the planning objectives of the metropolitan area, in order to be eligible for federal funds.

The most recent reauthorization of the federal surface transportation law is the Bipartisan Infrastructure Law (BIL), which has succeeded the Fixing America’s Surface Transportation Act. The BIL sets policies related to metropolitan transportation planning, and requires that all MPOs carry out a continuing, comprehensive, and cooperative (3C) transportation planning process.

3C Transportation Planning

The Boston Region MPO is responsible for carrying out the 3C planning process in the Boston region. The MPO has established the following objectives for the process:

More information about the federal, state, and regional guidance governing the transportation planning process, and about the regulatory framework in which the MPO operates can be found in Appendix E.

THE BOSTON REGION MPO

The Boston Region MPO’s planning area extends across 97 cities and towns from Boston north to Ipswich, south to Marshfield, and west to Interstate 495.

Figure 1-1 shows the map of the Boston Region MPO’s member municipalities.

 

Figure 1-1
Municipalities in the Boston Region 

Figure 1-1. Municipalities in the Boston Region
Figure 1-1 is a map that shows the physical reach of the Boston Region MPO area. It indicates that the MPO’s jurisdiction extends from Boston north to Ipswich, south to Marshfield, and west to Interstate 495. The map shows the 97 cities and towns that make up the MPO area. It also indicates the eight subregions of the MPO as well as the voting members of the MPO board.
Source: Boston Region MPO.

 

The MPO’s board comprises 22 voting members. Several state agencies, regional organizations, and the City of Boston are permanent voting members, while 12 municipalities are elected as voting members for three-year terms. Eight municipal members represent each of the eight subregions of the Boston region, and there are four at-large municipal seats. The Federal Highway Administration (FHWA) and Federal Transit Administration (FTA) participate on the MPO board as advisory (nonvoting) members. More details about the MPO’s permanent members can be found in Appendix F.

Figure 1-2 shows MPO membership and the organization of the Central Transportation Planning Staff, which serves as staff to the MPO.

Figure 1-2
Boston Region MPO Organizational Chart

Figure 1-2. Boston Region MPO Organizational Chart
Figure 1-2 is an organizational chart that lays out the membership and staff (the Central Transportation Planning Staff) of the Boston Region MPO.   

MPO Central Vision Statement

The following paragraph is the MPO’s central vision statement, as adopted in Destination 2040, the MPO’s current Long-Range Transportation Plan (LRTP).

The Boston Region MPO envisions a modern, well-maintained transportation system that supports a sustainable, healthy, livable, and economically vibrant region. To achieve this vision, the transportation system must be safe and resilient; incorporate emerging technologies; and provide equitable access, excellent mobility, and varied transportation options.

This vision statement takes into consideration the significant public input received during the drafting of the Needs Assessment for Destination 2040. This statement also reflects the MPO’s desire to add emphasis to the maintenance and resilience of the transportation system while supporting the MPO’s six core goals: Safety, System Preservation and Modernization, Capacity Management and Mobility, Clean Air and Sustainable Communities, Transportation Equity, and Economic Vitality. More information on the MPO’s vision, goals, and objectives for the transportation system is available in Figure 1-3 below.

Certification Documents

As part of its 3C process, the Boston Region MPO annually produces the Transportation Improvement Program (TIP) and the Unified Planning Work Program (UPWP). These documents, along with the quadrennial LRTP, are referred to as certification documents and are required for the federal government to certify the MPO’s planning process. This federal certification is a prerequisite for the MPO to receive federal transportation funds. In addition to the requirement to produce the LRTP, TIP, and UPWP, the MPO must establish and conduct an inclusive public participation process, and maintain transportation models and data resources to support air quality conformity determinations and long- and short-range planning work and initiatives.

The following is a summary of each of the certification documents.

 

Figure 1-3
LRTP Goals and Objectives

Central Vision Statement

The Boston Region Metropolitan Planning Organization envisions a modern, well-maintained transportation system that supports a sustainable, healthy, livable, and economically vibrant region. To achieve this vision, the transportation system must be safe and resilient; incorporate emerging technologies; and provide equitable access, excellent mobility, and varied transportation options.

Goals Objectives

SAFETY: Transportation by all modes will be safe

  • Reduce the number and severity of crashes and safety incidents for all modes
  • Reduce serious injuries and fatalities from transportation
  • Make investments and support initiatives that help protect transportation customers, employees, and the public from safety and security threats

SYSTEM PRESERVATION: Maintain and modernize the transportation system and plan for its resiliency

  • Maintain the transportation system, including roadway, transit, and active transportation infrastructure, in a state of good repair
  • Modernize transportation infrastructure across all modes
  • Prioritize projects that support planned response capability to existing or future extreme conditions (sea level rise, flooding, and other natural and security-related man-made impacts)

CAPACITY MANAGEMENT AND MOBILITY: Use existing facility capacity more efficiently and increase transportation options

  •  Improve access to and accessibility of all modes, especially transit and active transportation
  • Support implementation of roadway management and operations strategies to improve travel reliability, mitigate congestion, and support non-single-occupant vehicle travel options
  • Emphasize capacity management through low-cost investments; prioritize projects that focus on lower-cost operations/management-type improvements
    such as intersection improvements, transit priority, and Complete Streets solutions
  • Improve reliability of transit
  • Increase percentage of population and employment within one-quarter mile of transit stations and stops
  • Support community-based and private-initiative services and programs to meet first- and last-mile, reverse commute, and other non-traditional transit/ transportation needs, including those of people 75 years old or older and people with a disability
  • Support strategies to better manage automobile and bicycle parking capacity and usage at transit stations
  • Fund improvements to bicycle/pedestrian networks aimed at creating a connected network of bicycle and accessible sidewalk facilities (both regionally and in neighborhoods) by expanding existing facilities and closing gaps
  • Increase percentage of population and places of employment with access to facilities on the bicycle network
  • Eliminate bottlenecks on freight network; improve freight reliability
  • Enhance freight intermodal connections

TRANSPORTATION EQUITY: Ensure that all people receive comparable benefits from, and are not disproportionately burdened by, MPO investments, regardless of race, color, national origin, age, income, ability, or sex

  •  Prioritize MPO investments that benefit equity populations*
  • Minimize potential harmful environmental, health, and safety effects of MPO-funded projects for all equity populations*
  • Promote investments that support transportation for all ages (age-friendly communities)
  • Promote investments that are accessible to all people regardless of ability

    *Equity populations include people who identify as minority, have limited English proficiency, are 75 years old or older or 17 years old or younger, or have a disability; or are members of low-income households.

CLEAN AIR/SUSTAINABLE COMMUNITIES: Create an environmentally friendly transportation system

  • Reduce greenhouse gases generated in Boston region by all transportation modes
  • Reduce other transportation-related pollutants
  • Minimize negative environmental impacts of the transportation system
  • Support land use policies consistent with smart, healthy, and resilient growth

ECONOMIC VITALITY: Ensure our transportation network provides a strong foundation for economic vitality

  • Respond to mobility needs of the workforce population
  • Minimize burden of housing/transportation costs for residents in the region
  • Prioritize transportation investments that serve residential, commercial, and logistics targeted development sites and “Priority Places” identified in MBTA’s Focus 40 plan
  • Prioritize transportation investments consistent with compact-growth strategies of the regional land-use plan

 

Figure 1-4 depicts the relationship between the three certification documents and the MPO’s performance-based planning and programming process, which is a means to monitor progress towards the MPO’s goals and to evaluate the MPO’s approach to achieving those goals.

 

Figure 1-4
Relationship between the LRTP, TIP, UPWP, and Performance-Based Planning Process

Figure 1-4. Relationship between the LRTP, TIP, UPWP, and Performance-Based Planning Process
Figure 1-4 is a text figure with directional arrows that shows how the different facets of each of the MPO’s four 3C programs complement and support each other.
Source: Boston Region MPO.

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Chapter 2
The TIP Process

INTRODUCTION TO THE TIP PROCESS

One of the most important decisions a metropolitan planning organization (MPO) faces is deciding how to allocate limited funds for transportation projects and programs. Transportation improvements are part of the solution to many critical regional, state, national, and even global problems, such as traffic congestion, air pollution, fatalities and injuries on roadways, climate change, and environmental injustice. Because there is not nearly enough funding available for all of the necessary and worthy projects that would address these problems, an MPO’s investment choices must be guided by policies that help identify the most viable and effective solutions.

As described in Chapter 1, the Boston Region MPO develops a Long-Range Transportation Plan (LRTP) and a Transportation Improvement Program (TIP) to prioritize the expenditure of federal funds on transportation projects. The MPO staff manages the development of both plans. The annual development process for the TIP involves evaluating project funding requests from municipalities and state transportation agencies. The MPO staff then proposes a range of alternative scenarios for the programming of new and ongoing projects based on anticipated yearly funding levels, supports the MPO board by creating a draft TIP document, and facilitates a public involvement process that affords the public an opportunity to comment on proposed projects and review the draft TIP before the MPO board endorses the final document.

FUNDING the TIP

Federal Funding Framework

The first step in allocating federal transportation funds is the passage by the United States Congress of a multi-year act that establishes a maximum level of federal transportation funding per federal fiscal year (FFY). The establishment of this level of funding is referred to as an authorization. The most recent authorization act, the Bipartisan Infrastructure Law (BIL), was signed into law on November 15, 2021. The BIL governs the development of the FFYs 2023–27 TIP, including establishing new formula funding levels, creating new and reauthorizing existing discretionary grant programs, and setting policy priorities. More information about the impacts of the BIL on the development of the FFYs 2023–27 TIP is available throughout this report, with specific guidance on new BIL Planning Emphasis Areas available in Appendix E.

After the authorization level has been established, the United States Department of Transportation annually allocates funding among the states according to various federal formulas. This allocation is referred to as an apportionment. The annual apportionment rarely represents the actual amount of federal funds that are ultimately committed to a state because of federally imposed limitations on spending in a given fiscal year, referred to as the obligation authority. In Massachusetts, TIPs are developed based on the estimated obligation authority.

Federal Highway Program

The FFYs 2023–27 TIP’s Highway Program was developed with the assumption that funding from the Federal-Aid Highway Program for the Commonwealth of Massachusetts would range between approximately $789 million and $850 million annually over the next five years. These amounts include the funds that would be set aside initially by the Massachusetts Department of Transportation (MassDOT) as payments for the Accelerated Bridge Program and exclude required matching funds. The funding levels for the FFYs 2023–27 TIP’s Highway Program represent an increase of approximately 18 percent over those in the FFYs 2022–26 TIP. This is a direct result of the broad increase in federal formula funding resulting from the passage of the BIL in November 2021.

The process of deciding how to use this federal funding in the Boston region follows several steps. MassDOT first reserves funding for Grant Anticipation Notes (GANs) debt service payments for the Accelerated Bridge Program; annual GANs payments range between approximately $89 million and $134 million annually over the five years of this TIP.

The remaining Federal-Aid Highway Program funds are budgeted to support state and regional (i.e., MPO) priorities. In the FFYs 2023–27 TIP, there is a total of approximately $870 million to $895 million assumed to be annually available statewide for programming (these amounts include both federal dollars and the state-provided local match). MassDOT customarily provides the local match (which can also be provided by other entities); thus, the capital costs of projects are typically funded with 80 percent federal dollars and 20 percent state dollars, depending on the funding program. Costs for project design are borne by the proponent of the project.

Regional Targets

The Regional Targets are discretionary funds for MPOs, sub-allocated by formula to each metropolitan planning region. The Boston Region MPO receives about 43 percent of the total funds available statewide for Regional Targets. MassDOT developed the target formula for determining this distribution of funds in consultation with the Massachusetts Association of Regional Planning Agencies (MARPA).

Each MPO in the state can decide how to prioritize its Regional Target funding. Given that the Regional Target funding originates from the Federal-Aid Highway Program, the Boston Region MPO board typically programs the majority of its target funding on roadway projects; however, the MPO board has flexed portions of its TIP Highway Program funding to the TIP’s Transit Program, most notably when the MPO board provided funding in support of the Green Line Extension transit expansion project. Additionally, the FFYs 2023–27 TIP includes an annual allotment of funding to the MPO’s Transit Modernization Program beginning in FFY 2025. This represents the MPO’s first formalized effort to flex Federal-Aid Highway funds to transit projects on a yearly basis, an affirmation of the region’s goals to support multimodal transportation options in a meaningful way. More information on the MPO’s investment strategy is discussed later in this chapter.

During the next five years, the Boston Region MPO’s total Regional Target funding will be approximately $645 million, an average of $129 million per year. As with the overall increase in funding for the Highway Program from the BIL, the MPO’s Regional Target funds increased nearly 20 percent per year in the FFYs 2023–27 TIP relative to the levels planned for in the development of the FFYs 2022–26 TIP. To decide how to spend its Regional Target funding, the MPO engages its 97 cities and towns in an annual TIP development process.

Federal Highway Administration Programs

The Federal-Aid Highway Program dollars discussed in this chapter come through several Federal Highway Administration (FHWA) funding programs, each of which has unique requirements. Table 2-1 lists these programs, which come from the BIL and fund projects in the FFYs 2023–27 TIP.

 

Table 2-1
Federal Highway Administration Programs Applicable to the FFYs 2023–27 TIP

 

BIL Program

Eligible Uses

Bridge Formula Program (BFP)

Efforts to replace, rehabilitate, preserve, protect, and construct highway bridges

Congestion Mitigation and

Air Quality Improvement

(CMAQ)

A wide range of projects to reduce congestion and improve air quality in nonattainment and maintenance areas for ozone, carbon monoxide, and particulate matter

Highway Safety

Improvement Program

(HSIP)

Implementation of infrastructure-related highway safety improvements

Metropolitan Planning

Facilities that contribute to an intermodal transportation system, including intercity bus, pedestrian, and bicycle facilities

National Electric Vehicle Infrastructure (NEVI) Program

Projects that support the strategic deployment of electric vehicle (EV) charging infrastructure and establish an interconnected EV network to facilitate data collection, access, and reliability

National Highway Freight

Program (NHFP)

Projects that improve the efficient movement of freight on the National Highway Freight Network

National Highway

Performance Program

(NHPP)

Improvements to interstate routes, major urban and rural arterials, connectors to major intermodal facilities, and the national defense network; replacement or rehabilitation of any public bridge; and resurfacing, restoring, and rehabilitating routes on the Interstate Highway System

Surface Transportation

Block Grant Program

(STBGP)

A broad range of surface transportation capital needs, including roads; transit, sea, and airport access; and vanpool, bicycle, and pedestrian facilities

Transportation Alternatives

Program (TAP)

A set-aside from the STBGP that funds the construction of infrastructure-related projects (for example, sidewalk, crossing, and on-road bicycle facility improvements)

BIL = Bipartisan Infrastructure Law.
Source: Federal Highway Administration
 

Federal Transit Program

Federal aid for public transit authorities is allocated by formula to urbanized areas (UZAs). MassDOT is the recipient of this federal aid in the Boston MA-NH-RI UZA. In UZAs with populations greater than 200,000, such as the Boston MA-NH-RI UZA, the distribution formula factors in passenger-miles traveled, population density, and other factors associated with each transit provider. The three regional transit authorities (RTAs) in the Boston Region MPO area are the Massachusetts Bay Transportation Authority (MBTA), MetroWest Regional Transit Authority (MWRTA), and Cape Ann Transportation Authority (CATA). The MBTA, with its extensive transit program and infrastructure, is the recipient of the preponderance of federal transit funds in the region.

The Federal Transit Administration (FTA) distributes funding to transit agencies through several different programs. Table 2-2 shows FTA programs that come from the BIL and support transit investments in the FFYs 2023–27 TIP.

 

Table 2-2
Federal Transit Administration Programs Applicable to the FFYs 2023–27 TIP

 

BIL Program

Eligible Uses

Urbanized Area Formula

Grants (Section 5307)

Transit capital and operating assistance in urbanized areas

Fixed Guideway/Bus (Section 5337)

Replacement, rehabilitation, and other state-of-good-repair capital projects

Bus and Bus Facilities

(Section 5339)

Capital projects to replace, rehabilitate, and purchase buses and related equipment, and to construct bus-related facilities

Enhanced Mobility of

Seniors and Individuals with Disabilities (Section 5310)

Capital expenses that support transportation to meet the special needs of older adults and persons with disabilities

Fixed-Guideway Capital

Investment Grants (Section 5309)

Grants for new and expanded rail, bus rapid transit, and ferry systems that reflect local priorities to improve transportation options in key corridors

BIL = Bipartisan Infrastructure Law.
Source: Federal Transit Administration

INVESTMENT FRAMEWORKS

MPO Investment Framework

As mentioned previously, each MPO in the state can decide how to prioritize the Regional Target funding it receives through the processes established by FHWA and MassDOT. The Boston Region MPO’s LRTP defines the investment framework that informs the specific investment decisions made in the TIP by establishing

MPO Goals and Objectives

The MPO’s goals and objectives provide the foundation for the evaluation criteria the MPO board uses when selecting transportation projects to be funded with Regional Target dollars. MPO staff compares candidate projects’ characteristics to these criteria to evaluate whether individual projects can help the MPO advance its various goals. The criteria used to select projects for this TIP are based on the MPO’s goals and objectives, adopted as part of Destination 2040, which is the LRTP the MPO endorsed in August 2019. These goals and objectives are listed in Chapter 1.

MPO Investment Programs

In Destination 2040, the MPO strengthened the link between its spending and improvements to transportation performance by revising its investment programs to include a broader range of prospective projects. These investment programs focus on specific types of projects that the MPO expects will help achieve its goals and objectives for the transportation system. The MPO created these programs to give municipalities the confidence that if they design these types of projects the MPO will be willing to fund them through the TIP:

Figure 2-1 provides details about the Destination 2040 investment programs and their relationship to the MPO’s goals. When developing the FFYs 2023–27 TIP, the MPO allocated its Regional Target dollars to these investment programs by assigning them to projects that meet the investment programs’ criteria.

Figure 2-1
Destination 2040 Investment Programs

 

Intersection Improvements (S, SP, CM, CA, TE, EV)

Funds projects to modernize intersection geometry and signalization to improve safety and mobility.
Improvements may include:

Complete Streets (S, SP, CM, CA, TE, EV)

Funds projects that modernize roadways to improve safety and mobility for all users.
Improvements may include:

Transit Modernization Program (S, SP, CM, CA, TE, EV)

Funds projects that modernize transit infrastructure and promote the enhanced ridership, accessibility or resiliency of transit services.
Improvements may include:

Community Connections Program (CM, CA, TE, EV)

Funds a variety of project types, including first- and last-mile solutions and other small, nontraditional transportation projects to enhance mobility and improve air quality.
Improvements may include:

Major Infrastructure Program (S, SP, CM, CA, TE, EV)

Funds projects that enhance major arterials for all users and modernize or expand transit systems to increase capacity. Projects in this program cost more than $50 million; are on major roadways including Interstate Highways, Principal Arterial Freeways and Expressways, or all sections of roadways classified as Principal Arterial “Other” that have fully or partially controlled access; or add new connections to or extend the rail or fixed guideway transit network or the bus rapid transit network. Improvements may include

Bicycle Network and Pedestrian Connections (S, SP, CM, CA, TE, EV)

Funds projects to expand bicycle and pedestrian networks to improve safe access to transit, schools, employment centers, and shopping destinations.
Improvements may include:

KEY: MPO GOALS

S: Safety

SP: System Preservation and Modernization

CM: Capacity Management

CA: Clean Air/Sustainable Communities

TE: Transportation Equity

EV: Economic Vitality

 

Newly created in Destination 2040, the Transit Modernization Program represents a significant shift in the MPO’s investment strategy, as funding will be allocated to transit projects on an annual basis beginning in FFY 2025. In prior years, the MPO only funded transit projects on a one-off basis when funding was requested for specific projects in the region. By creating the programming infrastructure to flex Regional Target highway funds to transit projects annually, the Boston Region MPO has established itself as a leader among MPOs nationally by crafting an investment strategy that is truly multimodal. The MPO has taken a clear stance that investing in transit is central to improving the region’s broader transportation system. The MPO’s five other investment programs were created during the development of prior LRTPs.2-1

During this TIP cycle, the MPO funded multiple Transit Modernization projects in FFYs 2023 and 2024 in order to make use of funding surpluses in these years. The MPO has also continued to reserve funding in each fiscal year beginning in FFY 2025 for future allocation. In the FFYs 2023–27 TIP, the MPO made the decision to increase the funding allocated to this program from $5.5 million to $6.5 million annually, as the MPO’s overall Regional Target funding increased with the passage of the BIL in November 2021.  In the coming years, the MPO will continue to work with municipalities and transit providers in the region to identify transit needs and determine the most effective use of this funding to address those needs.

Destination 2040 also reflects an updated set of priorities for the MPO's Complete Streets investment program, adding dedicated bus lanes and climate resiliency measures to the types of projects targeted for funding through this program. As with the Transit Modernization Program, the MPO will continue to work with municipalities in future TIP cycles to develop and fund projects in these new areas of emphasis.

Finally, while the MPO’s Community Connections investment program was created through the 2015 LRTP, Charting Progress to 2040, the FFYs 2021–25 TIP represented the first TIP cycle that allocated this funding to specific projects. In prior TIP cycles, the $2 million in annual funding for this program was reserved for future use but not allocated, as the development timeline for the first- and last-mile projects funded through this program is much shorter than for other TIP projects. In the FFYs 2023–27 TIP, the MPO built on the success of the first two rounds of the Community Connections Program, funding 11 additional projects on top of the 14 projects funded in the previous two TIP cycles.

Funding for the Community Connections Program continues to be reserved in FFYs 2024–27 for allocation in future TIP cycles. As with the Transit Modernization Program above, the MPO made the decision in the FFYs 2023–27 TIP to increase the funding allocated to the Community Connections Program from $2 million to $2.5 million annually beginning in FFY 2023, as the MPO’s overall Regional Target funding increased with the passage of the BIL in November 2021. More information on the projects selected for funding in each of the MPO’s investment programs can be found in Chapter 3.

Other Funding Guidelines

When creating investment program guidelines for Destination 2040, the MPO elected to decrease the amount of funding allocated to large-scale projects that would be included in its Major Infrastructure Program in order to focus a larger percentage of funding on lower cost, operations-and-maintenance projects. Such a funding mix will help the MPO address its goals and provide more opportunities for the MPO to distribute federal transportation dollars to projects throughout the region, as opposed to concentrating it on a few large-scale projects.

Early in the development of the FFYs 2022–26 TIP, the MPO reassessed its definition of Major Infrastructure projects, adopting a new definition through sequential votes on August 20, 2020, and October 1, 2020. This revised definition carried through to the development of the FFYs 2023–27 TIP. The MPO previously defined Major Infrastructure projects as those that cost more than $20 million or that add capacity to the transportation network. The MPO’s new definition classifies Major Infrastructure projects as those that meet any of the following criteria:

Under the MPO’s prior Major Infrastructure definition, the relatively low cost threshold caused several large-scale Complete Streets projects to be classified as Major Infrastructure projects although they were more local in nature. The changes outlined above are intended to focus the Major Infrastructure investment program on those projects that are of significant scale or that are truly important for the broader MPO region. This allows the MPO to better compare like projects when conducting project evaluations. Because the MPO considers the five-year distribution of TIP funds across its investment programs relative to the goals set forth in the LRTP (as shown in Figure 2-2), properly categorizing projects is a critical component of the MPO’s decision-making process.

Funding allocation goals like these are some of the LRTP-based guidelines the MPO employs to ensure limited Regional Target funding is programmed in ways that best achieve the MPO’s goals for transportation in the region. As the MPO continues the development of its next LRTP, Destination 2050, it will assess the efficacy of each of its six investment programs to ensure these programs are structured to best support progress on the MPO’s goals and objectives for the region.

 

Figure 2-2
Destination 2040 Funding Goals by MPO Investment Program

Figure 2-2 is a pie chart that shows the funding goals set for each of the MPO’s six investment programs as outlined in the MPO’s Long-Range Transportation Plan, Destination 2040.

Source: Boston Region MPO.

 

In addition to evolving policies for specific investment programs, the MPO also made other policy changes prior to the development of the FFYs 2023–27 TIP to guide future funding decisions. Most notably, the MPO elected to codify its policy of requiring that project proponents submit 25 percent designs and obtain an updated cost estimate for their projects prior to being programmed in the TIP. This new standard was set by the MPO as part of a multi-pronged effort to reduce the prevalence of cost increases for projects that have already been selected for funding in the TIP.

This change is part of a larger suite of policy changes recommended by the TIP Project Cost Ad Hoc Committee, which was created in the wake of the FFYs 2022–26 TIP cycle and completed its work in November 2021. While this new policy was formally in effect for the FFYs 2023–27 TIP cycle, the MPO desired to keep this threshold flexible in its first year of implementation, given that the policy was not adopted until after the start of TIP development. More information on the work of this committee is available on the following pages of this chapter.

MassDOT and Transit Agency Investment Frameworks

MassDOT and the MBTA each update their rolling five-year Capital Investment Plans (CIP) on an annual basis. Historically, these agencies have produced a unified CIP, but for the FFYs 2023–27 capital planning cycle, MassDOT and the MBTA have opted to produce separate plans. Though separate, these plans take similar approaches. MassDOT’s CIP identifies priority roadway, bridge, and statewide infrastructure projects for the five MassDOT divisions and includes funding for specific transit projects such as the South Coast Rail and Green Line Extension projects. The MBTA’s CIP outlines the agency’s five-year investment strategy for transit projects in its service area.

Both CIP processes use a similar framework that prioritizes funding according to statewide strategic goals for the transportation system. Reliability is the top priority for MassDOT and the MBTA, followed by modernization and then expansion. Both agencies have created investment programs for their respective CIPs that relate to these strategic goals, and allocate funding to these programs in ways that emphasize their priority. These goals and investment programs are as follows:

 

DEVELOPING THE TIP

Project Selection Process

Overview

The MPO applies its investment framework when developing the TIP. The MPO board’s process for selecting projects to receive highway discretionary—or Regional Target—funding relies on evaluation criteria to help identify and prioritize projects that advance the MPO’s goals. The criteria are based on the MPO’s goals and objectives outlined in the LRTP. All projects are required to show consistency with the LRTP and other statewide and regional plans. Other considerations include the readiness of a project for construction and municipal support for the project. Background information about the TIP project evaluation process is presented in Appendix A.

In the wake of the adoption of Destination 2040 in August 2019, the MPO began the process of revising the TIP evaluation criteria to enhance alignment with the MPO’s updated goals, objectives, and investment programs. These new criteria were adopted by the MPO on October 1, 2020, and were employed during the project selection process for the FFYs 2022–26 and 2023–27 TIPs. The final criteria were the result of a 15-month process that engaged nearly 1,100 members of the public through surveys and focus groups. This process also prioritized the inclusion of significant direct input from MPO members, which was gathered from more than a dozen presentations, discussions, and focus groups. The outcomes of this process are discussed further in the Project Evaluation section on the following pages.

Because of the limitations on in-person gatherings caused by the COVID-19 pandemic, a vast majority of the surveys, focus groups, and presentations discussed above were conducted virtually, with participation options both online and over the telephone. These virtual engagement opportunities allowed MPO staff to pursue new ways of building relationships with members of the public and other key stakeholders in the region. Given the increase in access to the TIP criteria revision process afforded by these virtual events, MPO staff intend to develop a hybrid outreach model that would support both in-person and virtual engagement when it is safe to resume in-person meetings.

In addition to the process outlined above, which focused on developing new criteria for five of the MPO’s investment programs (Bicycle Network and Pedestrian Connections, Complete Streets, Intersection Improvements, Major Infrastructure, and Transit Modernization), the MPO also adjusted the project selection criteria used to evaluate and fund projects through the Community Connections Program in the FFYs 2022–26 and 2023–27 TIPs. These revisions were made based on the lessons learned by MPO staff through the pilot round of this program, which took place during the FFYs 2021–25 TIP cycle. More information on these criteria is available in the Project Evaluation section of this chapter, as well as in Appendix A.

Outreach and Data Collection (October–November)

The TIP development process begins early in the federal fiscal year when cities and towns in the region designate staff as TIP contacts and begin developing a list of priority projects to be considered for federal funding. Each fall, the MPO staff asks these TIP contacts to identify their city or town’s priority projects and then MPO staff elicits input from interested parties and members of the general public.

These discussions on municipalities’ priority projects mark the start of a robust dialogue between MPO staff and project proponents that continues through the duration of the TIP cycle. As noted above, the COVID-19 pandemic forced the transition of all of these conversations for the FFYs 2023–27 TIP cycle to take place virtually. During the fall of 2021, MPO staff held two virtual workshops for municipalities in the region to develop an understanding of the TIP process. MPO staff provided additional one-on-one virtual office hours throughout the fall for proponents to ask more detailed questions about advancing specific projects for funding, with several office hour sessions booked for this purpose during the early stages of developing the FFYs 2023–27 TIP.

Once project proponents have decided to pursue federal funding, they must begin the formal project initiation process. All new Bicycle Network and Pedestrian Connections, Complete Streets, Intersection Improvements, and Major Infrastructure projects must be initiated with the MassDOT Highway Division before they can be considered for programming in the TIP. MassDOT details this process on its project initiation webpage, mass.gov/info-details/massdot-highway-initiating-a-project . To be considered for programming, proponents of Community Connections projects must submit an application for funding directly to MPO staff, as these projects do not need to be initiated by MassDOT.

The MPO staff compiles project funding requests for projects into a Universe of Projects list, which consists of all identified projects being advanced for possible funding in the Bicycle Network and Pedestrian Connections, Complete Streets, Intersection Improvements, and Major Infrastructure investment programs. The Universe includes projects that are at advanced stages of project design, those that are undergoing preliminary engineering and design, and projects still in the conceptual planning stage. Those projects that are active municipal priorities and that are feasibly ready to be programmed in the current TIP cycle continue forward into the MPO’s project evaluation process. Projects that are not ready for programming remain in the Universe for consideration in future TIP cycles. A project Universe is not developed for Community Connections projects, as all eligible projects within this program will be considered for funding during the TIP cycle in which project proponents apply.

Project Evaluation (December-February)

The MPO staff uses its project evaluation criteria to logically and transparently evaluate and select projects for programming in the TIP that advance the MPO’s vision for transportation in the region. This process favors projects that support the following goals:

As noted previously, the MPO undertook a process of revising the TIP evaluation criteria prior to the launch of the FFYs 2022–26 TIP to enhance the alignment between the TIP project selection process and the MPO’s updated goals, objectives, and investment programs outlined in Destination 2040. In terms of the overall structure of the criteria, this process resulted in the following outcomes:

In addition to these broader structural changes, a number of updates were made to individual criteria to better accomplish the MPO’s goals in the LRTP:

Several other changes were made to the project evaluation criteria, which are detailed in Appendix A. The point distributions, categorized by MPO investment program and LRTP goal area, are also available in Figure 2-4. Projects scored using both sets of criteria are programmed in each of these four investment programs in the FFYs 2023–27 TIP, so both sets of criteria are referenced throughout this document.

Though many of the adjustments listed above were in development prior to the onset of the COVID-19 pandemic, the emerging lessons from this event reinforced the importance of making such changes. These changes include emphasizing criteria that award points to projects that invest in walking, bicycling, and transit infrastructure. Also, the need for new criteria that more directly address existing disparities in health and transportation access for minorities and low-income households has been put into stark relief throughout the pandemic. While the MPO did not elect to rescore any currently programmed projects with these new criteria, the revised criteria will be employed in coming TIP cycles to support the funding of transportation projects that act on the lessons learned from COVID-19.

Prior to the FFYs 2022–26 TIP cycle, the MPO also undertook a parallel process to update its evaluation criteria for the smaller-scale, first- and last-mile projects considered for funding through the Community Connections Program. These adjustments were based on the lessons learned from the pilot round of this program during the FFYs 2021–25 TIP cycle. In these revisions, MPO staff aimed to create a more focused set of criteria that better aligned with the types of projects pursuing funding through this program. Revisions to the Community Connections criteria also addressed the discrepancies between capital and operating projects, as the pilot criteria more heavily favored operating projects. These adjustments resulted in more balanced scores that better reflected the goals of the program when implemented for the FFYs 2022–26 TIP cycle. More information on the scoring areas for these criteria is available in Figure 2-3, and all the criteria are available in Appendix A. Projects scored using both sets of criteria are programmed in the Community Connections Program in the FFYs 2023–27 TIP, so both sets of criteria are referenced throughout this document.

 

Figure 2-3
TIP Project Evaluation Criteria: Point Distribution for Community Connections Projects

Figure 2-3 is a pie chart that shows the distribution of points across the six scoring areas considered when evaluating projects for funding through the MPO’s Community Connections Program. These criteria were used to score new projects considered in this investment program for the FFYs 2023–27 TIP.
Source: Boston Region MPO.

 

Figure 2-4
TIP Project Evaluation Criteria: Point Distributions by Project Type (All Other Investment Programs)

Figure 2-4. TIP Project Evaluation Criteria: Point Distributions by Project Type (All Other Investment Programs)
Figure 2-4 is a bar chart that shows the distribution of points across the six scoring areas considered when evaluating projects for funding through the MPO’s Bicycle Network and Pedestrian Connections, Complete Streets, Intersection Improvements, Major Infrastructure, and Transit Modernization investment programs. Each bar reflects the varying points by goal area across project types, emphasizing that different types of projects are designed to accomplish different goals. These criteria were used to score new projects considered in these programs for the FFYs 2023–27 TIP.

Source: Boston Region MPO

 

In order for the MPO staff to conduct a complete project evaluation, each project proponent must provide enough information to meaningfully apply the criteria listed above. Bicycle Network and Pedestrian Connections, Complete Streets, Intersection Improvements, and Major Infrastructure projects must have a functional design report or be near the 25 percent design stage, or its plans must include the level of detail defined in a functional design report. (See MassDOT’s Project Development and Design Guide for information about the contents of a functional design report. This guide is available at mass.gov/lists/design-guides-and-manuals.) For Community Connections projects, proponents must submit a complete application to the MPO, including required supporting documentation.  

After MPO staff have completed an initial round of project scoring, draft scores are distributed to project proponents for their review. The MPO’s goal is to fairly and accurately assess all projects, making this review a critical component of the TIP process. Proponents are encouraged to submit feedback to MPO staff on their scores if they feel any criteria have been applied inaccurately. Proponents are also encouraged to submit additional supporting documentation on their projects if doing so would help clarify or correct any elements of the draft scoring. MPO staff take all proponent feedback into consideration and make any warranted adjustments to project scores before considering the evaluation process final and preparing the scores for presentation to the MPO.

For more details about the criteria used to score projects and project evaluation results for projects considered for programming in this TIP, see Appendix A.

TIP Readiness Day (February)

On TIP Readiness Day, the MPO staff meets with members of the MassDOT Highway Division to review cost and schedule changes related to currently programmed projects, which are undergoing design review, permitting, and right-of-way acquisition. The MPO board then considers these updated project construction costs and changes to the expected dates for construction advertisement when making decisions about changes to TIP programming. These changes have an impact on the ability of the MPO to program its target funds for new projects in the five-year TIP.

Between the development of the FFYs 2021–25 TIP and the FFYs 2022–26 TIP, more than half of the projects programmed by the MPO experienced cost increases, many of which represented significant increases in percentage terms or in absolute cost. These changes placed severe limitations on the MPO’s ability to consider new projects for funding during the FFYs 2022–26 TIP cycle. As a partner to MassDOT’s Highway Division and Office of Transportation Planning, the MPO recognizes its role in supporting the on-time and on-budget delivery of projects by proponents. For this reason, the MPO board created a committee in the wake of the FFYs 2022–26 TIP cycle to further explore the causes of project cost increases and devise MPO policy changes to support more reliable project delivery by all parties.

The TIP Project Cost Ad Hoc Committee began its work in June 2021 and advanced a set of policy recommendations to the full MPO board in September 2021. These changes were formally adopted by the MPO on November 4, 2021, and were in effect for the development of the FFYs 2023–27 TIP. In addition to the requirement that project proponents submit 25 percent design plans and obtain an updated cost estimate for their project prior to obtaining funding in the TIP, as detailed previously, the committee’s work resulted in several other policy changes.

Most notably, the MPO board adopted a policy that proponents of any projects that experienced a cost increase of 25 percent or greater (for projects costing less than $10 million) or of greater than $2.5 million (for projects costing more than $10 million) would be required to present to the MPO board on the reasons for these cost increases. The MPO would then compare this project—at its new cost—to other projects based on a cost-effectiveness evaluation before making a decision on whether or not to fund the project at its higher cost. These cost changes are most often revealed through conversations between MassDOT staff and MPO staff during TIP Readiness Day, making this new policy especially relevant at this stage of TIP development.

Staff Recommendation and Project Selection (March-April)

Using the evaluation scores and information gathered about project readiness (when a project likely would be fully designed and ready for advertisement) and cost, staff prepares possible TIP project programming scenarios for the MPO’s consideration. When developing these scenarios, MPO staff also considers whether a project was programmed in the LRTP, LRTP-based guidelines for allocating funds to different programs or project types, the distribution of investments across the region, and availability of sufficient funding. The MPO staff gather feedback from board members, project proponents, and the public to inform a final staff recommendation, which is then presented to the MPO for approval before it is included in the draft TIP for public review.

Given the significant increase in Regional Target funding in the FFYs 2023–27 TIP resulting from the passage of the BIL, the MPO selected a significant number of new projects for funding during this TIP cycle, including

In total, the MPO allocated more than $236 million in this TIP cycle to projects not previously funded in the Regional Target program. More information on the projects funded in the FFYs 2023–27 TIP is available in Chapter 3.

Selection Process for Projects Prioritized by the State and Transit Agencies

As discussed above, the selection of transit, bridge, and statewide infrastructure projects for programming in the TIP draws primarily from the CIPs produced by MassDOT and the MBTA. These agencies evaluate projects for inclusion in CIP programs using criteria established by the independent Project Selection Advisory Council (PSAC). The following criteria from the PSAC process guide project evaluation:

Projects that receive the highest priority are those that meet each agency’s goals for maintaining and improving the overall condition and reliability of the system; modernizing the system to make it safer and more accessible and to accommodate growth; and expanding and diversifying transportation options for communities. These project-prioritization processes may also reflect other planning initiatives, such as Focus40, the MBTA’s 25-year investment plan, or MassDOT’s modal plans. More information on regulatory and planning guidance governing TIP project prioritization is available in Appendix E. Once project prioritization is complete, programming decisions are made based on these evaluations and information regarding project readiness, program sizing, and existing asset management plans.

As discussed above, the transit element of the TIP also includes the Federal-Aid Programs of the other two RTAs in the region, CATA and MWRTA. Once selection processes are complete for all four agencies, these agencies submit their lists of bridge and roadway projects, bicycle and pedestrian improvements, statewide infrastructure items, and transit capital projects to the MPO for review.

APPROVING THE TIP

Approval of the Draft TIP for Public Review

The MPO board considers the project evaluation results and staff recommendation when prioritizing projects for Regional Target funding. The board also considers public comments, the regional importance of projects, and other factors. In addition to prioritizing the Regional Target funding, the MPO board reviews MassDOT’s proposed statewide highway programming and the proposed capital programs for the MBTA, CATA, and MWRTA before voting to release a draft TIP for public review.

The MPO board votes to release the draft document for public review and invites members of the public, municipal and elected officials, and other stakeholders in the Boston region to review the proposed TIP. The MPO staff hosts outreach events during the public review period to elicit comments on the draft document. (See Appendix C for a full list of public comments submitted on the draft TIP.)

Approval of the Draft TIP

After the public review period ends, the MPO staff and board review all public comments, and the board may change the programming or the document as appropriate before endorsing the TIP. MassDOT staff incorporates the MPO-endorsed TIP into the State Transportation Improvement Program (STIP) and submits it to the FHWA and FTA for approval. The FHWA, FTA, and US Environmental Protection Agency review the STIP and certify it by September 30, the end of the federal fiscal year.

uPDATING THE TIP

The TIP is a dynamic program that may be amended and adjusted throughout the year. Administrative modifications and amendments are often introduced because of changes in project status (advertisement readiness), project cost, project design scope, or available revenue. An amendment is a revision that requires public review and a demonstration of fiscal constraint.

Consistent with federal guidelines, the Boston Region MPO must release an amendment if there is (1) a change in project cost of $500,000 or more for projects valued at $5 million or less, or (2) a change of 10 percent or more of the project cost for projects valued greater than $5 million. TIP amendments are also released if there is a proposal to add or remove a project from the TIP, if the programming year of a project is changed, or if a project has a major change in scope. Administrative modifications or adjustments are also undertaken in the event that a project's funding source changes or if there is a minor change in a project's description or scope.

Regardless of the nature of an amendment, all proposed TIP amendments are presented in a public setting at an MPO meeting, and details are posted on the MPO’s website, bostonmpo.org. Public notices are distributed through the MPO’s email contact list, which members of the public may join by signing up on the MPO’s website. Municipal staff who are TIP contacts at the affected municipalities and the public are notified of pending amendments at the start of an amendment’s public review period.

Public Notice

Notices of draft TIP amendments include a summary of the amendment’s contents, dates of the public review period, contact information for submitting a comment to the MPO, and the date, time, and location that the MPO will vote on that amendment. Municipal representatives and members of the public are invited to submit written or oral testimony at the MPO meetings at which amendments are discussed or voted upon.

The MPO typically holds a 21-day public review period before taking final action on an amendment. In extraordinary circumstances, the MPO may vote to shorten the public review period to a minimum of 15 days. (These circumstances are detailed in the MPO’s Public Engagement Plan.)

The MPO’s website is the best place to find current information about the TIP. All changes to the draft TIP and changes to the endorsed TIP, such as amendments and modifications that have been approved by the MPO, are available on the TIP webpage, bostonmpo.org/tip.

Comments or questions about the draft TIP materials may be submitted directly to the MPO staff via the website, email, or US mail, or voiced at MPO meetings and other public MPO events.


2-1 The Community Connections Program was formerly referred to as the Community Transportation/Parking/Clean Air and Mobility Program when it was originally created in the MPO’s 2015 LRTP, Charting Progress to 2040.

 

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Chapter 3
Summary of Highway and Transit Programming

The Transportation Improvement Program (TIP) tables included in this chapter present a listing of all the projects and programs funded with federal highway and transit aid in the Boston region during federal fiscal years (FFYs) 2023–27. These funding tables are also included as part of the State Transportation Improvement Program (STIP).

Table 3-1 presents a summary of the Boston Region Metropolitan Planning Organization’s (MPO) share of Regional Target funds from the Federal-Aid Highway Program. The allocation of these funds is constrained by projections of available federal aid. As shown in Table 3-1, the MPO has programmed much of the available discretionary funds within the limits of projected funding for highway funding programs. As such, the FFYs 2023–27 TIP Regional Target Program complies with financial constraint requirements.

Table 3-1
Boston Region MPO Regional Target Program Funding Summary

  FFY 2023 FFY 2024 FFY 2025 FFY 2026 FFY 2027 Total

Regional Target Obligation Authority

$128,950,081

$130,647,095

$128,427,689

$125,285,688

$132,045,285

$645,355,838

Regional Target Funds Programmed

$128,950,081

$117,059,590

$124,612,902

$123,179,070

$128,586,581

$622,388,224

Regional Target Funds Unprogrammed

$0

$13,587,505

$3,814,787

$2,106,618

$3,458,704

$22,967,614

 

Source: Boston Region MPO.

 

As discussed in Chapter 2, the signing of the Bipartisan Infrastructure Law (BIL), on November 15, 2021, increased the amount of Regional Target funding available to the Boston Region MPO for the development of the FFYs 2023–27 TIP by approximately 20 percent from the funding levels in the FFYs 2022–26 TIP. These additional funds allowed the MPO to program a significantly greater number of new projects in this TIP cycle (23) than in the FFYs 2022–26 TIP cycle (10) or the FFYs 2021–25 TIP cycle (8).

In the development of the FFYs 2023–27 TIP, the cost-increase issues for projects already programmed in the TIP were not as pervasive as they were in the development of the prior two TIPs. This allowed the MPO to retain a vast majority of its new funding for the programming of additional projects. The projects selected by the MPO for funding for the first time in the FFYs 2023–27 TIP are listed in Table 3-2.

As in most years, the majority of the funding available for allocation by the MPO during the FFYs 2023–27 TIP cycle was in the fifth and final year of the TIP, FFY 2027. Unlike in most years, however, the addition of approximately $20 million in new BIL funding annually beginning in FFY 2023 created new funding surpluses in the early federal fiscal years of the TIP (FFYs 2023 and 2024). These surpluses were compounded by programming delays for two projects already funded by the MPO (project #606453—Improvements on Boylston Street and project #606226—Reconstruction of Rutherford Avenue, both in Boston). Together, these dynamics led to a funding surplus in excess of $90 million in FFYs 2023 and 2024.

The MPO did not have any currently funded Regional Target projects that could be accelerated to make use of these funds, so the MPO worked with MassDOT and the MBTA to identify projects that could be funded in these fiscal years. Jointly, MassDOT and the MBTA brought more than a dozen projects to the MPO for consideration, from which the MPO selected three projects for funding in FFYs 2023 and 2024:

These projects were not formally evaluated using the MPO’s project selection criteria prior to the MPO making draft funding decisions, as MPO staff did not have sufficient time to score the projects prior to the deadline for MPO decision-making. Despite not being scored, they generally align well with many of the MPO’s goals, including enhancing bicycle and pedestrian safety and access, and maintaining a state of good repair for the region’s transit system and critical roadways. Scoring information will be included for these projects when it is available.

 

Table 3-2
New Regional Target Projects Funded in the FFYs 2023–27 TIP

Project Name Municipality (Proponent) MPO Investment Program FFYs of Funding Regional Target Dollars Programmed in FFYs 2023–27 

Lynn Station Improvements Phase II

Lynn (MBTA)

Transit Modernization

2023–24

$48,100,000

Rehabilitation of Washington Street

Brookline

Complete Streets

2027

$30,030,812

Bridge Rehabilitation, Commonwealth Avenue (Route 30) over the Charles River

Newton and Weston (MassDOT)

Complete Streets

2024

$22,725,820

Community Path, Belmont Component of the MCRT (Phase 1)

Belmont

Bicycle and Pedestrian

2026

$21,034,382

McGrath Boulevard Construction*

Somerville (MassDOT)

Major Infrastructure

2027

$20,000,000

Reconstruction on Route 30

Weston

Complete Streets

2026

$17,028,272

Reconstruction of Western Avenue*

Lynn

Complete Streets

2027

$15,000,000

Boston Street Improvements

Salem

Complete Streets

2026

$13,977,600

Park and Pearl Street Reconstruction

Chelsea

Complete Streets

2027

$12,123,769

Rail Trail Construction

Swampscott

Bicycle and Pedestrian

2027

$8,932,000

Forest Hills Station Improvement Project**

Boston (MBTA)

Transit Modernization

2024

$6,400,000

Intersection Improvements at Boston Post Road (Route 20) at Wellesley Street

Weston

Intersection Improvements

2026

$2,681,330

Montachusett RTA Microtransit Service

Bolton, Boxborough, Littleton, and Stow (MART)

Community Connections

2023–25

$1,316,061

Pleasant Street Shuttle Service Expansion

Watertown

Community Connections

2023–25

$1,002,198

NewMo Microtransit Service Expansion

Newton

Community Connections

2023–25

$890,574

CATA On Demand Microtransit Service Expansion

Gloucester and Rockport (CATA)

Community Connections

2023–25

$813,291

Stoneham Shuttle Service

Stoneham

Community Connections

2023–25

$796,817

CatchConnect Microtransit Service Expansion

Hudson and Marlborough (MWRTA)

Community Connections

2023–25

$450,163

Bluebikes Station Replacement and System Expansion

Cambridge

Community Connections

2023

$349,608

Bluebikes System Expansion

Malden and Medford

Community Connections

2023

$145,821

Bluebikes System Expansion

Salem

Community Connections

2023

$119,629

Bicycle Parking along the Bruce Freeman Rail Trail

Acton

Community Connections

2023

$8,017

Chenery Middle School Bicycle Parking

Belmont

Community Connections

2023

$4,376

Total N/A N/A N/A $223,930,540

 

Note: Funding amounts in this table include both federal and non-federal funds, including matching funds.

*          Funding in this table represents the first year of funding, with additional funding anticipated to be allocated to these projects by the Boston Region MPO in future fiscal years.

**        Funding in this table represents partial funding. Additional funding sources will be identified for the Forest Hills Station Improvement Project in future fiscal years. The total project cost is $68,000,000.

CATA = Cape Ann Transportation Authority. FFY = federal fiscal year. MART = Montachusett Area Regional Transit. MCRT = Mass Central Rail Trail. MWRTA = MetroWest Regional Transit Authority. N/A = not applicable. RTA = regional transit authority.

Source: Boston Region MPO.

In addition to the above, several other key decisions were made by the MPO in the drafting of the FFYs 2023–27 Regional Target Program, including:

Additional details of the specific projects programmed with Regional Target funding are shown in Section 1A of each annual element of the TIP tables (Table 3-7). The other sections in Table 3-7 (Sections 1B, 2A, 2B, 2C, and 3B) list the following:

Tables 3-8, 3-9, 3-10, and 3-11 list the federally funded transit projects and programs in the Boston region that the Massachusetts Bay Transportation Authority (MBTA), MetroWest Regional Transit Authority (MWRTA), and Cape Ann Transportation Authority (CATA) plan to undertake.

The second part of this chapter includes detailed descriptions of projects funded through both the Regional Target and statewide portions of the Highway Program, including evaluation scores (for MPO-funded projects), project proponents, and funding details. The pages are organized alphabetically by the municipality in which each project is located.

Investment Summary

This section summarizes the investments made by the Boston Region MPO, Massachusetts Department of Transportation (MassDOT), MBTA, CATA, and MWRTA in the FFYs 2023–27 TIP. Table 3-3 shows the Boston Region MPO’s investments of Regional Target funding—including both the number of projects and the dollar amount—by investment program. These investments are aimed at making progress towards the MPO’s goals for the region, including enhancing safety for all users, preserving and modernizing the transportation system, promoting mobility and reducing congestion, supporting clean air and sustainability, ensuring all have equitable access to the transportation system, and fostering economic vitality in the region through investments in transportation.

Due to the passage of the BIL, the MPO’s Regional Target Program increased in size by approximately $106 million between the FFYs 2022–26 TIP and the FFYs 2023–27 TIP to a total program size of more than $645 million.

Table 3-3
FFYs 2023–27 Boston Region MPO Regional Target Investment Summary

MPO Investment Program Number of Projects Regional Target Dollars Programmed

Bicycle Network and Pedestrian Connections

4

$40,222,704

Community Connections (allocated to projects)

13

$6,374,274

Community Connections (not yet allocated to projects)

N/A

$6,716,799

Complete Streets*

22

$306,251,630

Intersection Improvements

7

$47,175,058

Major Infrastructure—Roadway

3

$135,371,843

Transit Modernization (allocated to projects)

2

$54,500,000

Transit Modernization (not yet allocated to projects)

N/A

$19,500,000

Unprogrammed N/A $29,243,530
Total 51 $645,355,838

 

Note: Funding amounts in this table include both federal and non-federal funds, including matching funds.

*One MPO-funded Complete Streets project (608348—Bridge Street) is partially funded through MassDOT’s Earmark Discretionary Program.

N/A = not applicable.

Source: Boston Region MPO.

Table 3-4 shows MassDOT’s FFYs 2023–27 TIP investments—including both the number of projects or programs and the dollar amount—organized by MassDOT program. MassDOT’s investments are distributed across a variety of programs and will support bridge and pavement improvements, roadway improvements and reconstruction, new bicycle and pedestrian infrastructure, and safety improvements. More details on these investments are available on the project summary pages that comprise the second section of this chapter.

As detailed above for the MPO’s Regional Target Program, the BIL significantly increased the funding available to MassDOT for programming projects in the statewide Highway Program. Most notably, the BIL’s new Bridge Formula Program allowed MassDOT to more than triple the amount of funding allocated to federal-aid bridge projects in the region. Furthermore, FFY 2026 represents the conclusion of grant anticipation notes (GANS) payments for MassDOT’s Accelerated Bridge Program (ABP). The winding down of this program, combined with the passage of the 2021 Massachusetts Transportation Bond Bill and the new federal funding available through the BIL, allowed for the creation of MassDOT’s Next Generation Bridge Program (NGBP).

Like the ABP, the NGBP will leverage state bonding capacity to accelerate the rehabilitation and replacement of critical or structurally deficient bridges across Massachusetts. In the FFYs 2023–27 TIP, 28 bridge projects are funded by MassDOT through the NGBP using state bond bill funds. These projects are shown in the TIP because the debt payments on these bonds will be paid using future federal formula funding.

In addition to higher levels of investment in bridges, the new funding available through the BIL has also supported increased investment across MassDOT’s other programs in the FFYs 2023–27 TIP, including the Bicycle and Pedestrian Program, the Intersection Improvements Program, the Interstate and Non-Interstate Pavement Programs, the Roadway Reconstruction Program, and the Safety Improvements Program. The passage of the BIL and the addition of new state bonding capacity have collectively supported an increase in MassDOT’s Highway Program of more than $1.1 billion between the FFYs 2022–26 TIP and the FFYs 2023–27 TIP to a total program size of more than $1.8 billion.

Table 3-4
FFYs 2023–27 MassDOT Highway Program Investment Summary

MassDOT Program Number of Projects MassDOT Dollars Programmed

Bicycle and Pedestrian

9

$46,668,222

Federal-Aid Bridge Program

27

$544,133,685

Next Generation Bridge Program

28

$553,337,190

Earmarks or Discretionary Grants*

6

$94,623,709

Intersection Improvements

7

$33,530,370

Interstate Pavement

5

$98,117,990

Non-Interstate Pavement

8

$98,281,156

Roadway Reconstruction

18

$233,829,517

Safety Improvements

8

$49,121,035

Non-Federal Aid (NFA)

1

$106,720,000

Total 111 $1,858,362,874

 

Note: Funding amounts in this table include both federal and non-federal funds, including matching funds.

*          Four projects receiving earmark funding are also receiving funding through other sources: 606476—Sumner Tunnel Improvements is funded through MassDOT’s Roadway Reconstruction Program; 608348—Bridge Street is funded through the MPO’s Complete Streets Program; 608562—Mystic Avenue and McGrath Highway is funded through MassDOT’s Intersection Improvements Program; and 607977—Interstates 90/495 Interchange Reconstruction is funded through MassDOT’s Roadway Reconstruction and NFA Programs. Each project is counted in the tally for each funding category but is only counted once in the total number of projects funded.

†          Two projects are funded through this program while also receiving funding through MassDOT’s Safety Improvements Program (607748—Intersection and Signal Improvements on Massachusetts Avenue at Piper Road and Taylor Road in Acton and 611969—Intersection Improvements on Route 16 in Everett). These projects are both counted in the tally for the Intersection Improvements and Safety Improvements categories but are each only counted once in the total number of projects funded.

Sources: MassDOT and the Boston Region MPO.

Table 3-5 shows the MBTA’s programs and associated FFYs 2023–27 TIP funding amounts, with additional details on the MBTA’s programs and projects in Tables 3-8 and 3-9 on the following pages. The passage of the BIL has helped support an increase in the MBTA’s federal capital program of nearly $400 million between the FFYs 2022–26 TIP and the FFYs 2023–27 TIP to a total program size of more than $3.9 billion. Investments made through these programs allow the MBTA to continue to maintain and modernize its infrastructure in support of the agency’s role as the largest transit provider in the Commonwealth of Massachusetts.

The MBTA caters to a wide range of needs, serving the Boston region with commuter rail, light rail, subway, fixed-route bus, and paratransit services. The MBTA prioritizes projects that keep the existing transit system in a state of good repair, including the purchase of new rolling stock, accessibility and resiliency improvements to stations, the rehabilitation of bridges and tunnels, and the replacement of tracks and signals to support system-wide reliability. Limited system expansion projects are also undertaken through the MBTA’s federal capital program. Further information on how the MBTA’s investments support system safety and condition is available in Chapter 4.

Table 3-5
 FFYs 2023–27 MBTA Transit Program Investment Summary

 

Federal Transit Administration Program MBTA Program MBTA Dollars Programmed

Section 5307: Urbanized Area Formula Grants

Bridge and Tunnel Program

$50,000,000

Section 5307: Urbanized Area Formula Grants

Revenue Vehicle Program

$677,862,747

Section 5307: Urbanized Area Formula Grants

Signals/Systems Upgrade Program

$255,488,653

Section 5307: Urbanized Area Formula Grants

Stations and Facilities Program

$254,651,320

Section 5337: Fixed Guideway/Bus Funds

Bridge and Tunnel Program

$478,403,439

Section 5337: Fixed Guideway/Bus Funds

Revenue Vehicle Program

$240,364,516

Section 5337: Fixed Guideway/Bus Funds

Signals/Systems Upgrade Program

$215,250,862

Section 5337: Fixed Guideway/Bus Funds

Stations and Facilities Program

$558,530,687

Section 5339: Bus and Bus Facilities Funds

Bus Program

$40,418,259

Other Federal Funds

Positive Train Control*

$469,150,000

Other Federal Funds

RRIF/TIFIA Financing Program

$692,500,000

Total N/A $3,932,620,483

 

Note: Federal Transit Administration formula funds (Sections 5307, 5337 and 5339) are based on estimated apportionments for FFYs 2023-27. These apportionments include additional funding to be made available through the Bipartisan Infrastructure Law, based on current estimates. TIP programs and projects are based on a preliminary draft CIP as of April 2022. Adjustments will be made to federal projects and budgets as the CIP process is finalized. Funding amounts in this table include both federal and non-federal funds, including matching funds.

* Positive Train Control investments are funded with RRIF funds.

† RRIF/TIFIA financing program funding is an initial estimate and will be refined as projects are identified and loans are finalized with the Build America Bureau.

CIP = Capital Investment Plan. FFY = federal fiscal year. N/A = not applicable. RRIF = Railroad Rehabilitation and Improvement Financing. TIFIA = Transportation Infrastructure Finance and Innovation Act. TIP = Transportation Improvement Program.

Sources: MBTA and the Boston Region MPO.

Table 3-6 summarizes CATA and MWRTA investments included in the FFYs 2023–27 TIP, and more information is available on each agency’s investments in Tables 3-10 and 3-11. Though the MBTA provides commuter rail service to the Cape Ann communities of Rockport and Gloucester, CATA provides additional paratransit and fixed-route bus services to these communities and to Danvers, Peabody, Ipswich, Essex, and Beverly. CATA’s federal capital program supports its role in providing critical transportation alternatives to residents and visitors of the area, including through the replacement of buses, the modernization of facilities, and the maintenance of assets.

MWRTA similarly complements MBTA commuter rail service, operating fixed-route bus, on-demand microtransit, and commuter shuttle services to a number of communities in the MetroWest subregion. MWRTA’s federal capital program supports this mission by funding vehicle replacements, station and facility maintenance and improvements, and operating assistance for paratransit services, among other efforts. Other projects funded in MWRTA’s 2023–27 TIP include the electrification of the agency’s paratransit fleet and investments in technology to support travel training and customer service efforts.

Overall program sizes for CATA and MWRTA are substantially similar in the FFYs 2023–27 TIP to those in the FFYs 2022–26 TIP. These agencies collectively received an approximately $3.2 million increase in funding levels in this TIP for a total program size of more than $55.6 million.

 

Table 3-6
FFYs 2023–27 CATA and MWRTA Transit Program Investment Summary

 

Regional Transit Authority Federal Transit Administration Program  RTA Dollars Programmed

CATA

Section 5307: Urbanized Area Formula Funding

$4,155,000

CATA

State Transportation Bond Capital Assistance

$3,065,000

 

CATA

 

CATA subtotal

Municipal and Local Assessments

 

N/A

 

$356,250

 

$7,576,250

MWRTA

Section 5307: Urbanized Area Formula Funding

$12,339,700

MWRTA

Section 5339: Bus and Bus Facilities

$3,022,063

MWRTA

State Transportation Bond Capital Assistance

$3,417,258

MWRTA

Other Federal

$27,302,259

 

MWRTA

 

MWRTA subtotal

 

Other Non-Federal

 

N/A

$2,000,000

 

$ 48,081,280

Total N/A $55,657,530

 

Note: Funding amounts in this table include both federal and non-federal funds, including matching funds.
CATA = Cape Ann Transportation Authority. FFY = federal fiscal year. MWRTA = Metro West Regional Transit Authority. N/A = not applicable. RTA = regional transit administration
Sources: CATA, MWRTA, and the Boston Region MPO.

 

Note: Funding amounts in this table include both federal and non-federal funds, including matching funds.

CATA = Cape Ann Transportation Authority. FFY = federal fiscal year. MWRTA = Metro West Regional Transit Authority. N/A = not applicable. RTA = regional transit authority
Sources: CATA, MWRTA, and the Boston Region MPO.

 

Tables 3-7 through 3-11 build on the summary tables listed above by detailing investments made through both the Highway and Transit Programs by project, program, and funding year.

Table 3-7
FFYs 2023-27 TIP Highway Programming

 

Year MassDOT Project ID MPO Municipality MassDOT Project Description District Funding Source Adjusted TFPC Total Programmed Funds Federal Funds Non-Federal Funds Other Information
Federal Fiscal Year 2024 $387,245,888 $255,610,411 $131,635,477  
Section 1A / Regionally Prioritized Projects $117,059,590 $94,447,672 $22,611,918  
Bridge On-system NHS $22,725,820 $18,180,656 $4,545,164  
2024 110980 Boston Region Multiple NEWTON- WESTON- BRIDGE REHABILITATION, N-12-010=W-29-005, COMMONWEALTH AVENUE (ROUTE 30) OVER THE CHARLES RIVER 6 NHPP $22,725,820 $22,725,820 $18,180,656 $4,545,164 Construction; NHPP Total Cost = $22,725,820; Project not scored by MPO.
Roadway Reconstruction $66,689,333 $54,151,466 $12,537,867  
2024 603739 Boston Region Wrentham WRENTHAM- CONSTRUCTION OF ROUTE I-495/ROUTE 1A RAMPS 5 HSIP $15,587,884 $2,500,000 $2,250,000 $250,000 Construction; HSIP+STBG+TAP Total Cost =
$15,587,884; MPO Evaluation Score = 55; TAP
Proponent = MassDOT
2024 603739 Boston Region Wrentham WRENTHAM- CONSTRUCTION OF ROUTE I-495/ROUTE 1A RAMPS 5 STBG $15,587,884 $12,587,884 $10,070,307 $2,517,577 Construction; HSIP+STBG+TAP Total Cost =
$15,587,884; MPO Evaluation Score = 55; TAP
Proponent = MassDOT
2024 603739 Boston Region Wrentham WRENTHAM- CONSTRUCTION OF ROUTE I-495/ROUTE 1A RAMPS 5 TAP $15,587,884 $500,000 $400,000 $100,000 Construction; HSIP+STBG+TAP Total Cost =
$15,587,884; MPO Evaluation Score = 55; TAP
Proponent = MassDOT
2024 605743 Boston Region Ipswich IPSWICH- RESURFACING & RELATED WORK ON CENTRAL & SOUTH MAIN STREETS 4 STBG $5,490,888 $4,971,338 $3,977,070 $994,268 Construction; STBG+TAP Total Cost = $5,490,888; MPO Evaluation Score = 47; TAP Proponent = Ipswich
2024 605743 Boston Region Ipswich IPSWICH- RESURFACING & RELATED WORK ON CENTRAL & SOUTH MAIN STREETS 4 TAP $5,490,888 $519,550 $415,640 $103,910 Construction; STBG+TAP Total Cost = $5,490,888; MPO Evaluation Score = 47; TAP Proponent = Ipswich
2024 606453 Boston Region Boston BOSTON- IMPROVEMENTS ON BOYLSTON STREET, FROM INTERSECTION OF BROOKLINE AVENUE & PARK DRIVE TO IPSWICH STREET 6 CMAQ $8,665,052 $5,000,000 $4,000,000 $1,000,000 Construction; CMAQ+TAP+STBG Total Cost
= $8,665,052; MPO Evaluation Score = 58;
TAP Proponent = Boston.
2024 606453 Boston Region Boston BOSTON- IMPROVEMENTS ON BOYLSTON STREET, FROM INTERSECTION OF BROOKLINE AVENUE & PARK DRIVE TO IPSWICH STREET 6 STBG $8,665,052 $2,852,620 $2,282,096 $570,524 Construction; CMAQ+TAP+STBG Total Cost
= $8,665,052; MPO Evaluation Score = 58;
TAP Proponent = Boston.
2024 606453 Boston Region Boston BOSTON- IMPROVEMENTS ON BOYLSTON STREET, FROM INTERSECTION OF BROOKLINE AVENUE & PARK DRIVE TO IPSWICH STREET 6 TAP $8,665,052 $812,432 $649,946 $162,486 Construction; CMAQ+TAP+STBG Total Cost
= $8,665,052; MPO Evaluation Score = 58;
TAP Proponent = Boston.
2024 607777 Boston Region Watertown WATERTOWN- REHABILITATION OF MOUNT AUBURN STREET (ROUTE 16) 6 STBG $27,250,087 $2,841,078 $2,272,862 $568,216 Construction; HSIP+CMAQ+STBG Total Cost = $27,250,087; 2-year AC schedule (2023-2024); MPO Evaluation Score = 75 
2024 608007 Boston Region Multiple COHASSET- SCITUATE- CORRIDOR IMPROVEMENTS AND RELATED WORK ON JUSTICE CUSHING HIGHWAY (ROUTE 3A), FROM BEECHWOOD STREET TO HENRY TURNER BAILEY ROAD 5 HSIP $12,509,786 $1,500,000 $1,350,000 $150,000 Construction; HSIP+STBG+TAP Total Cost =
$12,509,786; MPO Evaluation Score = 37; TAP
Proponent = MassDOT.
2024 608007 Boston Region Multiple COHASSET- SCITUATE- CORRIDOR IMPROVEMENTS AND RELATED WORK ON JUSTICE CUSHING HIGHWAY (ROUTE 3A), FROM BEECHWOOD STREET TO HENRY TURNER BAILEY ROAD 5 STBG $12,509,786 $10,869,554 $8,695,643 $2,173,911 Construction; HSIP+STBG+TAP Total Cost =
$12,509,786; MPO Evaluation Score = 37; TAP
Proponent = MassDOT.
2024 608007 Boston Region Multiple COHASSET- SCITUATE- CORRIDOR IMPROVEMENTS AND RELATED WORK ON JUSTICE CUSHING HIGHWAY (ROUTE 3A), FROM BEECHWOOD STREET TO HENRY TURNER BAILEY ROAD 5 TAP $12,509,786 $140,232 $112,186 $28,046 Construction; HSIP+STBG+TAP Total Cost =
$12,509,786; MPO Evaluation Score = 37; TAP
Proponent = MassDOT.
2024 609054 Boston Region Littleton LITTLETON- RECONSTRUCTION OF FOSTER STREET 3 CMAQ $3,992,645 $1,000,000 $800,000 $200,000 Construction; CMAQ+TAP+STBG Total Cost = $3,992,645; MPO Evaluation Score = 38; TAP
Proponent = Littleton.
2024 609054 Boston Region Littleton LITTLETON- RECONSTRUCTION OF FOSTER STREET 3 STBG $3,992,645 $2,492,645 $1,994,116 $498,529 Construction; CMAQ+TAP+STBG Total Cost = $3,992,645; MPO Evaluation Score = 38; TAP
Proponent = Littleton.
2024 609054 Boston Region Littleton LITTLETON- RECONSTRUCTION OF FOSTER STREET 3 TAP $3,992,645 $500,000 $400,000 $100,000 Construction; CMAQ+TAP+STBG Total Cost = $3,992,645; MPO Evaluation Score = 38; TAP
Proponent = Littleton.
2024 609252 Boston Region Lynn LYNN- REHABILITATION OF ESSEX STREET 4 CMAQ $17,602,000 $9,000,000 $7,200,000 $1,800,000 Construction; CMAQ+HSIP+STBG Total Cost = $17,602,000; MPO Evaluation Score = 66.
2024 609252 Boston Region Lynn LYNN- REHABILITATION OF ESSEX STREET 4 HSIP $17,602,000 $4,000,000 $3,600,000 $400,000 Construction; CMAQ+HSIP+STBG Total Cost = $17,602,000; MPO Evaluation Score = 66.
2024 609252 Boston Region Lynn LYNN- REHABILITATION OF ESSEX STREET 4 STBG $17,602,000 $4,602,000 $3,681,600 $920,400 Construction; CMAQ+HSIP+STBG Total Cost = $17,602,000; MPO Evaluation Score = 66.
Intersection Improvements $1,222,315 $977,852 $244,463  
2024 608436 Boston Region   ASHLAND- REHABILITATION AND RAIL CROSSING IMPROVEMENTS ON CHERRY STREET 3 STBG $1,222,315 $1,222,315 $977,852 $244,463 Construction; STBG Total Cost = $1,222,315; MPO
Evaluation Score = 38.
Bicycle and Pedestrian $3,922,122 $3,137,698 $784,424  
2024 609211 Boston Region Peabody PEABODY- INDEPENDENCE GREENWAY EXTENSION 4 CMAQ $3,922,122 $2,000,000 $1,600,000 $400,000 Construction; CMAQ+TAP Total Cost = $3,922,122;
MPO Evaluation Score = 34; TAP Proponent = Peabody.
2024 609211 Boston Region Peabody PEABODY- INDEPENDENCE GREENWAY EXTENSION 4 TAP $3,922,122 $1,922,122 $1,537,698 $384,424 Construction; CMAQ+TAP Total Cost = $3,922,122;
MPO Evaluation Score = 34; TAP Proponent = Peabody.
Transit Grant Program $1,655,156 $1,324,125 $331,031  
2024 S12114 Boston Region Canton ROYALL STREET SHUTTLE   CMAQ $534,820 $148,542 $118,834 $29,708 Operations; CMAQ Total Cost = $534,820; MPO Evaluation Score = 51; Project funded over three fiscal years (2022-2024) through MPO's Community Connections Program. 
2024 S12124 Boston Region Multiple COMMUNITY CONNECTIONS PROGRAM   CMAQ $6,716,799 $641,495 $513,196 $128,299 Planning, Design, or Construction; Set Aside for LRTP Community Connections Program
2024 S12694 Boston Region Newton NEWMO MICROTRANSIT SERVICE EXPANSION 6 CMAQ $890,574 $268,246 $214,597 $53,649 Operations; CMAQ Total Cost = $890,574; MPO Evaluation Score = 87; Project funded over three fiscal years (2023-2025) through MPO's Community Connections Program.
2024 S12697 Boston Region Watertown PLEASANT STREET SHUTTLE SERVICE EXPANSION 6 CMAQ $1,002,198 $335,434 $268,347 $67,087 Operations; CMAQ Total Cost = $1,002,198; MPO Evaluation Score = 78; Project funded over three fiscal years (2023-2025) through MPO's Community Connections Program.
2024 S12699 Boston Region Stoneham STONEHAM SHUTTLE SERVICE 4 CMAQ $796,817 $261,439 $209,151 $52,288 Operations; CMAQ Total Cost = $796,817; MPO Evaluation Score = 72; Project funded over three fiscal years (2023-2025) through MPO's Community Connections Program.
Flex to FTA $20,844,844 $16,675,875 $4,168,969  
2024 S12700 Boston Region Multiple CATA ON DEMAND MICROTRANSIT SERVICE EXPANSION 4 CMAQ $813,291 $265,065 $212,052 $53,013 Operations; CMAQ Total Cost = $813,291; MPO Evaluation Score = 61.75; Project funded over three fiscal years (2023-2025) through MPO's Community Connections Program.
2024 S12701 Boston Region Multiple MWRTA CATCHCONNECT MICROTRANSIT SERVICE EXPANSION 3 CMAQ $450,163 $149,425 $119,540 $29,885 Operations; CMAQ Total Cost = $450,163; MPO Evaluation Score = 59; Project funded over three fiscal years (2023-2025) through MPO's Community Connections Program.
2024 S12703 Boston Region Multiple MONTACHUSETT RTA MICROTRANSIT SERVICE 3 CMAQ $1,316,061 $430,354 $344,283 $86,071 Operations; CMAQ Total Cost = $1,316,061; MPO Evaluation Score = 57; Project funded over three fiscal years (2023-2025) through MPO's Community Connections Program.
2024 S12705 Boston Region Lynn LYNN STATION IMPROVEMENTS PHASE II 4 CRP $48,100,000 $13,600,000 $10,880,000 $2,720,000 Construction; STBG+CRP Total Cost = $48,100,000; Project not scored by MPO; Project funded over two fiscal years (2023-2024) through MPO's Transit Modernization Program. Flex to MBTA.
2024 S12706 Boston Region Boston FOREST HILLS IMPROVEMENT PROJECT 6 CRP $6,400,000 $6,400,000 $5,120,000 $1,280,000 Construction; CRP Total Cost = $6,400,000; Project not scored by the MPO; Funded through the MPO's Transit Modernization Program. Flex to MBTA.
Section 1B / Earmark or Discretionary Grant Funded Projects $90,859,651 $82,548,700 $8,310,951  
Earmark Discretionary $75,929,037 $70,604,209 $5,324,828  
2024 605313 Boston Region Natick NATICK- BRIDGE REPLACEMENT, N-03-020, ROUTE 27 (NORTH MAIN STREET) OVER ROUTE 9 (WORCESTER STREET) AND INTERCHANGE IMPROVEMENTS 3 CRRSAA $46,901,244 $46,901,244 $46,901,244 $0  
2024 607977 Boston Region Multiple HOPKINTON- WESTBOROUGH- RECONSTRUCTION OF I-90/I-495 INTERCHANGE 3 HIP-BR $300,942,837 $25,917,561 $20,734,049 $5,183,512 Construction; HIP+NHPP+NFA+NFP+Other FA = $300,942,837; Project funded over six fiscal years (2022-2027); Funding in this TIP = $274,036,314.
2024 608562 Boston Region Somerville SOMERVILLE- SIGNAL AND INTERSECTION IMPROVEMENT ON I-93 AT MYSTIC AVENUE AND MCGRATH HIGHWAY (TOP 200 CRASH LOCATION) 4 HPP $6,122,559 $706,581 $565,265 $141,316  
2024 608955 Boston Region Milton MILTON- INTERSECTION IMPROVEMENTS SQUANTUM STREET @ ADAMS STREET 6 CRRSAA $2,403,651 $2,403,651 $2,403,651 $0  
Bridge On-System NHS NB $6,644,290 $5,315,432 $1,328,858  
2024 606902 Boston Region Boston BOSTON- BRIDGE RECONSTRUCTION/REHAB, B-16-181, WEST ROXBURY PARKWAY OVER MBTA 6 HIP-BR $6,644,290 $6,644,290 $5,315,432 $1,328,858  
Bridge On-system Non-NHS NB $8,286,324 $6,629,059 $1,657,265  
2024 608197 Boston Region Boston BOSTON- BRIDGE REHABILITATION, B-16-107, CANTERBURY STREET OVER AMTRAK RAILROAD 6 HIP-BR $4,504,926 $4,504,926 $3,603,941 $900,985  
2024 608522 Boston Region Middleton MIDDLETON- BRIDGE REPLACEMENT, M-20-003, ROUTE 62 (MAPLE STREET) OVER IPSWICH RIVER 4 HIP-BR $3,781,398 $3,781,398 $3,025,118 $756,280  
Section 2A / State Prioritized Reliability Projects $49,728,959 $43,096,010 $6,632,949  
Bridge On-system NHS $5,279,051 $4,223,241 $1,055,810  
2024 610782 Boston Region Multiple DANVERS- MIDDLETON- BRIDGE REPLACEMENT, D-03-009=M-20-005, ANDOVER STREET (SR 114) OVER IPSWICH RIVER 4 NHPP $5,279,051 $5,279,051 $4,223,241 $1,055,810  
Interstate Pavement $29,628,429 $26,665,586 $2,962,843  
2024 612034 Boston Region Multiple BURLINGTON- WOBURN- INTERSTATE MAINTENANCE AND RELATED WORK ON I-95 4 NHPP-I $12,947,687 $12,947,687 $11,652,918 $1,294,769  
2024 612048 Boston Region Waltham WALTHAM- INTERSTATE MAINTENANCE AND RELATED WORK ON I-95 4 NHPP-I $16,680,742 $16,680,742 $15,012,668 $1,668,074  
Non-Interstate Pavement $6,000,522 $4,800,418 $1,200,104  
2024 608498 Boston Region Multiple QUINCY- WEYMOUTH- BRAINTREE- RESURFACING AND RELATED WORK ON ROUTE 53 6 NHPP $6,000,522 $6,000,522 $4,800,418 $1,200,104  
Bridge Off-system $5,320,957 $4,256,766 $1,064,191  
2024 609438 Boston Region Canton CANTON- BRIDGE REPLACEMENT, C-02-042, REVERE COURT OVER WEST BRANCH OF  THE NEPONSET RIVER 6 STBG-BR-Off $2,185,168 $2,185,168 $1,748,134 $437,034  
2024 609467 Boston Region Multiple HAMILTON- IPSWICH- SUPERSTRUCTURE REPLACEMENT, H-03-002=I-01-006, WINTHROP STREET OVER IPSWICH RIVER 4 STBG-BR-Off $3,135,789 $3,135,789 $2,508,631 $627,158  
Safety Improvements $3,500,000 $3,150,000 $350,000  
2024 S12640 Boston Region   FRAMINGHAM-HIGH RISK AT-GRADE RAILROAD CROSSING COUNTERMEASURES ON ROUTE 126   HSIP $3,500,000 $3,500,000 $3,150,000 $350,000  
Section 2B / State Prioritized Modernization Projects $37,059,238 $31,777,141 $5,282,097  
Roadway Reconstruction $28,563,030 $24,130,554 $4,432,477  
2024 607977 Boston Region Multiple HOPKINTON- WESTBOROUGH- RECONSTRUCTION OF I-90/I-495 INTERCHANGE 3 NFP-I $300,942,837 $12,801,295 $11,521,166 $1,280,130 Construction; HIP+NHPP+NFA+NFP+Other FA = $300,942,837; Project funded over six fiscal years (2022-2027); Funding in this TIP = $274,036,314.
2024 609516 Boston Region Burlington BURLINGTON- IMPROVEMENTS AT I-95 (ROUTE 128)/ROUTE 3 INTERCHANGE 4 NHPP $3,121,560 $3,121,560 $2,497,248 $624,312  
2024 609530 Boston Region Medway MEDWAY- HOLLISTON STREET AND CASSIDY LANE IMPROVEMENTS (SRTS) 3 TAP $2,807,468 $2,807,468 $2,245,974 $561,494  
2024 609531 Boston Region Arlington ARLINGTON- STRATTON SCHOOL IMPROVEMENTS (SRTS) 4 TAP $1,302,209 $1,302,209 $1,041,767 $260,442  
2024 610537 Boston Region Boston BOSTON- ELLIS ELEMENTARY TRAFFIC CALMING (SRTS) 6 TAP $2,361,218 $2,361,218 $1,888,974 $472,244  
2024 610541 Boston Region Canton CANTON- INTERIM INTERCHANGE IMPROVEMENTS AT I-95/ROUTE 128/I-93  6 NHPP $6,169,280 $6,169,280 $4,935,424 $1,233,856  
Intersection Improvements $8,496,208 $7,646,587 $849,621  
2024 608562 Boston Region Somerville SOMERVILLE- SIGNAL AND INTERSECTION IMPROVEMENT ON I-93 AT MYSTIC AVENUE AND MCGRATH HIGHWAY (TOP 200 CRASH LOCATION) 4 HSIP $6,122,559 $5,415,978 $4,874,380 $541,598  
2024 608564 Boston Region Watertown WATERTOWN- INTERSECTION IMPROVEMENTS AT ROUTE 16 AND GALEN STREET 6 HSIP $3,080,230 $3,080,230 $2,772,207 $308,023  
Section 2C / State Prioritized Expansion Projects $4,676,111 $3,740,889 $935,222  
Bicycle and Pedestrian $4,676,111 $3,740,889 $935,222  
2024 611982 Boston Region Medford MEDFORD- SHARED USE PATH CONNECTION AT THE ROUTE 28/WELLINGTON UNDERPASS 4 CMAQ $4,676,111 $4,676,111 $3,740,889 $935,222  
Section 3B / Non-Federal Aid Funded $87,862,339 $0 $87,862,339  
Bridge On-system NHS $49,450,000 $0 $49,450,000  
2024 606496 Boston Region Boston BOSTON- BRIDGE REHABILITATION, B-16-052, BOWKER OVERPASS OVER MASS PIKE, MBTA/CSX, & IPSWICH STREET AND RAMPS (BINS 4FD, 4FG, 4FE, 4FF & 4FJ) 6 NGBP $51,428,000 $49,450,000 $0 $49,450,000  
Bridge On-system Non-NHS $11,732,339 $0 $11,732,339  
2024 606901 Boston Region Boston BOSTON- BRIDGE REPLACEMENT, B-16-109, RIVER STREET BRIDGE OVER MBTA/AMTRAK 6 NGBP $11,732,339 $11,732,339 $0 $11,732,339  
NFA $26,680,000 $0 $26,680,000  
2024 607977 Boston Region Multiple HOPKINTON- WESTBOROUGH- RECONSTRUCTION OF I-90/I-495 INTERCHANGE 3 NFA $300,942,837 $26,680,000 $0 $26,680,000 Construction; HIP+NHPP+NFA+NFP+Other FA = $300,942,837; Project funded over six fiscal years (2022-2027); Funding in this TIP = $274,036,314.

 

 

Table 3-8
FFYs 2023–27 TIP Transit Table (MBTA Federal Capital Program)

 

Federal Funding Program ALI 2023 2024 2025 2026 2027 FFY23-27 Total (Federal) FFY23-27 Total (Incl. Match)
       
5307   $188,718,272 $193,663,464 $197,677,960 $202,720,389 $207,622,091 $990,402,177 $1,238,002,721
Bridge & Tunnel Program   12.24.05 $0 $10,000,000 $10,000,000 $10,000,000 $10,000,000 $40,000,000 $50,000,000
Revenue Vehicle Program  12.12.00 $88,612,555 $106,661,899 $110,676,395 $115,718,824 $120,620,526 $542,290,198 $677,862,747
Signals/Systems Upgrade Program  12.63.01 $6,070,405 $49,580,129 $49,580,129 $49,580,129 $49,580,129 $204,390,923 $255,488,653
Stations and Facilities Program  12.34.00 $94,035,312 $27,421,436 $27,421,436 $27,421,436 $27,421,436 $203,721,056 $254,651,320
       
5337   $229,289,490 $234,344,881 $238,400,903 $243,546,639 $248,457,689 $1,194,039,602 $1,492,549,503
Bridge & Tunnel Program   12.24.05 $17,263,690 $84,522,118 $88,578,140 $93,723,876 $98,634,926 $382,722,751 $478,403,439
Revenue Vehicle Program  12.12.00 $103,904,747 $21,876,517 $21,876,517 $21,876,517 $22,757,316 $192,291,613 $240,364,516
Signals/Systems Upgrade Program  12.63.01 $27,746,281 $36,113,602 $36,113,602 $36,113,602 $36,113,602 $172,200,689 $215,250,862
Stations and Facilities Program  12.34.00 $80,374,771 $91,832,644 $91,832,644 $91,832,644 $90,951,845 $446,824,549 $558,530,687
       
5339   $6,016,454 $6,253,263 $6,445,503 $6,686,969 $6,932,418 $32,334,607 $40,418,259
Bus Program  11.14.00 $6,016,454 $6,253,263 $6,445,503 $6,686,969 $6,932,418 $32,334,607 $40,418,259
                 
FFY23-27 FTA Formula Funding   $424,024,215 $434,261,608 $442,524,367 $452,953,997 $463,012,199 $2,216,776,386 $2,770,970,483
                 
Other Federal   $147,500,000 $147,500,000 $516,564,667 $225,085,333 $125,000,000 $1,161,650,000 $1,161,650,000
RRIF Financing - PTC/ATC/Fiber 12.63.01 $0 $0 $369,064,667 $100,085,333 $0 $469,150,000 $469,150,000
RRIF/TIFIA Financing Program 12.24.05 $147,500,000 $147,500,000 $147,500,000 $125,000,000 $125,000,000 $692,500,000 $692,500,000
       
FFY23-27 Total Federal Funding   $571,524,215 $581,761,608 $959,089,034 $678,039,330 $588,012,199 $3,378,426,386 $3,932,620,483

Notes:
FTA formula funds (5307, 5337 and 5339) are based on estimated apportionments for FFYs 2023-27. This includes additional funding to be made available through the Bipartisan Infrastructure Law (BIL), based on current estimates.
TIP programs and projects are based on the draft FYs 2023-27 CIP and planned federal obligations as of April 22, 2022. Adjustments will be made to federal projects and budgets as the FYs 2023-27 CIP is finalized.
The Activity Line Item (ALI) codes are preliminary only and generally reflect the bulk of the TIP program. Within a program there may be several different ALI codes used.
RRIF loan funding for the PTC/ATC/Fiber Resiliency project is based on the currently planned drawdown schedule and is subject to change.
RRIF/TIFIA financing program funding is an initial estimate and will be refined as projects are identified and loans are finalized with the Build America Bureau.

 

Table 3-9
FFYs 2023–27 TIP Transit Table (MBTA Federal Capital Program – Project List and Descriptions [80% Federal Share])

 

FTA Formula Funds (5307, 5337, 5339)
5307 - Bridge and Tunnel
5307 Bridge and Tunnel P0912 Systemwide Tunnel Flood Mitigation Program $0 $40,000,000 $40,000,000 Planning, training, and infrastructure improvements to make the tunnel network more resilient to flooding exposures due to storm surge, precipitation, and sea level rise.
$0 $40,000,000 $40,000,000
5307 - Revenue Vehicles
5307 Revenue Vehicles P0369 Green Line Type 10 Light Rail Fleet Replacement $0 $264,584,510 $264,584,510 Procurement of 102 new fully-accessible light rail vehicles (LRV) fleet to replace the existing Type 7 and Type 8 fleets and increase system capacity.
5307 Revenue Vehicles P0618 Procurement of 40ft Enhanced Electric Hybrid Buses $154,316,086 $127,577,551 $281,893,637 Procurement of 460 40ft Enhanced Electric Hybrid (EEH) buses to replace 310 40ft diesel buses purchased in 2006-2008 and support more reliable, efficient, and sustainable operations. Includes vehicle testing, warranty, and inspection.
5307 Revenue Vehicles P0633 MBTA Catamaran Overhauls $0 $5,773,824 $5,773,824 Overhaul of two 149-passenger subchapter "T" ferries. Includes end products as well as capital spare parts, manuals, diagnostic test equipment, tools, training, training aids, warranty, and associated materials, equipment, and services.
5307 Revenue Vehicles P0649 Option Order Procurement of New Flyer Hybrid 40ft Buses $0 $7,135,142 $7,135,142 Procurement of 194 40ft buses with hybrid propulsion to replace an aging fleet and improve fuel economy.
5307 Revenue Vehicles P0652 Procurement of 100 Bi-Level Commuter Rail Coaches $0 $35,076,265 $35,076,265 Procurement of 100 Bi-Level Commuter Rail coaches to replace aging single-level coaches, expand capacity from 120 to 180 passengers per coach, reduce number of coaches required, and mitigate operational bottlenecks.
5307 Revenue Vehicles P0653 Procurement of 40ft Battery Electric Buses and Related Infrastructure $0 $37,454,168 $37,454,168 Purchase of 80 40ft battery electric buses (BEBs) to replace fleets currently running diesel bus service out of Quincy and trolleybus service out of North Cambridge. 
5307 Revenue Vehicles P0860 Hybrid Bus Overhaul (New Flyer XDE40 - SR 1881) $0 $10,400,000 $10,400,000 Midlife overhaul of major systems and components (engine, drive unit, cooling systems, axles, brakes, among others) of 60 40ft BAE Hybrid buses to ensure reliable and safe operations and to meet FTA service life requirements. 
5307 Revenue Vehicles P0911 Hybrid and CNG Bus Overhaul $0 $20,800,000 $20,800,000 Midlife overhaul of major systems and components of 156 40ft hybrid buses, 175 40ft CNG buses, and 45 60ft hybrid buses to ensure reliable and safe operations that meet FTA requirements.
5307 Revenue Vehicles P1016 Mattapan Trolley Select System Upgrade $0 $2,768,739 $2,768,739 Overhaul of the 75+ year old PCC cars operating on the Mattapan Line to improve reliability of the fleet.  Includes work on the propulsion system, trucks, auxiliary electrical power system, wiring, lighting, doors, car body, and paint.
5307 Revenue Vehicles P1151 Blue Line Vehicle Mid-Life Overhaul $0 $800,000 $800,000 Planning for the midlife overhaul of 94 Blue Line heavy rail vehicles built by Siemens. The project will address systems at or nearing the end of their intended service lives, obsolete components and functional improvements.
5307 Revenue Vehicles P1154 CNG Bus Overhaul (New Flyer XN40 - SR 1982) $0 $800,000 $800,000 Planning for the midlife overhaul of 175 forty-foot New Flyer CNG buses delivered in 2016-2017. These buses require overhaul of major systems and components to ensure continued reliable and safe operations and to meet FTA service life requirements.
5307 Revenue Vehicles P1155 Hybrid Bus Overhaul (New Flyer XDE40 - SR 2011) $0 $800,000 $800,000 Planning for the midlife overhaul of 44 sixty-foot New Flyer hybrid buses delivered in 2016-2017. These buses require overhaul of major systems and components to ensure continued reliable and safe operations and to meet FTA service life requirements.
5307 Revenue Vehicles P1162 Reliability Centered Maintenance - Blue, Orange and Red Line $0 $28,320,000 $28,320,000 Improvements to trucks, brakes, motors, current collectors, propulsion and auxiliary fuses on the Blue Line and improvements to propulsion, brakes, HVAC, and doors on the Red and Orange Lines. 
$154,316,086 $542,290,198 $696,606,284
5307 - Signals and Systems
5307 Signals and Systems P0285 Signal Program - Red/Orange Line $0 $112,762,427 $112,762,427 Replacement and upgrade of signal equipment on the Red and Orange Lines. Includes renewal of track circuit modules using latest digital audio frequency technology and replacement of wayside equipment on the Orange Line south of Haymarket.
5307 Signals and Systems P0857 Mattapan HSL Transformation $0 $91,628,495 $91,628,495 State of good repair and accessibility improvements, power upgrades, and other infrastructure investments on the Mattapan Line. 
$0 $204,390,923 $204,390,923
5307 - Stations and Facilities
5307 Stations and Facilities P0075 Elevator Program Multiple Location Design $0 $43,778,268 $43,778,268 Design and some construction work for the replacement of elevators and/or addition of new, redundant elevators and related wayfinding amenities at transit stations.
5307 Stations and Facilities P0078 Hingham Ferry Dock Modification $0 $6,239,134 $6,239,134 Replacement of existing floating dock, access gangway, canopy, and walkways; extension of canopy structure to the Hingham Intermodal Center; and upgraded lighting, safety, and security systems. 
5307 Stations and Facilities P0631 Blue Line Infrastructure Improvements $0 $21,790,908 $21,790,908 Includes rebuilding of the Long Wharf Emergency Egress; track and tunnel infrastructure improvements between Aquarium and Maverick; communication rooms improvements; and Suffolk Downs station reconstruction.
5307 Stations and Facilities P0671a Quincy Bus Facility Modernization $29,515,360 $48,437,287 $77,952,647 Relocation and replacement of the Quincy bus maintenance facility. The new, modernized facility will expand capacity and include the infrastructure necessary to support the MBTA’s first battery-electric bus fleet (BEBs).
5307 Stations and Facilities P0671b Arborway Bus Facility - Design Funding $0 $28,800,000 $28,800,000 Design funding to support the construction of a new Arborway bus facility to accommodate battery electric bus (BEB) infrastructure.
5307 Stations and Facilities P0671c North Cambridge Bus Facility Modernization $0 $20,000,000 $20,000,000 Renovation of North Cambridge facility to support conversion to battery electric bus (BEB) fleets.
5307 Stations and Facilities P0679 Codman Yard Expansion and Improvements $45,762,897 $25,555,459 $71,318,356 Improvements to Codman Yard including in-kind replacement of existing infrastructure and expansion of storage capacity to support the new Red Line fleet.
5307 Stations and Facilities P1113 Bus Priority Project Construction $0 $9,120,000 $9,120,000 Funding to support construction of bus priority infrastructure. This may include side or center-running bus lanes, transit signal priority, pavement markings, and stop upgrades. 
$75,278,257 $203,721,056 $278,999,313
5337 - Bridge and Tunnel
5337 Bridge and Tunnel P0006 Gloucester Drawbridge Replacement $12,402,981 $0 $12,402,981 Replacement of Gloucester Drawbridge on the Rockport Line. The new bridge will consist of a moveable bascule span with two independent barrels, two spans of precast concrete box beams, a new steel superstructure, and a new micro-pile abutment.
5337 Bridge and Tunnel P0008 Emergency Bridge Design / Inspection & Rating $222,194 $1,975,145 $2,197,339 Funding to support emergency design, inspection, and rating of bridges as needed. 
5337 Bridge and Tunnel P0009 Bridges - Design $0 $8,293,339 $8,293,339 Design funding to support the repair, rehabilitation, and replacement of bridges across the system. 
5337 Bridge and Tunnel P0018 North Station Draw 1 Bridge Replacement $0 $141,131,308 $141,131,308 Replacement of North Station Draw 1 bridge structure and control tower. Includes expansion of bridge capacity from 4 to 6 tracks, expansion of station platform capacity from 10 to 12 tracks, and a pedestrian path across the Charles River.
5337 Bridge and Tunnel P0037 Emergency Bridge Repair $5,014,180 $0 $5,014,180 Funding to support emergency bridge repairs on an on-call basis.
5337 Bridge and Tunnel P0182 Tunnel Rehabilitation $268,383 $0 $268,383 Construction and professional services relating to tunnel repair and inspection.
5337 Bridge and Tunnel P0495 Bridge Bundling Contract $47,357,564 $0 $47,357,564 Replacement of six commuter rail bridges at Intervale Rd. in Weston; Bacon St. in Wellesley; High Line Bridge in Somerville; Lynn Fells Parkway in Melrose; Parker St. in Lawrence; and Commercial St. in Lynn.
5337 Bridge and Tunnel P0551 Longfellow Approach $0 $151,681,341 $151,681,341 Rehabilitation of Longfellow Approach viaduct, Span 1 of the Longfellow Bridge, and station platforms at Charles/MGH Station. Includes new track, power, communication and signal systems, and additional emergency egress and redundant elevators.
5337 Bridge and Tunnel P0552 Dorchester Avenue Bridge $29,700,062 $0 $29,700,062 Replacement of Dorchester Avenue Bridge and installation of a new tunnel roof beneath the bridge.
5337 Bridge and Tunnel P0627 Systemwide Bridge Inspection and Rating $15,987,600 $31,092,600 $47,080,200 Program to support in-depth inspection and load rating of MBTA-owned bridges at regular intervals. Load ratings are used to establish a systemwide priority list of bridge repairs, rehabilitation, and replacement.
5337 Bridge and Tunnel P0892 Saugus Drawbridge Replacement $8,000,000 $0 $8,000,000 Design of Saugus Drawbridge replacement on the Newburyport/Rockport Line. The new bridge would include a widened approach embankment, a new control house, signal upgrades, and relocation of submerged utilities.
5337 Bridge and Tunnel P0907 East Street Bridge Replacement (Dedham) $0 $14,400,000 $14,400,000 Replacement of East Street bridge carrying the Franklin Line in Dedham. The new bridge will feature improved vertical and horizontal clearance, improved roadway features, and improved pedestrian and vehicle access to East Street.
5337 Bridge and Tunnel P1107 Bridge Program Pipeline - Rehabilitation, Repair and Replacement $0 $16,000,000 $16,000,000 This program uses information provided through the bridge inspection and load rating program to design and construct prioritized bridge rehabilitation, repair, or replacement projects. 
5337 Bridge and Tunnel P1115 South Elm Street Bridge Replacement $12,154,290 $0 $12,154,290 Replacement of South Elm Street bridge on the Haverhill Line serving Commuter Rail, Downeaster, and Pan Am freight trains.
5337 Bridge and Tunnel P1116 Systemwide Culvert Inspection and Load Rating $0 $8,400,000 $8,400,000 Inventory, inspection, and load rating of the MBTA's approximately 1,300 culverts supporting in-service structures systemwide. The scope of work includes an initial inspection to establish baseline condition, followed by inspection every five years.   
5337 Bridge and Tunnel R0074 Tunnel Inspection Systemwide $7,130,983 $9,749,018 $16,880,000 Ongoing inspection and rating of Red Line, Orange Line, Green Line, and Blue Line tunnels. 
$138,238,238 $382,722,751 $520,960,989
5337 - Revenue Vehicles
5337 Revenue Vehicles P0239 F40 Commuter Rail Locomotive Overhaul $33,670,671 $0 $33,670,671 Overhaul of 37 F40 Commuter Rail locomotives to improve reliability and reduce risk of unplanned maintenance.
5337 Revenue Vehicles P0370 Green Line Train Protection $80,100,555 $13,035,090 $93,135,645 Procurement and installation of on-board and wayside equipment for a train protection and information system on the Green Line to mitigate red signal violations, train-to-train collisions, derailments, and intrusions into work zones.
5337 Revenue Vehicles P0918 Future Rolling Stock Fleet $0 $40,000,000 $40,000,000 Planning funds to support future procurement of 25 electrified or multi-mode Commuter Rail rolling stock to replace the oldest vehicles in the fleet. 
5337 Revenue Vehicles P0927 Rolling Stock - Locomotive and Coach State of Good Repair and Resiliency $0 $139,256,523 $139,256,523 Upgrades to improve system reliability, correct deficiencies, standardize procedures, and increase equipment availability for Commuter Rail rolling stock. Includes vehicle procurement, testing support, service life enhancement, and overhauls.
$113,771,226 $192,291,613 $306,062,839
5337 - Signals and Systems
5337 Signals and Systems P0146 SCADA Upgrades $1,600,000 $0 $1,600,000 Upgrades to the Power Supervisory Control and Data Acquisition (SCADA) communication network from leased lines to the Security Wide Area Network (SWAN) to provide high-speed ethernet connection at traction power substations and unit substations.
5337 Signals and Systems P0212 North Station Terminal Signal $4,000,000 $0 $4,000,000 Upgrade of signal system at North Station including new microprocessor technology, nine new signal houses, two new crossovers, and the relocation of critical signal equipment above the 500-year floodplain.
5337 Signals and Systems P0261 Worcester Line Track and Station Accessibility Improvements $0 $25,885,743 $25,885,743 New third track and realignment of existing tracks on the Framingham and Worcester Commuter Rail lines between Weston and Framingham. Includes upgrades to Wellesley Farms, Wellesley Hills, Wellesley Square, and West Natick Stations.
5337 Signals and Systems P0283 Green Line Central Tunnel Signal - 25 Cycle $0 $4,000,000 $4,000,000 Replacement of 25Hz track circuits with 100Hz track circuits in the Green Line central tunnel. Includes replacement of track circuit cable, trough, messenger, cases, relays, rectifiers, and signal power equipment.
5337 Signals and Systems P0301 Systemwide Radio $60,333,511 $0 $60,333,511 Upgrade of the MBTA’s existing two-way radio system used by MBTA Transit Police and operations personnel. This project includes mobile radios for heavy rail, light rail, and bus vehicles.
5337 Signals and Systems P0591 Green Line Central Tunnel Track and Signal Replacement $10,270,834 $85,729,166 $96,000,000 Rehabilitation and upgrades to signal and track infrastructure within the Green Line Central Tunnel. Includes central instrumentation houses and signal, track, and power systems at Copley, Park Street, and Government Center.
5337 Signals and Systems P0675 Orange Line Southwest Corridor Track Replacement $0 $12,500,806 $12,500,806 Reconstruction of track and support systems on the Southwest Corridor of the Orange Line between Chinatown and Forest Hills Stations.
5337 Signals and Systems P0705 Power Systems Resiliency Program $2,689,311 $8,727,333 $11,416,644 Replacement of damaged power cable duct banks that energize areas of the Red, Orange, Blue, and Green Line. Includes excavation, demolition, conduit replacement, manhole replacement, surface restoration, and power cable installation.
5337 Signals and Systems P0904 Systemwide Asset Management Program Phase 3 $9,107,291 $0 $9,107,291 Implementation of the Asset Management Program in accordance with FTA requirements. Includes professional services, audit, inventory, condition assessments, updates to the National Transit Database (NTD), and Transit Asset Management Plan (TAMP).
5337 Signals and Systems P1104 Traction Power Substation Upgrades $0 $5,760,000 $5,760,000 Complete replacement of electrical systems and strucural, mechanical, and plumbing improvements at nine aging traction power substations (TPSS). This scope also includes a TPSS Design Guide to standardize future improvements.
5337 Signals and Systems P1114 South Boston to Forest Hills Duct Bank Replacement $0 $12,946,281 $12,946,281 Replacement of duct banks and cables which carry AC power from the South Boston power complex to Forest Hills.
5337 Signals and Systems P1132 Ashmont Branch Track Replacement $0 $4,000,000 $4,000,000 Design and construction for partial reconstruction of track and track support systems on the Ashmont Branch of the Red Line.This is part of a series of Red Line track replacement projects.
5337 Signals and Systems P1133 Braintree Line Track Replacement $0 $1,200,000 $1,200,000 Design and construction for partial reconstruction of track and track support systems on the Braintree Branch of the Red Line. This is part of a series of Red Line track replacement projects.
5337 Signals and Systems P1139 Systemwide Asset Management Program Phase 4 $0 $9,600,000 $9,600,000 Implementation of the Asset Management Program in accordance with FTA requirements. Includes professional services; audit, inventory, condition assessments, updates to the National Transit Database (NTD), and Transit Asset Management Plan (TAMP).
5337 Signals and Systems P1149 Unit Substation Replacement Project $0 $1,851,360 $1,851,360 Development of unit substation (USS) Design Guide and replacement of existing power and electrical equipment at unit substation locations (USS), including AC feeder disconnect switches.
$88,000,946 $172,200,689 $260,201,636
5337 - Stations and Facilities
5337 Stations and Facilities P0066 Elevator Program $0 $641,008 $641,008 This program funds design and construction for elevator improvements on the rapid transit system. Individual elevator projects are separated into child projects once they reach the construction stage. 
5337 Stations and Facilities P0074 Downtown Crossing Vertical Transportation Improvements Phase 2 $0 $62,208,880 $62,208,880 Design and construction of 3 new elevators to provide vertical transfers from the Red Line northbound to the Orange Line southbound platform, and from the Orange Line northbound to the Red Line southbound platform at Downtown Crossing.
5337 Stations and Facilities P0076 Oak Grove Station Vertical Transportation Improvements $800,000 $0 $800,000 Accessibility upgrades at Oak Grove station including 3 new elevators, replacement of one existing elevator, sidewalk repairs, and wayfinding and station brightening improvements. 
5337 Stations and Facilities P0078 Hingham Ferry Dock Modification $400,000 $0 $400,000 Replacement of existing floating dock, access gangway, canopy, and walkways; extension of canopy structure to the Hingham Intermodal Center; and upgraded lighting, safety, and security systems. 
5337 Stations and Facilities P0087 Braintree and Quincy Adams Garage Rehabilitation $3,396,000 $0 $3,396,000 Repairs to existing Braintree and Quincy Adams station garages. Includes upgrades to mechanical, electrical, plumbing, life safety systems, wayfinding, traffic circulation and parking layout. Also includes two new elevators at the Braintree garage.
5337 Stations and Facilities P0129 Newton Highlands Green Line Station Accessibility Project $0 $25,642,762 $25,642,762 Accessibility improvements at Newton Highlands on the Green Line D Branch. Includes 3 ramps with canopies, 2 staggered 4-car 300' raised platforms, 2 at-grade pedestrian crossings, site lighting, heated platform shelters, and covered bike racks.  
5337 Stations and Facilities P0163 Forest Hills Improvement Project $0 $26,089,763 $26,089,763 Accessibility and state of good repair improvements at Forest Hills Station. Includes elevator replacement, new elevator/stair tower to connect upper and lower busway, accessibility upgrades, station brightening, wayfinding, and platform repairs. 
5337 Stations and Facilities P0168 Symphony Station Improvements $35,665,778 $0 $35,665,778 Upgrade Symphony Station to a modern and fully accessible passenger facility. Includes construction of four new elevators, raised platforms, accessible restrooms, installation of egress stairs, and upgraded fire alarm systems.
5337 Stations and Facilities P0169 Wollaston Station / Quincy Center Garage Demolition $473,433 $0 $473,433 Complete modernization of Wollaston Station, demolition of the top 3 levels of the Quincy Center parking garage, replacement of one elevator at Quincy Center, and construction of an accessible walkway to Quincy Center.
5337 Stations and Facilities P0179 Winchester Center Station $5,145,827 $0 $5,145,827 Renovation of Winchester Station on the Lowell Line to provide code compliant new level-boarding height, fiber resin platforms, lighting system, accessibility ramps, elevators, walkways, variable message signs, public address system and CCTV. 
5337 Stations and Facilities P0395 Worcester Union Station Accessibility and Infrastructure Improvements $2,841,410 $0 $2,841,410 Includes high-level center platform with elevators, ramps, and stairs, replacement and realignment of station tracks, and construction of a new rail crossover to improve accessibility, operations, and service capacity at Worcester Union Station.
5337 Stations and Facilities P0496 Silver Line Gateway - Phase 2 $4,654,573 $0 $4,654,573 Construction of new Chelsea Commuter Rail station with a direct connection to the Silver Line. Includes new platforms, canopies, foundation systems, signage, track infrastructure, train signals, power cable duct banks, and BRT grade crossings.
5337 Stations and Facilities P0856 Ruggles Station Improvements Phase 2 $0 $66,059,036 $66,059,036 Continuation of improvements under P0175 focused on travel paths, alternate egress of Orange Line subway and Commuter Rail platforms, accessible restrooms, public address systems, electrical and fire protection upgrades, and roof replacement. 
5337 Stations and Facilities P0923 E Branch Accessibility & Capacity Improvements $0 $66,050,285 $66,050,285 Improvements to surface track and stations on the E-Branch of the Green Line, extending from the Northeastern Station portal to Heath Street Station.
5337 Stations and Facilities P0924 B Branch Accessibility & Capacity Improvements $0 $46,269,972 $46,269,972 Track realignments, accessibility improvements, potential consolidation, and station and traction power upgrades along the Green Line B Branch, between Blandford St and Warren St stations.
5337 Stations and Facilities P1010 Riverside Vehicle Maintenance Facility Modifications & Upgrades $0 $39,480,004 $39,480,004 Upgrades to existing hoists, pits, and mezzanines at the Riverside Vehicle Maintenance Facility to accommodate the future Type 10 fleet. 
5337 Stations and Facilities P1011 Green Line Extension Vehicle Maintenance Facility Modifications & Upgrades $0 $9,943,730 $9,943,730 Design and installation of a new hoist at the Green Line Extension (GLX) Vehicle Maintenance Facility to accommodate the future Type 10 fleet.
5337 Stations and Facilities P1101 Lake Street Complex Demolition and Reconfiguration $0 $5,242,850 $5,242,850 Demolition of the Lake Street facility and reconfiguration into an expanded yard. The site will be designed to maximize train storage, streamline yard operations, and eliminate a sharp curve in anticipation of the larger Type 10 light rail fleet.
5337 Stations and Facilities P1103 Reservoir Yard and Non-Revenue Track Optimization and Reconfiguration $0 $23,005,694 $23,005,694 Reconfiguration of various track elements at Reservoir including: the lower west yard, East/West Wye, Chestnut Hill Avenue connection, B-Branch connection, and non-revenue track around Cleveland Circle. 
5337 Stations and Facilities P1144 Commuter Rail Facilities State of Good Repair $0 $62,960,000 $62,960,000 Funding to support Commuter Rail facilities improvements including design support contracts, roof and roof equipment replacement, WiFi and IT infrastructure, fluid systems, and maintenance of way facilities. 
5337 Stations and Facilities R0071 Lynn Station Improvements Phase II $0 $13,230,566 $13,230,566 Design funding for new elevators, stairs, platform, canopy, and architectural improvements to the station and the intent to acquire and demolish structures under station's viaduct. Existing parking garage will also be replaced by surface parking.
$53,377,021 $446,824,549 $500,201,570
5339 - Bus and Bus Facility
5339 Bus and Bus Facilities P0653 Procurement of 40ft Battery Electric Buses and Related Infrastructure $11,155,225 $32,334,607 $43,489,832 Purchase of 80 40ft battery electric buses (BEBs) to replace fleets currently running diesel bus service out of Quincy and trolleybus service out of North Cambridge. 
$11,155,225 $32,334,607 $43,489,832

 

Note: Project descriptions and dollar amounts are preliminary only and are provided for informational purposes. In many cases, the scopes of work and project budgets will become more fully developed as the design process proceeds and is completed. The MBTA may also opt to fund a project from a different FTA funding source based on the timing of projects and the availability of FTA funds.

 

RRIF/TIFIA Financing Program
Projects Potentially Funded by Federal RRIF/TIFIA Loans
RRIF/TIFIA Financing P0671a Bus Facility Modernization Program - Quincy Bus Facility
RRIF/TIFIA Financing P0952 Future Regional Rail Layover Planning
RRIF/TIFIA Financing P0018 North Station Draw 1 Bridge Replacement 
RRIF/TIFIA Financing P0170 Newton Commuter Rail Stations
RRIF/TIFIA Financing P0178 South Attleboro Station Improvements  
RRIF/TIFIA Financing P0863 South-Side CR Maintenance Facility

 

Note: The MBTA is exploring the use of federal loans through the Build America Bureau to finance certain capital projects at a lower interest rate than traditional tax-exempt bonds. This includes loans under the Railroad Rehabilitation & Improvement Financing (RRIF) and Transportation Infrastructure Finance and Innovation Act (TIFIA) programs. The projects listed above are being considered for this program, subject to the approval of funding through the CIP process. Additional project and funding information will be provided through a future TIP/Amendment if federal grant funds or loans are utilized.

 

 

Table 3-10
FFYs 2023–27 TIP Transit Table (MWRTA)

 

Project Number RTA Program Project Name Notes Federal Fiscal Year  Total Cost  Bond Cap | State | 100% State Bond Cap | Match | Federal Transit Discretionary Grant Federal | FTA | Section 5307 Federal | FTA | Section 5339 Statewide Federal | FTA | Federal Transit Discretionary Grant Operating | Additional State Assistance | State Contract Assistance Federal | FHWA | Transportation Development Credits
FFY 2023
RTD0011099 MWRTA Operating Operating Assistance Non-Fixed Route ADA Paratransit Service Operating assistance for non-fixed route ADA paratransit service 2023 $2,000,000 $0 $0 $1,600,000 $0 $0 $400,000 $0
RTD0011100 MWRTA Transit | RTA Facility and Vehicle Maintenance Acquisition of Bus Support Equipment/Facilities Acquire after-market vehicle accessories (i.e., passenger counters, DVR - vehicle recorders, annunciators) 2023 $150,000 $30,000 $0 $120,000 $0 $0 $0 $0
RTD0011101 MWRTA Transit | RTA Facility and System Modernization Technology Support/Capital Outreach Mobility management; IT; Call center; Travel training enhancements/improvements; MWRTA applies for competitive funding for this line item and will reduce the RTACAP request upon award of additional federal funds. 2023 $200,000 $40,000 $0 $160,000 $0 $0 $0 $0
RTD0011102 MWRTA Transit | RTA Facility and Vehicle Maintenance Terminal, Intermodal (Transit) - Blandin MWRTA will utilize these funds to maintain a state-of-good-repair value of at least 3.5 for the operations and administration facility along with all amenities and support equipment located at 15 Blandin Ave, Framingham, MA. 2023 $425,000 $85,000 $0 $340,000 $0 $0 $0 $0
RTD0011108 MWRTA Transit | RTA Facility and Vehicle Maintenance Terminal, Intermodal (Transit) - Framingham Commuter Rail Station (FCRS) Intermodal at the Framingham Commuter Rail Station (FCRS) enhancements/improvements; MWRTA applies for competitive funding for this line item and will reduce the RTACAP request upon award of additional federal funds. 2023 $5,000 $1,000 $0 $4,000 $0 $0 $0 $0
RTD0011113 MWRTA Transit | RTA Vehicle Replacement 5339 Competitive Revenue Vehicle Replacement - Discretionary Buy replacement vehicles; 6 D(b)CNGs + 6 E2s Gas 2023 $731,500 $146,300 $0 $0 $0 $585,200 $0 $0
RTD0011127 MWRTA Transit | RTA Facility and Vehicle Maintenance Back Entrance Project - Discretionary Enlarge the operations center of dispatch, administration offices, and driver training rooms of revenue service contractor. Installation of HVAC ERU (energy recovery unit). 2023 $2,000,000 $0 $400,000 $0 $0 $1,600,000 $0 $0
RTD0011128 MWRTA Transit | RTA Facility and System Modernization Electronic Sign Board Install electronic sign boards at high demand locations and enhance accessibility of digital rider tools. 2023 $200,000 $40,000 $0 $160,000 $0 $0 $0 $0
RTD0011129 MWRTA Transit | RTA Facility and System Modernization CRT North Framingham Bike/Pedestrian Connectivity - Cochituate Rail Trail North Framingham Feasibility Study - Discretionary Cochituate Rail Trail North Framingham Feasibility Study - Expand bike/pedestrian connectivity and emerging technologies to support last-mile connections. 2023 $95,000 $0 $19,000 $0 $0 $76,000 $0 $0
RTD0011122 MWRTA Transit | RTA Fleet Upgrades 2023 Electric Vehicle Migration Modernization fleet electrification - Vehicle migration - Purchase of 5 paratransit (Type A) electric vehicles. MWRTA is seeking an 8-year migration to fully electric vehicles. This request is supported in MWRTA's TAM to maintain useful life benchmarks of the agency's paratransit fleet and is in support of Gov. Baker's 2020 Transportation Climate Initiative (TCI). 2023 $100,000 $20,000 $0 $80,000 $0 $0 $0 $0
RTD0011135 MWRTA Transit | RTA Vehicle Replacement Vehicle Replacement - Cutaways (12) #2 of 2 FY23 #1 of 2 5339 $330k + RTACAP $165k;  FY23 #2 of 2 5307 $330k + RTACAP $165k for 6 D(b) w/CNG + 6 E2s Gasoline. 2023 $495,000 $165,000 $0 $0 $330,000 $0 $0 $0
FFY 2024
RTD0011103 MWRTA Operating Operating Assistance Non-Fixed Route ADA Paratransit Service Operating assistance for non-fixed route ADA paratransit service 2024 $2,000,000 $0 $0 $1,600,000 $0 $0 $400,000 $0
RTD0011104 MWRTA Transit | RTA Facility and Vehicle Maintenance Acquisition of Bus Support Equipment/Facilities Acquire after-market vehicle accessories (i.e., passenger counters, DVR - vehicle recorders, annunciators) 2024 $150,000 $30,000 $0 $120,000 $0 $0 $0 $0
RTD0011105 MWRTA Transit | RTA Facility and System Modernization Technology Support/Capital Outreach Mobility management; IT; Call center; Travel training enhancements/improvements; MWRTA applies for competitive funding for this line item and will reduce the RTACAP request upon award of additional federal funds. 2024 $250,000 $50,000 $0 $200,000 $0 $0 $0 $0
RTD0011106 MWRTA Transit | RTA Facility and Vehicle Maintenance Terminal, Intermodal (Transit) - Blandin MWRTA will utilize these funds to maintain a state-of-good-repair value of at least 3.5 for the operations and administration facility along with all amenities and support equipment located at 15 Blandin Ave, Framingham, MA. 2024 $500,000 $100,000 $0 $400,000 $0 $0 $0 $0
RTD0011107 MWRTA Transit | RTA Facility and Vehicle Maintenance Terminal, Intermodal (Transit) - Framingham Commuter Rail Station (FCRS) Intermodal at the Framingham Commuter Rail Station (FCRS) enhancements/improvements; MWRTA applies for competitive funding for this line item and will reduce the RTACAP request upon award of additional federal funds. 2024 $5,000 $1,000 $0 $4,000 $0 $0 $0 $0
RTD0011114 MWRTA Transit | RTA Vehicle Replacement 5339 Competitive Revenue Vehicle Replacement - Discretionary Buy replaceent vehicles; 11 D(b) - CNGs + 4 E2s - Gas 2024 $627,000 $0 $125,400 $0 $0 $501,600 $0 $0
RTD0011267 MWRTA Transit | RTA Fleet Upgrades 2027 Electric Vehicle (EV) Additional Electrification Costs Modernization fleet electrification - vehicle migration 2024 $200,000 $100,000 $0 $100,000 $0 $0 $0 $0
RTD0011123 MWRTA Transit | RTA Fleet Upgrades 5339 Competitive 2024 Electric Vehicle (EV) Infrastructure - Discretionary Modernization fleet electrification - Vehicle migration - Purchase of 5 electric vehicles 2024 $200,000 $0 $20,000 $0 $0 $180,000 $0 $0
RTD0011130 MWRTA Transit | RTA Facility and System Modernization FCRS Intermodal Hub - Discretionary Explore opportunities for Framingham Commuter Rail Station (FCRS) for the expansion of Intermodal transportation opportunities. 2024 $8,000,000 $0 $0 $0 $0 $8,000,000 $0 $2,000,000
RTD0011131 MWRTA Transit | RTA Facility and System Modernization East Street Garage Project - Discretionary Construct two-story garage with solar PV array rooftop panels. 2024 $7,000,000 $0 $0 $0 $0 $7,000,000 $0 $1,750,000
RTD0011132 MWRTA Transit | RTA Facility and Vehicle Maintenance Body Shop - Discretionary Procure adjacent property to Blandin Hub and construct in-house body shop for the efficient and cost effective repair of vehicles. 2024 $3,000,000 $0 $0 $0 $0 $3,000,000 $0 $750,000
RTD0011136 MWRTA Transit | RTA Vehicle Replacement Vehicle Replacement - Cutaways (15) #2 of 2 FY24 #1 of 2 5339 $450k + RTACAP $225k; FY24 #2 of 2 5307 $450k + RTACAP $225k for 11 D(b) w/CNG + 4 E2s - Gasoline. 2024 $454,037 $90,807 $0 $0 $363,230 $0 $0 $0
FFY 2025
RTD0011109 MWRTA Transit | RTA Facility and Vehicle Maintenance Acquisition of Bus Support Equipment/Facilities Acquire after-market vehicle accessories (i.e., passenger counters, DVR - vehicle recorders, annunciators) 2025 $113,750 $22,750 $0 $91,000 $0 $0 $0 $0
RTD0011110 MWRTA Transit | RTA Facility and System Modernization Technology Support/Capital Outreach Mobility management; IT; Call center; Travel training enhancements/improvements; MWRTA applies for competitive funding for this line item and will reduce the RTACAP request upon award of additional federal funds. 2025 $200,000 $40,000 $0 $160,000 $0 $0 $0 $0
RTD0011111 MWRTA Transit | RTA Facility and Vehicle Maintenance Terminal, Intermodal (Transit) - Blandin MWRTA will utilize these funds to maintain a state-of-good-repair value of at least 3.5 for the operations and administration facility along with all amenities and support equipment located at 15 Blandin Ave, Framingham, MA. 2025 $562,500 $112,500 $0 $450,000 $0 $0 $0 $0
RTD0011112 MWRTA Operating Operating Assistance Non-Fixed Route ADA Paratransit Service Operating assistance for non-fixed route ADA paratransit service 2025 $2,000,000 $0 $0 $1,600,000 $0 $0 $400,000 $0
RTD0011115 MWRTA Transit | RTA Vehicle Replacement 5339 Competitive Revenue Vehicle Replacement - Discretionary Buy replacement vehicles; 3 D(b) - CNGs + 5 E2s - Gas 2025 $641,500 $0 $128,300 $0 $0 $513,200 $0 $0
RTD0011121 MWRTA Transit | RTA Facility and Vehicle Maintenance Terminal, Intermodal (Transit) - Framingham Commuter Rail Station (FCRS) Framingham intermodal enhancements/improvements; MWRTA applies for competitive funding for this line item and will reduce the RTACAP request upon award of additional federal funds.  2025 $5,000 $1,000 $0 $4,000 $0 $0 $0 $0
RTD0011124 MWRTA Transit | RTA Fleet Upgrades 5339 Competitive 2025 Electric Vehicle (EV) Additional Electrification Costs - Discretionary Modernization fleet electrification - Vehicle migration - Purchase of 5 paratransit (Type A) electric vehicles. MWRTA is seeking an 8-year migration to fully electric vehicles. This request is supported in MWRTA's TAM to maintain useful life benchmarks of the agency's paratransit fleet and is in support of Gov. Baker's 2020 Transportation and Climate Initiative (TCI). 2025 $300,000 $0 $45,000 $0 $0 $255,000 $0 $0
RTD0011137 MWRTA Transit | RTA Vehicle Replacement Vehicle Replacement - Cutaways (8) #2 of 2 FY25 #1 of 2 5339 $250k + RTACAP $125k; FY25 #2 of 2 5307 $250k + RTACAP $125k for 3 D(b) w/CNG + 5 E2s - Gas 2025 $471,968 $94,394 $0 $0 $377,574 $0 $0 $0
RTD0011133 MWRTA Transit | RTA Facility and System Modernization AFC Transition - Mobile Fare Collection Equipment Develop API to work with CharlieCard 2.0 2025 $100,000 $50,000 $0 $50,000 $0 $0 $0 $0
RTD0011134 MWRTA Transit | RTA Facility and Vehicle Maintenance Public Restrooms at Blandin & Framingham Commuter Rail Station Hubs - Discretionary Provide safe, clean, well-ventilated public restrooms at the Blandin Hub and FCRS (Framingham Commuter Rail Station) Intermodal Hub. 2025 $200,000 $0 $40,000 $0 $0 $160,000 $0 $0
FFY 2026
RTD0011116 MWRTA Operating Operating Assistance Non-Fixed Route ADA Paratransit Service Operating assistance for non-fixed route ADA paratransit service 2026 $2,000,000 $0 $0 $1,600,000 $0 $0 $400,000 $0
RTD0011117 MWRTA Transit | RTA Facility and Vehicle Maintenance Terminal, Intermodal (Transit) - Blandin MWRTA will utilize these funds to maintain a state-of-good-repair value of at least 3.5 for the operations and administration facility along with all amenities and support equipment located at 15 Blandin Ave, Framingham, MA. 2026 $687,500 $137,500 $0 $550,000 $0 $0 $0 $0
RTD0011118 MWRTA Transit | RTA Facility and System Modernization Technology Support/Capital Outreach Mobility management; IT; Call center; Travel training enhancements/improvements; MWRTA applies for competitive funding for this line item and will reduce the RTACAP request upon award of additional federal funds. 2026 $200,000 $40,000 $0 $160,000 $0 $0 $0 $0
RTD0011119 MWRTA Transit | RTA Facility and Vehicle Maintenance Acquisition of Bus Support Equipment/Facilities Acquire after-market vehicle accessories (i.e., passenger counters, DVR - vehicle recorders, annunciators) 2026 $113,750 $22,750 $0 $91,000 $0 $0 $0 $0
RTD0011120 MWRTA Transit | RTA Facility and Vehicle Maintenance Terminal, Intermodal (Transit) - Framingham Commuter Rail Station (FCRS) Intermodal at the Framingham Commuter Rail Station (FCRS) enhancements/improvements; MWRTA applies for competitive funding for this line item and will reduce the RTACAP request upon award of additional federal funds. 2026 $5,000 $1,000 $0 $4,000 $0 $0 $0 $0
RTD0011125 MWRTA Transit | RTA Fleet Upgrades 2026 Electric Vehicle (EV) Additional Electrification Costs Modernization fleet electrification - Vehicle migration - Purchase of 5 paratransit (Type A) electric vehicles. MWRTA is seeking an 8-year migration to fully electric vehicles. This request is supported in MWRTA's TAM to maintain useful life benchmarks of the agency's paratransit fleet and is in support of Gov. Baker's 2020 Transportation and Climate Initiative (TCI). 2026 $600,000 $300,000 $0 $0 $300,000 $0 $0 $0
RTD0011126 MWRTA Transit | RTA Vehicle Replacement 5339 Competitive Revenue Vehicle Replacement - Discretionary Buy replacement vehicles; 6 D(b) - CNGs + 2 E2s - Gas 2026 $573,436 $0 $114,688 $0 $0 $458,748 $0 $0
RTD0011138 MWRTA Transit | RTA Vehicle Replacement Vehicle Replacement - Cutaways (8) #2 of 2 FY26 #1 of 2 5339 $250k + RTACAP $125k; FY26 #2 of 2 5307 $250k + RTACAP $125k for 6 D(b) w/CNG + 2 E2s - Gas 2026 $573,436 $114,688 $0 $0 $458,748 $0 $0 $0
FFY 2027
RTD0011195 MWRTA Operating Operating Assistance Non-Fixed Route ADA Paratransit Service Operating assistance for non-fixed route ADA paratransit service 2027 $2,000,000 $0 $0 $1,600,000 $0 $0 $400,000 $0
RTD0011196 MWRTA Transit | RTA Facility and Vehicle Maintenance Terminal, Intermodal (Transit) - Blandin MWRTA will utilize these funds to maintain a state-of-good-repair value of at least 3.5 for the operations and administration facility along with all amenities and support equipment located at 15 Blandin Ave, Framingham, MA. 2027 $708,125 $141,625 $0 $566,500 $0 $0 $0 $0
RTD0011197 MWRTA Transit | RTA Facility and Vehicle Maintenance Technology Support/Capital Outreach Mobility management; IT; Call center; Travel training enhancements/improvements; MWRTA applies for competitive funding for this line item and will reduce the RTACAP request upon award of additional federal funds. 2027 $200,000 $40,000 $0 $160,000 $0 $0 $0 $0
RTD0011198 MWRTA Transit | RTA Facility and Vehicle Maintenance Acquisition of Bus Support Equipment/Facilities Acquire after-market vehicle accessories (i.e., passenger counters, DVR - vehicle recorders, annunciators) 2027 $450,000 $90,000 $0 $360,000 $0 $0 $0 $0
RTD0011199 MWRTA Transit | RTA Facility and Vehicle Maintenance Terminal, Intermodal (Transit) - Framingham Commuter Rail Station (FCRS) Intermodal at the Framingham Commuter Rail Station (FCRS) enhancements/improvements; MWRTA applies for competitive funding for this line item and will reduce the RTACAP request upon award of additional federal funds. 2027 $6,500 $1,300 $0 $5,200 $0 $0 $0 $0
RTD0011200 MWRTA Transit | RTA Vehicle Replacement 5339 Competitive Revenue Vehicle Replacement - Discretionary Buy replacement vehicles; 5 E2(a)s 2027 $590,639 $0 $118,128 $0 $0 $472,511 $0 $0
RTD0011201 MWRTA Transit | RTA Fleet Upgrades 2027 Electric Vehicle (EV) Additional Electrification Costs Modernization fleet electrification - vehicle migration - purchase of paratransit (Type A) electric vehicles. MWRTA is seeking an 8-year migration to fully electric vehicles. This request is supported in MWRTA's TAM to maintain useful life benchmarks of the agency's paratransit fleet and is in support of Gov. Baker's 2020 Transportation and Climate Initiative (TCI). 2027 $900,000 $180,000 $0 $0 $720,000 $0 $0 $0
RTD0011202 MWRTA Transit | RTA Vehicle Replacement Vehicle Replacement - Cutaways #2 of 2 Vehicle replacement - cutaways #2 of 2 2027 $590,639 $118,128 $0 $0 $472,511 $0 $0 $0

 

 

Table 3-11
FFYs 2023–27 TIP Transit Table (CATA)

 

Project Number RTA Program Project Name Notes Federal Fiscal Year  Total Cost  Bond Cap | State | 100% State Federal | FTA | Section 5307 Other | Municipal and Local | Transit
FFY 2023
RTD0010578 CATA Transit | RTA Facility and Vehicle Maintenance Preventive Maintenance Preventive maintenance 2023 $356,250 $0 $285,000 $71,250
RTD0010585 CATA Transit | RTA Facility and Vehicle Maintenance Acquire Shop Equipment/Small Capital Items IT equipment, shop equipment, etc. 2023 $37,500 $7,500 $30,000 $0
RTD0010582 CATA Transit | RTA Facility and Vehicle Maintenance Buy Miscellaneous Small Capital Items Misc. small capital items 2023 $15,000 $15,000 $0 $0
RTD0010589 CATA Transit | RTA Vehicle Replacement Revenue Vehicle Replacement This project is the replacement of two 2010 30-ft low-floor buses that reached the end of their useful life in 2020 (10-year useful life benchmark), 15GGE2717A1091427 and 15GGE2719A1091428. The vehicles purchased with these fund will be off the 2020 MVRTA Heavy-Duty Bus Procurement, which CATA participated in.

The project supports CATA's Transit Asset Management Program by keeping assets in a state of good repair and investing in assets before the asset's condition deteriorates to an unacceptable level.

CATA has included a 50/50 5307/RTACAP match for this project. CATA typically receives approximately $500,000 in 5307 funds each year and $285k is programmed for preventive maintenance, leaving a balance of $215,000 for all other capital projects.
2023 $1,320,000 $450,000 $870,000 $0
FFY 2024
RTD0010579 CATA Transit | RTA Facility and Vehicle Maintenance Preventive Maintenance Preventive maintenance 2024 $356,250 $0 $285,000 $71,250
RTD0010584 CATA Transit | RTA Facility and Vehicle Maintenance Acquire Shop Equipment/Small Capital Items   2024 $37,500 $7,500 $30,000 $0
RTD0010583 CATA Transit | RTA Facility and Vehicle Maintenance Buy Miscellaneous Small Capital Items Misc. small capital items 2024 $15,000 $15,000 $0 $0
RTD0010587 CATA Transit | RTA Facility and Vehicle Maintenance Repave Administration/Operations Facility Parking Lot Repave parking lot at administration and operations facility. Lot was last paved in the early 2000s during building rehabilitation. 2024 $400,000 $80,000 $320,000 $0
FFY 2025
RTD0010580 CATA Transit | RTA Facility and Vehicle Maintenance Preventive Maintenance Preventive maintenance 2025 $356,250 $0 $285,000 $71,250
RTD0010586 CATA Transit | RTA Facility and Vehicle Maintenance Acquire Shop Equipment/Small Capital Items   2025 $37,500 $7,500 $30,000 $0
RTD0010588 CATA Transit | RTA Vehicle Replacement Revenue Vehicle Replacement This project is the replacement of one 2012 30-ft low-floor bus that reached the end of its useful life in 2022 (10-year useful life benchmark).  15GGE271XC1091778. The vehicle purchased with these funds will be off the MVRTA Heavy-Duty Bus Procurement, which CATA participated in.

The project supports CATA's Transit Asset Management Program by keeping assets in a state of good repair and investing in assets before the asset's condition deteriorates to an unacceptable level.

CATA has included a 50/50 5307/RTACAP match for this project. CATA typically receives approximately $500,000 in 5307 funds each year and $285k are programmed for preventive maintenance, leaving a balance of $215,000 for all other capital projects.
2025 $680,000 $225,000 $455,000 $0
RTD0010591 CATA Transit | RTA Vehicle Replacement Revenue Vehicle Replacement Replacement of 2015 International body-on-chassis vehicles.

This project is the replacement of two 2015 29-ft body-on-chassis buses that reached the end of their useful life in 2022 (7 year life) 4DRASAAN2GH103250 and 4DRASAAN9GH090299.

CATA has not identified a procurement for the purchase of the vehicles. The project supports CATA's Transit Asset Management Program by keeping assets in a state of good repair and investing in assets before the asset's condition deteriorates to an unacceptable level. CATA has included 100% RTACAP funding for this project as a placeholder until funding availability is more concrete, which depends on CARES Act, SCA, and 5307.  CATA typically receives approximately $500,000 in 5307 funds each year and $285,000 is programmed for preventive maintenance, leaving a balance of $215,000 for all other capital projects. 
2025 $600,000 $600,000 $0 $0
FFY 2026
RTD0010581 CATA Transit | RTA Facility and Vehicle Maintenance Preventive Maintenance Preventive maintenance 2026 $356,250 $0 $285,000 $71,250
RTD0010592 CATA Transit | RTA Vehicle Replacement Revenue Vehicle Replacement Replacement of 2016 International body-on-chassis vehicles.

This project is the replacement of four 2016 29-ft body-on-chassis buses that reached the end of their useful life in 2023 (7 year life) 4DRASAAN9GH413718, 4DRASAAN9GH413719, 4DRASAAN7GH413720, 4DRASAAN9GH413721

CATA has not identified a procurement for the purchase of the vehicles. The project supports CATA's Transit Asset Management Program by keeping assets in a state of good repair and investing in assets before the asset's condition deteriorates to an unacceptable level. CATA has included 100% RTACAP funding for this project as a placeholder until funding availability is more concrete, which depends on CARES Act, SCA, and 5307. CATA typically receives approximately $500,000 in 5307 funds each year and $285,000 is programmed for preventive maintenance, leaving a balance of $215,000 for all other capital projects. 
2026 $1,200,000 $1,200,000 $0 $0
FFY 2027
RTD0011158 CATA Transit | RTA Facility and Vehicle Maintenance Preventive Maintenance Preventive maintenance 2027 $356,250 $0 $285,000 $71,250
RTD0011162 CATA Transit | RTA Facility and Vehicle Maintenance Acquire Shop Equipment/Small Capital Items Misc. small capital items 2027 $37,500 $7,500 $30,000 $0

 

 

 

 

detailed project descriptions

Field Definitions

Proponent: This field lists the primary advocate for each project, who is responsible for seeing the project through to completion.

ID Number: This number references the project’s identification number in MassDOT’s project-tracking system.

Project Type: This field provides the type of project programmed. For those projects programmed with Regional Target funds (projects listed in Section 1A of the TIP tables), the projects are categorized according to the MPO’s six investment programs (Bicycle and Pedestrian, Complete Streets, Intersection Improvements, Major Infrastructure, Community Connections, and Transit Modernization). For those projects programmed directly by MassDOT (projects listed in Sections 1B, 2A, 2B, 2C, and 3B), MassDOT’s STIP Program categories are applied.

Cost: This figure is the total project cost as programmed in the TIP across all fiscal years, including years outside of FFYs 2023–27.

Funding Source: e funding source indicates whether a project is funded using the MPO’s Regional Target funds or MassDOT’s statewide highway funds.

Scoring Summary: This table shows the number of points awarded to the project across each of the MPO’s project evaluation categories. MPO staff has not evaluated all projects in the TIP; staff only evaluates projects that are being considered for funding with the MPO’s Regional Target funds. The field definitions for the tables are as follows for all projects scored in the MPO’s Bicycle and Pedestrian, Complete Streets, Intersection Improvements, Major Infrastructure, and Transit Modernization investment programs:


Projects within the MPO’s Community Connections Program are scored using different categories, given the unique nature of this program. The field definitions for those tables are as follows:

As mentioned in Chapter 2, the MPO adopted a revised set of project selection criteria in October 2020. These new criteria were used to score new projects under consideration for funding using the MPO’s Regional Target funds for both the FFYs 2022–26 and FFYs 2023–27 TIP cycles. For this reason, the scoring criteria and point allocations vary based on when a project was evaluated for funding and programmed in the TIP. Point allocations are specified for each project, and some project pages feature additional information in this section to provide context for how projects were evaluated. Further details on all of the MPO’s project selection criteria are available in Appendix A.

Project Description: The description of the project is based, in part, on the written description of the project on MassDOT’s Project Information website. In some cases, these descriptions have been modified to clarify the details of the projects. Projects evaluated by the MPO tend to have more detailed descriptions, as more complete project documentation was provided to MPO staff for these projects.

Funding Summary: Funding tables are included for each project and show the following information:

For more information on all projects, please visit MassDOT’s Project Information website, https://hwy.massdot.state.ma.us/projectinfo/projectinfo.asp, the Boston Region MPO’s website, www.bostonmpo.org, or contact Matt Genova, TIP Manager, at TIP@ctps.org.

 

Acton: Bicycle Parking along the Bruce Freeman Rail Trail

Proponent:            Acton

ID Number:            S12702

Project Type:            Community Connections

Cost:            $8,017

Funding Source:            Regional Target Funds

Acton: Bicycle Parking along the Bruce Freeman Rail Trail

Scoring Summary

Category

Conn

Coord

Plan

TE

MS/DP

FS

Total

Score

 6 out of 18

2 out of 15

9 out of 15

9 out of 18

22 out of 24

10 out of 10

58 out of 100

 

Project Description

This project involves the installation of three bicycle racks at key locations along Great Road in Acton, providing parking space for 18 bicycles. These racks will help enhance connections between the adjacent Bruce Freeman Rail Trail and local businesses along Great Road while supporting greater access to open space and transit, including MBTA commuter rail service at South Acton and CrossTown Connect bus service.

Source

>(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$6,414

---

---

---

---

$6,414

Non-Federal Funds

$1,603

---

---

---

---

$1,603

Total Funds

$8,017

---

---

---

---

$8,017

 

 

 

Acton: Intersection and Signal Improvements on Routes 2 and 111 (Massachusetts Avenue) at Piper Road and Taylor Road

Proponent:            MassDOT

ID Number:          607748

Project Type:         Safety Improvements

Cost:                   $4,231,214

Funding Source:    Statewide Highway Funds

Acton: Intersection and Signal Improvements on Routes 2 and 111 (Massachusetts Avenue) at Piper Road and Taylor Road

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

The project will make upgrades at the intersection to improve safety. The upgrades will include signs, pavement markings, and traffic signals as identified through a Road Safety Audit process in the Town of Acton.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$3,808,093

---

$3,808,093

Non-Federal Funds

---

---

---

$423,121

---

$423,121

Total Funds

---

---

---

$4,231,214

---

$4,231,214


 

 

 

Acton, Boxborough, and Littleton: Pavement Preservation on Route 2

Proponent:            MassDOT

ID Number:          610722

Project Type:         Non-Interstate Pavement

Cost:                   $7,563,792

Funding Source:    Statewide Highway Funds

Acton, Boxborough, and Littleton: Pavement Preservation on Route 2

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project includes pavement preservation work on Route 2 in Acton, Boxborough, and Littleton.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$6,051,034

---

---

$6,051,034

Non-Federal Funds

---

---

$1,512,758

---

---

$1,512,758

Total Funds

---

---

$7,563,792

---

---

$7,563,792


 

 

 

Arlington: Stratton School Improvements (SRTS)

Proponent:            Arlington

ID Number:          609531

Project Type:         Roadway Reconstruction

Cost:                   $1,302,209

Funding Source:    Statewide Highway Funds

Arlington: Stratton School Improvements (SRTS)

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will make upgrades to promote safety along the roadways surrounding Stratton Elementary School in Arlington through the Safe Routes to School program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$1,041,767

---

---

---

$1,041,767

Non-Federal Funds

---

$260,442

---

---

---

$260,442

Total Funds

---

$1,302,209

---

---

---

$1,302,209


 

 

 

Ashland: Bridge Replacement, A-14-006, Cordaville Road over Sudbury River

Proponent:            MassDOT

ID Number:          612099

Project Type:         Bridge

Cost:                   $3,965,472

Funding Source:    Statewide Highway Funds

Ashland: Bridge Replacement, A-14-006, Cordaville Road over Sudbury River

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace bridge A-14-006, which carries Cordaville Road over the Sudbury River in Ashland.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$3,172,378

---

$3,172,378

Non-Federal Funds

---

---

---

$793,094

---

$793,094

Total Funds

---

---

---

$3,965,472

---

$3,965,472

 


 

 

Ashland: Rehabilitation and Rail Crossing Improvements on Cherry Street

Proponent:            Ashland

ID Number:          608436

Project Type:         Intersection Improvements

Cost:                   $1,222,315

Funding Source:    Regional Target Funds

Ashland: Rehabilitation and Rail Crossing Improvements on Cherry Street

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

12 out of 30

10 out of 29

5 out of 29

2 out of 16

1 out of 12

8 out of 18

38 out of 134

Project Description

The primary purpose of the project is to improve the safety features for the roadway corridors of Cherry Street and Main Street in order to establish a Federal Railroad Administration Quiet Zone surrounding the railroad crossings on those two roadways. This goal will primarily be accomplished through the installation of roadway medians and the enhancement of existing railroad crossing signals and gates. In addition, the project addresses a critical gap in the pedestrian sidewalk network through the construction of new sidewalks. The project’s other goals include improving the existing roadway condition through pavement reconstruction and enhancing stormwater drainage in the project area.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$977,852

---

---

---

$977,852

Non-Federal Funds

---

$244,463

---

---

---

$244,463

Total Funds

---

$1,222,315

---

---

---

$1,222,315

 

 

Bellingham: Bridge Replacement, B-06-022, Maple Street over Interstate 495

Proponent:            MassDOT

ID Number:          612173

Project Type:         Bridge

Cost:                   $14,249,535

Funding Source:    Statewide Highway Funds

Bellingham: Bridge Replacement, B-06-022, Maple Street over Interstate 495

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace bridge B-06-022, which carries Maple Street over the Interstate 495 in Bellingham. This bridge is currently listed as structurally deficient. This project is funded through MassDOT’s Next Generation Bridge Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$0

---

---

$0

Non-Federal Funds

---

---

$14,249,535

---

---

$14,249,535

Total Funds

---

---

$14,249,535

---

---

$14,249,535

 

 

 


 

Belmont: Chenery Middle School Bicycle Parking

Proponent:            Belmont

ID Number:            S12704

Project Type:            Community Connections

Cost:            $4,376

Funding Source:            Regional Target Funds

 Belmont: Chenery Middle School Bicycle Parking

Scoring Summary

Category

Conn

Coord

Plan

TE

MS/DP

FS

Total

Score

4.75 out of 18

6 out of 15

5 out of 15

6 out of 18

18 out of 24

10 out of 10

49.75 out of 100

 

Project Description

This project involves the installation of one shelter for an existing bicycle rack at Chenery Middle School in Belmont, allowing enough space for 12 bicycles to park in a covered location. The goal of the project is to promote year-round bicycling to school for students as a means of decreasing single-occupancy vehicle traffic near the school while enhancing safety. This project supports Belmont’s town-wide effort to promote walking and bicycling as an alternative to driving in order to advance progress on local climate, safety, and public health goals. This project is funded through the third round of grants available through the MPO’s Community Connections Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$3,501

---

---

---

---

$3,501

Non-Federal Funds

$875

---

---

---

---

$875

Total Funds

$4,376

---

---

---

---

$4,376

 


 

Belmont: Community Path, Belmont Component of the Mass Central Rail Trail (Phase 1)

Proponent:            Belmont

ID Number:          609204

Project Type:         Bicycle and Pedestrian

Cost:                   $21,034,382

Funding Source:    Regional Target Funds

Belmont: Community Path, Belmont Component of the Mass Central Rail Trail (Phase 1)

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

15 out of 20

8 out of 14

18 out of 18

7 out of 14

7.6 out of 20

9 out of 14

64.6 out of 100

Project Description

This project will construct the Belmont Community Path between the existing Fitchburg Cutoff Path and Belmont Center, creating a direct off-street connection between the heart of Belmont, the Alewife MBTA station, and destinations beyond in Cambridge, Somerville, and Boston. The project proposes a 12-foot paved facility with two-foot grass shoulders and additional landscaping along the length of the path that will buffer the new facility from the adjacent railroad tracks and neighboring properties. The project includes an underpass beneath the commuter rail tracks at Channing Road and Alexander Avenue to provide a safe connection between the Winnbrook neighborhood that lies on the north side of the tracks with the bike lanes on Concord Avenue and the adjacent new school serving students in grades 7-12.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$16,827,506

---

$16,827,506

Non-Federal Funds

---

---

---

$4,206,876

---

$4,206,876

Total Funds

---

---

---

$21,034,382

---

$21,034,382

 


 

Beverly: Bridge Replacement, B-11-001, Bridge Street over Bass River (Hall-Whitaker Drawbridge)

Proponent:            MassDOT

ID Number:          608514

Project Type:         Bridge

Cost:                   $40,020,000

Funding Source:    Statewide Highway Funds

Beverly: Bridge Replacement, B-11-001, Bridge Street over Bass River (Hall-Whitaker Drawbridge)

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace bridge B-11-001, which carries Bridge Street over the Bass River in Beverly. This bridge is also known as the Hall-Whitaker Drawbridge. This bridge is currently listed as structurally deficient and has load restrictions. This project is funded through MassDOT’s Next Generation Bridge Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

---

$0

$0

Non-Federal Funds

---

---

---

---

$40,020,000

$40,020,000

Total Funds

---

---

---

---

$40,020,000

$40,020,000

 

 

 

 

Beverly: Reconstruction of Bridge Street

Proponent:            Beverly

ID Number:          608348

Project Type:         Complete Streets

Cost:                   $12,594,932

Funding Source:    Regional Target Funds

Beverly: Reconstruction of Bridge Street

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

13 out of 30

14 out of 29

16 out of 29

9 out of 16

4 out of 12

10 out of 18

66 out of 134

Project Description

The project involves reconstruction of pavement and sidewalks along the Bridge Street corridor from the Danvers town line to River Street, excluding the Hall Whitaker drawbridge.  The project includes cross section improvements to accommodate on-street parking and on-street bicycle accommodations. Existing traffic signal equipment at the intersection of Bridge Street at Livingstone Avenue will be upgraded, and new traffic signals will be installed at the intersection of Bridge Street with Kernwood Avenue and the intersection of Bridge Street with River Street.  Continuous cement concrete sidewalks with vertical granite curb will be provided along both sides of the roadway for the full length of the project.  A seven-foot wide parking shoulder will be provided on the eastbound side of the roadway to prevent vehicles from parking on the sidewalk. In addition, a five-foot wide shoulder for a bicycle lane will be provided along the corridor. Minor realignments will be performed at the intersections of Bridge Street with Cressy Street, County Way/Bates Park Avenue, and Eastern Avenue/Dolloff Avenue.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$10,075,946

---

---

---

---

$10,075,946

Non-Federal Funds

$2,518,986

---

---

---

---

$2,518,986

Total Funds

$12,594,932

---

---

---

---

$12,594,932

 


 

Beverly, Salem: Drawbridge Replacement/Rehabilitation of B-11-005=S-01-013, Kernwood Avenue over Danvers River

Proponent:            MassDOT

ID Number:          605276

Project Type:         Bridge

Cost:                   $95,383,436

Funding Source:    Statewide Highway Funds

Beverly, Salem: Drawbridge Replacement/Rehabilitation of B-11-005=S-01-013, Kernwood Avenue over Danvers River

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will rehabilitate or replace bridge B-11-005=S-01-013, which carries Kernwood Avenue over the Danvers River between Beverly and Salem. A preliminary study will determine whether this bridge should be replaced or rehabilitated. If a replacement is pursued, then three options will be explored: a fixed high-span bridge; replacement of only the approach timber spans; and a complete bridge replacement with a movable span and fixed-approach spans. This bridge is currently listed as structurally deficient and has load restrictions. This project is funded through MassDOT’s Next Generation Bridge Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

---

$0

$0

Non-Federal Funds

---

---

---

---

$95,383,436

$95,383,436

Total Funds

---

---

---

---

$95,383,436

$95,383,436

 

 

 

Bolton, Boxborough, Littleton, Stow: Montachusett RTA Microtransit Service

Proponent:            Montachusett RTA

ID Number:            S12703

Project Type:            Community Connections

Cost:            $1,316,061

Funding Source:            Regional Target Funds

Bolton, Boxborough, Littleton, Stow: Montachusett RTA Microtransit Service

 

Scoring Summary

Category

Conn

Coord

Plan

TE

MS/DP

FS

Total

Score

7 out of 18

15 out of 15

3 out of 15

6 out of 18

16 out of 24

10 out of 10

57 out of 100

 

Project Description

This project will establish an on-demand microtransit service for the towns of Bolton, Boxborough, Littleton, and Stow, to be operated by the Montachusett Regional Transit Authority (MART). The primary goals of the project are to connect residents to employment centers and activity hubs in the region while providing a low-cost transportation alternative to single-occupancy vehicles. The service will utilize MART’s existing vehicle fleet and will allow riders to book trips through a mobile app. This project is funded through the third round of grants available through the MPO’s Community Connections Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$383,253

$344,283

$325,313

---

---

$1,052,849

Non-Federal Funds

$95,813

$86,071

$81,328

---

---

$263,212

Total Funds

$479,066

$430,354

$406,641

---

---

$1,316,061

 


 

Boston: Bridge Preservation, B-16-053 (4T3), Brookline Avenue over Interstate 90 and Railroad

Proponent:            MassDOT

ID Number:          612663

Project Type:         Bridge

Cost:                   $750,000

Funding Source:    Statewide Highway Funds

Boston: Bridge Preservation, B-16-053 (4T3), Brookline Avenue over Interstate 90 and Railroad

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will rehabilitate bridge B-16-053 (4T3), which carries Brookline Avenue over Interstate 90 and the MBTA Framingham/Worcester commuter rail line in Boston. This bridge is also known as the David Ortiz “Big Papi” Bridge.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$600,000

---

---

---

---

$600,000

Non-Federal Funds

$150,000

---

---

---

---

$150,000

Total Funds

$750,000

---

---

---

---

$750,000

 

 

 

Boston: Bridge Preservation, B-16-179, Austin Street over Interstate 93, and B-16-281, Interstate 93 Upper and Lower Deck

Proponent:            MassDOT

ID Number:          612664

Project Type:         Bridge

Cost:                   $3,500,400

Funding Source:    Statewide Highway Funds

Boston: Bridge Preservation, B-16-179, Austin Street over Interstate 93, and B-16-281, Interstate 93 Upper and Lower Deck

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will rehabilitate bridge B-16-179, which carries Austin Street over and under Interstate 93 in Boston, and bridge B-16-281, which carries Interstate 93 over the MBTA Orange Line near Sullivan Square in Boston.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$2,800,320

---

---

---

---

$2,800,320

Non-Federal Funds

$700,080

---

---

---

---

$700,080

Total Funds

$3,500,400

---

---

---

---

$3,500,400

 

 

 

 

Boston: Bridge Preservation, B-16-235 (39T and 3A0), Route 1A over Chelsea Street/Bremen Street and Railroad

Proponent:            MassDOT

ID Number:          612662

Project Type:         Bridge

Cost:                   $3,000,000

Funding Source:    Statewide Highway Funds

Boston: Bridge Preservation, B-16-235 (39T and 3A0), Route 1A over Chelsea Street/Bremen Street and Railroad

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will rehabilitate bridge B-16-235 (39T and 3A0), which carries Route 1A over Chelsea Street, Bremen Street, and the MBTA Blue Line in East Boston,

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$2,400,000

---

---

---

---

$2,400,000

Non-Federal Funds

$600,000

---

---

---

---

$600,000

Total Funds

$3,000,000

---

---

---

---

$3,000,000

 

 

 

 

 

Boston: Bridge Reconstruction/Rehabilitation, B-16-181, West Roxbury Parkway over MBTA

Proponent:            MassDOT

ID Number:          606902

Project Type:         Bridge

Cost:                   $6,388,740

Funding Source:    Statewide Highway Funds

Boston: Bridge Reconstruction/Rehabilitation, B-16-181, West Roxbury Parkway over MBTA

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will involve the reconstruction of bridge B-16-181, which carries West Roxbury Parkway over the MBTA Needham commuter rail line.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$5,110,992

---

---

---

---

$5,110,992

Non-Federal Funds

$1,277,748

---

---

---

---

$1,277,748

Total Funds

$6,388,740

---

---

---

---

$6,388,740

 

 

 

Boston: Bridge Rehabilitation, B-16-052, Bowker Overpass over Mass. Pike, MBTA/CSX, and Ipswich Street and Ramps

Proponent:            MassDOT

ID Number:          606496

Project Type:         Bridge

Cost:                   $51,248,000

Funding Source:    Statewide Highway Funds

Boston: Bridge Rehabilitation, B-16-052, Bowker Overpass over Mass. Pike, MBTA/CSX, and Ipswich Street and Ramps

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will rehabilitate bridge B-16-052, which carries the Bowker Overpass over Interstate 90, Ipswich Street, and the MBTA Framingham/Worcester commuter rail line in Boston. This bridge is currently listed as structurally deficient. The project will also include rehabilitation of the adjacent ramps. This project is funded through MassDOT’s Next Generation Bridge Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$0

---

---

---

$0

Non-Federal Funds

---

$49,450,000

---

---

---

$49,450,000

Total Funds

---

$49,450,000

---

---

---

$49,450,000

 

 

 

Boston: Bridge Rehabilitation, B-16-107, Canterbury Street over Amtrak Railroad

Proponent:            MassDOT

ID Number:          608197

Project Type:         Bridge

Cost:                   $4,504,926

Funding Source:    Statewide Highway Funds

Boston: Bridge Rehabilitation, B-16-107, Canterbury Street Over Amtrak Railroad

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace the superstructure of bridge B-16-107, which carries Canterbury Street over the Amtrak/MBTA tracks.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$3,603,941

---

---

---

$3,603,941

Non-Federal Funds

---

$900,985

---

---

---

$900,985

Total Funds

---

$4,504,926

---

---

---

$4,504,926


 

Boston: Bridge Replacement, B-16-109, River Street Bridge over MBTA/AMTRAK

Proponent:            MassDOT

ID Number:          606901

Project Type:         Bridge

Cost:                   $11,732,339

Funding Source:    Statewide Highway Funds

Boston: Bridge Replacement, B-16-109, River Street Bridge over MBTA/AMTRAK

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will rehabilitate bridge B-16-109, which carries River Street the MBTA Franklin and Providence/Stoughton commuter rail line in Boston. This bridge is currently listed as structurally deficient and has posted load restrictions. This project is funded through MassDOT’s Next Generation Bridge Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$0

---

---

---

$0

Non-Federal Funds

---

$11,732,339

---

---

---

$11,732,339

Total Funds

---

$11,732,339

---

---

---

$11,732,339

 

 

 

Boston: Bridge Replacement, B-16-165, Blue Hill Avenue over Railroad

Proponent:            MassDOT

ID Number:          612519

Project Type:         Bridge

Cost:                   $36,007,685

Funding Source:    Statewide Highway Funds

Boston: Bridge Replacement, B-16-165, Blue Hill Avenue over Railroad

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace bridge B-16-165, which carries Blue Hill Avenue over the MBTA Fairmount and Franklin commuter rail lines in Boston.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

---

$28,806,148

$28,806,148

Non-Federal Funds

---

---

---

---

$7,201,537

$7,201,537

Total Funds

---

---

---

---

$36,007,685

$36,007,685

 


 

Boston: Bridge Replacement, B-16-365, Storrow Drive over Bowker Ramps

Proponent:            MassDOT

ID Number:          606728

Project Type:         Bridge

Cost:                   $116,058,000

Funding Source:    Statewide Highway Funds

Boston: Bridge Replacement, B-16-365, Storrow Drive over Bowker Ramps

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace bridge B-16-365, which carries Storrow Drive over the Bowker Ramps and Muddy River in Boston. This bridge is currently listed as structurally deficient and has posted vehicle weight restrictions due to its poor condition.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

---

$92,846,400

$92,846,400

Non-Federal Funds

---

---

---

---

$23,211,600

$23,211,600

Total Funds

---

---

---

---

$116,058,000

$116,058,000

 

 

 

Boston: Deck Replacement, B-16-056, Cambridge Street Over Interstate 90, Includes Preservation of B-16-057, Lincoln Street Pedestrian Overpass over Interstate 90

Proponent:            MassDOT

ID Number:          612624

Project Type:         Bridge

Cost:                   $30,045,441

Funding Source:    Statewide Highway Funds

Boston: Deck Replacement, B-16-056, Cambridge Street Over Interstate 90, Includes Preservation of B-16-057, Lincoln Street Pedestrian Overpass over Interstate 90

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace bridge B-16-056, which carries Cambridge Street over Interstate 90 and the MBTA Framingham/Worcester commuter rail line in Boston. This project will also rehabilitate nearby bridge B-16-057, the Lincoln Street Pedestrian Overpass, which also runs over Interstate 90 and the MBTA commuter rail line. The Cambridge Street bridge is listed as structurally deficient and features partially limited pedestrian access due to its deteriorated condition.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$23,516,353

---

---

---

---

$23,516,353

Non-Federal Funds

$5,879,088

---

---

---

---

$5,879,088

Total Funds

$29,395,441

---

---

---

---

$29,395,441

 

 

 

Boston: Ellis Elementary Traffic Calming (SRTS)

Proponent:            Boston

ID Number:          610537

Project Type:         Roadway Reconstruction

Cost:                   $2,361,218

Funding Source:    Statewide Highway Funds

Boston: Ellis Elementary Traffic Calming (SRTS)

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will make upgrades to promote safety along the roadways surrounding Ellis Elementary School in Boston through the Safe Routes to School program. The project proposes traffic-calming measures throughout the project area, including speed humps and curb extensions at several locations. Along Humboldt Avenue, the project proposes signal timing adjustments, the addition of bicycle lanes, and the installation of bus bulbs and a crosswalk at the intersection of Humboldt Avenue and Monroe Street. Raised intersection treatments are also proposed at three locations along Walnut Avenue.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$1,888,974

---

---

---

$1,888,974

Non-Federal Funds

---

$472,244

---

---

---

$472,244

Total Funds

---

$2,361,218

---

---

---

$2,361,218

 

 


 

Boston: Forest Hills Station Improvement Project

Proponent:            MBTA

ID Number:          S12706

Project Type:         Transit Modernization

Cost:                   $68,000,000

Funding Source:    Regional Target Funds

Boston: Forest Hills Station Improvement Project

Scoring Summary

This project was selected for funding by the MPO late in the FFYs 2023–27 TIP development cycle, so it has not yet been scored using the MPO’s project selection criteria. This section will be updated with the project’s final score when it is available.

Project Description

This project will make a range of improvements to the MBTA Orange Line and commuter rail station in at Forest Hills in Boston, addressing existing accessibility issues within the station. The project will construct one new elevator and replace three existing elevators. Additional accessibility improvements include the installation of ADA-compliant ramps, repairs to the pedestrian path of travel, and the construction of accessible restrooms. This project also includes upgrades to life-safety infrastructure, wayfinding, signage, and the station roof. This project is partially funded by the MPO in FFY 2024, with the MBTA seeking other sources of funding to supplement the MPO’s contribution.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$5,120,000

---

---

---

$5,120,000

Non-Federal Funds

---

$1,280,000

---

---

---

$1,280,000

Total Funds

---

$6,400,000

---

---

---

$6,400,000

 

 

 

 

Boston: Guide and Traffic Sign Replacement on Interstate 90 and 93 within Central Artery/Tunnel System

Proponent:            MassDOT

ID Number:          611954

Project Type:         Safety Improvements

Cost:                   $2,513,504

Funding Source:    Statewide Highway Funds

Boston: Guide and Traffic Sign Replacement on Interstate 90/93 within Central Artery/Tunnel System

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project involves the replacement of guide and traffic signs on Interstate 93 and Interstate 90 within the Central Artery/Tunnel system, including applicable signing on intersecting secondary roadways. The project covers approximately six miles along Interstate 90 (mile markers 132 to 138) and five miles along Interstate 93 (mile markers 15 to 20). The project area includes the Ted Williams Tunnel from the Interstate 90 terminus in East Boston westbound to the Brookline/Boston city line east of St. Mary’s Street. The project area along Interstate 93 runs between Southhampton Street north to the Mystic Avenue off ramp.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$2,262,154

---

$2,262,154

Non-Federal Funds

---

---

---

$251,350

---

$251,350

Total Funds

---

---

---

$2,513,504

---

$2,513,504

 

Boston: Improvements on Boylston Street, from Intersection of Brookline Avenue and Park Drive to Ipswich Street

Proponent:            Boston

ID Number:          606453

Project Type:         Complete Streets

Cost:                   $8,665,052

Funding Source:    Regional Target Funds

Boston: Improvements on Boylston Street, from Intersection of Brookline Avenue and Park Drive to Ipswich Street

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

7 out of 30

6 out of 29

15 out of 29

12 out of 16

8 out of 12

12 out of 18

60 out of 134

Project Description

This roadway improvement project will enhance pedestrian mobility and safety by providing neck downs at intersections. In addition, exclusive bike lanes in both directions will be established along Boylston Street to encourage local and regional bicycle travel. The project also involves an upgrade of the existing geometric layout and old signal equipment to reduce vehicular congestion and increase overall safety.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$6,932,042

---

---

---

$6,932,042

Non-Federal Funds

---

$1,733,010

---

---

---

$1,733,010

Total Funds

---

$8,665,052

---

---

---

$8,665,052

 

 

 

Boston: Reconstruction of Rutherford Avenue, from City Square to Sullivan Square

Proponent:            Boston

ID Number:          606226

Project Type:         Major Infrastructure

Cost:                   $190,696,612

Funding Source:    Regional Target Funds

Boston: Reconstruction of Rutherford Avenue, from City Square to Sullivan Square

Scoring Summary

This project is funded using Regional Target funds, but was not scored using the MPO’s TIP project selection criteria. The project was evaluated through the MPO’s Long-Range Transportation Plan process.

Project Description

The reconstruction of Rutherford Avenue from City Square to Sullivan Square will make the road a multimodal urban boulevard corridor. This project will be funded over five years, starting in FFY 2025. The total project cost is estimated to be $190,696,612, and the total funding in the FFYs 2023-27 TIP is $99,783,959. The City of Boston will contribute $25,000,000 in local funding towards the project, leaving the MPO with a balance of $65,912,653 to be funded in FFYs 2028 and 2029.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

 

$26,227,167

$26,800,000

$26,800,000

$79,827,167

Non-Federal Funds

---

 

$6,556,792

$6,700,000

$6,700,000

$19,956,792

Total Funds

---

 

$32,783,959

$33,500,000

$33,500,000

$99,783,959

 

 

 

Boston: Roadway, Ceiling, Arch, and Wall Reconstruction and other Control Systems in Sumner Tunnel

Proponent:            MassDOT

ID Number:          606476

Project Type:         Major Infrastructure

Cost:                   $136,722,750

Funding Source:    Regional Target and Statewide Highway Funds

Boston: Roadway, Ceiling, Arch, and Wall Reconstruction and other Control Systems in Sumner Tunnel

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project aims to repair the existing deterioration in Sumner Tunnel by reconstructing the roadway pavement and repairing cracking and corrosion on the tunnel’s walls and ceiling. The total cost of this project is $136,722,750, with $22,115,687 in Regional Target funding allocated to the project. The rest of the project cost is funded using statewide highway funds. This project is funded over three years (FFYs 2021-23), with $119,852,949 in funding allocated in FFYs 2021 and 2022. The remainder of the project’s funding is included in this TIP as shown below.

Source

2023

2024

2025

2026

2027

Total

Federal Funds

$13,495,840

---

---

---

---

$13,495,840

Non-Federal Funds

$3,373,961

---

---

---

---

$3,373,961

Total Funds

$16,869,801

---

---

---

---

$16,869,801

 

 

 

Boston, Milton, and Quincy: Interstate Maintenance and Related Work on Interstate 93

Proponent:            MassDOT

ID Number:          608208

Project Type:         Interstate Pavement

Cost:                   $38,671,350

Funding Source:    Statewide Highway Funds

Boston, Milton, and Quincy: Interstate Maintenance and Related Work on Interstate 93

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

The project is an interstate maintenance resurfacing project on the Southeast Expressway. A preservation treatment or thin-bonded overlay is proposed to extend the pavement service life and improve safety.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$34,114,215

---

---

---

---

$34,114,215

Non-Federal Funds

$4,557,135

---

---

---

---

$4,557,135

Total Funds

$38,671,350

---

---

---

---

$38,671,350

 

 

 

Boxborough: Bridge Replacement, B-18-002, Route 111 over Interstate 495

Proponent:            MassDOT

ID Number:          608009

Project Type:         Bridge

Cost:                   $12,763,392

Funding Source:    Statewide Highway Funds

Boxborough: Bridge Replacement, B-18-002, Route 111 over Interstate 495

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace bridge B-18-002, which carries Route 111 over Interstate 495 in Boxborough. This bridge is currently listed as structurally deficient.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$10,210,714

---

---

---

---

$10,210,714

Non-Federal Funds

$2,552,678

---

---

---

---

$2,552,678

Total Funds

$12,763,392

---

---

---

---

$12,763,392

 

 

 

 

 

Braintree: Bridge Replacement, B-21-017, Washington Street (State Route 37) over MBTA/CSX Railroad

Proponent:            MassDOT

ID Number:          607684

Project Type:         Bridge

Cost:                   $7,681,489

Funding Source:    Statewide Highway Funds

Braintree: Bridge Replacement, B-21-017, Washington Street (State Route 37) over MBTA/CSX Railroad

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace bridge B-21-017, which carries Washington Street over the MBTA Kingston and Middleborough/Lakeville commuter rail lines in Braintree. This bridge is currently listed as structurally deficient. This project is funded through MassDOT’s Next Generation Bridge Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$0

---

---

$0

Non-Federal Funds

---

---

$7,681,489

---

---

$7,681,489

Total Funds

---

---

$7,681,489

---

---

$7,681,489

 

 


 

Braintree: Bridge Replacement, B-21-067, JW Maher Highway over Monatiquot River

Proponent:            MassDOT

ID Number:          612196

Project Type:         Bridge

Cost:                   $11,867,518

Funding Source:    Statewide Highway Funds

Braintree: Bridge Replacement, B-21-067, JW Maher Highway over Monatiquot River

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace bridge B-21-067, which carries JW Maher Highway over the Monatiquot River in Braintree. This bridge is currently listed as structurally deficient. This project is funded through MassDOT’s Next Generation Bridge Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$0

---

---

$0

Non-Federal Funds

---

---

$11,867,518

---

---

$11,867,518

Total Funds

---

---

$11,867,518

---

---

$11,867,518

 

 

 

 

Braintree, Quincy, and Weymouth: Resurfacing and Related Work on Route 53

Proponent:            MassDOT

ID Number:          608498

Project Type:         Non-Interstate Pavement

Cost:                   $6,000,522

Funding Source:    Statewide Highway Funds

Braintree, Quincy, and Weymouth: Resurfacing and Related Work on Route 53

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project involves resurfacing and related work on Route 53.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$4,800,418

---

---

---

$4,800,418

Non-Federal Funds

---

$1,200,104

---

---

---

$1,200,104

Total Funds

---

$6,000,522

---

---

---

$6,000,522


 

 

Braintree and Weymouth: Resurfacing and Related Work on Route 3

Proponent:            MassDOT

ID Number:          612050

Project Type:         Non-Interstate Pavement

Cost:                   $8,584,520

Funding Source:    Statewide Highway Funds

Braintree and Weymouth: Resurfacing and Related Work on Route 3

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project includes resurfacing and related work on Route 3 in Braintree and Weymouth. The project’s extents run from mile marker 37.7 to mile marker 41.8 for a total of 4.1 miles, or from the Weymouth/Hingham town line to Union Street in Braintree.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$6,867,616

---

$6,867,616

Non-Federal Funds

---

---

---

$1,716,904

---

$1,716,904

Total Funds

---

---

---

$8,584,520

---

$8,584,520

 

 

 

Brookline: Improvements at William H. Lincoln School (SRTS)

Proponent:            MassDOT

ID Number:          S12210

Project Type:         Roadway Reconstruction

Cost:                   $1,305,823

Funding Source:    Statewide Highway Funds

Brookline: Improvements at William H. Lincoln School (SRTS)

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will make upgrades to promote safety along the roadways surrounding William H. Lincoln School in Brookline through the Safe Routes to School program. The Project will improve pedestrian and bicycle safety and access improvements on the one-way portion of Chestnut Street, including the installation of a two-way protected bike lane, new sidewalks, new ADA-compliant wheelchair ramps, related pavement markings, and signage. On Kennard Road, the project will construct a new raised intersection, crosswalks, ADA-compliant wheelchair ramps, related pavement markings, and signage at the school driveway to reduce motor vehicle speed and improve pedestrian safety and access.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$1,044,658

---

---

$1,044,658

Non-Federal Funds

---

---

$261,165

---

---

$261,165

Total Funds

---

---

$1,305,823

---

---

$1,305,823

 

 

 

 

Brookline: Rehabilitation of Washington Street

Proponent:            Brookline

ID Number:            610932

Project Type:            Complete Streets

Cost:            $30,030,812

Funding Source:            Regional Target Funds

Brookline: Rehabilitation of Washington Street

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

14 out of 18

13 out of 20

11 out of 18

7 out of 12

7.4 out of 20

10 out of 12

62.4 out of 100

 

Project Description

This project will reconstruct Washington Street in Brookline between Boylston Street and Beacon Street. Washington Street is currently constrained, with a narrow right of way that accommodates two lanes of traffic, on-street parking in both directions, bicycling, and significant volumes of pedestrians. Sidewalks are currently in poor condition, and the area contains two HSIP bicycle crash clusters and one pedestrian crash cluster. The project will reconstruct sidewalks along both sides of the entire corridor and will provide protected bicycle facilities in both directions that are separated from vehicular traffic for a vast majority of the corridor. Other multimodal improvements include the provision of dedicated bus pull-out space outside of the travel lanes. The project will also replace the existing signals along Washington Street’s length and will reconstruct the roadway surface.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

---

$24,524,650

$24,524,650

Non-Federal Funds

---

---

---

---

$5.506,162

$5.506,162

Total Funds

---

---

---

---

$30,030,812

$30,030,812

 

 

 

 

 

Burlington: Improvements at Interstate 95 (Route 128)/Route 3 Interchange

Proponent:            MassDOT

ID Number:          609516

Project Type:         Roadway Reconstruction

Cost:                   $3,121,560

Funding Source:    Statewide Highway Funds

Burlington: Improvements at Interstate 95 (Route 128)/Route 3 Interchange

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will make improvements to the interchange at Interstate 95 (Route 128) and Route 3 in Burlington.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$2,497,248

---

---

---

$2,497,248

Non-Federal Funds

---

$624,312

---

---

---

$624,312

Total Funds

---

$3,121,560

---

---

---

$3,121,560


 

 

 

 

Burlington and Woburn: Interstate Maintenance and Related Work on Interstate 95

Proponent:            MassDOT

ID Number:          612034

Project Type:         Interstate Pavement

Cost:                   $12,947,687

Funding Source:    Statewide Highway Funds

Burlington and Woburn: Interstate Maintenance and Related Work on Interstate 95

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project is a pavement maintenance project that will repave 4.1 miles of Interstate 95 northbound and southbound between the Cambridge Street interchange in Burlington and the Interstate 93 interchange in Woburn.

Source

(FFY) 2022

2023

2024

2025

2026

Total

Federal Funds

---

---

$11,652,918

---

---

$11,652,918

Non-Federal Funds

---

---

$1,294,769

---

---

$1,294,769

Total Funds

---

---

$12,947,687

---

---

$12,947,687

 

 

 

Cambridge: Bluebikes Station Replacement and System Expansion

Proponent:            Cambridge

ID Number:            S12695

Project Type:            Community Connections

Cost:            $349,608

Funding Source:            Regional Target Funds

Cambridge: Bluebikes Station Replacement and System Expansion

Scoring Summary

Category

Conn

Coord

Plan

TE

MS/DP

FS

Total

Score

18 out of 18

4.5 out of 15

12.5 out of 15

9 out of 18

24 out of 24

10 out of 10

78 out of 100

 

Project Description

This project will install two new Bluebikes stations in Cambridge, including at the Callanan Playground in West Cambridge and in Harvard Square at Church Street. This project will also replace five of Cambridge’s original Bluebikes stations, which are now approximately 10 years old. The replacement of these stations will help to maintain a state of good repair across the system, ensuring these stations continue to function as key nodes in the broader Bluebikes network. This project is funded through the third round of grants available through the MPO’s Community Connections Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$279,686

---

---

---

---

$279,686

Non-Federal Funds

$69,922

---

---

---

---

$69,922

Total Funds

$349,608

---

---

---

---

$349,608

 

 

Cambridge: Bridge Replacement, C-01-008, First Street Bridge and C-01-040, Land Boulevard Bridge/Broad Canal Bridge

Proponent:            MassDOT

ID Number:          606449

Project Type:         Bridge

Cost:                   $14,896,000

Funding Source:    Statewide Highway Funds

Cambridge: Bridge Replacement, C-01-008, First Street Bridge and C-01-040, Land Boulevard Bridge/Broad Canal Bridge

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace bridge C-01-008, which carries First Street over Broad Canal, and bridge C-01-040, which carries Land Boulevard over Broad Canal, in Cambridge. Both bridges are currently listed as structurally deficient and has posted load restrictions due to their poor condition.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$11,916,800

---

$11,916,800

Non-Federal Funds

---

---

---

$2,979,200

---

$2,979,200

Total Funds

---

---

---

$14,896,000

---

$14,896,000

 

 

 


 

Cambridge: Bridge Replacement, C-01-026, Memorial Drive over Brookline Street

Proponent:            MassDOT

ID Number:          611987

Project Type:         Bridge

Cost:                   $52,933,955

Funding Source:    Statewide Highway Funds

Cambridge: Bridge Replacement, C-01-026, Memorial Drive over Brookline Street

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace bridge C-01-026, which carries Memorial Drive over Brookline Street in Cambridge. This bridge is currently listed as structurally deficient. This project is funded through MassDOT’s Next Generation Bridge Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

---

$0

$0

Non-Federal Funds

---

---

---

---

$52,933,955

$52,933,955

Total Funds

---

---

---

---

$52,933,955

$52,933,955

 

 

 

Cambridge: Superstructure Replacement, C-01-031, US Route 3/Route 16/Route 2 over MBTA Red Line

Proponent:            MassDOT

ID Number:          610776

Project Type:         Bridge

Cost:                   $13,424,399

Funding Source:    Statewide Highway Funds

Cambridge: Superstructure Replacement, C-01-031, US Route 3/Route 16/Route 2 over MBTA Red Line

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will rehabilitate bridge C-01-031 in Cambridge.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$10,739,519

---

---

$10,739,519

Non-Federal Funds

---

---

$2,684,880

---

---

$2,684,880

Total Funds

---

---

$13,424,399

---

---

$13,424,399

 

 

 

Canton: Bridge Replacement, C-02-042, Revere Court over West Branch of the Neponset River

Proponent:            MassDOT

ID Number:          609438

Project Type:         Bridge

Cost:                   $2,185,168

Funding Source:    Statewide Highway Funds

Canton: Bridge Replacement, C-02-042, Revere Court over West Branch of the Neponset River

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace bridge C-02-042, which carries Revere Court over the west branch of the Neponset River.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$1,748,134

---

---

---

$1,748,134

Non-Federal Funds

---

$437,034

---

---

---

$437,034

Total Funds

---

$2,185,168

---

---

---

$2,185,168

 

 


 

Canton: Interim Interchange Improvements at Interstate 95/Route 128/Interstate 93

Proponent:            MassDOT

ID Number:          610541

Project Type:         Roadway Reconstruction

Cost:                   $6,169,280

Funding Source:    Statewide Highway Funds

Canton: Interim Interchange Improvements at Interstate 95/Route 128/Interstate 93

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will make improvements to the interchange at Interstate 95 (Route 128) and Interstate 93 in Canton.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$4,935,424

---

---

---

$4,935,424

Non-Federal Funds

---

$1,233,856

---

---

---

$1,233,856

Total Funds

---

$6,169,280

---

---

---

$6,169,280

 

 

 

Canton: Royall Street Shuttle

Proponent:            Canton

ID Number:          S12114

Project Type:         Community Connections

Cost:                   $534,820

Funding Source:    Regional Target Funds

Canton: Royall Street Shuttle

Scoring Summary

This project received a total score of 51 points when evaluated using the criteria for the pilot round of the MPO’s Community Connections Program. These criteria are listed in Table A-11.

Project Description

This project will establish a shuttle service connecting Canton’s Royall Street employment cluster with the MBTA Route 128 commuter rail station and Ashmont, Mattapan Trolley, and Quincy Adams rapid transit stations. The goal of the project is to improve access to employment centers and major transit hubs by providing peak hour shuttle services for commuters and residents. The map above shows one of three planned routes for the shuttle, the precise details of which are under development. Funding for this project began in FFY 2022, with $209,101 allocated in that federal fiscal year to begin operations.

Source

2023

2024

2025

2026

2027

Total

Federal Funds

$141,742

$118,834

---

---

---

$260,576

Non-Federal Funds

$35,435

$29,780

---

---

---

$65,215

Total Funds

$177,177

$148,542

---

---

---

$325,791

 

 

 

Canton, Dedham, Norwood, Sharon, and Westwood: Highway Lighting Improvements at Interstate 93 and Interstate 95/Route 128

Proponent:            MassDOT

ID Number:          609053

Project Type:         Safety Improvements

Cost:                   $3,800,868

Funding Source:    Statewide Highway Funds

Canton, Dedham, Norwood, Sharon, and Westwood: Highway Lighting Improvements at Interstate 93 and Interstate 95/Route 128

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will make highway lighting improvements on Interstate 93 and Interstate 95/Route 128.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$3,040,694

---

---

---

---

$3,040,694

Non-Federal Funds

$760,174

---

---

---

---

$760,174

Total Funds

$3,800,868

---

---

---

---

$3,800,868

 


 

Canton and Milton: Roadway Reconstruction on Route 138, From Royall Street to Dollar Lane

Proponent:            MassDOT

ID Number:          612615

Project Type:         Roadway Reconstruction

Cost:                   $18,360,944

Funding Source:    Statewide Highway Funds

Canton and Milton: Roadway Reconstruction on Route 138, From Royall Street to Dollar Lane

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will make improvements to a 1.7-mile segment of Route 138 between Royall Street in Canton and Dollar Lane in Milton. The primary focus of the project is the addition of a shared-use path along the eastern side of the roadway, along with the reconstructing of existing sidewalks along the western side of the corridor. The intersection at Route 138 and Dollar Lane will be reconstructed to improve turn lanes and signals in an effort to enhance safety, as this location was identified as a 2017–2019 top-200 crash location statewide.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

---

$14,688,755

$14,688,755

Non-Federal Funds

---

---

---

---

$3,672,189

$3,672,189

Total Funds

---

---

---

---

$18,360,944

$18,360,944

 


 

Canton, Milton, Randolph: Interstate Maintenance and Related Work on Interstate 93

Proponent:            MassDOT

ID Number:          612051

Project Type:         Interstate Pavement

Cost:                   $15,407,700

Funding Source:    Statewide Highway Funds

Canton, Milton, Randolph: Interstate Maintenance and Related Work on Interstate 93

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will conduct pavement maintenance on Interstate 93 in Canton, Milton, and Randolph. The project will resurface the roadway between the Interstate 93/Interstate 95 interchange in Canton and the Interstate 93/Route 24 interchange in Randolph, a distance of approximately three miles.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

---

$13,866,930

$13,866,930

Non-Federal Funds

---

---

---

---

$1,540,770

$1,540,770

Total Funds

---

---

---

---

$15,407,700

$15,407,700

 

 

Chelsea: Bridge Superstructure Replacement, C-09-013, Washington Avenue, Carter Street, and County Road/Route 1

Proponent:            MassDOT

ID Number:          608952

Project Type:         Bridge

Cost:                   $10,584,000

Funding Source:    Statewide Highway Funds

Chelsea: Bridge Superstructure Replacement, C-09-013, Washington Avenue, Carter Street, and County Road/Route 1

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace the superstructure of bridge C-09-013, which carries Washington Avenue, Carter Street, and County Road over Route 1 in Chelsea. This bridge is currently listed as structurally deficient. This project is funded through MassDOT’s Next Generation Bridge Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$0

---

---

$0

Non-Federal Funds

---

---

$10,584,000

---

---

$10,584,000

Total Funds

---

---

$10,584,000

---

---

$10,584,000

 

 

 

 

Chelsea: Improvements at Mary C. Burke Elementary (SRTS)

Proponent:            MassDOT

ID Number:          S12211

Project Type:         Roadway Reconstruction

Cost:                   $2,903,250

Funding Source:    Statewide Highway Funds

Chelsea: Improvements at Mary C. Burke Elementary (SRTS)

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will make upgrades to promote safety along the roadways surrounding Mary C. Burke Elementary School in Chelsea through the Safe Routes to School program. The project will serve the immediate needs of the students and staff by drastically improving pedestrian safety along Eastern Avenue, Stockton Street, and Spencer Avenue. Improvements include the addition of pedestrian signals, rehabilitation of pavement markings and roadway surfaces, construction of new ADA-compliant ramps, and reconstruction of existing traffic signal components. The project will also reduce the number of travel lanes on Eastern Avenue to add a pedestrian refuge. The roadway network will be simplified through the formal closure of a rarely used roadway in the project area, allowing for the creation of new open space in its place.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$2,322,600

---

$2,322,600

Non-Federal Funds

---

---

---

$580,650

---

$580,650

Total Funds

---

---

---

$2,903,250

---

$2,903,250

 

 

 

 

Chelsea: Park and Pearl Street Reconstruction

Proponent:            Chelsea

ID Number:          611983

Project Type:         Complete Streets

Cost:                   $12,123,769

Funding Source:    Regional Target Funds

Chelsea: Park and Pearl Street Reconstruction

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

14 out of 18

14 out of 20

11 out of 18

6 out of 12

14.9 out of 20

10 out of 12

69.9 out of 100

Project Description

This project will improve safety along Park and Pearl Streets for all users, with a specific emphasis on improving conditions for people walking and bicycling. Smart signalization and geometric reconstruction will mitigate vehicular congestion while providing clear pedestrian paths of travel and shorter crosswalk distances via newly constructed ramps and sidewalks. This project may implement a priority bus and bike lane, beginning along Park Street at Williams Street up to the eventual surface renovation of Upper Broadway to the Revere City Line, an MPO-funded project in FFY 2022. Signals will allow for preferential movements of safety vehicles and MBTA buses through each intersection.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

---

$9,799,015

$9,799,015

Non-Federal Funds

---

---

---

---

$2,324,754

$2,324,754

Total Funds

---

---

---

---

$12,123,769

$12,123,769

 

 

 

 

Chelsea: Targeted Safety Improvements and Related Work on Broadway, from Williams Street to City Hall Avenue

Proponent:            Chelsea

ID Number:          609532

Project Type:         Safety Improvements

Cost:                   $6,557,898

Funding Source:    Statewide Highway Funds

Chelsea: Targeted Safety Improvements and Related Work on Broadway, from Williams Street to City Hall Avenue

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

23 out of 30

18 out of 29

14 out of 29

4 out of 16

10 out of 12

14 out of 18

83 out of 134

Project Description

This project aims to enhance the safety of all users of Broadway in Chelsea while promoting economic activity along the corridor. Improvements to pedestrian and bicycle infrastructure include the widening of sidewalks, installation of tree boxes, and the implementation of dedicated bike or combined bus and bike lanes with protective barrier options. In addition, the upgrading of signals and pavement markings at each intersection along the corridor will increase safety of pedestrians through higher levels of visual indication while allowing the implementation of transit signal priority for buses and emergency vehicles. This project will upgrade the entire corridor to ADA compliance and allow for more efficient on-boarding and off-boarding of MBTA bus patrons. This project was evaluated using the MPO’s scoring criteria because it was considered for funding using Regional Target Funds. MassDOT funded the project, however.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$5,902,108

---

---

$5,902,108

Non-Federal Funds

---

---

$655,790

---

---

$655,790

Total Funds

---

---

$6,557,898

---

---

$6,557,898

 

 

 

Cohasset and Scituate: Corridor Improvements and Related Work on Justice Cushing Highway (Route 3A), from Beechwood Street to Henry Turner Bailey Road

Proponent:            Cohasset

ID Number:          608007

Project Type:         Complete Streets

Cost:                   $12,509,786

Funding Source:    Regional Target Funds

Cohasset and Scituate: Corridor Improvements and Related Work on Justice Cushing Highway (Route 3A), from Beechwood Street to Henry Turner Bailey Road

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

16 out of 30

4 out of 29

8 out of 29

5 out of 16

1 out of 12

3 out of 18

37 out of 134

Project Description

Work on this project includes corridor improvements from the Beechwood Street intersection to Henry Turner Bailey Road.  The Route 3A/Beechwood Street intersection will be upgraded with new traffic signal equipment as well as minor geometric improvements.  The Route 3A/Henry Turner Bailey Road intersection will be reviewed for meeting requirements for traffic signals as well as geometric improvements.  Pedestrian and bicycle accommodation will be included along the corridor.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$10,157,829

---

---

---

$10,157,829

Non-Federal Funds

---

$2,351,957

---

---

---

$2,351,957

Total Funds

---

$12,509,786

---

---

---

$12,509,786

 

 

 

Danvers: Rail Trail West Extension (Phase 3)

Proponent:            MassDOT

ID Number:          612607

Project Type:         Bicycle and Pedestrian

Cost:                   $3,288,600

Funding Source:    Statewide Highway Funds

Danvers: Rail Trail West Extension (Phase 3)

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will construct a 0.8-mile segment of the Danvers Rail Trail from Spring Street in the east to just west of Maple Street. The eastern end of this project will connect to earlier phases of the Danvers Rail Trail and to the larger Border to Boston Trail system further east.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$2,630,880

---

$2,630,880

Non-Federal Funds

---

---

---

$657,720

---

$657,720

Total Funds

---

---

---

$3,288,600

---

$3,288,600

 

 

Danvers and Middleton: Bridge Replacement, D-03-009=M-20-005, Andover Street (SR 114) over Ipswich River

Proponent:            MassDOT

ID Number:          610782

Project Type:         Bridge

Cost:                   $5,279,051

Funding Source:    Statewide Highway Funds

Danvers and Middleton: Bridge Replacement, D-03-009=M-20-005, Andover Street (SR 114) over Ipswich River

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will fund the replacement of bridge D-03-009=M-20-005, which carries Andover Street over the Ipswich River between Danvers and Middleton.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$4,223,241

---

---

---

$4,223,241

Non-Federal Funds

---

$1,055,810

---

---

---

$1,055,810

Total Funds

---

$5,279,051

---

---

---

$5,279,051

 

 

Danvers and Middleton: Resurfacing and Related Work on Route 114

Proponent:            MassDOT

ID Number:          608818

Project Type:         Non-Interstate Pavement

Cost:                   $4,175,264

Funding Source:    Statewide Highway Funds

Danvers and Middleton: Resurfacing and Related Work on Route 114

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

The project consists of resurfacing and related work on Route 114.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$3,340,211

---

---

---

---

$3,340,211

Non-Federal Funds

$835,053

---

---

---

---

$835,053

Total Funds

$4,175,264

---

---

---

---

$4,175,264

 

 

Dedham: Improvements at Avery Elementary School (SRTS)

Proponent:            MassDOT

ID Number:          S12212

Project Type:         Roadway Reconstruction

Cost:                   $1,876,802

Funding Source:    Statewide Highway Funds

Dedham: Improvements at Avery Elementary School (SRTS)

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will make upgrades to promote safety along the roadways surrounding Avery Elementary School in Dedham through the Safe Routes to School program. The project includes three areas of improvement designed to facilitate safe walking to the Avery campus. The project proposes adding sidewalks and granite curbing on Maverick Street, along with adding new granite curbing along Whiting Avenue. A new crosswalk with rectangular-rapid-flashing beacons is also proposed for installation on Whiting Avenue at Recreation Road. Finally, Hill Avenue is frequently used as a cut-through for students who live East of Avery Elementary, but this route is currently a dead-end road ending in a wooded area with steep grade, a ledge, and fencing. This project proposes formalizing this connection with an ADA-accessible pedestrian walkway ramp to facilitate safe passage in what is currently an unmaintained student made path that is unsafe especially in winter months.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$1,501,442

---

$1,501,442

Non-Federal Funds

---

---

---

$375,360

---

$375,360

Total Funds

---

---

---

$1,876,802

---

$1,876,802

 

 

 

Dedham: Pedestrian Improvements along Bussey Street, including Superstructure Replacement, D-05-010, Bussey Street over Mother Brook

Proponent:            Dedham

ID Number:          607899

Project Type:         Complete Streets

Cost:                   $6,314,855

Funding Source:    Regional Target Funds

Dedham: Pedestrian Improvements along Bussey Street, Including Superstructure Replacement, D-05-010, Bussey Street over Mother Brook

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

5 out of 30

8 out of 29

5 out of 29

5 out of 16

7 out of 12

5 out of 18

35 out of 134

Project Description

Improvements along the Bussey Street corridor will include resetting and setting the curb and reconstructing ADA-compliant sidewalks and ramps on both sides of the roadway. Some pavement reconstruction may be necessary to obtain the necessary curb reveal. Minor geometric improvements are expected at the intersection with Colburn Street and Clisby Avenue to make them more pedestrian friendly, since current conditions include expansive pavement width. Shared bicycle accommodations are planned.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$5,051,884

---

---

---

---

$5,051,884

Non-Federal Funds

$1,262,971

---

---

---

---

$1,262,971

Total Funds

$6,314,855

---

---

---

---

$6,314,855

 

 

Everett: Intersection Improvements on Route 16

Proponent:            MassDOT

ID Number:          611969

Project Type:         Intersection Improvements

Cost:                   $17,748,000

Funding Source:    Statewide Highway Funds

Everett: Intersection Improvements on Route 16

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will make safety improvements at seven intersections along Route 16 in Everett, from Gladstone Street to Everett Avenue. This key regional roadway features three 2017–2019 all-mode crash clusters and three of the state’s top-200 crash locations, making it high-priority safety improvement location. This project includes rehabilitating or reconstructing the traffic signals at each intersection, adding pedestrian signal phases, and making improvements to sidewalks, ramps, crosswalks, and curbing. This project will also explore the feasibility of improved bicycle accommodations during the design phase.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

---

$15,523,200

$15,523,200

Non-Federal Funds

---

---

---

---

$2,224,800

$2,224,800

Total Funds

---

---

---

---

$17,748,000

$17,748,000

 

 

Everett: Reconstruction of Beacham Street

Proponent:            Everett

ID Number:          609257

Project Type:         Complete Streets

Cost:                   $10,168,416

Funding Source:    Regional Target Funds

Everett: Reconstruction of Beacham Street

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

19 out of 30

10 out of 29

13 out of 29

4 out of 16

7 out of 12

1 out of 18

54 out of 134

Project Description

This Complete Streets project involves the reconstruction of Beacham Street to reduce vehicular collisions and improve bicycle travel. This project also includes the implementation of a shared-use bike path with a buffer along 0.65 miles of the Beacham Street corridor, a major connection between Boston, Somerville, and Cambridge, and Chelsea and East Boston. To promote pedestrian safety, upgrades to traffic signals, pavement markings, and sidewalk conditions will be incorporated to reduce conflict with vehicular traffic and provide an ADA-compliant travel route.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$8,234,733

---

---

$8,234,733

Non-Federal Funds

---

---

$1,933,683

---

---

$1,933,683

Total Funds

---

---

$10,168,416

---

---

$10,168,416


 

 

 

Foxborough: Resurfacing and Related Work on Route 1

Proponent:            MassDOT

ID Number:          608480

Project Type:         Non-Interstate Pavement

Cost:                   $9,442,596

Funding Source:    Statewide Highway Funds

Foxborough: Resurfacing and Related Work on Route 1

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

The project consists of resurfacing on Route 1 in Foxborough, Sharon, and Walpole.

Source

(FFY) 2022

2023

2024

2025

2026

Total

Federal Funds

---

$5,515,264

---

---

---

$5,515,264

Non-Federal Funds

---

$1,378,816

---

---

---

$1,378,816

Total Funds

---

$6,894,080

---

---

---

$6,894,080

 

 

Framingham: High-Risk At-Grade Railroad Crossing Countermeasures on Route 126

Proponent:            MassDOT

ID Number:          S12640

Project Type:         Safety Improvements

Cost:                   $3,500,000

Funding Source:    Statewide Highway Funds

Framingham: High-Risk At-Grade Railroad Crossing Countermeasures on Route 126

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will make safety improvements at the at-grade railroad crossing in downtown Framingham, where the MBTA Framingham/Worcester commuter rail line crosses over Route 126. This location was identified as a 2017–2019 all-mode crash cluster and a 2010–2019 pedestrian crash cluster, making it a high-priority safety improvement location.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$3,150,000

---

---

---

$3,150,000

Non-Federal Funds

---

$350,000

---

---

---

$350,000

Total Funds

---

$3,500,000

---

---

---

$3,500,000

 

 

 

 

Framingham: Improvements at Harmony Grove Elementary School (SRTS)

Proponent:            MassDOT

ID Number:          S12205

Project Type:         Roadway Reconstruction

Cost:                   $1,644,145

Funding Source:    Statewide Highway Funds

Framingham: Improvements at Harmony Grove Elementary School (SRTS)

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will make upgrades to promote safety along the roadways surrounding Harmony Grove Elementary School in Framingham through the Safe Routes to School program. This project includes installing new and reconstructing existing sidewalk and curbing on Second Street, from Beaver Street to Waverly Street, and Taralli Terrace, from Second Street to Beaver Park Road. The project will also realign the intersection of Beaver Park Road and Taralli Terrace and install new pavement markings, ADA-compliant curb cuts, crosswalks, and shared bike lanes on Second Street.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$1,315,316

---

$1,315,316

Non-Federal Funds

---

---

---

$328,829

---

$328,829

Total Funds

---

---

---

$1,644,145

---

$1,644,145

 

 

 

Framingham: Traffic Signal Installation at Edgell Road at Central Street

Proponent:            Framingham

ID Number:          608889

Project Type:         Intersection Improvements

Cost:                   $2,484,704

Funding Source:    Regional Target Funds

Framingham: Traffic Signal Installation at Edgell Road at Central Street

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

9 out of 30

10 out of 29

7 out of 29

9 out of 16

2 out of 12

4 out of 18

41 out of 134

Project Description

This project will improve vehicular operations and safety by installing traffic signals and geometric improvements at the intersection of Edgell Road and Central Street. The geometric improvements include realigning and widening the roadway to provide a southbound left-turn lane and a northbound right-turn lane along Edgell Road. The project also addresses pedestrian and bicyclist safety through the addition of bike lanes, crosswalks, and a new traffic signal. Sidewalks along both sides of all roadways will be ADA/Architectural Access Board (AAB) compliant.  

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$1,987,763

---

---

---

---

$1,987,763

Non-Federal Funds

$496,941

---

---

---

---

$496,941

Total Funds

$2,484,704

---

---

---

---

$2,484,704

 

 

 

Framingham and Natick: Resurfacing and Related Work on Route 9 

Proponent:            MassDOT

ID Number:          609402

Project Type:         Non-Interstate Pavement

Cost:                   $48,665,364

Funding Source:    Statewide Highway Funds

Framingham and Natick: Resurfacing and Related Work on Route 9 

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project consists of resurfacing and related work on Route 9.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

---

$38,932,291

$38,932,291

Non-Federal Funds

---

---

---

---

$9,733,073

$9,733,073

Total Funds

---

---

---

---

$48,665,364

$48,665,364

 

 

Gloucester and Rockport: CATA On Demand Microtransit Service Expansion

Proponent:            CATA

ID Number:            S12700

Project Type:            Community Connections

Cost:            $813,291

Funding Source:            Regional Target Funds

Gloucester and Rockport: CATA On Demand Microtransit Service Expansion

Scoring Summary

Category

Conn

Coord

Plan

TE

MS/DP

FS

Total

Score

10.75 out of 18

6 out of 15

9 out of 15

6 out of 18

20 out of 24

10 out of 10

61.75 out of 100

 

Project Description

This project will expand the existing CATA On Demand microtransit service in Gloucester to include Rockport and the Lanesville neighborhood of Gloucester. The existing operating zone includes two MBTA commuter rail stations, two industrial parks, a hospital, and the waterfront district. The original purpose of CATA On Demand was to address the first- and last-mile gaps for commuters between existing transit and employment centers. The service has evolved, however, to serve a broader group of riders, including students, families, people with disabilities, and older adults.  The expansion of the service to include new locations aims to continue to broaden the appeal of CATA On Demand to this wider audience and to better meet their needs when accessing school, medical appointments, grocery stores, and other essential destinations. This project is funded through the third round of grants available through the MPO’s Community Connections Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$266,760

$212,052

$171,821

---

---

$650,633

Non-Federal Funds

$66,690

$53,013

$42,955

---

---

$162,658

Total Funds

$333,450

$265,065

$214,776

---

---

$813,291

 

 

Hamilton, Ipswich: Superstructure Replacement, H-03-002=I-01-006, Winthrop Street over Ipswich River

Proponent:            MassDOT

ID Number:          609467

Project Type:         Bridge

Cost:                   $3,135,789

Funding Source:    Statewide Highway Funds

Hamilton, Ipswich: Superstructure Replacement, H-03-002=I-01-006, Winthrop Street over Ipswich River

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace bridge H-03-002=I-01-006, which carries Winthrop Street over the
Ipswich River.  

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$2,508,631

---

---

---

$2,508,631

Non-Federal Funds

---

$627,158

---

---

---

$627,158

Total Funds

---

$3,135,789

---

---

---

$3,135,789

 

 

 

Hingham: Improvements on Route 3A from Otis Street/Cole Road, including Summer Street and Rotary; Rockland Street to George Washington Boulevard

Proponent:            Hingham

ID Number:          605168

Project Type:         Complete Streets

Cost:                   $15,596,550

Funding Source:    Regional Target Funds

Hingham: Improvements on Route 3A from Otis Street/Cole Road, Including Summer Street and Rotary; Rockland Street to George Washington Boulevard

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

10 out of 30

16 out of 29

17 out of 29

10 out of 16

0 out of 12

2 out of 18

55 out of 134

Project Description

The project improves multimodal access between Hingham Center, residential areas, and Hingham Harbor by extending the existing buffered, shared-use bike path from Rockland Street to the Hingham inner harbor. In addition, improvements to reduce vehicular accidents will be incorporated through the establishment of turn lanes and a small roundabout at the intersection of Route 3A and Summer Street.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$12,477,240

---

---

$12,477,240

Non-Federal Funds

---

---

$3,119,310

---

---

$3,119,310

Total Funds

---

---

$15,596,550

---

---

$15,596,550

 

 

Hopkinton and Westborough: Reconstruction of Interstate 90/Interstate 495 Interchange

Proponent:            MassDOT

ID Number:          607977

Project Type:         Roadway Reconstruction

Cost:                   $300,942,837

Funding Source:    Statewide Highway Funds

Hopkinton and Westborough: Reconstruction of Interstate 90/Interstate 495 Interchange

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

The project will improve the interchange of Interstate 90 and Interstate 495.  This project is funded over six federal fiscal years (FFYs 2022-27) for a total cost of $300,942,837.  

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$11,188,991

$11,521,166

$63,677,909

$41,786,375

$37,410,241

$165,584,682

Non-Federal Funds

$27,923,221

$27,960,130

$37,088,657

$31,322,931

$4,156,693

$108,451,632

Total Funds

$39,112,212

$39,481,295

$100,766,566

$73,109,306

$41,566,934

$274,036,314

 

 

 

Hudson and Marlborough: MWRTA CatchConnect Microtransit Service Expansion

Proponent:            MWRTA

ID Number:            S12701

Project Type:            Community Connections

Cost:            $450,163

Funding Source:            Regional Target Funds

Hudson and Marlborough: MWRTA CatchConnect Microtransit Service Expansion

Scoring Summary

Category

Conn

Coord

Plan

TE

MS/DP

FS

Total

Score

12 out of 18

3 out of 15

9 out of 15

9 out of 18

16 out of 24

10 out of 10

59 out of 100

 

Project Description

This project will expand MetroWest RTA’s existing CatchConnect microtransit service in Framingham, Natick, and Wellesley to include the municipalities of Hudson and Marlborough. This added service region will allow consumers to connect to MWRTA fixed-route services in the area, including the Route 7 traveling north and south to Framingham and the Route 7C travelling east and west through downtown Marlborough. CatchConnect service allows riders to book on-demand trips via an existing mobile application or telephone. This project is funded through the third round of grants available through the MPO’s Community Connections Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$113,000

$119,540

$127,590

---

---

$360,130

Non-Federal Funds

$28,250

$29,885

$31,898

---

---

$90,033

Total Funds

$141,250

$149,425

$159,488

---

---

$450,163

 

 

Ipswich: Resurfacing and Related Work on Central and
South Main Streets

Proponent:            Ipswich

ID Number:          605743

Project Type:         Complete Streets

Cost:                   $5,490,888

Funding Source:    Regional Target Funds

Ipswich: Resurfacing and Related Work on Central and 
South Main Streets

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

11 out of 30

10 out of 29

10 out of 29

6 out of 16

2 out of 12

8 out of 18

47 out of 134

Project Description

In Ipswich, the project will reconstruct the roadway between Mineral Street and Poplar Street (3,200 feet) to improve the roadway surface.  Minor geometric improvements at intersection and pedestrian crossings will be included.  Sidewalks and wheelchair ramps will be improved in selected areas for ADA compliance.  The drainage system is undersized and will be upgraded.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$4,392,710

---

---

---

$4,392,710

Non-Federal Funds

---

$1,098,178

---

---

---

$1,098,178

Total Funds

---

$5,490,888

---

---

---

$5,490,888

 

 

Lexington: Bridge Replacement, L-10-010, Route 2A (Marrett Road) over Interstate 95/Route 128

Proponent:            MassDOT

ID Number:          603722

Project Type:         Bridge

Cost:                   $20,456,262

Funding Source:    Statewide Highway Funds

Lexington: Bridge Replacement, L-10-010, Route 2A (Marrett Road) over Interstate 95/Route 128

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace bridge L-10-010, which carries Route 2A (Marrett Road) over Interstate 95 in Lexington. This bridge is currently listed as structurally deficient and has a posted load restriction due to its deteriorated condition.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$16,365,010

---

---

---

---

$16,365,010

Non-Federal Funds

$4,091,252

---

---

---

---

$4,091,252

Total Funds

$20,456,262

---

---

---

---

$20,456,262

 

 

Littleton: Reconstruction of Foster Street

Proponent:            Littleton

ID Number:          609054

Project Type:         Complete Streets

Cost:                   $3,992,645

Funding Source:    Regional Target Funds

Littleton: Reconstruction of Foster Street

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

12 out of 30

3 out of 29

11 out of 29

5 out of 16

1 out of 12

6 out of 18

38 out of 134

Project Description

This project involves improvements to address traffic congestion and the safety of pedestrians and bicyclists through the addition of turning lanes and the reduction and consolidation of curb cuts. Full accommodations for vehicular, bicycle, and pedestrian travel and upgraded signage and wayfinding will also be established to improve accessibility for all users who travel to and from the nearby businesses.  

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$3,194,116

---

---

---

$3,194,116

Non-Federal Funds

---

$798,529

---

---

---

$798,529

Total Funds

---

$3,992,645

---

---

---

$3,992,645

 

 

Lynn: Intersection Improvements at Two Intersections on Broadway

Proponent:            Lynn

ID Number:          609254

Project Type:         Intersection Improvements

Cost:                   $5,413,401

Funding Source:    Statewide Highway Funds

Lynn: Intersection Improvements at Two Intersections on Broadway

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

13 out of 30

13 out of 29

7 out of 29

2 out of 16

1 out of 12

3 out of 18

39 out of 134

Project Description

This project involves multimodal safety and operational improvements at two locations on Broadway. Existing sidewalks will be reconstructed with the addition of on-street bicycle facilities close to connections to adjacent facilities. Operational improvements include traffic signal updates at Broadway’s intersections with Euclid Avenue and Jenness and Warwick Streets. Drainage improvements and pavement reconstruction will also be incorporated to improve access to businesses and schools. This project was evaluated using the MPO’s scoring criteria because it was considered for funding using Regional Target funds. MassDOT funded the project, however.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$4,872,061

---

---

---

---

$4,872,061

Non-Federal Funds

$541,340

---

---

---

---

$541,340

Total Funds

$5,413,401

---

---

---

---

$5,413,401

 

 

Lynn: Lynn Station Improvements Phase II

Proponent:            MBTA

ID Number:          S12705

Project Type:         Transit Modernization

Cost:                   $48,100,000

Funding Source:    Regional Target Funds

Lynn: Lynn Station Improvements Phase II

Scoring Summary

This project was selected for funding by the MPO late in the FFYs 2023–27 TIP development cycle, so it has not yet been scored using the MPO’s project selection criteria. This section will be updated with the project’s final score when it is available.

Project Description

This project will make a range of improvements to the MBTA commuter rail station in Lynn, addressing the existing deterioration within the station to bring it into a state of good repair. The project will reconstruct the existing platform, construct two new elevators, and rehabilitate existing stairways and lighting throughout the station, among other upgrades. This project also includes waterproofing and structural repairs to the viaduct northeast of the station.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$27,600,000

$10,880,000

---

---

---

$38,480,000

Non-Federal Funds

$6,900,000

$2,720,000

---

---

---

$9,620,000

Total Funds

$34,500,000

$13,600,000

---

---

---

$48,100,000

 

 

 

 

 

Lynn: Reconstruction of Western Avenue

Proponent:            Lynn

ID Number:          609246

Project Type:         Complete Streets

Cost:                   $47,536,800

Funding Source:    Regional Target Funds

Lynn: Reconstruction of Western Avenue

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

18 out of 18

14 out of 20

10 out of 18

11 out of 12

11.9 out of 20

10 out of 12

74.9 out of 100

Project Description

This project will reconstruct 1.9 miles of Western Avenue (Route 107) in Lynn between Centre Street and Eastern Avenue. Work will include roadway pavement reconstruction, drainage improvements, improved design for traffic operations and safety, new signs and pavement markings, and bicycle and ADA-compliant pedestrian improvements. This project includes improvements to bus stop locations throughout the corridor and bus-priority elements will be considered during the design phase. A key goal of this project is to enhance safety along the corridor, as this segment of Western Avenue has three 2017–2019 top-200 crash clusters, four 2017–2019 all-mode crash clusters, one 2010–2019 bicycle crash cluster, and one 2010–2019 pedestrian crash cluster, making it a high-priority safety improvement location statewide. This project is anticipated to be funded over three fiscal years, with funding beginning in FFY 2027.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

---

$12,300,000

$12,300,000

Non-Federal Funds

---

---

---

---

$2,700,000

$2,700,000

Total Funds

---

---

---

---

$15,000,000

$15,000,000

 

 

 

 

Lynn: Rehabilitation of Essex Street

Proponent:            Lynn

ID Number:          609252

Project Type:         Complete Streets

Cost:                   $17,602,000

Funding Source:    Regional Target Funds

Lynn: Rehabilitation of Essex Street

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

19 out of 30

17 out of 29

9 out of 29

8 out of 16

10 out of 12

3 out of 18

66 out of 134

Project Description

This project is focused on making key safety improvements for pedestrians and bicyclists. Existing sidewalks on Essex Street will be reconstructed to ADA/AAB standards and will be complemented by the addition of new on-street bicycle facilities. Pedestrian safety will be improved through the construction of curb bump-outs at intersections to reduce crosswalk length. In addition, operational improvements such as signal updates and pavement markings will be established to enhance safety. 

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$14,481,600

---

---

---

$14,481,600

Non-Federal Funds

---

$3,120,400

---

---

---

$3,120,400

Total Funds

---

$17,602,000

---

---

---

$17,602,000

 

 

Lynn: Targeted Safety and Multimodal Improvements (Playbook Priority Corridors)

Proponent:            MassDOT

ID Number:          612599

Project Type:         Safety Improvements

Cost:                   $8,937,800

Funding Source:    Statewide Highway Funds

Lynn: Targeted Safety and Multimodal Improvements (Playbook Priority Corridors)

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will implement targeted safety improvements at key locations in Lynn as identified in the Lynn Safe Streets for People Playbook. This multimodal safety plan was created by the City of Lynn in partnership with MassDOT and identified priority streets for improvement and developed strategies to support the creation of a safe network for all users, with an emphasis on walking, biking, and taking transit. The project will involve the implementation of both corridor- and intersection-level treatments and amenities for street users on a systemic basis. The street corridors in this phase will include Walnut Street, Franklin Street, Linwood Street, Washington Street, Boston Street, Essex Street, Liberty Street, Tremont Street, Central Avenue, Exchange Street, and Commercial Street. Corridor treatments will include the installation of protected bicycle lanes, shared streets treatments, and traffic-calming measures such as speed cushions or humps. Intersection treatments will include curb ramps and extensions, geometric adjustments, raised crosswalks, installation of rectangular-rapid-flashing beacons, and signal equipment and timing upgrades. Amenities for street users will include the installation of bicycle parking, improved bus shelters, signage, and benches, floating bus stops, and bus bulbs.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

---

$7,650,240

$7,650,240

Non-Federal Funds

---

---

---

---

$1,287,560

$1,287,560

Total Funds

---

---

---

---

$8,937,800

$8,937,800

 

 

 

Lynn and Nahant: Northern Strand Extension

Proponent:            MassDOT

ID Number:          610919

Project Type:         Bicycle and Pedestrian

Cost:                   $9,363,750

Funding Source:    Statewide Highway Funds

Lynn and Nahant: Northern Strand Extension

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will extend the Northern Strand trail an additional 1.92 miles from its current terminus at Western Ave in Lynn to Nahant Beach via a separated shared-use facility along existing roads. The proposed project seeks to improve pedestrian and bicycle safety and accessibility along the last segment of this regional trail network. In addition to creating a direct connection to Nahant Beach, the project will also enhance connections for people walking and bicycling to other key destinations, including the Lynn Common, Lynn City Hall, and the Central Square MBTA commuter rail station.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$7,491,000

---

---

---

---

$7,491,000

Non-Federal Funds

$1,872,750

---

---

---

---

$1,872,750

Total Funds

$9,363,750

---

---

---

---

$9,363,750

 

 

 

Lynnfield and Wakefield: Rail Trail Extension, from the Galvin Middle School to Lynnfield/Peabody Town Line

Proponent:            Lynnfield, Wakefield

ID Number:          607329

Project Type:         Bicycle and Pedestrian

Cost:                   $12,360,675

Funding Source:    Statewide Highway Funds

Lynnfield and Wakefield: Rail Trail Extension, from the Galvin Middle School to Lynnfield/Peabody Town Line

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

The proposed Wakefield/Lynnfield Rail Trail extends from the Galvin Middle School in Wakefield north to the Lynnfield/Peabody town line, a distance of approximately 4.4 miles. Approximately 1.9 miles of the trail is located within Wakefield and 2.5 miles in Lynnfield. The corridor is the southern section of the former Newburyport Railroad and will connect to Peabody and the regional Border to Boston Trail.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$9,888,540

---

$9,888,540

Non-Federal Funds

---

---

---

$2,472,135

---

$2,472,135

Total Funds

---

---

---

$12,360,675

---

$12,360,675

 

 

Malden and Medford: Bluebikes System Expansion

Proponent:            Malden, Medford

ID Number:            S12696

Project Type:            Community Connections

Cost:            $145,821

Funding Source:            Regional Target Funds

Malden and Medford: Bluebikes System Expansion

Scoring Summary

Category

Conn

Coord

Plan

TE

MS/DP

FS

Total

Score

17 out of 18

12 out of 15

6 out of 15

9 out of 18

24 out of 24

10 out of 10

78 out of 100

 

Project Description

This project will expand the Bluebikes system in Malden and Medford by adding four new stations, including three stations in Medford and one in Malden. These new stations will build upon the MPO’s FFY 2022 Community Connections grant, which supported the installation of six new Bluebikes stations in these same communities. Tentative station locations include: Medford Street in Malden, adjacent to the Northern Strand Community Trail; Main Street and Harvard Street in Medford, near the forthcoming College Avenue and Ball Square MBTA Green Line stations; and at two locations within the Mystic River State Reservation. These new stations will enhance the role of Medford and Malden in the regional Bluebikes network, supporting better connections across to the neighboring Bluebikes communities of Arlington, Somerville, and Everett. These stations will also create better first- and last-mile connectivity between the robust range of MBTA services in these communities (Orange Line, Green Line, Commuter Rail, and bus service) and key destinations such as Tufts University and local recreation areas. This project is funded through the third round of grants available through the MPO’s Community Connections Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$116,657

---

---

---

---

$116,657

Non-Federal Funds

$29,164

---

---

---

---

$29,164

Total Funds

$145,821

---

---

---

---

$145,821

 

 

 

Malden and Revere: Improvements at Route 1 (Northbound)

Proponent:            MassDOT

ID Number:          610543

Project Type:         Roadway Reconstruction

Cost:                   $8,363,600

Funding Source:    Statewide Highway Funds

Malden and Revere: Improvements at Route 1 (Northbound)

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will make improvements along Route 1 northbound in Malden and Revere over a distance of approximately 0.8 miles north of Squire Road.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

---

$6,690,880

$6,690,880

Non-Federal Funds

---

---

---

---

$1,672,720

$1,672,720

Total Funds

---

---

---

---

$8,363,600

$8,363,600


 

 

Maynard: Bridge Replacement, M-10-004, Route 62 (Main Street) over the Assabet River

Proponent:            MassDOT

ID Number:          604564

Project Type:         Bridge

Cost:                   $1,848,258

Funding Source:    Statewide Highway Funds

Maynard: Bridge Replacement, M-10-004, Route 62 (Main Street) over the Assabet River

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace bridge M-10-004, which carries Route 62 (Main Street) over the Assabet River in Maynard. This bridge is currently listed as structurally deficient. This project is funded through MassDOT’s Next Generation Bridge Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$0

---

---

$0

Non-Federal Funds

---

---

$1,520,953

---

---

$1,520,953

Total Funds

---

---

$1,520,953

---

---

$1,520,953

 


 

Medford: Intersection Improvements at Main Street and South Street

Proponent:            MassDOT

ID Number:          611974

Project Type:         Intersection Improvements

Cost:                   $9,517,760

Funding Source:    Statewide Highway Funds

Medford: Intersection Improvements at Main Street and South Street

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will make safety improvements to the intersection of Main Street and South Street in Medford. This location has a 2010–2019 pedestrian crash cluster and a 2017–2019 top-200 crash location (statewide), making it a high-priority safety improvement location. The scope of this project involves reconstruction of the intersection either by constructing a roundabout or reconstructing and updating the signal control system and lane assignments. A detailed alternatives analysis will be conducted to identify the preferred traffic control for the intersection, in addition to improvements to accessibility, and bicycle and pedestrian accommodations. This project will build upon the analysis done in the Medford Square Priority Roadways Improvement Study published by the Boston Region MPO in December 2018.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$8,565,984

---

$8,565,984

Non-Federal Funds

---

---

---

$951,776

---

$951,776

Total Funds

---

---

---

$9,517,760

---

$9,517,760

 

 

Medford: Milton Fuller Roberts Elementary School (SRTS)

Proponent:            Medford

ID Number:          612001

Project Type:         Roadway Reconstruction

Cost:                   $1,020,854

Funding Source:    Statewide Highway Funds

Medford: Milton Fuller Roberts Elementary School (SRTS)

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project includes pedestrian improvements at three key intersections for students approaching Roberts Elementary School. Improvements include the following: a full pedestrian signal, curb extensions, and improved lighting at the intersection of Fellsway with Paris Street and Fern Road, and sidewalk improvements from this intersection to the Roberts School along Park Street; pedestrian realignment, curb bump-outs, and pedestrian rapid-flashing beacons at the intersection of Salem Street and Hadley Place; and pedestrian rapid-flashing beacons, curb extensions, and improved lighting at the intersection of Fellsway and Grant Avenue.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$816,683

---

---

$816,683

Non-Federal Funds

---

---

$204,171

---

---

$204,171

Total Funds

---

---

$1,020,854

---

---

$1,020,854

 

 

 

Medford: Shared-Use Path Connection at the Route 28/Wellington Underpass

Proponent:            MassDOT

ID Number:          611982

Project Type:         Bicycle and Pedestrian

Cost:                   $4,676,111

Funding Source:    Statewide Highway Funds

Medford: Shared-Use Path Connection at the Route 28/Wellington Underpass

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will enhance bicycle and pedestrian travel in Medford by creating a shared-use path connection under Route 28 (Fellsway) along the Mystic River. This connection will be similar to a shared-use boardwalk on the opposite side of the Mystic River in Somerville, which also runs under Route 28. Once complete, this project will be a critical connection between existing riverfront pathways along the Mystic River in Medford, including the Wellington Greenway on the east side of Route 28 and the path system within the Mystic River State Reservation on the west side of Route 28.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$3,740,889

---

---

---

$3,740,889

Non-Federal Funds

---

$935,222

---

---

---

$935,222

Total Funds

---

$4,676,111

---

---

---

$4,676,111

 

 

Medford: South Medford Connector Bike Path

Proponent:            MassDOT

ID Number:          612499

Project Type:         Bicycle and Pedestrian

Cost:                   $7,903,741

Funding Source:    Statewide Highway Funds

Medford: South Medford Connector Bike Path

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will enhance bicycle and pedestrian connectivity in Medford by creating a shared-use path along the south side of the Mystic River. This project aims to provide a critical link in the regional transportation network by connecting two existing Department of Conservation and Recreation paths and supporting bicycle commuter access throughout the region. This project will construct an 8- to 10-foot wide pathway approximately one mile long primarily within the existing right of way of Route 16.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$6,322,993

---

$6,322,993

Non-Federal Funds

---

---

---

$1,580,748

---

$1,580,748

Total Funds

---

---

---

$7,903,741

---

$7,903,741

 

 

Medford, Reading, Somerville, Stoneham, Winchester, Woburn: Interstate Pavement Preservation on Interstate 93

Proponent:            MassDOT

ID Number:          610726

Project Type:         Interstate Pavement

Cost:                   $21,907,511

Funding Source:    Statewide Highway Funds

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project includes pavement preservation work on Interstate 93 between Medford, Winchester, and Stoneham.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$19,716,76

---

---

$19,716,76

Non-Federal Funds

---

---

$2,190,751

---

---

$2,190,751

Total Funds

---

---

$21,907,511

---

---

$21,907,511

 

 

Medway: Holliston Street and Cassidy Lane Improvements (SRTS)

Proponent:            Medway

ID Number:          609530

Project Type:         Roadway Reconstruction

Cost:                   $2,807,468

Funding Source:    Statewide Highway Funds

Medway: Holliston Street and Cassidy Lane Improvements (SRTS)

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will make upgrades to promote safety along Holliston Street and Cassidy Lane in Medway through the Safe Routes to School program. These roadways are adjacent to Francis J. Burke Memorial Elementary School and Medway Middle School.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$2,245,974

---

---

---

$2,245,974

Non-Federal Funds

---

$561,494

---

---

---

$561,494

Total Funds

---

$2,807,468

---

---

---

$2,807,468

 

 

Middleton: Bridge Replacement, M-20-003, Route 62 (Maple Street) over Ipswich River

Proponent:            MassDOT

ID Number:          608522

Project Type:         Bridge

Cost:                   $3,781,398

Funding Source:    Statewide Highway Funds

Middleton: Bridge Replacement, M-20-003, Route 62 (Maple Street) over Ipswich River

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

The project will replace the bridge that carries Route 62 (Maple Street) over the Ipswich River in Middleton.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$3,025,118

---

---

---

$3,025,118

Non-Federal Funds

---

$756,280

---

---

---

$756,280

Total Funds

---

$3,781,398

---

---

---

$3,781,398

 

 


 

Milford: Rehabilitation on Route 16, from Route 109 to Beaver Street

Proponent:            Milford

ID Number:          608045

Project Type:         Complete Streets

Cost:                   $10,119,616

Funding Source:    Regional Target Funds

Milford: Rehabilitation on Route 16, from Route 109 to Beaver Street

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

20 out of 30

7 out of 29

9 out of 29

-1 out of 16

3 out of 12

5 out of 18

43 out of 134

 

Project Description

This project supports enhanced vehicular safety and traffic flow through the implementation of a road diet, additional roadway reconstruction, and enhanced signalization on the Route 16 (East Main Street) corridor from Route 109 (Medway Road) to Beaver Street. In addition, the project also addresses pedestrian and bicyclist safety through the addition of pavement markings for shared-use bike lanes and the construction of new six-foot sidewalks along both sides of the roadway.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$8,195,693

---

$8,195,693

Non-Federal Funds

---

---

---

$1,923,923

---

$1,923,923

Total Funds

---

---

---

$10,119,616

---

$10,119,616

 

 

Milton: Intersection and Signal Improvements at Route 28 (Randolph Avenue) and Chickatawbut Road

Proponent:            MassDOT

ID Number:          607342

Project Type:         Intersection Improvements

Cost:                   $7,062,751

Funding Source:    Statewide Highway Funds

Milton: Intersection and Signal Improvements at Route 28 (Randolph Avenue) and Chickatawbut Road

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This intersection ranked second in the 2008–10 Statewide Top 200 Intersection Crash List. This project addresses the high number and severity of crashes that occur at this intersection.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$6.356.476

---

---

---

---

$6.356.476

Non-Federal Funds

$706,275

---

---

---

---

$706,275

Total Funds

$7,062,751

---

---

---

---

$7,062,751

 

 

Milton: Intersection Improvements, Squantum Street at Adams Street

Proponent:            MassDOT

ID Number:          608955

Project Type:         Intersection Improvements

Cost:                   $2,403,651

Funding Source:    Statewide Highway Funds

Milton: Intersection Improvements, Squantum Street at Adams Street

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

9 out of 21

8 out of 17

5 out of 18

4 out of 12

4.4 out of 20

4 out of 12

34.4 out of 100

Project Description

This project aims to improve safety and operations for vehicles, bicyclists, and pedestrians where Adams Street and Squantum Street intersect, consequently reducing congestion and the occurrence of crashes. This project will introduce a traffic signal at the intersection to better regulate traffic flow from Squantum Street onto Adams Street, where significant delays currently exist during peak periods. Improvements will be made to sidewalks and curb ramps to meet ADA/AAB standards and shorter pedestrian crosswalks and restriping will be considered within the project limits. Dedicated bicycle facilities will be included with the project to connect to the existing bicycle network on Adams Street located west of the project area. This project was evaluated using the MPO’s scoring criteria because it was considered for funding using Regional Target Funds. MassDOT funded the project, however.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$2,403,651

---

---

---

$2,403,651

Non-Federal Funds

---

$0

---

---

---

$0

Total Funds

---

$2,403,651

---

---

---

$2,403,651

 

 


 

Natick: Bridge Replacement, N-03-010, Speen Street over Railroad MBTA/CSX

Proponent:            MassDOT

ID Number:          612178

Project Type:         Bridge

Cost:                   $6,711,629

Funding Source:    Statewide Highway Funds

Natick: Bridge Replacement, N-03-010, Speen Street over Railroad MBTA/CSX

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace bridge N-03-010, which carries Speen Street over the MBTA Framingham/Worcester commuter rail line in Natick. This bridge is currently listed as structurally deficient. This project is funded through MassDOT’s Next Generation Bridge Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$0

---

---

$0

Non-Federal Funds

---

---

$6,711,629

---

---

$6,711,629

Total Funds

---

---

$6,711,629

---

---

$6,711,629

 

 

 

Natick: Bridge Replacement, Route 27 Over Route 9 and Interchange Improvements

Proponent:            MassDOT

ID Number:          605313

Project Type:         Bridge

Cost:                   $46,901,224

Funding Source:    Statewide Highway Funds

Natick: Bridge Replacement, Route 27 Over Route 9 and Interchange Improvements

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

13 out of 18

13 out of 20

11 out of 18

8 out of 12

6.7 out of 20

6 out of 12

57.7 out of 100

Project Description

This project will completely reconfigure and reconstruct the bridge that carries Route 27 over Route 9, creating a modified diverging diamond layout that aims to improve traffic flow and roadway geometry while enhancing safety for all users. There are currently no ADA-compliant sidewalks or bike lanes on the bridge. Only one side of the bridge has sidewalks, which are in poor condition. This project will create a dedicated bicycle and pedestrian bridge along with off-road facilities throughout the project area, providing a pedestrian and bicycle link between the neighborhoods north of Route 9 with Natick Center and the Cochituate Rail Trail. Additionally, the Route 27 bridge was built in 1931 and is currently listed as structurally deficient, so this project supports a return of this overpass to a state of good repair. This project was evaluated using the MPO’s scoring criteria because it was considered for funding using Regional Target Funds. MassDOT funded the project, however.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$46,901,224

---

---

---

$46,901,224

Non-Federal Funds

---

$0

---

---

---

$0

Total Funds

---

$46,901,224

---

---

---

$46,901,224

 

 

Natick: Lake Cochituate Path

Proponent:            MassDOT

ID Number:          610680

Project Type:         Bicycle and Pedestrian

Cost:                   $3,582,995

Funding Source:    Statewide Highway Funds

Natick: Lake Cochituate Path

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project includes a 0.4-mile segment of shared-used path along Route 9 in Natick. The project limits are from Archer Drive to the Cochituate Rail Trail. No roadway crossings are proposed and the shared-use path will provide a bicycle and pedestrian connection between the Cochituate Rail Trail and the robust residential and commercial area that is located in close proximity to the project’s western terminus, filling a critical gap in the multimodal network.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$2,866,396

---

---

$2,866,396

Non-Federal Funds

---

---

$716,599

---

---

$716,599

Total Funds

---

---

$3,582,995

---

---

$3,582,995

 

 

Natick: Superstructure Replacement, N-03-012, Boden Lane over CSX/MBTA

Proponent:            MassDOT

ID Number:          607420

Project Type:         Bridge

Cost:                   $8,270,800

Funding Source:    Statewide Highway Funds

Natick: Superstructure Replacement, N-03-012, Boden Lane over CSX/MBTA

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace the superstructure of bridge N-03-012, which carries Boden Lane over the MBTA Framingham/Worcester commuter rail line in Natick. This project is funded through MassDOT’s Next Generation Bridge Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

---

$0

$0

Non-Federal Funds

---

---

---

---

$8,270,800

$8,270,800

Total Funds

---

---

---

---

$8,270,800

$8,270,800

 

 

 

Newton: Bridge Replacement, N-12-040, Boylston Street over Green Line D Branch

Proponent:            MassDOT

ID Number:          612182

Project Type:         Bridge

Cost:                   $15,186,854

Funding Source:    Statewide Highway Funds

Newton: Bridge Replacement, N-12-040, Boylston Street Over Green Line D Branch

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace bridge N-12-040, which carries Boylston Street over the MBTA Green Line in Newton. This bridge is currently listed as structurally deficient. This project is funded through MassDOT’s Next Generation Bridge Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$0

---

---

$0

Non-Federal Funds

---

---

$15,186,854

---

---

$15,186,854

Total Funds

---

---

$15,186,854

---

---

$15,186,854

 

 

 

Newton: Horace Mann Elementary School Improvements (SRTS)

Proponent:            Newton

ID Number:          611997

Project Type:         Roadway Reconstruction

Cost:                   $861,962

Funding Source:    Statewide Highway Funds

Newton: Horace Mann Elementary School Improvements (SRTS)

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will upgrade the intersections of Crafts Street and Albemarle Road and Albemarle Road and North Street, to improve bicycle and pedestrian accommodations near the Horace Mann Elementary School, FA Day Middle School, and the Newton Early Childhood Program. The project as proposed includes installing a fully actuated traffic signal at the Crafts Street and Albemarle Road intersection and a rapid-flashing-beacon crosswalk system at the Albemarle Road and North Street intersection. It will also require signal modifications to the existing traffic signal at Crafts Street at North Street.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$689,570

---

---

$689,570

Non-Federal Funds

---

---

$172,392

---

---

$172,392

Total Funds

---

---

$861,962

---

---

$861,962

 

 

 

Newton: NewMo Microtransit Service Expansion

Proponent:            Newton

ID Number:            S12694

Project Type:            Community Connections

Cost:            $890,574

Funding Source:            Regional Target Funds

Newton: NewMo Microtransit Service Expansion

Scoring Summary

Category

Conn

Coord

Plan

TE

MS/DP

FS

Total

Score

18 out of 18

14 out of 15

12 out of 15

9 out of 18

24 out of 24

10 out of 10

87 out of 100

 

Project Description

This project will expand Newton’s existing city-wide microtransit service to include stops in Watertown, Waltham, Weston, Wellesley, Needham, and Boston, with the goal of connecting riders to an expanded network of employment centers, activity hubs, and public transportation options. NewMo is Newton’s on-demand rideshare system, operated by Via. The system uses state-of-the-art technology to cost-effectively deliver dynamically routed, shared rides using microtransit technology. The system is on track to provide 50,000 trips in its first year and sees significant ridership by low-income individuals, commuters, seniors, and students. The Boston Region MPO contributed funding to NewMo’s initial launch, with $727,000 allocated to the project’s first phase in FFYs 2021–23. This second phase is funded through the third round of grants available through the MPO’s Community Connections Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$330,132

$214,597

$167,730

---

---

$712,459

Non-Federal Funds

$82,533

$53,649

$41,933

---

---

$178,115

Total Funds

$412,665

$268,246

$209,663

---

---

$890,574

 

 

Newton: Newton MicroTransit Service

Proponent:            Newton

ID Number:          S12125

Project Type:         Community Connections

Cost:                   $727,000

Funding Source:    Regional Target Funds

Newton: Newton MicroTransit Service

Scoring Summary

This project received a total score of 53 points when evaluated using the criteria for the pilot round of the MPO’s Community Connections Program. These criteria are listed in table A-11.

Project Description

This project funds a new technology-enabled transportation service that will serve all residents, students and employees in Newton. The system will provide shared, first- and last-mile rides between three MBTA rail lines and the Wells Avenue Business District before expanding citywide. The City will deliver the service using on-demand, dynamically routed microtransit technology. This system will build on Newton’s NewMo microtransit system, operated by Via, which will provide 25,000 rides to Newton seniors in its first year. This project is funded over three years (FFYs 2021-23) through the MPO’s Community Connections Program.

Source

2023

2024

2025

2026

2027

Total

Federal Funds

$121,600

---

---

---

---

$121,600

Non-Federal Funds

$30,400

---

---

---

---

$30,400

Total Funds

$152,000

---

---

---

---

$152,000

 

 

Newton: Reconstruction of Commonwealth Avenue (Route 30), from East of Auburn Street to Ash Street

Proponent:            Newton

ID Number:          610674

Project Type:         Bicycle and Pedestrian

Cost:                   $6,546,367

Funding Source:    Statewide Highway Funds

Newton: Reconstruction of Commonwealth Avenue (Route 30), from East of Auburn Street to Ash Street

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

7 out of 30

16 out of 29

13 out of 29

6 out of 16

1 out of 12

8 out of 18

51 out of 134

Project Description

The project aims to create safe bicycle and pedestrian facilities to improve the City of Newton’s connectivity to green space, trails, and other recreation opportunities. The proposed improvements to Route 30 and the adjacent carriageway begin just east of Auburn Street and end at Ash Street. For the segment from Auburn Street to Woodbine Street, the project will narrow the existing median and repurpose the space on the north side of the roadway to either a shared-use path or separated bicycle and pedestrian facilities. East of Woodbine Street, the existing 22-foot carriageway will be converted to the shared-use path or separated bicycle and pedestrian facilities. The existing cross section of Route 30 will be maintained, but five-foot shoulders will be striped to allow for on-road bicycling facilities. There will be three mid-block crossings with pedestrian beacons installed at MBTA bus stops and the Blue Heron trail entrance. The intersection at Ash Street will be reconstructed to improve pedestrian and bicycle crossings and address circulation issues at Lyons Field. This project was evaluated using the MPO’s scoring criteria because it was considered for funding using Regional Target Funds. MassDOT funded the project, however.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$5,237,094

---

---

---

---

$5,237,094

Non-Federal Funds

$1,309,273

---

---

---

---

$1,309,273

Total Funds

$6,546,367

---

---

---

---

$6,546,367

 

 

 

Newton and Weston: Bridge Rehabilitation, N-12-010=W-29-005, Commonwealth Avenue (Route 30) over the Charles River

Proponent:            MassDOT

ID Number:          110980

Project Type:         Bridge

Cost:                   $22,725,820

Funding Source:    Regional Target Funds

Newton and Weston: Bridge Rehabilitation, N-12-010=W-29-005, Commonwealth Avenue (Route 30) over the Charles River

Scoring Summary

This project was selected for funding by the MPO late in the FFYs 2023–27 TIP development cycle, so it has not yet been scored using the MPO’s project selection criteria. This section will be updated with the project’s final score when it is available.

Project Description

This project will replace bridge N-12-010=W-29-005 that carries Commonwealth Avenue (Route 30) over the Charles River between Newton and Weston. The project aims to improve the existing poor condition of the bridge and improve safety at the interchange while adding new bicycle and pedestrian accommodations to the corridor. These new facilities for people walking and bicycling will connect to facilities being constructed as a part of adjacent projects on Route 30, including improvements in Newton that are funded by MassDOT in FFY 2023 (project number 610674) and the reconstruction of Route 30 in Weston, funded by the MPO in FFY 2026 (project number 608954).

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$18,180,656

---

---

---

$18,180,656

Non-Federal Funds

---

$4,545,164

---

---

---

$4,545,164

Total Funds

---

$22,725,821

---

---

---

$22,725,821

 

 

 

Boston and Westwood: Steel Superstructure Cleaning (Full Removal) and Painting of Two Bridges: B-16-118 and W-31-006

Proponent:            MassDOT

ID Number:          608609

Project Type:         Bridge

Cost:                   $2,142,857

Funding Source:    Statewide Highway Funds

Boston and Westwood: Steel Superstructure Cleaning (Full Removal) and Painting of Two Bridges: B-16-118 and W-31-006

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

The work consists of cleaning and painting of structural steel on bridges N-12-0056 and W-31-006 in Newton and Westwood.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$1,714,286

 

---

---

---

$1,714,286

Non-Federal Funds

$428,571

 

---

---

---

$428,571

Total Funds

$2,142,857

 

---

---

---

$2,142,857

 

 


 

Norwood: Bridge Preservation, N-25-026, Providence Highway (State Route 1) over the Neponset River

Proponent:            MassDOT

ID Number:          605321

Project Type:         Bridge

Cost:                   $3,588,426

Funding Source:    Statewide Highway Funds

Norwood: Bridge Preservation, N-25-026, Providence Highway (State Route 1) over the Neponset River

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will rehabilitate bridge N-25-026, which carries Providence Highway (State Route 1) over the Neponset River in Norwood.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$2,870,741

---

$2,870,741

Non-Federal Funds

---

---

---

$717,685

---

$717,685

Total Funds

---

---

---

$3,588,426

---

$3,588,426

 

 

 

Norwood: Intersection Improvements at Route 1 and University Avenue/Everett Street

Proponent:            Norwood

ID Number:          605857

Project Type:         Intersection Improvements

Cost:                   $24,837,870

Funding Source:    Regional Target Funds

Norwood: Intersection Improvements at Route 1 and University Avenue/Everett Street

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

11 out of 30

12 out of 29

15 out of 29

11 out of 16

2 out of 12

4 out of 18

55 out of 134

Project Description

This project includes traffic signal upgrades and associated geometric improvements at the intersection of Route 1 with University Avenue and Everett Street. Related improvements include constructing an additional travel lane in each direction on Route 1, upgrading of traffic signals, lengthening of left-turn lanes on Route 1, upgrading of pedestrian crossings at each leg of the intersection, and upgrading of bicycle amenities (loop detectors) at the intersection. Rehabilitation of sidewalks, curbing, median structures, lighting, and guard rails are also proposed.

Source

(FFY) 2022

2023

2024

2025

2027

Total

Federal Funds

---

---

$7,263,173

$12,670,296

---

$19,933,469

Non-Federal Funds

---

---

$1,736,827

$3,167,574

---

$4,904,401

Total Funds

---

---

$9,000,000

$15,837,870

---

$24,837,870

 

 

Norwood: Intersection Improvements at Route 1A and Upland Road/Washington Street and Prospect Street/Fulton Street

Proponent:            Norwood

ID Number:          606130

Project Type:         Intersection Improvements

Cost:                   $7,952,280

Funding Source:    Regional Target Funds

Norwood: Intersection Improvements at Route 1A and Upland Road/Washington Street and Prospect Street/Fulton Street

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

13 out of 30

7 out of 29

14 out of 29

3 out of 16

3 out of 12

7 out of 18

47 out of 134

Project Description

This project involves intersection improvements at two locations on Route 1A through the installation of traffic and pedestrian signals to support vehicle flow and roadway safety. In addition, Washington Street and Upland Road will be widened to accommodate turning lanes and existing sidewalks will be reconstructed to meet ADA/AAB standards with upgraded pavement markings.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$6,361,824

---

---

---

---

$6,361,824

Non-Federal Funds

$1,590,456

---

---

---

---

$1,590,456

Total Funds

$7,952,280

---

---

---

---

$7,952,280

 

 

Peabody: Independence Greenway Extension

Proponent:            Peabody

ID Number:          609211

Project Type:         Bicycle and Pedestrian

Cost:                   $3,922,122

Funding Source:    Regional Target Funds

Peabody: Independence Greenway Extension

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

9 out of 30

4 out of 29

9 out of 29

4 out of 16

4 out of 12

4 out of 18

34 out of 134

Project Description

This project will extend the Independence Greenway 1.3 miles east from its present terminus at the North Shore Mall to the intersection of the Warren Street Extension and Endicott Street in central Peabody. When complete, the project will bring the greenway’s total length to eight miles. This project makes use of an existing rail corridor as it runs parallel to Lowell Street.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$3,137,698

---

---

---

$3,137,698

Non-Federal Funds

---

$784,424

---

---

---

$784,424

Total Funds

---

$3,922,122

---

---

---

$3,922,122

 

 

 

Peabody: Multi-Use Path Construction of Independence Greenway at Interstate 95 and Route 1

Proponent:            Peabody

ID Number:          610544

Project Type:         Bicycle and Pedestrian

Cost:                   $6,334,200

Funding Source:    Regional Target Funds

Peabody: Multi-Use Path Construction of Independence Greenway at Interstate 95 and Route 1

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

15 out of 30

13 out of 29

11 out of 29

4 out of 16

4 out of 12

6 out of 18

53 out of 134

Project Description

The project includes construction of a new 12-foot wide multi-use paved path along the abandoned railbed between two existing segments of the Independence Greenway in Peabody. The project also includes a connection to the existing Border to Boston trailhead at Lowell Street. The work includes full-depth pavement construction, minor drainage improvements, vegetative privacy screening, new and reset granite curb, new cement concrete sidewalk and hot mix asphalt, signal upgrades at the intersections of Lowell and Bourbon Streets and Route 1 northbound and Lowell Street, a new two-span steel pedestrian bridge, and various curb, walking, and parking improvements to the existing parking lot at 215 Newbury Street.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$5,067,360

---

---

$5,067,360

Non-Federal Funds

---

---

$1,266,840

---

---

$1,266,840

Total Funds

---

---

$6,334,200

---

---

$6,334,200

 

 

 

Peabody: Rehabilitation of Central Street

Proponent:            Peabody

ID Number:          608933

Project Type:         Complete Streets

Cost:                   $15,219,860

Funding Source:    Regional Target Funds

Peabody: Rehabilitation of Central Street

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

21 out of 30

17 out of 29

9 out of 29

3 out of 16

7 out of 12

4 out of 18

61 out of 134

Project Description

Given the condition of the existing pavement based on a visual inspection, as well as the number of utility trenches that have exhibited signs of differential settlement, the project is currently proposed to reconstruct the pavement via full depth pavement reclamation. The project will also include the reconstruction of cement concrete sidewalks and crossings with curb extensions and new granite curbing, addition of dedicated bicycle accommodations (bike lane and/or sharrows), installation of new signage and pavement markings, streetscape enhancements and amenities, and drainage system improvements corridor-wide. For the reconstructed intersections noted, new signal equipment will be provided at all locations.  All signal equipment proposed will be NEMA TS2 Type 1, with countdown pedestrian heads, vibrotactile pedestrian push buttons with audible speech messages, optical emergency vehicles preemption, and video vehicle detection.

Source

(FFY) 2022

2023

2024

2025

2026

Total

Federal Funds

$12,325,888

---

---

---

---

$12,325,888

Non-Federal Funds

$2,893,972

---

---

---

---

$2,893,972

Total Funds

$15,219,860

---

---

---

---

$15,219,860

 

 

 

Quincy: Reconstruction of Sea Street

Proponent:            Quincy

ID Number:          608707

Project Type:         Complete Streets

Cost:                   $12,166,638

Funding Source:    Regional Target Funds

Quincy: Reconstruction of Sea Street

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

10 out of 30

16 out of 29

7 out of 29

4 out of 16

2 out of 12

1 out of 18

40 out of 134

Project Description

This project involves traffic and safety improvements for all users along Sea Street through the reconstruction of sidewalks with ADA-compliant ramps, the provision of bicycle accommodations, and the construction of median islands. Geometric modifications of the roadway and upgraded traffic signal systems will also be established to enhance safety.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$4,842,049

---

---

---

---

$9,733,310

Non-Federal Funds

$1,210,513

---

---

---

---

$2,433,328

Total Funds

$6,052,562

---

---

---

---

$12,166,638

 

 

Randolph: Resurfacing and Related Work on Route 24

Proponent:            MassDOT

ID Number:          612049

Project Type:         Non-Interstate Pavement

Cost:                   $9,466,800

Funding Source:    Statewide Highway Funds

Randolph: Resurfacing and Related Work on Route 24

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will improve the pavement condition and make other associated improvements on Route 24 in Randolph between the Route 24 and Interstate 93 interchange and Page Street, a distance of approximately four miles.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$7,573,440

---

$7,573,440

Non-Federal Funds

---

---

---

$1,893,360

---

$1,893,360

Total Funds

---

---

---

$9,466,800

---

$9,466,800

 

 

 

Randolph: Resurfacing and Related Work on Route 28

Proponent:            MassDOT

ID Number:          609399

Project Type:         Non-Interstate Pavement

Cost:                   $6,930,814

Funding Source:    Statewide Highway Funds

Randolph: Resurfacing and Related Work on Route 28

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project involves the resurfacing of 13.2 lane miles of Route 28 in Randolph. The project includes two sections of Route 28, from mile marker 105.8 to 107.4 and from mile marker 107.6 to 109.3.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$5,544,651

---

---

$5,544,651

Non-Federal Funds

---

---

$1,386,163

---

---

$1,386,163

Total Funds

---

---

$6,930,814

---

---

$6,930,814

 

 

 

Reading: Improvements on Interstate 95

Proponent:            MassDOT

ID Number:          609527

Project Type:         Roadway Reconstruction

Cost:                   $17,376,800

Funding Source:    Statewide Highway Funds

Reading: Improvements on Interstate 95

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will improve Interstate 95 in between Commerce Way in Woburn and Ash Street in Reading, a distance of approximately two miles.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

---

$13,901,440

$13,901,440

Non-Federal Funds

---

---

---

---

$3,475,360

$3,475,360

Total Funds

---

---

---

---

$17,376,800

$17,376,800

 

 

 

Regional: Community Connections Program

Proponent:            Regional

ID Number:          S12124

Project Type:         Community Connections

Cost:                   $6,716,799

Funding Source:    Regional Target Funds

Regional: Community Connections Program

Scoring Summary

The scoring criteria for the Community Connections Program are listed in Appendix A. Scores for projects funded in the FFYs 2023-27 TIP through this program are available on those projects’ pages within this chapter.

Project Description

The Community Connections Program is the MPO’s funding program for first- and last-mile solutions, community transportation, and other small, nontraditional transportation projects such as those that update transit technology and improve bicycle and pedestrian facilities. The Community Connections Program is one of the investment programs included in the MPO’s current Long-Range Transportation Plan, Destination 2040. The program was originally funded at a level of $2 million per year in Regional Target funds beginning in FFY 2021. With the increase in funds available to the MPO through the Bipartisan Infrastructure Law, the funding level for this program has been increased to $2.5 million annually beginning in FFY 2023. Thirteen projects are funded in the FFYs 2023-27 TIP through this program, the details of which are available in this chapter. Remaining funding in FFYs 2024 through 2027 will be allocated during future TIP cycles.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$513,196

$860,243

$2,000,000

$2,000,000

$5,373,439

Non-Federal Funds

---

$128,299

$215,061

$500,000

$500,000

$1,343,360

Total Funds

---

$641,495

$1,075,304

$2,500,000

$2,500,000

$6,716,799

 

 

Regional: Transit Modernization Program

Proponent:            Regional

ID Number:          S12113

Project Type:         Transit Modernization

Cost:                   $19,500,000

Funding Source:    Regional Target Funds

Regional: Transit Modernization Program

Scoring Summary

No projects have yet been scored using the Transit Modernization criteria. Projects will be evaluated by the MPO in future TIP cycles for funding within this investment program.

Project Description

The MPO’s Transit Modernization Program was established in Destination 2040, the MPO’s current Long-Range Transportation Plan. This program will allocate a portion of the MPO’s Regional Target Highway funds to transit projects that advance the MPO’s goals in the region, including upgrades to stations and facilities and the purchase of vehicles for transit providers. Scoring criteria are being developed for this program and specific projects will be funded through this program during a future TIP cycle. The MPO anticipates allocating
five percent of its funding, or approximately $6,500,000 annually, to this program beginning in FFY 2025.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$5,200,000

$5,200,000

$5,200,000

$15,600,000

Non-Federal Funds

---

---

$1,300,000

$1,300,000

$1,300,000

$3,900,000

Total Funds

---

---

$6,500,000

$6,500,000

$6,500,000

$19,500,000

 

 

 

Revere: Bridge Replacement, R-05-015, Revere Beach Parkway over Broadway

Proponent:            MassDOT

ID Number:          612184

Project Type:         Bridge

Cost:                   $20,243,805

Funding Source:    Statewide Highway Funds

Revere: Bridge Replacement, R-05-015, Revere Beach Parkway over Broadway

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace bridge R-05-015, which carries Revere Beach Parkway over Broadway in Revere. This bridge is currently listed as structurally deficient. This project is funded through MassDOT’s Next Generation Bridge Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$0

---

---

$0

Non-Federal Funds

---

---

$20,243,805

---

---

$20,243,805

Total Funds

---

---

$20,243,805

---

---

$20,243,805

 

 

 

Revere: Improvements at Beachmont Veterans Elementary (SRTS)

Proponent:            Revere

ID Number:          612100

Project Type:         Roadway Reconstruction

Cost:                   $338,381

Funding Source:    Statewide Highway Funds

Revere: Improvements at Beachmont Veterans Elementary (SRTS)

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This Safe Routes to School project proposes pedestrian improvements at several intersections surrounding Beachmont Veterans Elementary School in Revere. This project will reconstruct sections of sidewalk and curbing, improve markings at several crosswalks, and add tactile warning panels at some locations.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$270,705

---

---

$270,705

Non-Federal Funds

---

---

$67,676

---

---

$67,676

Total Funds

---

---

$338,381

---

---

$338,381

 

 

 

Revere: State Road Beachmont Connector

Proponent:            MassDOT

ID Number:          612523

Project Type:         Bicycle and Pedestrian

Cost:                   $5,095,005

Funding Source:    Statewide Highway Funds

Revere: State Road Beachmont Connector

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

The primary goal of this project is to provide a safe path for bicyclists and improve pedestrian and vehicular safety along State Road between Donnelly Square and Eliot Circle in Revere. The proposed scope will reduce both northbound and southbound travel on State Road from two lanes to a single lane to provide bicycle and pedestrian facilities, including a two-way separated bicycle lane on the west side of the corridor and a one-way parking-protected bicycle lane along the east side of the corridor. This project will improve the sidewalk along both sides of State Road, providing a direct connection for pedestrians to the Beachmont MBTA Blue Line station that is comfortable, safe, and accessible. Crosswalks with accessible ramps are proposed across all side streets and there is a proposed crossing of State Road just south of Ocean Avenue that will connect proposed facilities to the existing sidewalk on Revere Beach Parkway.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$4,076,004

---

---

$4,076,004

Non-Federal Funds

---

---

$1,019,001

---

---

$1,019,001

Total Funds

---

---

$5,095,005

---

---

$5,095,005

 

 

 

Salem: Bluebikes System Expansion

Proponent:            Salem

ID Number:            S12698

Project Type:            Community Connections

Cost:            $119,629

Funding Source:            Regional Target Funds

Salem: Bluebikes System Expansion

Scoring Summary

Category

Conn

Coord

Plan

TE

MS/DP

FS

Total

Score

13 out of 18

15 out of 15

6 out of 15

9 out of 18

24 out of 24

10 out of 10

77 out of 100

 

Project Description

This project supports the purchase of bikes and stations to expand Salem’s Bluebikes system to reach a critical mass that meets the mobility needs of the community’s residents, employees, students, and visitors. The City launched a 7- station, 44-bike system in June of 2020, funded in part by a MassDOT Shared Streets and Spaces grant, to serve the downtown core and select destinations. This project will add three additional stations at Salem State University—North Campus; Goodhue Street and Grove Street, near the Bridge Street Multi-Use Path; and Essex Street and Dalton Parkway, near Salem’s middle and high schools and Salem Hospital. This project is funded through the third round of grants available through the MPO’s Community Connections Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$95,703

---

---

---

---

$95,703

Non-Federal Funds

$23,926

---

---

---

---

$23,926

Total Funds

$119,629

---

---

---

---

$119,629

 

 

Salem: Boston Street Improvements

Proponent:            Salem

ID Number:          609437

Project Type:         Complete Streets

Cost:                   $13,977,600

Funding Source:    Regional Target Funds

Salem: Boston Street Improvements

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

12 out of 18

15 out of 20

11 out of 18

8 out of 12

10.8 out of 20

11 out of 12

67.8 out of 100

Project Description

This project aims to improve mobility for vehicles, bicycles, and pedestrians between Salem and Peabody and create separated bicycle facilities between the two municipalities that do not currently exist today. In addition to off-street bicycle facilities, major improvements to the corridor include incorporating Complete Streets design elements such as ADA/AAB-compliant sidewalks, pedestrian ramps, and crosswalks. This project will add a new traffic signal at the intersection of Boston Street and Aborn Street and will upgrade existing traffic signals at the intersections of Boston Street and Essex Street, Boston Street and Bridge Street/Proctor Street/Goodhue Street, and Boston Street and Grove Street/Nichols Street.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$11,182,080

---

$11,182,080

Non-Federal Funds

---

---

---

$2,795,520

---

$2,795,520

Total Funds

---

---

---

$13,977,600

---

$13,977,600

 

 

 

Salem: Bridge Replacement, S-01-024, Jefferson Avenue over Parallel Street

Proponent:            MassDOT

ID Number:          612075

Project Type:         Bridge

Cost:                   $3,239,040

Funding Source:    Statewide Highway Funds

Salem: Bridge Replacement, S-01-024, Jefferson Avenue over Parallel Street

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace bridge S-01-024, which carries Jefferson Avenue over Parallel Street in Salem.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$2,591,232

---

$2,591,232

Non-Federal Funds

---

---

---

$647,808

---

$647,808

Total Funds

---

---

---

$3,329,040

---

$3,329,040

 

 

 

Sharon: Improvements at Cottage Street Elementary School (SRTS)

Proponent:            MassDOT

ID Number:          S12209

Project Type:         Roadway Reconstruction

Cost:                   $1,436,915

Funding Source:    Statewide Highway Funds

Sharon: Improvements at Cottage Street Elementary School (SRTS)

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will make upgrades to promote safety along the roadways surrounding Cottage Street Elementary School in Sharon through the Safe Routes to School program. This project proposes to create continuous sidewalks along the entirety of Cottage Street, from Billings Street to Ames Street. Work will involve reconstructing all existing sidewalks and adding new sidewalks where none exist today. The project also proposes the addition of rectangular-rapid-flashing beacons at five crosswalks along Cottage Street.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$1,149,532

---

$1,149,532

Non-Federal Funds

---

---

---

$287,383

---

$287,383

Total Funds

---

---

---

$1,436,915

---

$1,436,915

 

 

 

Somerville: Bridge Preservation, S-17-031, Interstate 93 (Northbound and Southbound) from Route 28 to Temple Street (Phase 2)

Proponent:            MassDOT

ID Number:          612496

Project Type:         Bridge

Cost:                   $203,259,260

Funding Source:    Statewide Highway Funds

Somerville: Bridge Preservation, S-17-031, Interstate 93 (Northbound and Southbound) from Route 28 to Temple Street (Phase 2)

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will rehabilitate bridge S-17-031, which carries an elevated portion of Interstate 93 between Route 28 and Temple Street in Somerville. This is a continuation of a bridge preservation project on the same portion of Interstate 93 (project number 606528), which began construction in late 2021.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$162,607,408

---

$162,607,408

Non-Federal Funds

---

---

---

$40,651,852

---

$40,651,852

Total Funds

---

---

---

$203,259,260

---

$203,259,260

 

 

 

Somerville: McGrath Boulevard Construction

Proponent:            MassDOT

ID Number:          607981

Project Type:         Major Infrastructure

Cost:                   $102,370,000

Funding Source:    Regional Target Funds

Somerville: McGrath Boulevard Construction

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

13 out of 18

19 out of 20

13 out of 18

8 out of 12

9.2 out of 20

10 out of 12

72.2 out of 100

Project Description

This project will remove the existing McCarthy Viaduct along McGrath Boulevard in Somerville and replace it with an at-grade urban boulevard, approximately 1.5 miles long, from Broadway in the north to Third Street in the south. The project will result in more conventional intersection configurations at Washington Street and Somerville Avenue, which are currently under or next to the viaduct. Removing the viaduct will physically reconnect the neighborhoods of Somerville with more direct vehicle, pedestrian, bicycle, and transit networks. The project will enhance transit access along the corridor, improving bus operations and the bus rider experience with the installation of floating/in-lane bus stops, transit signal priority, and bus queue-jump lanes at key intersections. New sidewalks and bicycle facilities will be provided for the length of the proposed McGrath Boulevard and will connect with the extended Somerville Community Path, creating access to the regional bicycle network. The proposed facilities will provide direct intermodal connections to existing bus routes and the new Green Line station in East Somerville. This project is anticipated to be funded over four fiscal years, with the first year of funding in FFY 2027.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

---

$16,000,000

$16,000,000

Non-Federal Funds

---

---

---

---

$4,000,000

$4,000,000

Total Funds

---

---

---

---

$20,000,000

$20,000,000

 

 

 

 

 

Somerville: Signal and Intersection Improvements on Interstate 93 at Mystic Avenue and McGrath Highway (Top 200 Crash Location)

Proponent:            MassDOT

ID Number:          608562

Project Type:         Intersection Improvements

Cost:                   $6,122,559

Funding Source:    Statewide Highway Funds

Somerville: Signal and Intersection Improvements on Interstate 93 at Mystic Avenue and McGrath Highway (Top 200 Crash Location)

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

The project includes traffic signal upgrades and safety improvements at the following locations: Mystic Avenue northbound and Route 28 (Fellsway); Route 38 (Mystic Avenue) southbound and Route 28 (McGrath Highway) southbound; Route 38 (Mystic Avenue) southbound and Route 28 (McGrath Highway) northbound; and Route 38 (Mystic Avenue) southbound at Wheatland Street.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$5,439,645

---

---

---

$5,439,645

Non-Federal Funds

---

$682,914

---

---

---

$682,914

Total Funds

---

$6,122,559

---

---

---

$6,122,559

 

 

Stoneham: Deck Replacement and Superstructure Repairs, S-27-006 (2L2), Route 28 (Fellsway West) over
Interstate 93

Proponent:                MassDOT

ID Number:               612028

Project Type:             Bridge

Cost:                          $3,240,000

Funding Source:        Statewide Highway Funds

Stoneham: Deck Replacement and Superstructure Repairs, S-27-006 (2L2), Route 28 (Fellsway West) over 
Interstate 93

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace the bridge deck and repair the superstructure on bridge S-27-006 (2L2), carrying Fellsway West over Interstate 93 in Stoneham. This project is funded through MassDOT’s Next Generation Bridge Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$0

---

---

%0

Non-Federal Funds

---

---

$3,240,000

---

---

$3,240,000

Total Funds

---

---

$3,240,000

---

---

$3,240,000

 

 

 

Stoneham: Intersection Improvements at Route 28 (Main Street), North Border Road, and South Street

Proponent:            MassDOT

ID Number:          610665

Project Type:         Intersection Improvements

Cost:                   $4,872,001

Funding Source:    Statewide Highway Funds

Stoneham: Intersection Improvements at Route 28 (Main Street), North Border Road, and South Street

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will make intersection improvements at Route 28 (Main Street), North Border Road, and South Street in Stoneham.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$4,384,801

---

$4,384,801

Non-Federal Funds

---

---

---

$487,200

---

$487,200

Total Funds

---

---

---

$4,872,001

---

$4,872,001

 

 

 

Stoneham: Stoneham Shuttle Service

Proponent:            Stoneham

ID Number:            S12699

Project Type:            Community Connections

Cost:            $796,817

Funding Source:            Regional Target Funds

Stoneham: Stoneham Shuttle Service

Scoring Summary

Category

Conn

Coord

Plan

TE

MS/DP

FS

Total

Score

15 out of 18

12 out of 15

12 out of 15

6 out of 18

17 out of 24

10 out of 10

72 out of 100

 

Project Description

This project will create a local shuttle service that, will connect Stoneham residents and employees of Stoneham businesses to transportation options in surrounding communities during peak hours and within Stoneham during non-peak hours. The primary goal of this project is to fill gaps in the existing MBTA service network by creating an east-west connection across Stoneham where only north-south MBTA bus service exists today. The Town plans to use a 24-passenger bus that would operate on a 12-hour/day schedule Monday-Friday, with shorter hours on Saturday. During peak hours, the shuttle would stop at defined destinations along the route. During off-peak hours, the shuttle could go off-route based on the needs of riders. This project is funded through the third round of grants available through the MPO’s Community Connections Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$264,151

$209,151

$164,151

---

---

$637,453

Non-Federal Funds

$66,038

$52,288

$41,038

---

---

$159,364

Total Funds

$330,189

$261,439

$205,189

---

---

$796,817

 

 

Stow: Bridge Replacement, S-29-11, Box Mill Road Over Elizabeth Brook

Proponent:            MassDOT

ID Number:          608255

Project Type:         Bridge

Cost:                   $3,454,408

Funding Source:    Statewide Highway Funds

Stow: Bridge Replacement, S-29-11, Box Mill Road Over Elizabeth Brook

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

Bridge S-29-11, which carries Box Mill Road over Elizabeth Brook, is a structurally deficient bridge. The full replacement will include new substructure, steel beams, and concrete deck. One sidewalk will be added to the structure.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$2,763,526

---

---

---

---

$2,763,526

Non-Federal Funds

$690,882

---

---

---

---

$690,882

Total Funds

$3,454,408

---

---

---

---

$3,454,408

 

 

Sudbury and Wayland: Mass Central Rail Trail (MCRT)

Proponent:            MassDOT

ID Number:          610660

Project Type:         Bicycle and Pedestrian

Cost:                   $4,524,001

Funding Source:    Statewide Highway Funds

Sudbury and Wayland: Mass Central Rail Trail (MCRT)

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will extend the Mass Central Rail Trail from its existing terminus at Andrew Road in Wayland to Landham Road in Sudbury, a distance of approximately 1.6 miles.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

---

$3,619,201

$3,619,201

Non-Federal Funds

---

---

---

---

$904,800

$904,800

Total Funds

---

---

---

---

$4,524,001

$4,524,001

 

 

 

Swampscott: Rail Trail Construction

Proponent:            Swampscott

ID Number:          610666

Project Type:         Bicycle and Pedestrian

Cost:                   $8,932,000

Funding Source:    Regional Target Funds

Swampscott: Rail Trail Construction

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

13 out of 20

5 out of 14

18 out of 18

12 out of 14

7.4 out of 20

11 out of 14

 66.4 out of 100

Project Description

This project will construct a new 2.1-mile-long multi-use linear park running the length of Swampscott and connecting with the existing Marblehead Rail Trail and the larger East Coast Greenway. This project will provide safe, accessible connections to the Town’s schools, recreation areas, MBTA commuter rail station, and natural resources for people walking and bicycling. The project will feature a 10-foot-wide trail with a two-foot sloping shoulder on each side. The trail will cross Paradise Road (Route 1A) with a pedestrian bridge using the existing railroad abutments from the former rail line. Trail amenities will be located at the Swampscott Middle School, including bathrooms, vehicle parking for trail users, bicycle parking, and a public bike repair station.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

---

$7,145,600

$7,145,600

Non-Federal Funds

---

---

---

---

$1,786,400

$1,786,400

Total Funds

---

---

---

---

$8,932,000

$8,932,000

 

 

 

Topsfield: Bridge Replacement, T-06-013, Perkins Row over Mile Brook

Proponent:            MassDOT

ID Number:          612076

Project Type:         Bridge

Cost:                   $3,258,119

Funding Source:    Statewide Highway Funds

Topsfield: Bridge Replacement, T-06-013, Perkins Row over Mile Brook

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace bridge T-06-013, which carries Perkins Row over Mile Brook in Topsfield.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$2,606,495

---

$2,606,495

Non-Federal Funds

---

---

---

$651,624

---

$651,624

Total Funds

---

---

---

$3,258,119

---

$3,258,119

 

 

 

Waltham: Interstate Maintenance and Related Work on Interstate 95

Proponent:            MassDOT

ID Number:          612048

Project Type:         Interstate Pavement

Cost:                   $16,082,742

Funding Source:    Statewide Highway Funds

Waltham: Interstate Maintenance and Related Work on Interstate 95

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will resurface Interstate 95 in Waltham between Route 2 and Route 20, a distance of approximately four miles.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$14,474,468

---

---

---

$14,474,468

Non-Federal Funds

---

$1,608,274

---

---

---

$1,608,274

Total Funds

---

$16,082,742

---

---

---

$16,082,742

 

 

 

Watertown: Intersection Improvements at Route 16 and Galen Street

Proponent:            MassDOT

ID Number:          608564

Project Type:         Intersection Improvements

Cost:                   $3,080,230

Funding Source:    Statewide Highway Funds

Watertown: Intersection Improvements at Route 16 and Galen Street

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will make safety improvements to the intersection of Route 16 and Galen Street in Watertown. This location features a 2010–2019 pedestrian crash cluster and a 2017–2019 all-mode crash cluster, making it a high-priority safety improvement location.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$2,772,207

---

---

---

$2,772,207

Non-Federal Funds

---

$308,023

---

---

---

$308,023

Total Funds

---

$3,080,230

---

---

---

$3,080,230

 

 

 

Watertown: Pleasant Street Shuttle Service Expansion

Proponent:            Watertown

ID Number:            S12697

Project Type:            Community Connections

Cost:            $1,002,198

Funding Source:            Regional Target Funds

Watertown: Pleasant Street Shuttle Service Expansion

Scoring Summary

Category

Conn

Coord

Plan

TE

MS/DP

FS

Total

Score

18 out of 18

12 out of 15

9 out of 15

9 out of 18

20 out of 24

10 out of 10

78 out of 100

 

Project Description

This project will expand upon the existing Pleasant Street Shuttle in Watertown, which launched in September 2021 as a partnership between the Town of Watertown and the Watertown TMA. The service runs along a 1.5-mile stretch of Pleasant Street that has no transit service. The primary goal of the project is to provide peak-hour shuttle services connecting businesses and residential locations to major transit hubs in Watertown and Cambridge. This expansion will allow the existing 60-minute headways to be reduced to 30 minutes and will support the transition of the service to an all-electric vehicle fleet. This project is funded through the third round of grants available through the MPO’s Community Connections Program.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$350,260

$268,347

$183,151

---

---

$801,758

Non-Federal Funds

$87,565

$67,087

$45,788

---

---

$200,440

Total Funds

$437,825

$335,434

$228,939

---

---

$1,002,198

 

 

Watertown: Rehabilitation of Mount Auburn Street (Route 16)

Proponent:            Watertown

ID Number:          607777

Project Type:         Complete Streets

Cost:                   $27,250,087

Funding Source:    Regional Target Funds

Watertown: Rehabilitation of Mount Auburn Street (Route 16)

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

18 out of 30

14 out of 29

18 out of 29

12 out of 16

3 out of 12

10 out of 18

75 out of 134

Project Description

The project will reconstruct approximately 9,300 feet of Mount Auburn Street, from the Cambridge city line to the intersection with Summer Street, just east of Watertown Square. The project involves revisions to the roadway geometry, including a roadway diet to reduce the number of lanes; safety improvements; multimodal accommodations, including shared or exclusive bike lanes; improvements to the existing traffic signal equipment; and improved ADA amenities at intersections.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$19,727,207

2,272,862

---

---

---

$22,000,070

Non-Federal Funds

$4,681,802

568,216

---

---

---

$5,250,017

Total Funds

$24,409,009

2,841,078

---

---

---

$27,250,087

 


 

Weston: Intersection Improvements at Boston Post Road (Route 20) at Wellesley Street

Proponent:            Weston

ID Number:          608940

Project Type:         Intersection Improvements

Cost:                   $2,681,330

Funding Source:    Regional Target Funds

Weston: Intersection Improvements at Boston Post Road (Route 20) at Wellesley Street

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

15 out of 21

9 out of 17

10 out of 18

8 out of 12

5.6 out of 20

3 out of 12

50.6 out of 100

Project Description

This project aims to address the safety concerns and crash incidents that contribute to the intersection’s inclusion on the state’s HSIP eligibility list as a high-crash location while also seeking to alleviate traffic congestion in the area. The project scope includes the installation of a new traffic signal system, reconfiguring the intersection to address documented safety issues, consolidating pavement area, and the simplification of turning movements. Proposed pedestrian improvements include replacement of sidewalks along the north side of Route 20 and the east side of Boston Post Road. New sidewalk is proposed on the south side of Route 20, the west side of Boston Post Road, and on both sides of Wellesley Street within the immediate intersection limits. The proposed traffic signal system includes protected pedestrian crossings and crosswalks are proposed on all approaches to the intersection. The project also includes the addition of bicycle lanes and improvements to a school bus stop on adjacent Windsor Way.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$2,413,197

---

$2,413,197

Non-Federal Funds

---

---

---

$268,133

---

$268,133

Total Funds

---

---

---

$2,681,330

---

$2,681,330

 

 

 

Weston: Reconstruction on Route 30

Proponent:            Weston

ID Number:          608954

Project Type:         Complete Streets

Cost:                   $17,028,272

Funding Source:    Regional Target Funds

Weston: Reconstruction on Route 30

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

11 out of 18

10 out of 20

10 out of 18

9 out of 12

6.2 out of 20

3 out of 12

49.2 out of 100

Project Description

This project will improve pavement and roadway conditions along a 3.7-mile segment of Route 30 and make geometric and safety improvements at intersections along the corridor. A key goal of the project is to create a corridor that better serves all users, especially those who are walking and bicycling. To that end, this project will construct a 10-foot off-road shared-use path along the full length of the project. The path will run along the south side of the roadway from the Natick town line to the intersection at Newton Street, crossing to the north side at Newton Street to continue to the end of the project limits. This path will connect with other proposed bicycle and pedestrian accommodations in the area, including on the Route 30 bridge over the Charles River (project number 110980, funded by the MPO in FFY 2024) and on Route 30 in Newton (project number 610674, funded by MassDOT in FFY 2023).

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

---

$13,622,618

---

$13,622,618

Non-Federal Funds

---

---

---

$3,405,654

---

$3,405,654

Total Funds

---

---

---

$17,028,272

---

$17,028,272

 

 

 

Wilmington: Bridge Replacement, W-38-002, Route 38 (Main Street) over the B&M Railroad

Proponent:                MassDOT

ID Number:               607327

Project Type:             Bridge

Cost:                          $12,662,437

Funding Source:        Statewide Highway Funds

Wilmington: Bridge Replacement, W-38-002, Route 38 (Main Street) over the B&M Railroad

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace the bridge that carries Route 38 (Main Street) over the B&M Railroad in Wilmington. This project connects at its northern and southern ends with project number 608051, the Reconstruction of Route 38 (Main Street), from Route 62 to the Woburn city line. This project is funded using $24,644,177 in MPO Regional Target funds in FFY 2025.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$10,097,950

---

---

---

---

$10,097,950

Non-Federal Funds

$2,524,487

---

---

---

---

$2,524,487

Total Funds

$12,662,437

---

---

---

---

$12,662,437

 


 

Wilmington: Bridge Replacement, W-38-003, Butters Row over MBTA

Proponent:                MassDOT

ID Number:               608929

Project Type:             Bridge

Cost:                          $10,225,199

Funding Source:        Statewide Highway Funds

Wilmington: Bridge Replacement, W-38-003, Butters Row over MBTA

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace bridge W-38-003, which carries Butters Row over the MBTA commuter rail tracks.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$8,180,159

---

---

---

---

$8,180,159

Non-Federal Funds

$2,045,040

---

---

---

---

$2,045,040

Total Funds

$10,225,199

---

---

---

---

$10,225,199

 

 

 

 

Wilmington: Bridge Replacement, W-38-029 (2KV), Route 129 (Lowell Street) over Interstate 93

Proponent:            MassDOT

ID Number:          608703

Project Type:         Bridge

Cost:                   $15,951,816

Funding Source:    Statewide Highway Funds

Wilmington: Bridge Replacement, W-38-029 (2KV), Route 129 (Lowell Street) over Interstate 93

Scoring Summary

This is a MassDOT-prioritized project and is therefore not directly evaluated using the MPO’s TIP scoring criteria.

Project Description

This project will replace bridge W-38-029 (2KV), which carries Route 129 (Lowell Street) over Interstate 93.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$12,761,453

---

---

$12,761,453

Non-Federal Funds

---

---

$3,190,363

---

---

$3,190,363

Total Funds

---

---

$15,951,816

---

---

$15,951,816

 

 

Wilmington: Intersection Improvements at Lowell Street (Route 129) and Woburn Street

Proponent:            Wilmington

ID Number:          609253

Project Type:         Intersection Improvements

Cost:                   $6,441,358

Funding Source:    Regional Target Funds

Wilmington: Intersection Improvements at Lowell Street (Route 129) and Woburn Street

 

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

13 out of 30

12 out of 29

16 out of 29

9 out of 16

1 out of 12

2 out of 18

53 out of 134

 

Project Description

This project involves traffic safety and efficiency improvements at the intersection of Lowell Street (Route 129) and Woburn Street. The improvements include geometric modification of the roadway along the eastbound approach of Lowell Street to improve intersection visibility. The construction of new pedestrian signals and crosswalks for all approaches will address current pedestrian safety issues in the intersection. In addition, bicycle lanes will be constructed on both roadways within the project limits.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$5,283,259

---

---

---

---

$5,283,259

Non-Federal Funds

$1,158,100

---

---

---

---

$1,158,100

Total Funds

$6,441,358

---

---

---

---

$6,441,358

 

 

Wilmington: Reconstruction on Route 38 (Main Street), from Route 62 to the Woburn City Line

Proponent:            Wilmington

ID Number:          608051

Project Type:         Complete Streets

Cost:                   $24,644,177

Funding Source:    Regional Target Funds

Wilmington: Reconstruction on Route 38 (Main Street), from Route 62 to the Woburn City Line

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

15 out of 30

12 out of 29

13 out of 29

10 out of 16

1 out of 12

8 out of 18

59 out of 134

 

Project Description

This project includes the addition of five-foot bicycle lanes along both sides of the roadway along the Route 38 corridor. Sidewalks will also be provided along both sides of the roadway between Route 62 and Route 129. In addition, improved traffic signals and the reconstruction of turn lanes will enhance pedestrian safety and improve vehicular flow.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$19,815,342

---

---

$19,815,342

Non-Federal Funds

---

---

$4,828,835

---

---

$4,828,835

Total Funds

---

---

$24,644,177

---

---

$24,644,177

 

 

 

Winthrop: Reconstruction and Related Work along Winthrop Street and Revere Street Corridor

Proponent:            Winthrop

ID Number:          607244

Project Type:         Complete Streets

Cost:                   $6,779,797

Funding Source:    Regional Target Funds

Winthrop: Reconstruction and Related Work along Winthrop Street and Revere Street Corridor

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

11 out of 30

14 out of 29

12 out of 29

8 out of 16

4 out of 12

5 out of 18

54 out of 134

 

Project Description

This project will include pavement reconstruction and reclamation, sidewalk reconstruction, and intersection improvements at key locations along the corridor. Improvements to the bicycle and pedestrian conditions will be implemented.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

$5,294,367

---

---

---

---

$5,423,838

Non-Federal Funds

$1,323,592

---

---

---

---

$1,355,959

Total Funds

$6,617,959

---

---

---

---

$6,779,797

 

 

Woburn: Roadway and Intersection Improvements at Woburn Common, Route 38 (Main Street), Winn Street, Pleasant Street, and Montvale Avenue

Proponent:            Woburn

ID Number:          610622

Project Type:         Complete Streets

Cost:                   $15,530,400

Funding Source:    Regional Target Funds

Woburn: Roadway and Intersection Improvements at Woburn Common, Route 38 (Main Street), Winn Street, Pleasant Street, and Montvale Avenue

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

22 out of 30

15 out of 29

16 out of 29

10 out of 16

4 out of 12

8 out of 18

75 out of 134

 

Project Description

The primary goals for this project are to improve safety for drivers, pedestrians, and bicyclists while improving congestion within the Woburn Common area. The project consists of safety and operational improvements and includes the reconfiguration of the Woburn Common rotary to a more traditional configuration. The project will include roadway reconstruction, roadway realignment, sidewalk reconstruction, and the addition of bicycle lanes. One new signal will be added and two existing signals will be replaced. The project will be consistent with Woburn’s adopted Complete Streets policy.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$12,724,320

---

---

$12,724,320

Non-Federal Funds

---

---

$2,806,080

---

---

$2,806,080

Total Funds

---

---

$15,530,400

---

---

$15,530,400

 

 

 

Woburn and Burlington: Intersection Reconstruction at Route 3 (Cambridge Road) and Bedford Road and South Bedford Street

Proponent:            MassDOT

ID Number:          608067

Project Type:         Intersection Improvements

Cost:                   $1,555,200

Funding Source:    Regional Target Funds

Woburn and Burlington: Intersection Reconstruction at Route 3 (Cambridge Road) and Bedford Road and South Bedford Street

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

9 out of 30

11 out of 29

19 out of 29

7 out of 16

2 out of 12

4 out of 18

52 out of 134

 

Project Description

The intersection of U.S. Route 3 (Cambridge Street) at South Bedford Street and Bedford Road has been identified as a high-crash location in the Boston region. The existing geometry and traffic operations can often present challenges for motorists, pedestrians, and bicyclists. This project will reconstruct the intersection and all traffic signal equipment. Geometry enhancements will be made to accommodate exclusive turn lanes for all approaches to the intersection. The project will include reconstruction of the sidewalk along the east side of Cambridge Street and both sides of the Bedford Road westbound approach, and new sidewalk will be constructed on the south side of South Bedford Street. Bicycle accommodations consisting of five-foot wide bicycle lanes (with two-foot wide buffers where feasible) will be provided, as will ADA-compliant MBTA bus stops on Cambridge Street.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

---

$1,244,160

---

---

$1,244,160

Non-Federal Funds

---

---

$311.040

---

---

$311.040

Total Funds

---

---

$1,555,200

---

---

$1,555,200

 

 

Wrentham: Construction of Interstate 495/Route 1A Ramps

Proponent:            MassDOT

ID Number:          603739

Project Type:         Major Infrastructure

Cost:                   $15,587,884

Funding Source:    Regional Target Funds

Wrentham: Construction of Interstate 495/Route 1A Ramps

Scoring Summary

Category

Safety

Sys Pres

CM/M

CA/SC

TE

EV

Total

Score

23 out of 30

11 out of 29

12 out of 29

9 out of 16

0 out of 12

0 out of 18

55 out of 134

 

Project Description

This project consists of the construction of ramps at the interchange of Route 1A and Interstate 495 to accommodate increased volumes resulting from development at the interchange. The design may proceed by developers and, depending on cost and scale of development proposals, MassDOT may incorporate ramp construction into a highway project. Future mitigation packages for developers may involve a median island to meet MassDOT’s and the Town of Wrentham’s long-range plan for the interchange.

Source

(FFY) 2023

2024

2025

2026

2027

Total

Federal Funds

---

$12,720,307

---

---

---

$12,720,307

Non-Federal Funds

---

$2,867,577

---

---

---

$2,867,577

Total Funds

---

$15,587,884

---

---

---

$15,587,884

 

 

 

back to top


Chapter 4
Performance Analysis

Performance-Based Planning and Programming

A performance-based approach to making transportation investments can help metropolitan planning organizations (MPOs), states, and other entities achieve desired outcomes for the people and places they serve. Performance-based planning and programming (PBPP) applies data and performance management principles to inform decision-making. The purpose of PBPP is to ensure that transportation investment decisions—both for long-term planning and short-term funding—are oriented toward meeting established goals. Performance-based planning and programming activities include the following:

The Boston Region MPO’s PBPP process is shaped by both federal transportation performance management requirements and the MPO’s goals and objectives, which are established as part of the MPO’s Long-Range Transportation Plan (LRTP). This chapter discusses how these two frameworks shape the MPO’s PBPP process and describes the MPO’s current set of performance measures and targets. It also explains how the MPO anticipates the projects included in this Transportation Improvement Program (TIP) will support improvements in various performance areas and make progress toward performance targets.

Federal Performance Management Requirements

The Moving Ahead for Progress in the 21st Century Act (MAP-21) directed states, MPOs, and public transportation providers to carry out a performance and outcome-based surface transportation program. These requirements have been continued under the current federal transportation funding law, the Bipartisan Infrastructure Law (BIL). MAP-21 identified seven national goals for the nation’s highway system, which are described in detail in Appendix E. Table 4-1 shows the relationship between these national goal areas and the MPO’s goal areas. The MPO’s goals and related objectives, as approved by the MPO in the LRTP, Destination 2040, are described in more detail in Chapter 1 of this document.

 

Table 4-1
National and Boston Region MPO Goal Areas

 

National Goal Area

Boston Region MPO Goal Areas

Safety Safety
Infrastructure Condition System Preservation and Modernization
System Reliability Capacity Management and Mobility
Congestion Reduction Capacity Management and Mobility
Environmental Sustainability Clean Air and Sustainable Communities
Freight Movement/Economic Vitality Capacity Management and Mobility, Economic Vitality
Reduced Project Delivery Delays Not Applicable
Not Applicable Transportation Equity

Source: Boston Region Metropolitan Planning Organization staff.

 

The federal PBPP mandate first established through MAP-21 is also designed to help the nation’s public transportation systems provide high-quality service to all users, including people with disabilities, seniors, and individuals who depend on public transportation.

The US Department of Transportation (USDOT), in consultation with states, MPOs, and other stakeholders, has established measures in performance areas relevant to the aforementioned national goals through a series of federal rulemakings. Table 4-2 lists federally required performance measures for the transit system and Table 4-3 lists federally required performance measures for the roadway system.

 

Table 4-2
 Federally Required Transit Performance Measures

 

National Goal Area

Transit Performance Area or Asset Category

Performance Measures

Relevant MPO Goal Area

Safety Fatalities
  • Total number of reportable fatalities
  • Fatality rate per total VRM by mode
Safety
Safety Injuries
  • Total number of reportable injuries
  • Injury rate per total VRM by mode
Safety
Safety Safety Events
  • Total number of reportable safety events
  • Safety event rate per total VRM by mode
Safety
Safety System Reliability
  • Mean distance between major mechanical failures by mode
Safety
Infrastructure Condition Equipment
  • Percent of vehicles that have met or exceeded their ULB
System Preservation and Modernization
Infrastructure Condition Rolling Stock
  • Percent of revenue vehicles within a particular asset class that have met or exceeded their ULB
System Preservation and Modernization
Infrastructure Condition Infrastructure
  • Percent of track segments with performance restrictions
System Preservation and Modernization
Infrastructure Condition Facilities
  • Percent of facilities within an asset class rated below 3.0 on the Federal Transit Administration’s Transit Economic Requirements Model scale
System Preservation and Modernization

CFR = Code of Federal Regulations. MPO = metropolitan planning organization. ULB = useful life benchmark. VRM = vehicle-revenue miles.
Sources: National Public Transportation Safety Plan (January 2017), the Public Transportation Agency Safety Plan Rule (Title 49 CFR Part 673), and the Transit Asset Management Rule (49 CFR Part 625).

 

Table 4-3
 Federally Required Roadway Performance Measures

 

National Goal Area

Roadway
Performance Area

Performance Measures

Relevant MPO Goal Area

Safety Injuries and Fatalities • Number of fatalities
• Fatality rate per 100 million vehicle-miles traveled
• Number of serious injuries
• Serious injury rate per 100 million vehicle-miles traveled
• Number of non-motorized fatalities and non-motorized serious injuries
Safety
Infrastructure Condition Pavement Condition • Percent of pavements on the Interstate System in good condition
• Percent of pavements on the Interstate System in poor condition
• Percent of pavements on the non-Interstate NHS in good condition
• Percent of pavements on the non-Interstate NHS in poor condition
System Preservation and Modernization
Infrastructure Condition Bridge Condition • Percent of NHS bridges by deck area classified as in good condition
• Percent of NHS bridges by deck area classified as in poor condition
System Preservation and Modernization
System Reliability Performance of the National Highway System • Percent of the person-miles traveled on the Interstate System that are reliable
• Percent of the person-miles traveled on the non-Interstate NHS that are reliable
Capacity Management/ Mobility
System Reliability, Freight Movement and Economic Vitality Freight Movement on the Interstate System • Truck Travel Time Reliability Index (for truck travel on Interstate highways) Capacity Management/ Mobility, Economic Vitality
Congestion Reduction Congestion Mitigation and Air Quality • Annual hours of peak hour excessive delay per capita (for travel on NHS roadways)
• Percentage of non-single-occupant vehicle travel
Capacity Management/ Mobility
Environmental Sustainability Congestion Mitigation and Air Quality • Total emissions reduction for applicable pollutants and precursors for CMAQ-funded projects in designated nonattainment and maintenance areas* Clean Air/Sustainable Communities

* According to the Federal Highway Administration’s 2021 CMAQ Program performance requirements applicability determination, the Boston Region MPO area contains an area designated as in maintenance for carbon monoxide, so the MPO is currently required to monitor and set targets for this performance measure.
CFR = Code of Federal Regulations. CMAQ = Congestion Mitigation and Air Quality Improvement Program. MPO = metropolitan planning organization. NHS = National Highway System.
Sources: Highway Safety Improvement Program Rule (23 CFR 924), National Performance Management Measures Rule (23 CFR 490), and the Boston Region MPO staff.


These performance measures and relevant performance targets are discussed in more detail later in this chapter.

Other Performance-Based Planning and Programming Activities

The MPO’s PBPP process must respond to the federal performance management requirements established in MAP-21, but it can also address other areas that pertain to its federally mandated responsibilities or relate to the MPO’s goals and objectives. For example, federal performance requirements do not specify transportation equity performance measures for states and MPOs to monitor. However, the MPO has established a transportation equity goal and a set of objectives to ensure that all people receive comparable benefits from, and are not disproportionately burdened by, MPO investments, regardless of race, color, national origin, age, income, ability, or sex.

To comply with relevant federal regulations, which are described in Chapter 6 and Appendix E, the MPO systematically addresses the concerns of populations that these regulations protect—referred to here as transportation equity populations—throughout the planning process, including when selecting projects through the TIP process. Regular equity performance monitoring enables the MPO to better understand how transportation equity populations in the region may be affected by transportation investment decisions, so that it can decide whether and how to adjust its investment approach. More details about transportation equity monitoring for projects in the Federal Fiscal Years (FFYs) 2023−27 TIP are included in Chapter 6.

To build a comprehensive PBPP practice, the MPO can also choose to monitor or set targets for additional performance measures, which are not federally required, that apply to its goal areas. For example, while the federally required travel time reliability measures discussed in Table 4-3 apply to the MPO’s Capacity Management and Mobility goal, the MPO may wish to examine measures that account for roadways that are not on the National Highway System (NHS) or other travel modes. Over the coming years, the MPO will examine whether and how to incorporate other performance measures and practices into its PBPP process.

Performance-Based Planning and Programming Phases

States, MPOs, and public transportation providers integrate federally required performance measures—and other measures, as desired—into their respective PBPP processes, which involve three key phases focused on (1) planning, (2) investing, and (3) monitoring and evaluating performance outcomes.

Planning Phase

In the planning phase, agencies set goals and objectives for the transportation system, identify performance measures, and set performance targets that will guide their decision-making. They identify and acquire data and conduct analyses necessary to support these processes. They also outline the frameworks they will use to make decisions in key planning documents.

The Commonwealth of Massachusetts creates performance-based plans, such as the Strategic Highway Safety Plan (SHSP) for improving roadway safety and the Transportation Asset Management Plan (TAMP) for improving infrastructure condition, particularly for NHS roads and bridges. Similarly transit providers—including the Massachusetts Bay Transportation Authority (MBTA), MetroWest Regional Transit Authority (MWRTA), and Cape Ann Transportation Authority (CATA)—create Transit Asset Management (TAM) plans and Public Transportation Agency Safety Plans (PTASPs) that describe the data and processes these agencies will use to address transit state of good repair and safety needs. The Commonwealth is responsible for setting performance targets for the federally required roadway performance measures described in Table 4-3, while transit agencies must set targets for the measures described in Table 4-2.

The Boston Region MPO’s activities in the planning phase include creating a goals-and-objectives framework in its LRTP and other performance-based plans—such as Congestion Mitigation and Air Quality Improvement (CMAQ) Program Performance Plans—as necessary. MPOs integrate elements of state and transit agency performance plans, such as their goals and performance targets, into MPO planning processes. MPOs also establish targets for federally required performance measures. To set these targets, the Boston Region MPO may elect to support performance targets set by the Massachusetts Department of Transportation (MassDOT) or public transit providers (depending on the measure), or it may set separate targets for the MPO’s planning area. MassDOT and the transit agencies will update their performance targets based on defined cycles, which vary for each measure. More information about the update cycles for these measures is included in the FFYs 2023−27 Performance Analysis section of this chapter.

Investing Phase

In the investing phase, agencies use the PBPP framework established in the planning phase to create strategies for investing transportation funding. When updating the LRTP, the MPO establishes investment programs and funding guidelines to help direct Regional Target funds to priority areas (see Chapter 2 for details). When updating the TIP, the MPO selects projects that it will fund through these programs.  MPO members rely on several sets of information when making these decisions:

Meanwhile, MassDOT, the MBTA, CATA, and MWRTA follow their respective processes to select projects and programs for inclusion in the MassDOT Capital Investment Plan (CIP). The federally funded investments that are included in the CIP are also documented in the MPO’s TIP and in the State Transportation Improvement Program (STIP).

Once the MPO board allocates its Regional Target dollars to specific investments and considers capital programs submitted by MassDOT, MBTA, and the region’s RTAs, it documents the full set of investments for the Boston region in the TIP. The TIP describes links between these short-term capital investment priorities and performance measures and targets. It also discusses, to the extent practicable, how the MPO anticipates these investments will help the MPO achieve its targets. States must provide similar information in their STIPs.

Monitoring and Evaluating Phase

After making plans and investments, agencies take stock of their progress by reviewing and reporting on their performance outputs and outcomes. Activities in the monitoring and evaluating phase include tracking trends, collecting data to understand the results of investment decisions, and comparing targets to actual performance. For example, the MPO can compare information from the TIP about the expected performance outcomes of its investments with information about past and current performance, which is collected for the LRTP, to determine if its investments are helping it make progress towards its goals, objectives, and performance targets. The MPO may also conduct TIP Before-and-After studies to learn more about how the actual outcomes of TIP projects compare to expectations. These evaluation methods allow the MPO to make necessary trade-offs or adjust its investment approach in the future.

In addition to reporting measures, targets, and performance progress in its LRTP, the Boston Region MPO describes performance on various transportation metrics through its Congestion Management Process (CMP) and tools such as the MPO’s Performance Dashboard. MassDOT reports performance targets and progress to the Federal Highway Administration (FHWA) through an online reporting tool, through the STIP and other required reports, and on the MassDOT Performance Management Tracker website (massdottracker.com). Public transit providers report their targets and performance progress information to the Federal Transit Administration (FTA), including through the National Transit Database (NTD).

Coordination

To support the activities discussed above, federal transportation agencies require states, public transit operators, and MPOs to coordinate with one another and to share information and data to ensure consistency across processes. In Massachusetts, these coordination responsibilities are outlined in the 2019 Performance-Based Planning and Programming Agreement between MassDOT, Massachusetts MPOs and transportation planning organizations, the MBTA, and RTAs operating in Massachusetts.

Staff from Massachusetts MPOs, MassDOT staff, and other stakeholders coordinate on PBPP implementation through the Transportation Program Managers Group, including through its subcommittee on performance measures. For performance measures that states and MPOs track at the Boston MA-NH-RI Urbanized Area (UZA) level, coordination responsibilities are documented in the 2018 Boston MA-NH-RI UZA Memorandum of Understanding.4-1 The Boston Region MPO is also a signatory to the Providence RI-MA UZA and the Worcester MA-CT UZA memoranda of understanding—these agreements define intergovernmental coordination responsibilities and activities that may support PBPP.

FFYs 2023−27 Performance Analysis

This section discusses investments in the FFYs 2023−27 TIP and how they may relate to elements of the MPO’s PBPP framework, including the MPO’s goals and performance measures and targets. For each goal area, existing performance targets are identified and information on relevant trends, performance measures, TIP investments, and related planning activities is provided. These descriptions generally focus on investments of the MPO’s Regional Target funds, although they may also describe MassDOT or transit agency-funded investments, where applicable. Information specific to the MPO’s Transportation Equity goal area is included in Chapter 6 and details about investments that will be made by the MPO, MassDOT, the MBTA, CATA, and MWRTA are included in Chapter 3. Appendix A includes a table summarizing the impacts each Regional Target project is expected to have on performance areas discussed in this chapter.

Safety Performance

Relevant Goals, Policies, and Plans

One of the MPO’s goals is that transportation by all modes will be safe. The MPO has committed to investing in projects and programs that aim to reduce the number and severity of crashes for all modes, and the number of serious injuries and fatalities occurring on the transportation system. Similarly, the Massachusetts SHSP includes a long-term goal to move “towards zero deaths” by eliminating fatalities and serious injuries on the Commonwealth’s roadways.4-2

The Massachusetts SHSP is a statewide, coordinated plan that addresses requirements for the federal Highway Safety Improvement Program (HSIP) and provides a comprehensive framework for improving safety on all public roads in the Commonwealth. It outlines interim and long-term goals for improving safety performance and identifies strategies and policies for addressing safety emphasis areas. The Commonwealth’s Bicycle Transportation and Pedestrian Transportation Plans also include initiatives and actions intended to make walking and biking safer.4-3

Similar to the SHSP, the major transit providers in the Boston region—the MBTA, MWRTA, and CATA—produce PTASPs that describe how they will implement safety management systems (SMS).4-4 SMS is a “formal, top-down, organization-wide data-driven approach to managing safety risks and assuring the effectiveness of safety risk mitigations [that] includes systematic procedures, practices, and policies for managing risks and hazards.”4-5 Transit providers support SMS through safety management policies, safety risk management strategies, safety assurance methods (which include performance monitoring), and safety promotion (including training and communication practices). These PTASPs also describe the performance targets these agencies set for measures outlined in the National Public Transportation Safety Plan. 

Roadway Safety Performance Measures and Targets

The Commonwealth of Massachusetts and the Boston Region MPO track crashes, fatalities, and injuries involving motor vehicles using information from the Massachusetts Crash Data System and the National Highway Traffic Safety Administration’s (NHTSA’s) Fatality Analysis and Reporting System (FARS). These data inform the targets the Commonwealth and the MPO must set each calendar year (CY) for five federally required roadway safety performance measures, which are also listed in Table 4-3:

These measures pertain to fatalities and serious injuries from traffic incidents and apply to all public roads. Values for these measures are expressed as five-year rolling annual averages. States and MPOs update targets for these measures annually. When establishing targets for these measures, the MPOs in Massachusetts can elect to support targets the Commonwealth has set or they can set separate targets for their respective MPO regions.

The Commonwealth set its most current set of roadway safety performance targets to reflect a CY 2018–22 rolling annual average, as required by FHWA. When setting these targets, the Commonwealth considered the following factors:

Table 4-4 shows the Commonwealth’s CY 2022 roadway safety performance targets and reiterates the Commonwealth’s long-term targets. MPO memoranda describing the Commonwealth’s safety targets from prior years are available at bostonmpo.org/performance-archive.

 

Table 4-4
Massachusetts Safety Performance Targets

Performance Measure

CY 2022 Target
(2018–22 Average)*

 MA Long-Term Target

Number of Fatalities 340.00 0.00
Fatality Rate (per 100M VMT) 0.56 0.00
Number of Serious Injuries 2,504.00 0.00
Serious Injury Rate (per 100M VMT) 4.11 0.00
Number of Nonmotorized Fatalities and Serious Injuries 471.00 0.00

* These targets are expressed as five-year rolling annual averages.

CY = calendar year. M = million. MA = Massachusetts. MPO = metropolitan planning organization. VMT = vehicle-miles traveled.
Sources: Federal Highway Administration, Commonwealth of Massachusetts, Boston Region MPO staff. 

 

Figures 4-1 through 4-5 display actual and draft data, projections, and CY 2022 targets for Massachusetts for each of the roadway safety performance measures. These figures show information that was available in spring and summer 2021, when the Commonwealth was setting CY 2022 targets. In February 2022, the Boston Region MPO reviewed and voted to support the Commonwealth’s CY 2022 roadway safety performance targets. This approach reflects the way the MPO will need to collaborate with the Commonwealth on safety strategies to reduce fatalities and injuries in the Boston region, which include education campaigns and driver behavior laws, in addition to the infrastructure investments the MPO may make. Actual and draft data about safety outcomes in the Boston region are also shown in these figures.

Figure 4-1 shows data, projections, and the Commonwealth’s CY 2022 target for the number of fatalities. As shown in this chart and in Figure 4-2, five-year rolling averages for fatality-oriented measures at both the Massachusetts level and the Boston region level through 2020 have decreased following a spike in fatalities in 2016. When developing projections and CY 2022 targets in spring and summer 2021, the Commonwealth chose not to incorporate fatality data from 2020, given the effects of the COVID-19 pandemic and related responses on travel behavior. Instead, the Commonwealth assumed that the number of fatalities from motor vehicle crashes that would occur in 2021 would equal the number that occurred in 2019 (336 fatalities). Next, the Commonwealth projected that fatalities would decrease by 2.5 percent between 2021 and 2022, to 328 fatalities. The Commonwealth set this percentage change because it reflected a reasonable but desirable percent change in annual fatalities. Using these projections, finalized fatality data for 2018, and draft data for 2019, the Commonwealth set a target average for 2018–22 of 340 fatalities. As previously mentioned, this target has been set to meet federal roadway safety performance requirements, but the Commonwealth has an overarching goal of zero fatalities and injuries on Massachusetts’ roadways. 


Figure 4-1
Number of Fatalities (Massachusetts Statewide and Boston Region)

Figure 4-1 shows trends in the number of fatalities from motor vehicle crashes for Massachusetts and the Boston region. Trends are expressed in five-year rolling averages. Figure 4-1 also shows a projected calendar year 2021 value for Massachusetts and the Commonwealth’s calendar year 2022 target for Massachusetts’ number of fatalities.

 

Notes: Values reflect five-year rolling annual averages and have been rounded to the nearest integer. The 2015–19 and 2016–20 averages were calculated in spring 2021 using draft data for 2019 and 2020.

MA = Massachusetts. MPO = metropolitan planning organization.

Sources: National Highway Traffic Safety Administration Fatality Analysis and Reporting System, Massachusetts Department of Transportation, and Boston Region MPO staff.

 

The Commonwealth estimated fatality rates per 100 million VMT using actual, estimated, or projected values for fatalities, as previously discussed, along with recent and projected values for VMT. Because of the pandemic and related responses, VMT decreased in CY 2020 compared to prior years, though the Commonwealth anticipated that 2021 and 2022 VMT values would be higher, reflecting a gradual return to pre-pandemic levels of travel. Figure 4-2 shows data and projections pertaining to the fatality rate per 100 million VMT, including the Commonwealth’s target 2018–22 average of 0.56 fatalities per 100 million VMT.

 

Figure 4-2
Fatality Rate per 100 Million VMT (Massachusetts Statewide and Boston Region)

Figure 4-2 shows actual and draft data about the fatality rate per 100 million vehicle-miles traveled (VMT) for Massachusetts and for the Boston region. Data are expressed in five-year rolling averages. The chart also shows a projected calendar year 2021 value for Massachusetts and the Commonwealth’s calendar year 2022 target for the fatality rate per 100 million VMT.

 

Notes: Values reflect five-year rolling annual averages and have been rounded to the hundredths decimal place. The 2015–19 and 2016–20 averages were calculated in spring 2021 using draft data for 2019 and 2020. MassDOT plans to revisit 2018 VMT data for future target-setting activities.

MA = Massachusetts. MPO = metropolitan planning organization. VMT = vehicle-miles traveled.
Sources: National Highway Traffic Safety Administration Fatality Analysis and Reporting System, Massachusetts Department of Transportation, and Boston Region MPO staff.

Figure 4-3 shows data, projections, and the Commonwealth’s CY 2022 target for the number of serious injuries. As shown in the chart and in Figure 4-4, five-year rolling averages for the serious injury-oriented measures have decreased over time at both the Massachusetts level and the Boston region level. To meet federal requirements, MassDOT updated its definition of serious injuries that are recorded in the Commonwealth’s Crash Data System (CDS) as of January 2019.  This data change may have affected the count of serious injuries for 2019, and some local agencies are still transitioning to the new definition. The number of serious injuries that occurred in 2020, which was lower than previous years, was likely affected by the pandemic and related travel behavior changes. Given the circumstances affecting these 2019 and 2020 serious injury data, the Commonwealth assumed a three percent decrease in serious injuries between 2018 and 2021, and another four percent decrease between 2021 and 2022. These values reflect reasonable but desirable changes in annual serious injuries. Based on these calculations, the Commonwealth set a target 2018–22 average of 2,504 serious injuries.

 

Figure 4-3
Number of Serious Injuries (Massachusetts Statewide and Boston Region)

Figure 4-3 shows actual and draft data about the number of serious injuries for Massachusetts and for the Boston region. Data are expressed in five-year rolling averages. The chart also shows a projected calendar year 2021 value for Massachusetts and the Commonwealth’s calendar year 2022 target for Massachusetts’ number of serious injuries.

Notes: Values reflect five-year rolling annual averages and have been rounded to the nearest integer. The 2015–19 and 2016–20 averages were calculated in spring 2021 using draft data for 2019 and 2020.

MA = Massachusetts. MPO = metropolitan planning organization. VMT = vehicle-miles traveled.

Sources: Massachusetts Department of Transportation and Boston Region MPO Staff.

 

Figure 4-4 shows data and projections pertaining to the serious injury rate per 100 million VMT, as well as the Commonwealth’s target 2018–22 average of 4.11 serious injuries per 100 million vehicle-miles traveled.

 

Figure 4-4
Serious Injury Rate per 100 Million VMT

Figure 4-4 shows actual and draft data about the serious injury rate per 100 million vehicle-miles traveled (VMT) for Massachusetts and for the Boston region. Data are expressed in five-year rolling averages. The chart also shows a projected calendar year 2021 value for Massachusetts and the Commonwealth’s calendar year 2022 target for the serious injury rate per 100 million VMT.

Notes: Values reflect five-year rolling annual averages and have been rounded to the nearest integer. The 2015–19 and 2016–20 averages were calculated in spring 2021 using draft data for 2019 and 2020.MassDOT plans to revisit 2018 VMT data for future target-setting activities.

MA = Massachusetts. MPO = metropolitan planning organization. VMT = vehicle-miles traveled.

Sources: Massachusetts Department of Transportation and Boston Region MPO staff.


Figure 4-5 shows data, projections, and the CY 2022 target for the number of nonmotorized fatalities and serious injuries. This category includes fatalities and serious injuries of people who walk, bicycle, skate, or use wheelchairs or other mobility devices. 4-6 When developing this target, the Commonwealth considered fluctuations in the annual number of nonmotorized fatalities and nonmotorized serious injuries, including the reduction in these crash outcomes that occurred in 2020. The Commonwealth assumed that the number of nonmotorized fatalities and serious injuries in 2021 would equal the 2017–19 average and assumed that this 2021 value would decrease by two percent between 2021 and 2022 (a reasonable but desirable change). Using these calculations, the Commonwealth set a target average for 2018–22 of 471 nonmotorized fatalities and serious injuries.

Figure 4-5 shows recent decreases in the five-year rolling average of nonmotorized fatalities and serious injuries for both Massachusetts and the Boston region. However, on average, the Boston region has made up a larger share of Massachusetts’ nonmotorized fatalities than it has of total fatalities, and it has made up a larger share of Massachusetts’ nonmotorized serious injuries than it has of total serious injuries. This safety performance area in particular should be addressed through coordinated planning, investment, and strategy implementation between MassDOT, the Boston Region MPO, the region’s municipalities, and other stakeholders.


Figure 4-5
Number of Nonmotorized Fatalities and Serious Injuries (Massachusetts Statewide and Boston Region)

Figure 4-5 shows actual and draft data about the number of nonmotorized fatalities and serious injuries for Massachusetts and for the Boston region. Data are expressed in five-year rolling averages. The chart also shows a projected calendar year 2021 value for Massachusetts and the Commonwealth’s calendar year 2022 target for the number of nonmotorized fatalities and serious injuries.

Notes: Values reflect five-year rolling annual averages and have been rounded to the nearest integer. The 2015–19 and 2016–20 averages were calculated in spring 2021 using draft data for 2019 and 2020.

MA = Massachusetts. MPO = metropolitan planning organization. VMT = vehicle-miles traveled.
Sources: Massachusetts Department of Transportation and Boston Region MPO staff.

TIP Investments Supporting Roadway Safety Performance

By electing to support the Commonwealth’s roadway safety targets, the MPO agreed to plan and program projects so that they contribute to achieving those targets. Anticipating the ability of transportation projects to reduce fatalities and serious injuries from motor-vehicle crashes is a challenge, as crashes may be a consequence of many factors other than infrastructure condition, such as driver behavior—including seatbelt use, driver distraction, or intoxication—and weather conditions. When investing its Regional Target funds, the MPO aims to identify projects likely to have maximum safety benefits by using its TIP project selection criteria, which account for crash activity within the project area and the types of safety countermeasures included in the proposed project. As part of its most recent criteria update, the MPO has tailored safety criteria for each of its investment programs. For more detail on these criteria, see Appendix A.

When conducting project evaluations, the MPO considers crash rates within the vicinity of projects and the Equivalent Property Damage Only (EPDO) value associated with those crashes. The EPDO index assesses the severity of crashes by assigning weighted values to crashes involving fatalities, injuries, and property damage. MassDOT has recently adjusted its formula for calculating EPDO to significantly increase the weights for crashes involving fatalities or injuries.4-7

All the corridor and intersection improvement projects included in the MPO’s Regional Target Program include safety countermeasures or features that the MPO expects will improve safety for motorists, bicyclists, and pedestrians. The MPO's roadway investments in its Intersection Improvements, Complete Streets, and Major Infrastructure programs are expected to support safety improvements on roadways supporting multiple travel modes. Meanwhile, its Bicycle Network and Pedestrian Connections projects will support safety for those traveling by nonmotorized means by providing separated facilities for pedestrians and bicyclists.

The MPO also examines whether projects would improve safety at MassDOT-identified HSIP crash cluster locations. MassDOT identified crash clusters using a procedure for processing, standardizing, matching, and aggregating locations and data for crashes that have occurred at intersections.4-8 MassDOT’s HSIP clusters are those that ranked in the top five percent of crash clusters within each regional planning agency area based on EPDO values. MassDOT created a set of HSIP clusters that include all crashes involving motor vehicles, as well as sets of clusters that reflect motor-vehicle crashes that involved bicyclists or pedestrians. Projects in locations with HSIP clusters are eligible for funding through MassDOT’s HSIP program.

Table 4-5 shows values for MPO staff-identified metrics that relate to how FFYs 2023–27 Regional Target-funded corridor, intersection, and bicycle and pedestrian projects may address safety performance; similar tables for other MPO goal areas appear throughout this chapter.4-9 Table 4-5 shows that many of these projects are located in areas that overlap with HSIP clusters. The MPO expects that this combination of safety countermeasures and improvements focused on priority locations will help the MPO and the Commonwealth progress towards reducing fatalities and serious injuries on the roadway network. Table A-2 in Appendix A summarizes the impacts each Regional Target project is expected to have on performance areas discussed throughout this chapter, including safety performance.

 

Table 4-5
Regional Target Projects: Roadway Safety Performance Metrics 

 

 Metric

Value

Regional Target projects that address all-mode HSIP clusters1 14 projects
All-mode HSIP cluster locations addressed by Regional Target projects1 25 locations
Regional Target projects that address HSIP Pedestrian clusters2 9 projects
HSIP pedestrian cluster locations addressed by Regional Target projects2 13 locations
Regional Target projects that address HSIP bicycle clusters2 5 projects
HSIP bicycle cluster locations addressed by Regional Target projects2 6 locations
Project areas where fatal crashes have occurred3 0 areas
Project areas where injury crashes have occurred3 36 areas

Note: The group of projects reflected in this table does not include Community Connections investments or Transit Modernization investments.
1 All-mode HSIP clusters are based on crash data from 2017 to 2019.

2 HSIP bicycle clusters and HSIP pedestrian clusters are based on data from 2010 to 2019.

3 Analysis of crashes in Regional Target project areas is based on crash data from 2017 to 2019.

HSIP = Highway Safety Improvement Program. MassDOT = Massachusetts Department of Transportation. MPO = metropolitan planning organization.
Sources: Massachusetts Crash Data System, Massachusetts Department of Transportation, and the Boston Region MPO.

 

The projects in the FFYs 2023–27 TIP programmed by MassDOT, summarized in Chapter 3, will also support safety and are expected to reduce fatalities and serious injuries on the region’s roadways. The Reliability and Modernization programs included in MassDOT’s CIP focus on maintaining and upgrading infrastructure, which will help make travel safer on the region’s roadways. MassDOT’s Intersection Improvements, Roadway Improvements, Roadway Reconstruction (which funds Safe Routes to School projects), and Safety Improvements programs most directly address safety considerations, though its various bridge and pavement improvement programs may also improve safety by supporting asset maintenance and state of good repair. Moreover, MassDOT’s Bicycle and Pedestrian projects may reduce nonmotorized fatalities and injuries by improving separated facilities for bicyclists and pedestrians.

Transit System Safety Performance Measures and Targets

As previously mentioned, the National Public Transportation Safety Plan details performance measures for which transit agencies subject to the PTASP rule must set targets. These measures, which are also listed in Table 4-6, include the following4-10 :

The FTA provides transit agencies with flexibility to set their targets to meet the specific context of their transit service. These agencies can choose (1) the reporting timeframe they use (calendar, fiscal, or NTD reporting year), (2) the VRM denominator values for the rate measures, and (3) the methodologies for picking target values. Transit agencies revisit their performance targets when updating their PTASPs each year.

MPOs have their own responsibilities pertaining to transit safety, as outlined in the PTASP rule (49 CFR Part 673) and the Statewide and Nonmetropolitan Transportation Planning and Metropolitan Transportation Planning rule, which defines MPOs’ and states’ planning and performance management responsibilities. In particular, MPOs must set regional targets for these transit safety performance measures in coordination with relevant transit agencies and states. MPOs document these targets in the LRTPs and TIPs and can consider proposed transit investments in the context of how they may improve transit safety.

The Boston Region MPO updated its set of transit safety performance targets on March 31, 2022. This 2022 set includes the MBTA’s, MWRTA’s, and CATA’s safety targets and presents each agency’s targets separately to reflect how each agency accounted for the factors that will affect safety outcomes in its service area. These factors include the characteristics of the local operating environments and contexts and the agency’s planned investments, policies, and safety-management activities.

MBTA Safety Targets

The MBTA monitors performance and sets federally required targets for four modes: heavy rail (Red, Orange, and Blue Lines), light rail (Green Line and the Mattapan High Speed Line), bus, and The RIDE paratransit system. Based on CY 2018–20 averages, the MBTA runs approximately 23,036,000 VRM of service on its heavy rail system; 5,681,000 VRM on its light rail system; 22,882,000 VRM on its bus network; and 13,443,000 VRM for The RIDE.  The MBTA’s commuter rail network and ferry service are not subject to these FTA requirements and are addressed outside of the PTASP process.

Table 4-6 shows past averages for the federally required transit safety measures for MBTA heavy rail, light rail, bus, and The RIDE, based on data provided by the MBTA. These averages reflect safety data from CYs 2018 to 2020.

 

Table 4-6
Past Safety Performance Data for
 MBTA Transit Services (CYs 2018–20 Averages)

MBTA Mode

Average  Fatalities


Average Fatality

Rate1

 

Average

Injuries

Average Injury Rate1

Average Safety Events

Average Safety Event
Rate1

Average

System Reliabilty Value2

Heavy Rail 0.00 0.00 199.00 8.62 24.00 1.04 47,166.00
Light Rail 0.00 0.00 86.00 15.00 32.00 5.69 8,017.00
Bus 1.00 0.06 330.00 14.29 122.00 5.32 28,300.00
The RIDE 0.00 0.00 27.00 1.95 27.00 2.03 51,733.00

Notes: This table reflects data available at the time the MBTA developed its targets.  

1 Fatality, injury, and safety event rates are expressed per one million VRM. Rate values have been rounded to the nearest hundredth.

2 The system reliability measure is expressed as mean VRM traveled per major mechanical failure.

CY = calendar year. MBTA = Massachusetts Bay Transportation Authority. MPO = metropolitan planning organization. VRM = vehicle-revenue miles.

Source: MBTA and the Boston Region MPO staff.

 

The MBTA’s safety performance targets for CY 2022 are shown in Table 4-7. When setting targets, the MBTA varied its approach by measure:

 

Table 4-7
MBTA CY 2022 Safety Performance Targets

 

MBTA Mode

 Fatalities Target

 Fatality

Rate Target1

Injuries Target

Injury Rate Target1

Safety Events Target

Safety Event
Rate

Target1

System Reliability Target2

Heavy Rail 0.00 0.00 195.00 8.46 23.00 1.00 47,500.00
Light Rail 0.00 0.00 84.00 14.70 31.00 5.58 7,500.00
Bus 0.00 0.00 324.00 14.00 120.00 5.21 25,000.00
The RIDE3 0.00 0.00 27.00 1.91 26.00 1.99 60,000.00

1 Fatality, injury, and safety event rates are expressed per one million VRM. Rate values have been rounded to the nearest hundredth.

2 The system reliability measure is expressed as mean VRM traveled per major mechanical failure.

3 The injuries target for The RIDE remains the same as past averages due to rounding.

CY = calendar year. MBTA = Massachusetts Bay Transportation Authority. MPO = metropolitan planning organization. VRM = vehicle-revenue miles.

Source: MBTA and the Boston Region MPO staff.

 

CATA Safety Targets

CATA monitors safety performance and sets federally required targets for its fixed-route bus service and its demand response service. According to averages calculated using state fiscal years (SFYs) 2017–21 data, CATA’s demand response system runs about 125,000 VRM annually, and its fixed-route bus system runs about 245,000 VRM annually.4-13 Table 4-8 provides SFY 2017–21 averages for the fatality, injury, safety event, and system reliability measures for CATA’s fixed-route bus and demand response systems. MPO staff gathered this information from CATA as well as from the NTD’s Monthly Modal Time Series data files (for fatalities, injuries, and safety events), its Major Safety Events time series data files (for safety events), its Annual Database Vehicle Maintenance files (for major mechanical failures), and its Monthly Module Adjusted Data Release (for VRM).4-14  

 

Table 4-8
Past Safety Performance Data for CATA
Transit Services (SFY 2017–21 Averages)

 

CATA Mode

Average  Fatalities

Average Fatality

Rate1

Average

Injuries

Average Injury Rate1

Average Safety Events

Average Safety Event

Rate1

Average

System Reliabilty Value2

Fixed- Route Bus 0.00 0.00 0.80 0.37 0.60 0.28 72,781.31
Demand Response 0.00 0.00 0.00 0.00 0.20 0.15 124,718.00

Note: Values have been rounded to the nearest hundredth.

1 Fatality, injury, and safety event rates are expressed per one hundred thousand VRM.

2 The system reliability measure is expressed as mean VRM traveled per major mechanical failure.

CATA = Cape Ann Transportation Authority. MPO = metropolitan planning organization. SFY = state fiscal year. VRM = vehicle-revenue miles.

Sources: CATA, the National Transit Database, and the Boston Region MPO staff.

 

Table 4-9 provides a summary of CATA’s SFY 2022 performance targets, which cover the period from July 2021 to June 2022. Rate targets are expressed per one hundred thousand VRM. In general, CATA used past data and averages as the basis for determining its transit safety performance targets for SFY 2022. When developing targets related to safety events, CATA also accounted for the number of preventable accidents that occurred on its systems in SFY 2021 (10 on its fixed-route system, and four on its demand response system), in addition to incidents reported to the NTD. Preventable accidents, which are distinct from NTD-defined safety events, are defined by MassDOT as “those accidents in which the transit driver is typically deemed responsible or partly responsible for the occurrence of the accident.”4-15   

 

Table 4-9
CATA SFY 2022 Safety Performance Targets

 

CATA Mode

 Fatalities Target

 Fatality

Rate Target1

Injuries Target

Injury Rate Target1

Safety Events Target

Safety Event
Rate

Target1

System Reliabilty Target2

Fixed- Route Bus 0.0 0.0 1.0 0.5 2.5 1.5 70,000.0
Demand Response 0.0 0.0 1.0 0.5 1.5 1.0 135,000.0

Note: Values have been rounded to the nearest tenth.

1 Fatality, injury, and safety event rates are expressed per one hundred thousand VRM.

2 The system reliability measure is expressed as mean VRM traveled per major mechanical failure.

CATA = Cape Ann Transportation Authority. SFY = state fiscal year. MPO = metropolitan planning organization. VRM = vehicle-revenue miles.

Source: CATA and the Boston Region MPO staff.

 

MWRTA Safety Targets

Like CATA, MWRTA monitors performance and sets federally required targets for fixed-route bus service and demand response services. According to averages calculated using SFYs 2017–21 data, MWRTA’s demand response system runs about 909,000 VRM annually, and its fixed-route bus system runs about 1,149,000 VRM annually.4-16 Table 4-10 shows SFY 2017–21 averages for the federally required transit safety measures for MWRTA’s transit services. MPO staff gathered this information from the NTD’s Monthly Modal Time Series data files (for fatalities, injuries, and safety events), its Major Safety Events time series data files (for safety events), its Annual Database Vehicle Maintenance files (for major mechanical failures), and its Monthly Module Adjusted Data Release (for VRM).4-17   

Table 4-10
Past Safety Performance Data for
MWRTA Transit Services (SFYs 2017–21 Averages)

 

MWRTA Mode

Average  Fatalities

Average Fatality

Rate1

 

Average

Injuries

Average Injury Rate1

Average Safety Events

Average Safety Event Rate1

Average

System Reliabilty Value2

Fixed- Route Bus 0.00 0.00 0.00 0.00 0.60 0.05 101,030.13
Demand Response 0.00 0.00 0.60 0.06 1.40 0.14 145,324.63

Note: Values have been rounded to the nearest hundredth.

1 Fatality, injury, and safety event rates are expressed per one hundred thousand VRM.
2 The system reliability measure is expressed as mean VRM traveled per major mechanical failure.

MPO = metropolitan planning organization. MWRTA = MetroWest Regional Transit Authority. SFY = state fiscal year. VRM = vehicle-revenue miles.

Sources: MWRTA, the National Transit Database, and the Boston Region MPO staff.


Table 4-11 provides a summary of MWRTA’s SFY 2022 performance targets, which include fatality, injury, and safety event rates expressed per one hundred thousand VRM. MWRTA set its transit safety performance targets by reviewing historic safety data for its fleet and by planning to operate as safely as possible and by proactively addressing hazards as they are identified. MWRTA’s review of past data also accounted for the number of preventable accidents on its system in recent years. On its fixed-route system, MWRTA had 16 preventable accidents in SFY 2019, 10 in SFY 2020, and nine in SFY 2021. On its demand response system, it had 18 preventable accidents in SFY 2019, 10 in SFY 2020, and three in SFY 2021. MWRTA also considered the risk potential for different types of injuries on its systems when setting targets.


 

Table 4-11
MWRTA SFY 2022 Safety Performance Targets

 

MWRTA Mode

 Fatalities Target

 Fatality

Rate Target1

Injuries Target

Injury Rate Target1

Safety Events Target

Safety Event
Rate

Target1

System Reliability Target2

Fixed- Route Bus 0.00 0.00 12.00 1.00 18.00 1.50 75,000.00
Demand Response 0.00 0.00 8.00 1.00 12.00 1.50 75,000.00

Note: Values have been rounded to the nearest hundredth.

1 Fatality, injury, and safety event rates are expressed per one hundred thousand VRM.
2 The system reliability measure is expressed as mean VRM traveled per major mechanical failure.

MPO = metropolitan planning organization. MWRTA = MetroWest Regional Transit Authority. SFY = state fiscal year. VRM = vehicle-revenue miles.

Source: MWRTA and the Boston Region MPO.

 

Near-Term Investments Supporting Transit Safety Performance

During FFY 2022, the MBTA, MWRTA, and CATA plan to make a number of investments that may enhance transit safety performance, which could support their ability to meet current performance targets. The MBTA plans to overhaul locomotives and to improve facilities to support safety performance, including Oak Grove, Symphony, and Winchester Stations; the parking garages at Braintree and Quincy Adams Stations; Worcester’s Union Station; Wollaston Station and the Quincy Center Garage. It also plans to improve power and signal systems and rail infrastructure, particularly through its Green Line Train Protection project, which involves the installation of equipment for a train-monitoring system that will determine allowable separation and prevent vehicles from passing a red signal. Other safety-related MBTA investments include those in its Bridge and Tunnel Program, such as replacement of several bridges, including the Gloucester and Saugus drawbridges, and inspection and rehabilitation of MBTA tunnels.

Also during FFY 2022, CATA will use its federal and state dollars to fund preventative maintenance activities and capital maintenance items. MWRTA will replace revenue vehicles and invest in improvements to its Blandin terminal facility and the operations center at the commuter rail station in Framingham, which it manages and maintains under contract with the MBTA. These types of investments help keep RTA assets in a state of good repair, which in turn support safe and reliable transit service.

TIP Investments Supporting Transit Safety Performance

Undesirable safety outcomes on transit systems—such as fatalities, injuries, collisions or other unsafe events—can result from a variety of factors, such as human error and asset condition. As previously mentioned, the Safety Management Systems (SMS) that transit agencies implement rely upon a combination of strategies and processes, some of which relate to transit asset management (TAM). For example, the asset condition data that agencies collect and the analyses they perform as part of TAM can help identify potential safety issues, assess risks, and develop proactive responses. Meanwhile, safety risk assessment and monitoring can inform the amount of resources transit agencies put towards TAM and the way they prioritize specific assets for repair or replacement.4-18  

MassDOT and the transit agencies in the Boston region account for safety when selecting projects for capital investment programs, including the TIP. MassDOT includes safety as part of its Reliability priority area and sizes investment programs to support MBTA and RTA asset condition based on data on performance and asset condition. Safety issues are also considered at the level of individual investments. For example, members of the MBTA Safety team review all candidate projects to determine whether they may address documented existing or potential safety hazards, safety regulatory mandates, or corrective actions.

The Boston Region MPO’s FFYs 2023–27 Regional Target investments include improvements at the MBTA’s Lynn Station, which serves bus and commuter rail passengers and at the MBTA’s Forest Hills Station, which serves Orange Line, bus, and commuter rail passengers. These projects are funded through the MPO’s Transit Modernization investment program. The Lynn Station improvements include reconstruction of the existing rail platform, construction of two new elevators, new stairways, and lighting upgrades among other improvements. The Forest Hills Station improvements include construction of one new elevator; replacement of three existing elevators; accessibility improvements, such as compliant ramps and accessible restrooms; and upgrades to life safety infrastructure, wayfinding, signage, and the station roof. These improvements support safe conditions within these stations, which may support improved safety outcomes for MBTA modes.

In addition to these station improvements, MPO-funded corridor and intersection projects can also help improve safety outcomes for bus and paratransit services by making the region’s roadways safer for all users. The MPO has also set aside $5.5 million per year in its Transit Modernization investment program starting in FFY 2025. While the MPO continues to work with MassDOT and the region’s transit agencies to define the scope of this program, in October 2020 the MPO established baseline transit safety evaluation criteria for this program, which mirror the evaluation criteria used by the MBTA. More details about these criteria are included in Appendix A.

The FFYs 2023–27 TIP also specifies the MBTA’s, MWRTA’s, and CATA’s planned capital investments, which support improvements in safety outcomes, asset condition, and system reliability. Because of the timing of these investments, they are not expected to affect the MPO’s current transit safety performance targets; however, they are expected to help improve performance on these measures over time. In addition to funding Lynn Station and Forest Hills Station improvements along with the Boston Region MPO, the MBTA plans to improve a number of its stations, as described in the System Preservation and Modernization section of this chapter. Other Blue Line improvements will include rebuilding the Long Wharf emergency egress and improving track and tunnel infrastructure and communication rooms.

In addition to these investments, the MBTA will overhaul hybrid and compressed-natural-gas buses, Blue Line vehicles, and streetcar-type vehicles that serve the Mattapan High Speed Line; and it will fund maintenance for components of Red, Orange, and Blue Line vehicles. It will continue to support an ongoing overhaul program for its ferryboats. It also plans to improve rail infrastructure, particularly through its Green Line Train Protection project. Other planned MBTA investments include those in its Bridge and Tunnel Program, which will support bridge design, repair, inspection, rehabilitation, and replacement. This program also supports inspection and rehabilitation of tunnels systemwide. Collectively, these projects will help improve safety on multiple MBTA modes.
CATA and MWRTA also plan to make investments that will support safety.  CATA will continue to use its federal and state dollars to fund preventative maintenance activities, improve its administration and maintenance facility, and purchase new revenue vehicles to replace those that have reached the end of their useful life. Similarly, MWRTA will continue to purchase replacement vehicles and invest in improvements to its Blandin terminal facility and the intermodal center at the commuter rail station in Framingham. MWRTA’s planned facilities investments during the FFYs 2023–27 include a new body shop to support efficient and cost-effective repair of its vehicles. Transit agency investments are also discussed in the System Preservation and Modernization Performance section of this chapter and additional details about these investments are available in Chapter 3.

Future Activities to Improve and Monitor Safety Performance

Going forward, the MPO will work with its planning partners and other stakeholders to better understand and measure safety performance and to invest in projects that will reduce fatalities, injuries, and other negative safety outcomes as much as possible. In the future, the MPO will

 

System Preservation and Modernization Performance

Relevant Goals, Policies, and Plans

Another of the MPO’s goals is to maintain and modernize the transportation system and plan for its resiliency. System preservation and modernization policies for the Boston region apply to bridges, pavement, sidewalks, and transit system assets. They address existing maintenance and state-of-good-repair needs, necessary updates to infrastructure to meet customer needs, and preparations for existing or future extreme conditions such as sea level rise and flooding.

The MPO’s Regional Target projects support asset condition improvements, which complement MassDOT’s and transit agencies’ more extensive state-of-good-repair and modernization projects. MassDOT uses information from its internal asset management systems to guide decisions about asset maintenance and modernization and considers investment priorities from its TAMP.4-19 The TAMP is a federally required risk-based asset management plan that includes asset inventories, condition assessments, and investment strategies to improve the condition and performance of the NHS, particularly its bridges and pavements. Similarly, transit agencies that receive FTA funding must produce TAM plans that describe transit system assets and their condition, along with the tools and investment strategies these agencies will use to improve these assets.4-20

Roadway Asset Condition Performance Measures and Targets

Bridge Condition Measures and Targets

To meet federal performance monitoring requirements, states and MPOs must track and set performance targets for the condition of bridges on the NHS, a network that includes the Interstate Highway System and other roadways of importance to the nation’s economy, defense, and mobility.

As noted in Table 4-3, FHWA bridge condition performance measures include the following:

These performance measures classify NHS bridge condition as good or poor based on the condition ratings of three bridge components: the deck, the superstructure, and the substructure. The lowest rating of the three components determines the overall bridge condition. The measures express the share of NHS bridges in a certain condition by deck area, divided by the total deck area of NHS bridges in the applicable geographic area (calculated for state or MPO region).

Table 4-12 shows performance baselines for NHS bridge condition in Massachusetts and the Boston region, which were calculated around the time that the Commonwealth set its initial targets in 2018. Using 2017 data, MassDOT determined that Massachusetts had 2,246 NHS bridges. MassDOT analyzed those bridges to understand their current condition with respect to the federal bridge-condition performance measures. In 2018, the Boston Region MPO performed a similar analysis on the 859 NHS bridges in the region at that time. According to these baseline values, the Boston region had a larger share of NHS bridge deck area considered to be in good condition and a slightly smaller share of NHS bridge deck area considered to be in poor condition, compared to Massachusetts overall.

 

Table 4-12
NHS Bridge Condition Baselines for Massachusetts and the Boston Region

Geographic Area

Total NHS Bridges

Total NHS Bridge Deck Area (square feet)

Percent of NHS Bridge Deck Area in Good Condition

Percent of NHS Bridge Deck Area in PoorCondition

Massachusetts1 2,246 29,457,351 15.2% 12.4%
Boston Region2 859 14,131,094 19.2% 11.8%

1 Massachusetts baseline data is based on a MassDOT analysis conducted in 2018.

2 Boston region comparison data is based on a Boston Region MPO analysis conducted in 2018.

Massachusetts Department of Transportation = MassDOT. MPO = metropolitan planning organization. NHS = National Highway System.
Sources: MassDOT and the Boston Region MPO staff.

 

States must set performance targets for these NHS bridge and pavement condition measures at two-year and four-year intervals. Table 4-13 shows the baseline Massachusetts value discussed in Table 4-12 and MassDOT’s current NHS bridge performance targets, which it established in 2018. The two-year target reflects conditions as of the end of CY 2019, and the four-year target reflects conditions as of the end of CY 2021. These targets reflect the bridge condition MassDOT anticipated based on historic trends and planned bridge investments. As shown in the table, MassDOT anticipated that there would be a small increase in the share of NHS bridge deck area in good condition by the end of CY 2021, while it expected that the share of NHS bridge deck area in poor condition in CY 2021 would be slightly lower than the baseline.

Table 4-13 also shows 2019 bridge condition values that appear in MassDOT’s TAMP. The Massachusetts TAMP reported that as of 2019, Massachusetts had 2,263 bridges on the NHS, which had a combined deck area of approximately 29,660,000 square feet.4-21 These values account for changes in the total number and deck area of NHS bridges since MassDOT calculated its baseline values using 2017 data, which may be a function of bridge improvement activities or other factors. It states that “approximately 44 percent (2,263 bridges) of the Massachusetts National Bridge Inventory (NBI) are on the NHS; however, due to the geometric requirements of the higher speed and multilane facilities typified by the NHS, over 70 percent of the bridge area is located on the NHS.”4-22 The overwhelming majority of Massachusetts’ NHS bridges, by count, were owned by MassDOT (approximately 96 percent), followed by municipalities (three percent), and a combination of the MBTA, Massachusetts Port Authority (Massport), and the Massachusetts Department of Conservation and Recreation (DCR) (less than one percent). Using 2020 data from the MassDOT Highway Division Bridge Inspection Management System, MPO staff produced similar estimates pertaining to the 862 NHS bridges in the Boston region at that time (which account for changes in NHS bridge count and deck area since baseline values were calculated in 2018). Most of these bridges were owned by MassDOT (96 percent), about four percent were owned by municipalities, and less than one percent were owned by other entities. The MassDOT or municipally owned NHS bridges in the Boston region had a combined deck area of approximately 14,123,000 square feet, which accounted for 48 percent of NHS bridge deck area in Massachusetts.

Finally, Table 4-13 shows MassDOT’s long-term targets for these NHS bridge condition measures, which can be viewed as state-of-good-repair targets.4-23 In its 2019 TAMP, MassDOT also set a long-term target of less than 10 percent for the percent of NBI bridges statewide whose overall condition would be considered poor. USDOT has established 10 percent as a threshold for NHS bridge deck area that is in poor condition, and departments of transportation for states that exceed that threshold must direct a defined minimum amount of National Highway Performance Program (NHPP) funding toward improving NHS bridges. Because more than 10 percent of Massachusetts NHS bridge deck area has been in poor condition, MassDOT continues to program this minimum amount.

 

Table 4-13
Massachusetts NHS Bridge Condition Targets

Federally Required Bridge Condition Performance Measure

Baseline

2019 Value*

Two-Year Target
(CY 2019)

Four-Year Target
(CY 2021)

MA Long Term Target

Percent of NHS Bridges [by deck area] that are in good condition

15.2%

16.1%

15.0%

16.0%

>18%

Percent of NHS Bridges [by deck area] that are in poor condition

12.4%

12.5%

13.0%

12.0%

< 10%

* The 2019 values for bridge condition are as of July 1, 2019. These values are published in the 2019 MassDOT Transportation Asset Management Plan.
MassDOT = Massachusetts Department of Transportation. MPO = metropolitan planning organization. NHS = National Highway System.
Sources: MassDOT and the Boston Region MPO staff.

 

MPOs are required to set four-year NHS bridge performance targets by either electing to support state targets or setting separate quantitative targets for the region. The Boston Region MPO elected to support MassDOT’s four-year targets for these measures in November 2018. This approach reflects the ways that each entity supports NHS and other bridge improvements in the Boston region. The MPO’s Regional Target program typically makes modest contributions to bridge improvements in the Boston region, while the MassDOT Bridge Program remains the region’s primary funding source for replacement or rehabilitation of substandard bridges.

Pavement Condition Performance and Targets

As with NHS bridges, USDOT’s performance-management framework requires states and MPOs to monitor and set targets for the condition of pavement on NHS roadways.  According to the 2020 Massachusetts’ Road Inventory Year End Report, 10,468 lane-miles (about 14 percent of statewide lane mileage) are part of the NHS.4-24 This includes 3,190 lane-miles on the Interstate System and 7,277 lane miles of non-Interstate NHS roadways. All Interstate roadways in Massachusetts are owned by MassDOT, which also owns 4,493 lane-miles (62 percent) of non-Interstate NHS roadways. Of the 2,781 lane-miles remaining, 2,567 lane-miles (92 percent) are owned by municipalities, while another 214 lane-miles (eight percent) are owned by a combination of DCR, Massport, state institutions (e.g., colleges and universities), and the federal government.

Within the Boston region, 3,706 lane-miles (16 percent all of roadway lane-miles) are part of the NHS. Of these, 1,170 lane-miles (32 percent) are on the Interstate System, which is owned by MassDOT. Of the 2,536 non-Interstate NHS roadway lane-miles, 1,223 lane-miles (48 percent) are owned by MassDOT, 1,104 lane-miles (44 percent) are owned by municipalities, and 207 lane miles (eight percent) are owned by other entities.

Applicable federal performance measures for NHS pavements, which are also listed in Table 4-3, include the following:

The Interstate performance measures classify Interstate pavements as in good or poor condition based on the pavements’ International Roughness Index (IRI) value and one or more pavement distress metrics (cracking and/or rutting and faulting) depending on the pavement type (asphalt, jointed concrete, or continuous concrete). FHWA sets thresholds for each metric that determine whether the metric value is good, fair, or poor, along with thresholds that determine whether the pavement segment as a whole is considered to be in good or poor condition. Non-Interstate NHS pavements are subject to the same thresholds for IRI values. As of 2020, states are required to collect both IRI data and values for complementary distress metrics for non-Interstate NHS pavements, which will be incorporated into future performance monitoring.

MassDOT tracks the condition of roadways in Massachusetts, including NHS network, through its Pavement Management Program.

In 2018, MassDOT established performance targets for these NHS pavement condition performance measures. As with the NHS bridge condition performance targets, the two-year target reflects conditions as of the end of CY 2019, and the four-year target reflects conditions as of the end of CY 2021. While MassDOT has collected IRI data in past years, these federally required performance measures also require other types of distress data that have not previously been required as part of pavement-monitoring programs.4-25 At the time of target setting, MassDOT noted that setting targets for these pavement-condition measures is challenging given the lack of complete historic data. MassDOT’s approach when setting targets was to use past pavement indicators to identify trends and to set conservative targets. Table 4-14 shows MassDOT’s performance targets for these measures along with baseline data as of 2017 and updated data as of early 2019.

 

Table 4-14
Massachusetts NHS Pavement Condition Targets

Federally Required Pavement Condition Performance Measure1

2017
Measure Value (Baseline)

2019
Value
2

Two-Year Target
(CY 2019)

Four-Year Target
(CY 2021)

Percent of Interstate Highway System pavements that are in good condition1 74.2% 70.1% 70.0% 70.0%
Percent of Interstate Highway System pavements that are in poor condition 0.1% 0.3% 4.0% 4.0%
Percent of non-Interstate NHS pavements that are in good condition 32.9% 32.9%3 30.0% 30.0%
Percent of non-Interstate NHS pavements that are in poor condition 31.4% 31.4%3 30.0% 30.0%

1 For the first federal performance monitoring period (CY 2018–21), the Federal Highway Administration only required states to report four-year targets for pavement condition on the Interstate Highway System. MassDOT developed both two-year and four-year targets for internal consistency.

2 The 2019 values for pavement condition are as of January 1, 2019. These values are published in the 2019 MassDOT Transportation Asset Management Plan (2019).
3These values reflect the International Roughness Index only.
CY = calendar year. MassDOT = Massachusetts Department of Transportation. MPO = metropolitan planning organization. NHS = National Highway System.
Sources: MassDOT and the Boston Region MPO staff.

 

As with NHS bridge condition performance measures, MPOs are required to set four-year Interstate and non-Interstate NHS pavement-condition performance targets by either supporting state targets or setting separate quantitative targets for the region. The Boston Region MPO elected to support MassDOT’s four-year targets for these NHS pavement-condition measures in November 2018. The MPO will work with MassDOT to meet these targets through its Regional Target investments. This approach reflects the ways that each entity supports NHS and other pavement improvements in the Boston region. The MPO’s policy has been to not use Regional Target funds for projects that only resurface pavement. MassDOT’s pavement-improvement programs, along with its other corridor and intersection improvement programs, provide the majority of funding for pavement improvements in the Boston region. However, the MPO does fund roadway reconstruction projects that include pavement improvements in addition to other design elements, and through this process the MPO will work with MassDOT to make progress towards these NHS pavement-condition targets. 

TIP Investments Supporting Roadway Asset Condition

When prioritizing capital investments for the TIP, the MPO uses its project-evaluation criteria to assess how well each project funded with Regional Target dollars may help maintain or modernize the Boston region’s roadway infrastructure. The MPO’s criteria award points to projects that improve substandard bridges, pavement, sidewalks, and signals, or that improve the network’s ability to support emergency response and respond to extreme conditions.4-26 In October 2020, the MPO adopted an updated set of project selection criteria that

More information about the MPO’s current TIP criteria is available in Appendix A.  

Table 4-15 displays metrics that describe how the MPO’s FFYs 2023–27 Regional Target projects are expected to improve infrastructure on the region’s roadways. MPO staff developed estimated values for these metrics using available data from MassDOT’s Bridge Inventory and Road Inventory files; project proponent information such as functional design reports; results from TIP project evaluations; and other sources. The MPO expects that these FFYs 2023–27 investments will help make progress towards statewide NHS bridge and pavement condition targets and will also help improve the overall condition of the region’s roadways and bridges and address resiliency needs.

 

Table 4-15
 Regional Target Projects: Roadway System Preservation and Modernization Performance Metrics

 

Metric

Value

Bridge structures improved 9 structures
NHS bridge structures improved 6 structures
New bridge structures to be constructed 5 structures
Lane-miles of substandard pavement improved1 78 lane-miles
Lane-miles of substandard NHS pavement improved1 44 lane-miles
Miles of substandard sidewalk improved 35 miles
Projects that improve emergency response 25 projects
Projects that improve the ability to respond to extreme weather or climate conditions 17 projects
Transit stations improved 2 stations

Note: Community Connections projects do not include system preservation and modernization elements and are not included in this table.
1 Substandard pavement and sidewalk designations are based on data provided by MassDOT and project proponents and on MPO assessments conducted for TIP evaluations. The estimated lane-miles of substandard NHS pavement improved is based on the pavement condition assessment for the project and the MPO’s assessment of the portion of the project on the NHS. The IRI thresholds used to classify pavement are based on TIP criteria approved in October 2020: less than 95 (good), 95 to 170 (fair or substandard), greater than 170 (poor or substandard).

FFY = federal fiscal year. IRI = International Roughness Index. MassDOT = Massachusetts Department of Transportation. MPO = metropolitan planning organization. NHS = National Highway System.
Source: MassDOT and the Boston Region MPO staff.

 

Many of MassDOT’s FFYs 2023–27 TIP investments address bridge and pavement condition. Through its bridge-related programs and earmark or discretionary sources, MassDOT’s will fund 44 projects that will improve or replace 75 bridge structures, 48 of which are NHS bridge structures. This includes a project to rehabilitate the Commonwealth Avenue (Route 30) bridge over the Charles River, which is jointly funded by MassDOT and the Boston Region MPO.

In addition to the bridge investments, MassDOT will fund continued work to improve the Sumner Tunnel beneath Boston Harbor. Meanwhile, MassDOT’s Interstate pavement investments will improve pavement on Interstate 93 in Boston, Canton, Medford, Milton, Quincy, Randolph, Reading, Somerville, Stoneham, Winchester, and Woburn. Meanwhile, its non-Interstate pavement investments includes eight projects that will improve pavements on MassDOT-owned NHS roadways in 11 Boston region municipalities. Overall, these projects are expected to help MassDOT make progress toward its NHS bridge and pavement performance targets by addressing condition gaps identified in its 2019 TAMP, as well as generally improve the bridge and pavement condition in the Boston region.

Chapter 3 describes the funding that MassDOT will commit to the projects in the Boston region. Projects in MassDOT’s other Reliability and Modernization programs—including its Intersection Improvements, Roadway Improvements, Roadway Reconstruction, and Safety Improvements programs—include elements that will improve pavement and roadway infrastructure condition in the Boston region.

Transit System Asset Condition Performance Measures and Targets

Through its Transit Asset Management rule, which focuses on achieving and maintaining a state of good repair for the nation’s transit systems, FTA requires transit agencies to submit progress reports and updated performance targets for federally required TAM performance measures. These relate to transit rolling stock, nonrevenue service vehicles, facilities, and rail fixed-guideway infrastructure. Transit agencies develop these performance targets based on their most recent asset inventories and condition assessments, along with their capital investment and procurement expectations, which are informed by their TAM plans.The MBTA, MWRTA, and CATA share their asset inventory and condition data and their performance targets with the Boston Region MPO, so that the MPO can monitor and set TAM targets for the Boston region. The MPO revisits its targets in these performance areas each year when updating its TIP.

The following sections discuss the MPO’s current performance targets (adopted in March 2022) for each of the TAM performance measures, which are listed in Table 4-2. These performance targets reflect the MBTA’s, CATA’s, and MWRTA’s SFY 2022 TAM performance targets (for July 2021 through June 2022). After consulting with the MBTA, CATA, and MWRTA, MPO staff has aggregated or reorganized some target information provided by these transit agencies for particular asset subgroups. When compared to SFY 2021 performance, the SFY 2022 TAM targets described in Tables 4-16 through 4-19 may reflect changes in the overall number of assets in each transit category, past or planned asset replacement or repair, other factors depending on the asset type, or a combination of these factors. These performance values and targets may also reflect some recent updates to data or the reclassification of assets into different categories.

Rolling Stock and Equipment Vehicles

FTA’s TAM performance measure for evaluating whether rolling stock (vehicles that carry passengers) and equipment vehicles (service support, maintenance, and other nonrevenue vehicles) are in a state of good repair is the percent of vehicles that meet or exceed their useful life benchmark (ULB). This performance measure uses vehicle age as a proxy for state of good repair (which may not necessarily reflect actual asset condition or performance), with the goal being to bring this value as close to zero as possible. FTA defines ULB as “the expected lifecycle of a capital asset for a particular transit provider’s operating environment, or the acceptable period of use in service for a particular transit provider’s operating environment.”4-27 For example, FTA’s default ULB value for a bus is 14 years.4-28 For its SFY 2022 targets, the MBTA has used FTA default ULBs for all vehicle types except for paratransit autos and vans, some articulated buses, and some light rail vehicles, which are measured using MBTA-defined ULBs. The MWRTA uses FTA default ULBs for vans and equipment vehicles (excluding automobiles) and uses ULBs from MassDOT’s Fully Accessible Vehicle Guide for its cutaway vehicles and automobiles.4-29 CATA uses useful life criteria as defined in FTA Circular 5010.1E (Award Management Requirements) for ULB values for its vehicles.4-30

Table 4-16 describes SFY 2021 baselines and the MPO’s SFY 2022 targets for rolling stock. As shown below, the MBTA, CATA, and MWRTA are improving performance for a variety of rolling-stock-vehicle classes. Transit agencies can make improvements on this measure by expanding their rolling-stock fleets or replacing vehicles within those fleets.

 

Table 4-16
SFY 2021 Performance and SFY 2022 Targets for Transit Rolling Stock

 

 

 

SFY 2021 Performance
(as of June 30, 2021)

SFY 2022 Targets
(as of June 30, 2022)

Agency

Asset Type

Number of Vehicles

Number of Vehicles
Meeting or Exceeding ULB

Percent of Vehicles
Meeting or Exceeding ULB

Expected Number of Vehicles

Expected Number of Vehicles
Meeting or Exceeding ULB

Target Percent of Vehicles
Meeting or Exceeding ULB

MBTA Buses1 1,198 300 25% 1,210 300 25%
MBTA Light Rail Vehicles1 227 0 0% 223 0 0%
MBTA Vintage Trolleys2 7 7 100% 7 7 100%
MBTA Heavy Rail Vehicles 472 252 53% 494 252 51%*
MBTA Commuter Rail Locomotives 102 24 24% 102 20 20%*
MBTA Commuter Rail Coaches 401 33 8% 401 33 8%
MBTA Ferry Boats3 3 0 0% 3 0 0%
MBTA Paratransit Vehicles4 674 264 39% 728 138 19%*
CATA Buses 8 2 25% 8 2 25%
CATA Cutaway Vehicles5 21 0 0% 21 0 0%
CATA Trolleys (simulated)6 2 2 100% 2 2 100%
MWRTA Automobiles7 8 8 100% 0 0 0%*
MWRTA Vans8 3 0 0% 8 0 0%
MWRTA Cutaway vehicles 5,7 104 13 13% 104 26 25%

* The SFY 2022 target anticipates improved performance compared to SFY 2021 performance.
1
The ULBs for the Neoplan AN460L articulated bus fleet and Type 7 light rail vehicle fleet have been updated since the previous report due to life-extending overhauls.

2 MBTA vintage trolleys are used on the Ashmont-Mattapan High Speed Line.
3 One of the MBTA’s four ferryboats will be out of active service and in overhaul into SFY 2023.
4
The MBTA’s The RIDE paratransit vehicle data and target reflect automobiles and vans.
5
The NTD defines a cutaway vehicle as a vehicle in which a bus body is mounted on a van or light-duty truck chassis, which may be reinforced or extended. CATA uses these vehicles to provide fixed-route and demand response service.
6 Simulated trolleys, also known as trolley-replica buses, have rubber tires and internal combustion engines, as opposed to steel-wheeled trolley vehicles or rubber-tire trolley buses that draw power from overhead wires.
7
MWRTA uses cutaway vehicles to provide fixed-route and demand response service
. Automobiles have been removed from MWRTA’s rolling stock inventory.
8
MWRTA’s vans are used to provide demand response service.
CATA = Cape Ann Transportation Authority. MBTA = Massachusetts Bay Transportation Authority.
MPO = metropolitan planning organization. MWRTA = MetroWest Regional Transit Authority. NTD = National Transit Database. SFY = state fiscal year. ULB = Useful Life Benchmark.

Source: CATA, MBTA, MWRTA, and Boston Region MPO staff.

 

The MBTA’s planned SFY 2022 investments in revenue vehicles include ongoing replacements for the bus fleet and The RIDE paratransit fleet, the continuation of its ferryboat overhaul program, commuter rail locomotive and coach overhauls, and continued procurement of Red and Orange Line (heavy rail) vehicles and Green Line Type 9 vehicles. During FFY 2022, MWRTA will receive federal funds to replace cutaway revenue vehicles.

Table 4-17 shows SFY 2021 baselines and the MPO’s SFY 2022 targets for transit-equipment vehicles. MPO staff has aggregated targets for nonrevenue vehicle subtypes for each of the three transit agencies. Similar to transit rolling stock, transit agencies can make improvements on these measures by expanding their fleets or replacing vehicles within those fleets. The MBTA notes that some of its equipment vehicles are stored indoors and used sporadically, and therefore can perform adequately even well beyond their ULBs. Also, the MBTA’s nonrevenue vehicle program focuses on replacing the vehicles that have the highest impact on service, including those used for winter response and track maintenance, which may not always be the oldest vehicles in the fleet.

 

Table 4-17
SFY 2021 Performance and SFY 2022 Targets
for Equipment (Nonrevenue Vehicles)

 

 

 

SFY 2021 Performance
(as of June 30, 2021)

SFY 2022 Targets
(as of June 30, 2022)

Agency

Asset Type

Number of Vehicles

Number of Vehicles
Meeting or Exceeding ULB

Percent of Vehicles
Meeting or Exceeding ULB

Expected Number of Vehicles

Expected Number of Vehicles
Meeting or Exceeding ULB

Target Percent of Vehicles
Meeting or Exceeding ULB

MBTA All Equipment 1,561 289 19% 1,527 328 21%
CATA All Equipment 3 3 100% 3 3 100%
MWRTA All Equipment 10 5 50% 10 5 50%

CATA = Cape Ann Transportation Authority. MBTA = Massachusetts Bay Transportation Authority. MPO = metropolitan planning organization. MWRTA = MetroWest Regional Transit Authority. SFY = state fiscal year. ULB = Useful Life Benchmark.

Source: CATA, MBTA, MWRTA, and Boston Region MPO staff.

The MBTA’s planned SFY 2022 investments in non-revenue vehicles include procurement of truck or rubber tire vehicles to support South Coast Rail and replacement of some aging vehicles in the Transit Police fleet.

Facilities

FTA assesses the condition for passenger stations, parking facilities, and administrative and maintenance facilities to determine if they are in a state of good repair by using the FTA Transit Economic Requirements Model (TERM) scale, which generates a composite score based on assessments of facility components. Facilities with scores below three are considered to be in marginal or poor condition (though this score is not a measure of facility safety or operational performance). The goal is to bring the share of facilities that meet this criterion to zero. Infrastructure projects focused on individual systems may improve performance gradually, while more extensive facility improvement projects may have a more dramatic effect on a facility’s TERM scale score.

Table 4-18 shows SFY 2021 measures and the MPO’s SFY 2022 targets for MBTA, CATA, and MWRTA facilities.

Table 4-18
SFY 2021 Performance and SFY 2022 Targets for Facilities

 

 

 

SFY 2021 Performance
(as of June 30, 2021)

SFY 2022 Targets
(as of June 30, 2022)

 

Agency

Asset Type

Number of Facilities

Number of Facilities Rated Less than 3 on the FTA’s Term Scale

Percent of Facilities 
Rated Less than 3 on the FTA’s Term Scale

Expected Number of Facilities

Expected Number of Facilities Rated Less than 3 on the FTA’s Term Scale

Target Percent of Facilities Rated Less than 3 on the FTA’s Term Scale

MBTA Passenger/
Parking Facilities1,2,3
386 32 8% 390 30 8%
MBTA Administrative/ Maintenance Facilities1,3 420 207 45% 420 184 44%*
CATA Administrative/Maintenance Facilities 1 0 0% 1 0 0%
MWRTA Administrative/Maintenance Facilities 1 0 0% 1 0 0%

* The SFY 2022 target anticipates improved performance compared to SFY 2021 performance.
1 The MBTA reports performance targets for facilities with a baseline consistent assessment, and continues to undertake physical condition assessments for all facilities.

2 The SFY 2022 targets for Passenger and Parking Facilities account for the consolidation of four existing Green Line passenger facilities into two new stations in late 2021, as well as the opening of six new stations associated with the Green Line Extension in spring 2022.

3 In response to FTA guidance, the SFY 2021 measure and SFY 2022 target reflect an expanded accounting of facilities compared to previous years, now including pump rooms and other facility assets that are sections of a larger facility.

CATA = Cape Ann Transportation Authority. FTA = Federal Transit Administration. MBTA = Massachusetts Bay Transportation Authority. MPO = metropolitan planning organization. MWRTA = MetroWest Regional Transit Authority. SFY = State Fiscal Year. TERM= Transit Economic Requirements Model.

Source: CATA, MBTA, MWRTA, and Boston Region MPO staff.

 

The MBTA’s activities in SFY 2022 to improve facilities include rehabilitating the Braintree and Quincy Adams garages; improving commuter rail stations, including Natick Center and Winchester Center Stations; implementing the Green Line Extension and B Branch Station Consolidation project; and making ongoing improvements to bus and rail facilities. CATA will continue to maintain and improve its facility, while MWRTA will continue to improve and enhance its Blandin terminal and the operations center at the commuter rail station in Framingham.

Fixed-Guideway Infrastructure

Table 4-19 describes SFY 2021 baselines and SFY 2022 targets for infrastructure condition, specifically rail fixed-guideway condition. The MBTA is the only transit agency in the Boston region with this asset type. The performance measure that applies to these assets is the percentage of track that is subject to performance or speed restrictions. The MBTA samples the rack segments with speed restrictions throughout the year. These performance restrictions reflect the condition of track, signal, and other supporting systems, which the MBTA can improve through maintenance, upgrades, and replacement and renewal projects. Again, the goal is to bring the share of MBTA track systems subject to performance restrictions to zero.

 

Table 4-19
SFY 2021 Performance and SFY 2022
MBTA Targets for Infrastructure (Fixed Guideway)

 

 

SFY 2021 Performance
(as of June 30, 2021)

SFY 2022 Targets
(as of June 30, 2022)

Asset Type Number of Miles Number of Miles with Performance Restrictions Percent of Miles with Performance Restrictions Expected Number of Miles Expected Number of Miles with Performance Restrictions Target Percent  of Miles with Performance Restrictions
MBTA Transit Fixed Guideway1,2  130.23  4.53 3%                  134.53 2.90 2%*
MBTA Commuter Rail Fixed Guideway 663.84 24.75 4% 663.84 15.50 2%*

Note: For this performance measure, the term “miles” refers to “directional route miles,” which represents the miles managed and maintained by the MBTA with respect to each direction of travel (for example, northbound and southbound), and excludes nonrevenue tracks such as yards, turnarounds, and storage tracks. The baseline and target percentages represent the annual average number of miles meeting this criterion over the 12-month reporting period.
* The SFY 2022 target anticipates improved performance compared to SFY 2021 performance.
1 The MBTA’s Transit Fixed Guideway information reflects light rail and heavy rail fixed guideway networks.

2 The SFY 2022 target for transit fixed guideway includes the 4.3 new miles of light rail route miles associated with the Green Line Extension project.

MBTA = Massachusetts Bay Transportation Authority. MPO = metropolitan planning organization. SFY = state fiscal year.

Source: CATA, MBTA, MWRTA, and Boston Region MPO staff.

 

The MBTA’s SFY 2022 fixed-guideway infrastructure investments include continued implementation of the Positive Train Control and the Automated Train Control projects; Red and Orange Line track work, Green Line Extension and D Branch track improvements; and ongoing investment on the Framingham/Worcester, Newburyport/Rockport, and Haverhill commuter rail lines. Per the Federal Railroad Administration, Positive Train Control is a processor-based and communication based system capable of automatically controlling train speeds and movements should a train operator fail to take appropriate action for the conditions at hand.

TIP Investments Supporting Transit System Asset Condition

Many types of transit investments may affect the TAM vehicle, facility, and fixed-guideway performance measures described in the previous section, because these investments may either improve or replace assets already included in transit agency inventories, or because they may expand those inventories. These investments may improve assets gradually over time by upgrading specific asset subsystems, or they may generate more dramatic changes in performance by overhauling or replacing assets.

The FFYs 2023–27 TIP includes a variety of transit infrastructure improvement initiatives, funded both by the MPO’s Regional Targets and dollars that the MBTA, MWRTA, and CATA program in coordination with MassDOT. Many of the MBTA and CATA investments appear in the priority investment lists these agencies include in their TAM plans. Because of the timing of these investments, they are not expected to affect the MPO’s current (SFY 2022) TAM performance targets; however, they are expected to help improve performance on the TAM measures over time.

Vehicles

During FFYs 2023 to 2027, the MBTA will be investing in vehicles to replace or expand its fleets through its Revenue Vehicles and Bus Programs. These procurements will support more efficient, reliable, and sustainable operations and include the following:

As mentioned in the Safety Performance section of this chapter, the MBTA will also overhaul hybrid and compressed-natural-gas (CNG) buses, Blue Line vehicles, and streetcar-type vehicles that serve the Mattapan High Speed Line. It will continue to support an ongoing overhaul program for its ferryboats. It will also fund activities and procurements to keep its commuter rail locomotives and coaches to ensure that these fleets are resilient and in a state of good repair. Finally, it will allocate funds to planning for future fleet procurements.  

Meanwhile, CATA plans to purchase several buses, including both body-on-chassis and low-floor buses, to replace those that have reached the end of their useful life. The MWRTA plans to purchase cutaway vehicles to replace vehicles that have reached the end of their useful life. Expected purchases include CNG-powered vehicles and electric vehicles. MWRTA will also continue pursuing opportunities to migrate its demand response fleet to fully electric vehicles. Collectively, these investments will help improve the condition of the fleets and make progress with respect to the TAM rolling stock performance measure.

Facilities

During FFYs 2023 to 2027, the MPO will provide Regional Target funding to support improvements to the Lynn and Forest Hills MBTA stations. Many elements of the Lynn Station project will improve its state of good repair, including reconstruction of the existing rail platform, construction of two new elevators, new stairways, and upgraded lighting. This project also includes repairs to the viaduct to the northeast of the station. The Forest Hills Station improvements include elevator replacements, construction of a new elevator and stair tower, accessibility upgrades, platform repairs, and station brightening and wayfinding.

During this timeframe, investments through the MBTA’s Stations and Facilities program will improve specific subsystems or components of facilities, or they will make more extensive repairs or upgrades to bring the facilities into a state of good repair and address ADA accessibility, safety, or other needs. In addition to providing planning funding for the Lynn Station improvements and funding Forest Hills Station improvements along with the MPO, the MBTA will make improvements at

The MBTA will also invest in its administration and maintenance facilities, including by

While MWRTA’s and CATA’s administration and maintenance facilities are currently in a state of good repair, these agencies will continue to maintain and upgrade those facilities during FFYs 2023 to 2027. CATA plans to repave the parking lot of its maintenance and operations facility. MWRTA plans to improve its Blandin Hub facility—including its amenities, back entrance, and support equipment. It plans to invest in a new garage and body shop at that location and enhance the facility’s ability to maintain and manage vehicles. MWRTA will integrate solar energy arrays where possible throughout these projects. MWRTA will fund improvements and enhancements for the intermodal center at the commuter rail station in Framingham. It also plans to fund construction of a parking garage adjacent to this intermodal center, which will be added to its facility inventory in future years. 

Fixed-Guideway Infrastructure

The MBTA’s investments in track signals and systems through its Signals and System Upgrade Program during FFYs 2023 to 2027 will, over time, help reduce the need for performance restrictions on fixed guideways. Projects that address this area include the following:

Other Transit Assets

Other planned MBTA investments during FFYs 2023 to 2027 include those in its Bridge and Tunnel Program, which will support bridge design, repair, inspection, rehabilitation, and replacement, along with tunnel inspection and rehabilitation. For example, this program will support the rehabilitation of the Longfellow Bridge Approach Viaduct, as well as the replacement of the North Station Draw 1 Bridge and the East Street Bridge that carries the Franklin commuter rail line in Dedham. The MBTA will also fund several systemwide initiatives intended to improve the resiliency and state-of-good-repair of its assets, including culvert inspection and rating activities; tunnel flood mitigation, which will harden these assets against storm surges, precipitation, and sea level rise; and ongoing implementation of its Asset Management Program.  

Meanwhile, CATA will invest in shop equipment, software, other capital maintenance items, while MWRTA will invest in bus support equipment, capital maintenance items, and information technology infrastructure. In addition, both agencies will also be funding improvements to their fare-collection systems.

Additional refinements may be made to MBTA, CATA, and MWRTA programming after MassDOT’s CIP is finalized in summer 2022. For example, the MBTA may pursue funding through federal loan programs to support other projects. Also, CATA and MWRTA coordinate with MassDOT’s Rail and Transit Division to maintain vehicle condition in a state of good repair through competitive grant applications, including to the Commonwealth’s Community Transit Grant Program. The Rail and Transit Division awards funding, including FTA 5310 funds, through this program on an annual basis; award announcements are typically made in the third quarter of the calendar year. Vehicle purchases and other investments supported by this program may improve transit condition in the Boston region.

MPO Investment in Transit Asset Improvements

As mentioned previously, in addition to investing in the Lynn and Forest Hills Stations, the MPO has set aside $5.5 million per year in its Transit Modernization investment program starting in FFY 2025. While the MPO continues to work with MassDOT and the region’s transit agencies to define the scope of this program, in October 2020 the MPO established baseline transit system preservation and modernization evaluation criteria for this program. These include criteria that award points for

The MPO’s updated criteria for corridor and intersection projects also award points that improve or modernize transit supporting infrastructure. More details about these criteria are included in Appendix A. These new criteria will support the MPO as it explores opportunities to invest in maintaining transit assets in a state of good repair and in modernization in future years.

Future Activities to Improve and Monitor System Preservation and Modernization Performance

The MPO will continue to work to improve the links between transportation investments and system preservation and modernization, and will coordinate with MassDOT, the MBTA, MWRTA, and CATA, and other stakeholders on that process. This work may include the following activities:  

Capacity Management and Mobility Performance

Relevant Goals, Policies, and Plans

The MPO’s capacity management and mobility goal focuses on using existing facility capacity more efficiently and increasing transportation options. The MPO’s objectives in this area encompass a variety of modes and aspects of mobility, including access to and the accessibility of different transportation modes, connectivity between modes and systems, and support for reliable travel and congestion mitigation. Much of the Boston region is densely developed, which creates both opportunities and challenges to addressing these access, reliability, and congestion mitigation needs.

Several different planning processes come together to address capacity management and mobility performance, issues, and needs. Through its CMP, the MPO does extensive analysis of congestion and mobility constraints in the region. The MPO also produces periodic CMAQ Performance Plans and progress reports to address requirements related to the federal Congestion Mitigation and Air Quality Improvement Program; these describe other congestion-oriented measures and targets.4-31 The MPO combines this work with ongoing system-level analyses that support its long-range planning, which are documented in its LRTP Needs Assessment. MassDOT conducts its own analyses of mobility performance and needs, which it documents in modal plans such as its Freight Plan, Bicycle Transportation Plan, and Pedestrian Transportation Plan, its Congestion in the Commonwealth report and accompanying studies, and its MassDOT Performance Management Tracker tool.4-32 Meanwhile, the MBTA tracks and analyzes mobility metrics and uses these to support planning processes, such as such as those supporting Focus40, its current long-term investment plan.4-33 The exchange and integration of these plans help agencies in the Boston region coordinate to improve mobility across modes.

Capacity Management and Mobility Performance Measures and Targets

The MPO examines a variety of different metrics to understand congestion and mobility issues, several of which are discussed below.

Travel Time Reliability

Table 4-3 highlights several federally required performance measures pertaining to the NHS system, including measures related to infrastructure condition and travel reliability. FHWA requires states and MPOs to monitor and set targets for two performance measures that pertain to all travelers on NHS roadways:

These measures capture (1) whether travel times on an NHS segment are consistent (reliability); and (2) the extent to which NHS users’ travel may be affected by those conditions (percent of person miles). Several component metrics make up this measure:

States and MPOs identify the person-miles of travel for each NHS segment and divide the total person-miles on the relevant NHS network that are reliable by the total person-miles on the relevant NHS network. To support this analysis, FHWA provides travel-time and traffic-volume data as part of the National Performance Management Research Data Set (NPMRDS), in which travel-time data are reported by traffic messaging channel (TMC) segments. These data, along with a set of analysis tools, are available through the Regional Integrated Transportation Information System (RITIS), which is developed and maintained by the Center for Advanced Transportation Technology Laboratory at the University of Maryland. MassDOT has obtained access to the RITIS platform and grants access to MPOs and transportation planning organizations in the Commonwealth.

States are required to set two-year and four-year targets for these measures. In 2018, MassDOT calculated baselines and established targets for these measures for the Massachusetts Interstate and non-Interstate NHS networks. When establishing baseline values, MassDOT only examined NPMRDS travel-time data from CY 2017 because the NPMRDS from prior years was assembled using different data collection methods and has some different features. MassDOT considered FHWA guidance and recommendations for establishing initial targets with this limited historic data, and it set initial targets for Massachusetts equal to CY 2017 baseline values.4-35

Table 4-20 shows MassDOT’s CY 2017 baselines and two-year and four-year targets for these measures. The Boston Region MPO, like all MPOs, was required to establish four-year targets for these measures by either supporting state targets or setting its own quantitative targets for the Boston region. In 2018, the MPO board voted to support the state’s four-year targets. As noted in previous sections, MassDOT owns and manages the Interstate network in Massachusetts and implements strategies to improve its performance. As with the roadway safety performance targets previously discussed, this approach reflects the way the Commonwealth and the MPO will need to collaborate to make and keep the non-Interstate NHS in the region reliable. Some relevant strategies include designing and funding roadway infrastructure improvements and supporting signal retiming, which fall under the purview of both the MPO and MassDOT. Others include regulating vehicle volumes using approaches such as ramp metering or managed lanes, which would fall under the Commonwealth’s purview.  

Table 4-20 also shows CY 2017 baselines for the Boston region’s Interstate and non-Interstate NHS networks for comparison. As the table shows, the Boston region’s share of reliable person-miles traveled on its Interstate and non-Interstate NHS networks was lower than statewide values for Massachusetts in 2017.

 

Table 4-20
Baseline Values and Targets for Travel Time Reliability

Network

Measure

Cumulative Traffic
Message Channel
Length (Miles)

2017 Measure
Value (Baseline)

Two-Year Target
(CY 2019)

Four-Year Target
(CY 2021)

Massachusetts—Interstate Highway System Percent of person-miles on the
Interstate Highway System that
are reliable
1,150 68.0% 68.0% 68.0%
Massachusetts—Non-Interstate NHS System Percent of person-miles on the
non-Interstate NHS that are
reliable
5,257 80.0% 80.0% 80.0%
Boston Region—Interstate Highway System1 Percent of person-miles on the
Interstate Highway System that
are reliable
354 47.2% N/A N/A
Boston Region—Non-Interstate NHS System1 Percent of person-miles on the
non-Interstate NHS that are
reliable
1,799 69.0% N/A N/A

Note: The two-year target reflects conditions as of the end of CY 2019, and the four-year target reflects conditions as of the end of CY 2021.

1 The baseline values for the Boston region that are shown in this table were calculated in 2018.

CY = calendar year. MPO = metropolitan planning organization. N/A = not applicable. NHS = National Highway System.

Sources: National Performance Management Research Data Set, Cambridge Systematics, Massachusetts Department of Transportation, and the Boston Region MPO staff.

 

Figure 4-6 shows the change in the percent of person-miles on the Interstate Highway System that were reliable for both Massachusetts and the Boston region between 2017 and 2021. Figure 4-7 shows the change in the percent of person-miles on the non-Interstate NHS for the same time period and geographies. As shown in the charts, the travel time reliability measures for the Interstate Highway System and the non-Interstate NHS in Massachusetts were better than the Commonwealth’s two-year and four-year targets. The share of reliable person-miles on the NHS network increased significantly in 2020 for both the Boston region and Massachusetts as a whole, primarily because of reduced travel in response to the COVID-19 pandemic, though the percentage of reliable person-miles dropped for both geographies in 2021 as travel increased. As the region and the Commonwealth adjust to post-pandemic travel patterns and levels of demand, the MPO will work with the Commonwealth, municipalities, and other stakeholders to support reliable travel on the NHS and other roadways.

 

Figure 4-6
Performance Values and Targets for the Percent of Person-Miles that are Reliable on the Interstate Highway System (Massachusetts Statewide and Boston Region)

Figure 4-6 shows actual values for the percent of person-miles on the Interstate that are reliable for Massachusetts and the Boston region. It also shows Massachusetts two-year and four-year targets for this measure.

 

Note: The number of municipalities in the Boston Region MPO area decreased from 101 to 97 in 2018. This change may have affected 2017 values calculated using the RITIS platform in April 2022 as compared to baselines determined when targets were initially set in 2018.

MPO = metropolitan planning organization. RITIS = Regional Integrated Transportation Information System.
Sources: National Performance Management Research Data Set and the Boston Region MPO staff.

 

Figure 4-7
Performance Values and Targets for the Percent of Person-Miles that are Reliable on the Non-Interstate NHS (Massachusetts Statewide and Boston Region)

Figure 4-7 shows actual values for the percent of person-miles on the non-Interstate NHS that are reliable for Massachusetts and the Boston region. It also shows Massachusetts two-year and four-year targets for this measure

 

Note: The number of municipalities in the Boston Region MPO area decreased from 101 to 97 in 2018. This change may have affected 2017 values calculated using the RITIS platform in April 2022 as compared to baselines determined when targets were initially set in 2018.

MPO = metropolitan planning organization. NHS = National Highway System. RITIS = Regional Integrated Transportation Information System.

Sources: National Performance Management Research Data Set, Massachusetts Department of Transportation, and the Boston Region MPO staff.

 

Truck Travel Time Reliability

FHWA requires states and MPOs to track truck travel time reliability on the Interstate System to better understand the performance of the nation’s freight system. The applicable measure in this case is the Truck Travel Time Reliability Index (TTTR). Like the LOTTR, this measure compares longer (95th percentile) truck travel times to average (50th percentile) truck travel times. The greater the difference between these two travel times on an Interstate segment, the less reliable truck travel on that segment is considered to be. For each Interstate segment, states and MPOs calculate TTTR values for different day-and-time periods and weight the segment length by the maximum applicable TTTR value.4-36 They then sum these weighted segment lengths for all Interstate segments and divide that total value by the length of the full Interstate network for the applicable geographic area. Like segment-specific TTTR values, the greater this aggregate value is, the more unreliable the network is with respect to truck travel.

In 2018, MassDOT calculated baseline TTTR Index values and established performance targets using CY 2017 truck travel-time data included in the NPMRDS. As with the all-vehicle travel time reliability targets, MassDOT set its two-year and four-year targets equal to the CY 2017 baseline. Table 4-21 displays these values. MPOs are required to set four-year targets for this measure, and the Boston Region MPO board voted to support MassDOT’s four-year TTTR Index target in 2018. Table 4-21 also includes the Boston region’s CY 2017 baseline index value. As the table shows, the Boston region’s TTTR baseline value is higher than the one for Massachusetts, indicating that truck travel times on the region’s Interstate highway network have been generally less reliable than on Massachusetts’s full Interstate network.

 

Table 4-21
 Baseline Values and Targets for Truck Travel Time Reliability

 

Network

Measure

Cumulative Traffic
Message Channel
Length (Miles)

2017 Measure
Value (Baseline)

Two-Year Target
(CY 2019)

Four-Year Target
(CY 2021)

Massachusetts—Interstate Highway System Truck Travel Time Reliability Index 1,150 1.85 1.85 1.85
Boston Region—Interstate Highway System1 Truck Travel Time Reliability Index 354 2.55 N/A N/A

Note: The two-year target reflects conditions as of the end of CY 2019, and the four-year target reflects conditions as of the end of CY 2021.

 1 The baseline values for the Boston region that are shown in this table were calculated in 2018.

CY = calendar year. MPO = metropolitan planning organization. N/A = not applicable.

Sources: National Performance Management Research Data Set, Cambridge Systematics, the Massachusetts Department of Transportation, and the Boston Region MPO staff.

 

Figure 4-8 shows the change in TTTR Index values for Interstate Highway System for both Massachusetts and the Boston region between 2017 and 2021. As shown in the charts the TTTR values measures for the Interstate Highway System in Massachusetts were better than the Commonwealth’s two-year and four-year targets. As with the metrics capturing the share of reliable person-miles on the NHS, TTTR values improved for both Massachusetts and the Boston region in 2020, although values increased for both geographies in 2021. Performance monitoring will enable the Commonwealth, the MPO, and other stakeholders to respond to post-pandemic changes in truck travel time reliability.

 

Figure 4-8
Performance Values and Targets for Truck Travel Time Reliability on the Interstate Highway System (Massachusetts Statewide and Boston Region)

Figure 4-8 shows actual index values for truck travel time reliability on the Interstate Highway System for Massachusetts and the Boston region. It also shows Massachusetts two-year and four-year targets for this measure.

Note: The number of municipalities in the Boston Region MPO area decreased from 101 to 97 in 2018. This change may have affected 2017 values calculated using the RITIS platform in April 2022 as compared to baselines determined when targets were initially set in 2018.

MPO = metropolitan planning organization. RITIS = Regional Integrated Transportation Information System.


Sources: National Performance Management Research Data Set, Massachusetts Department of Transportation, and the Boston Region MPO staff.

 

Peak Hours of Excessive Delay Per Capita

MassDOT and the Boston Region MPO also examine mobility using measures they must monitor to meet CMAQ requirements. These measures are designed to help FHWA, states, and MPOs better understand the impacts of CMAQ investments, which are intended to contribute to air quality improvements and provide congestion relief. CMAQ performance measures related to traffic congestion apply to urbanized areas (UZAs) that contain geographic areas designated as nonattainment areas because they do not meet the US Environmental Protection Agency (EPA) standards for criteria air pollutants and precursors from mobile sources.4-37 The measures also apply to geographic areas, designated as maintenance areas, that have a history of being in nonattainment and are thus required to maintain air quality monitoring and standard conformity processes.

States must be involved in setting targets for CMAQ traffic performance measures if (1) they have mainline highways on the NHS that cross part of a UZA with a population of more than one million; and (2) that UZA contains part of a nonattainment or maintenance area for relevant criteria pollutants. Similarly, MPOs must participate in target setting for the traffic congestion measures if (1) the region contains mainline highways on the NHS that cross part of a UZA with a population of more than one million; and (2) the part of the MPO area that overlaps the UZA contains part of a nonattainment or maintenance area for relevant criteria pollutants. Massachusetts and the Boston Region MPO each meet these respective criteria and, therefore, must be involved in monitoring and setting targets for traffic congestion performance measures for the Boston MA-NH-RI UZA, which encompasses several MPO areas in eastern Massachusetts, New Hampshire, and Rhode Island. Agencies in each UZA that are responsible for these traffic congestion measures set two-year and four-year targets.

The first of these CMAQ traffic congestion measures is annual hours of peak hour excessive delay (PHED) per capita, which estimates the excessive delay experienced by a UZA’s population from travel on the NHS during peak periods. States and MPOs calculate this measure using several component metrics:

The PHED per capita measure is calculated at the Boston MA-NH-RI UZA level by multiplying the hours of excessive delay during peak periods by the number of travelers during peak periods, and then dividing that total by the UZA population.

To understand baseline performance and set targets for this measure, MassDOT and the New Hampshire Department of Transportation (NH DOT) worked with analysts at Cambridge Systematics and, using 2017 NPMRDS data, calculated annual hours of PHED per capita for travel on the NHS in their respective portions of the Boston MA-NH-RI UZA.4-40 In 2018, the agencies in the Boston MA-NH-RI UZA that are subject to CMAQ performance monitoring requirements—MassDOT, NH DOT, the Boston Region MPO, and the Northern Middlesex Council of Governments (NMCOG)—established two-year and four-year targets that maintain this 2017 baseline value for the annual hours of PHED per capita measure, as shown in Table 4-22.

 

Table 4-22
Baseline Value and Targets for Annual Hours of Peak Hour Excessive Delay Per Capita in the Boston MA-NH-RI UZA

 

Geographic Area

Massachusetts and New
Hampshire Annual PHED

Boston MA-NH-RI UZA Population (MA and NH only)1

2017 Measure Value (Baseline)

Two-Year Target
(CY 2018–19)2

Four-Year Target
(CY 2020

-21)2

Boston MA-NH-RI Urbanized Area

80,053,183

4,371,476

18.30

18.30

18.30

1 Cambridge Systematics aggregated 2012–16 American Community Survey population estimates from the US Census Bureau at the block group level to estimate the population for the portion of the UZA in Massachusetts and New Hampshire, and then inflated this estimate for 2017 by applying information on expected population growth in the Boston Metropolitan Statistical Area between 2016 and 2017.

2 The two-year target reflects conditions as of the end of CY 2019, and the four-year target reflects conditions as of the end of CY 2021.

CY = calendar year. FHWA = Federal Highway Administration. MA = Massachusetts. MPO = metropolitan planning organization.  NH = New Hampshire. PHED = peak hours of excessive delay. RI = Rhode Island. UZA = urbanized area.


Sources: National Performance Management Research Data Set, US Census Bureau, FHWA, the Massachusetts Department of Transportation, the New Hampshire Department of Transportation, Cambridge Systematics, and the Boston Region MPO staff.

 

MassDOT’s 2018 and 2019 estimates of PHED per capita in the Boston MA-NH-RI UZA show increases compared to the baseline value of 18.3 hours of delay per capita from 2017 (22.9 hours per person in 2018 and 25.2 in 2019). As previously mentioned, the initial value and targets for this measure were calculated with a limited amount of historic data, given differences between the NPMRDS data that were available for 2017 compared to 2016 and earlier. Also, MassDOT staff notes that several data-related factors may affect these more recent estimates. For example, the segments included on the NHS network in the NPMRDS vary from set to set, which affects the amount of excessive delay that states and MPOs can account for in their calculations.

While congestion may have increased in the Boston MA-NH-RI UZA in 2018 and 2019, the aforementioned data issues complicate any analysis of trends. Also, the COVID-19 pandemic, along with related public and private sector responses, has impacted travel behavior on all modes in since Spring 2020. Given these circumstances and uncertainty, when revisiting targets in 2020, the agencies in the Boston MA-NH-RI UZA maintained the existing four-year performance target of 18.3 hours of PHED per capita.

Percent of Non-Single-Occupant-Vehicle Travel

States and MPOs that meet applicability criteria for CMAQ performance requirements must also monitor and set targets for the share of non-single-occupant-vehicle (non-SOV) travel.  This measure is calculated at the UZA level. The percent of non-SOV travel performance measure describes the extent to which people are using alternatives to single-occupancy vehicles to travel and, thus, helping to reduce traffic congestion and air pollution from mobile sources.

Collectively, MassDOT, NH DOT, the Boston Region MPO, and NMCOG use American Community Survey (ACS) data from the US Census Bureau to estimate the percent of workers ages 16 and older who commuted to work using an option other than driving alone. These ACS five-year period estimates are rolling annual averages. When these agencies first established targets for this measure in 2018, they examined changes in the percentage of workers using non-SOV commuting options in the Boston MA-NH-RI UZA between 2012 (2008–12 ACS estimate) and 2016 (2012–16 ACS estimate). These data showed an increase in use of non-SOV commuting options over time. MassDOT calculated a linear trend line using these values for the Boston MA-NH-RI UZA and used that trend line to project expected values as of the end of CY 2019 (the expected 2015–19 ACS estimate) and CY 2021 (the expected 2017–21 ACS estimate). These initial targets are described in the MPO’s 2018 CMAQ Performance Plan.4-41

In 2020, MassDOT, NH DOT, the Boston Region MPO, and NMCOG revisited the targets for the percent of non-SOV travel measure. These agencies examined 2013–17 and 2014–18 ACS data and found that the values reported in the data for these years were higher than the projections they made when setting initial targets. Because of this, they suggested that averages for CY 2019 and CY 2021 would exceed the performance targets established in 2018.

When revisiting existing targets, these agencies considered that the COVID-19 pandemic, along with related public and private sector responses, affected 2020 travel patterns across modes and would likely have impacts on travel in 2021 as well. Fluctuations in SOV traffic volumes, transit ridership, and carpool, taxi, and rideshare travel introduce some uncertainty. However, some changes, such as increased teleworking, may complement the ongoing investments by MassDOT, NH DOT, the Boston Region MPO, the NMCOG, and other agencies in the Boston MA-NH-RI UZA in projects that encourage travelers to use alternatives to SOVs when traveling to work and other destinations. Also, the five-year rolling average value associated with the four-year target (2017–21) will capture increases in non-SOV travel prior to 2020, even if uncertainties affect travel choices in 2020 and 2021.

Given the aforementioned updated data points and assumptions, MassDOT and NH DOT—in consultation with the Boston Region MPO and NMCOG staff—updated the Boston MA-NH-RI UZA’s four-year performance target for the percent of non-SOV travel measure from 35.1 percent to 35.8 percent. The Boston Region MPO formally adopted this revised target in November 2020. Figure 4-9 shows past values and projections, updated actual values and projections, and initial and adjusted performance targets for this measure. Using  2016–20 ACS estimates related to modes used to commute to work, MPO staff estimated that  the share of non-SOV travel to work in the Boston MA-NH-RI UZA is 36.9 percent, which is higher than the value that MassDOT, NH DOT, Boston Region MPO, and NMCOG staff projected for that timeframe.4-42 This increase compared to the projected value may be due in part to the increase in remote work during the COVID-19 pandemic in 2020. 

 

Figure 4-9
Performance Values and Targets for the Percent of Non-SOV Travel in the Boston MA-NH-RI UZA

Figure 4-9 shows actual values for the percent of non-SOV vehicle travel in the Boston MA-NH-RI UZA based on five-year American Community Survey estimates. This chart also shows both the UZA’s original projected linear trend line, a revised projected linear trend line, and the Boston MA-NH-RI UZA’s two-year and four-year targets for the percent of non-SOV travel.

Notes: Values in this figure reflect five-year rolling averages for the percent of non-SOV travel to work for workers ages 16 and older. This chart was developed in September 2020.

ACS = American Community Survey. MA = Massachusetts. MPO = metropolitan planning organization. NH = New Hampshire. Non-SOV = non-single-occupancy vehicle. RI = Rhode Island. UZA = urbanized area.

Sources: US Census Bureau, ACS Five-Year Estimates (Table DP03, “Selected Economic Characteristics”); the Massachusetts Department of Transportation; the New Hampshire Department of Transportation; and the Boston Region MPO staff.

 

Table 4-23 lists the baseline and performance targets for the percent of non-SOV travel measure.

 

Table 4-23
Performance Values and Targets for the Percent of Non-SOV Travel in the Boston MA-NH-RI UZA

Geographic Area

Baseline Value (CYs 201216 average)

Two-Year Target (CYs 201519 average)

Projected

Two-Year Value (CYs 201519 average)

Adjusted Four-Year Target (CYs 201721 average)

Boston MA-NH-RI UZA

33.6%

34.5%

35.0%

35.8%

Note: Values in this table reflect five-year rolling averages for the percent of non-SOV travel to work.

ACS = American Community Survey. CY = calendar year. MA = Massachusetts. MPO = metropolitan planning organization. N/A = not applicable. NH = New Hampshire. Non-SOV = non-single-occupancy vehicle. RI = Rhode Island. UZA = urbanized area.

Sources: US Census Bureau, ACS Five-Year Estimates (Table DP03, “Selected Economic Characteristics”); the Massachusetts Department of Transportation; the New Hampshire Department of Transportation; and the Boston Region MPO staff.

 

TIP Projects Supporting Capacity Management and Mobility Performance

The MPO seeks to make investments that help manage capacity on the transportation network and improve mobility options for travelers in a variety of ways, including the following:

When prioritizing projects for funding with Regional Target dollars, the MPO uses evaluation criteria to assess how well each project expands transportation options and mode choice and how it supports mobility. These sets of criteria have included, and continue to include, items that award points to projects that enhance bicycle and pedestrian accommodations and connections to transit, and that support truck movement. The MPO’s criteria prior to October 2020 granted points to projects that reduced vehicle congestion and delay for transit vehicles. In October 2020, the MPO adopted an updated set of project selection criteria that

The MPO’s Community Connections investment program, which funds first- and last-mile solutions, community transportation, and other related projects, has its own set of evaluation criteria. These criteria focus on connectivity to transit and key destinations and supporting shifts in travel to non-SOV modes.

By electing to support the Commonwealth’s targets for federally required reliability measures and agreeing to the Boston MA-NH-RI UZA targets for the federally required annual hours of PHED per capita and non-SOV travel measures, the MPO agrees to plan and program projects so that they contribute to achieving those targets. It can be challenging to anticipate how transportation projects may affect these performance measures, as they track outcomes that are not only affected by transportation investments but also traveler choices and demand, among other factors. The MPO developed estimates for MPO staff-identified project-related metrics to see how its Regional Target roadway projects could improve the transportation system in ways that contribute to more reliable, less congested travel on the NHS or that encourage more non-SOV travel:

Table 4-24 summarizes these estimates for Regional Target corridor, intersection, bicycle and pedestrian, and Community Connections projects. MPO staff developed estimated values for these metrics using available data from functional design reports and other materials provided by project proponents; results from the MPO’s TIP evaluations; 2019 NPMRDS data available in the RITIS platform; and other sources. These estimates aggregate changes in vehicle hours of delay using project-level information on vehicle volumes and changes in delay times at intersections from project improvements.

 

Table 4-24
Regional Target Projects: Capacity Management and Mobility Performance Metrics

 Metric

Value

Projects that overlap unreliable NHS segments and that will improve roadway signalization or geometry2                          12 projects
Projects that overlap any NHS segments and that will improve roadway signalization or geometry1,2 19 projects
Net reduction in vehicle hours of delay per day2,3 11,000 hours reduced
per day
Net reduction in vehicle hours of delay per day for projects that overlap the NHS2,3 7,800 hours reduced
per day
Miles of new sidewalks added 11 miles
Lane-miles of new bicycle accommodations and shared-use paths 52 lane-miles
Number of new transit services4 4 transit services
Number of expanded transit services4 4 transit services
Number of new bikeshare stations 9 stations
Projects that improve intermodal connections or access to transit 38 projects

1 The MPO staff identified reliable and unreliable segments on the NHS using the 2019 NPMRDS data in the RITIS platform and federal travel time reliability performance thresholds.

2 These metrics exclude Community Connections and Transit Modernization projects.

3  These aggregate estimates of reductions in vehicle hours of delay exclude Project 606226–Reconstruction of Rutherford Avenue in Boston, and 607981–McGrath Boulevard Construction. These two projects were included in the air quality modeling results for the Destination 2040 recommended plan. Project S12694–NewMo Microtransit Service Expansion is counted separately from Project S12125–Newton Microtransit Service. These aggregate estimates are based on projected future conditions for project locations and have been rounded to the nearest hundred.

4 Project S12694–NewMo Microtransit Service Expansion is counted separately from Project S12125–Newton Microtransit Service.

MPO = metropolitan planning organization. NHS = National Highway System. NPMRDS = National Performance Management Research Data Set. RITIS = Regional Integrated Transportation Information System.

Source: Boston Region MPO staff.

 

During FFYs 2023–27, the MPO will fund two projects near Interstate highways: the construction of Interstate-495/Route 1A Ramps in Wrentham and a bridge replacement on Route 30 over the Charles River in Newton and Weston (near the Interstate 90 and 95 Interchange, a bottleneck identified in MassDOT’s current Freight Plan).4-43 These projects include signal, structure, and roadway geometry improvements that may help improve truck mobility and travel time reliability. Meanwhile, the MPO’s investment in transit state-of-good-repair improvements at Lynn Station and Forest Hills Station may make transit a more attractive travel option and encourage increases in non-SOV travel.

The FFYs 2023–27 TIP also includes funding that is not yet programmed for Community Connections projects in FFYs 2024–27 and for the Transit Modernization Program in FFYs 2025–27. Future projects in the Transit Modernization Program will help encourage non-SOV travel by upgrading transit assets, which may support better service and make transit a more attractive travel option. Similarly, future projects in the Community Connections program will encourage non-SOV travel by addressing first- and-last-mile needs. Increases in non-SOV travel may in turn make roadways less congested and more reliable.   

MassDOT, MBTA, and RTA projects, which are described in Chapter 3, also address capacity management and mobility in the Boston region and may also support improvements on federally required reliability, congestion, and non-SOV travel performance measures. In particular, MassDOT’s nine Bicycle and Pedestrian projects enhance, connect, or expand the region’s bicycle and pedestrian networks, which support non-SOV travel and the High Comfort Bike network described in the Massachusetts Bicycle Transportation Plan. Its eleven Safe Routes to School projects will improve bicycling and walking conditions and thereby encourage students to take non-SOV modes to get to school. MassDOT’s Intersection Improvement Program includes nine projects which may address delay and congestion. Four of its Roadway Reconstruction projects will implement improvements at freight bottlenecks identified in MassDOT’s Freight Plan, including

Meanwhile, MBTA and RTA investments enhance the region’s transit systems and make them attractive alternatives to SOV travel, which may in turn help reduce congestion and improve reliability. For example, the MBTA has set aside funding to support the construction of bus priority infrastructure, such as side or center-running bus lanes, transit signal priority (TSP) implementation, and bus stop upgrades. Meanwhile, both CATA and MWRTA will upgrade their fare collection technologies, and MWRTA will implement electric sign boards at high-demand locations to expand rider access to digital tools, which will improve riders’ experiences using transit.

Future Activities to Improve and Monitor Capacity Management and Mobility Performance

The MPO will continue to work with MassDOT, the MBTA, the region’s RTAs, other transit service providers, and other stakeholders in the region to improve capacity management and mobility performance. These activities may include the following:

Clean Air and Sustainable Communities Performance

Relevant Goals, Policies, and Plans

The MPO aims to support clean air and sustainable communities in the Boston region by creating an environmentally friendly transportation system. It pursues this goal by investing in projects that reduce greenhouse gases (GHGs) and other pollutants generated by the transportation sector and minimizing negative environmental impacts from the system.

The MPO recognizes that GHG emissions contribute to climate change. If climate change trends continue as projected, the conditions in the Boston region will include a rise in sea level coupled with storm-induced flooding, and warmer temperatures that would affect the region’s infrastructure, economy, human health, and natural resources. The Commonwealth of Massachusetts is responding to this challenge by taking action to reduce the GHGs produced in the state, including those generated by the transportation sector. To that end, Massachusetts passed its Global Warming Solutions Act (GWSA), which requires reductions of GHGs by 2020, and further reductions by 2050, relative to 1990 baseline conditions. To meet GWSA requirements, the MPO works with MassDOT and other stakeholders to anticipate the GHG impacts of projects included in the TIP, specifically by examining additions or reductions in carbon dioxide (CO2). More details on the MPO’s GHG tracking and evaluation processes are included in Appendix B.

Transportation projects may also help reduce other air pollutants and precursors and support reductions in CO2, volatile organic compounds (VOCs), nitrogen oxides (NOx) and carbon monoxide (CO) by improving traffic flow and bicycle and pedestrian travel. The Boston Region MPO contains a maintenance area for CO in Waltham and also is required to track VOCs and NOx to meet EPA requirements. (More detailed information about the MPO’s air quality status and related requirements is available in Chapter 5.)

The MPO tracks the air quality benefits of transportation projects to identify projects that may be eligible for CMAQ funds. It describes these CMAQ-funded projects in its CMAQ Performance plans and progress reports; these documents include performance targets for the annual PHED per capita and share of non-SOV travel measures described in the previous section, along with targets for the amount of applicable emissions the MPO expects will be reduced because of CMAQ-funded projects in air quality non-attainment or maintenance areas in the region. The MPO must note how it expects its CMAQ-funded projects to support improvements with respect to relevant performance measures, which reinforces the connection between planning, investments, and expected performance outcomes.

Emissions Reduction Performance Measure and Targets

The federally required CMAQ emissions reduction measure, identified in Table 4-3, is the total emissions reduction for applicable pollutants and precursors for CMAQ-funded projects in designated nonattainment and maintenance areas. FHWA requires states and MPOs subject to these CMAQ performance management requirements to establish a baseline for this measure by identifying emissions reductions associated with any CMAQ-funded projects programmed in air quality nonattainment or maintenance areas between FFY 2014 and FFY 2017. These states and MPOs were also required to set two-year and four-year targets for the emissions reductions expected from CMAQ-funded projects programmed in nonattainment or maintenance areas.

In the Boston Region MPO’s case, this CMAQ emissions performance measure would capture the anticipated CO emissions reductions from any CMAQ-funded projects that the MPO has programmed specifically in the carbon monoxide maintenance area in Waltham.4-44 Table 4-25 shows the Boston Region MPO’s baseline and target values for this measure. Neither the MPO nor MassDOT programmed any CMAQ-funded projects in Waltham during FFYs 2014 to 2017. When targets were set in 2018, the MPO’s TIP did not reflect any CMAQ-funded projects programmed in Waltham from FFYs 2018 to 2021. Neither the MPO nor MassDOT ultimately programmed CMAQ-funded projects in Waltham during this time period. The FFYs 2023–27 TIP will provide CMAQ funding for the NewMo Expansion project in FFYs 2023–25, and this project will enable riders to connect to destinations in Waltham. While emissions reductions from this project would not help to achieve current performance targets, they may affect future target-setting and performance monitoring activities.

 

Table 4-25
Baseline Value and Targets for Emissions Reduction from CMAQ Projects in the Boston Region

Performance Measure

FFYs 2014–17 Measure Value (Baseline)

Two-Year Target
(FFYs 2018–19)

Four-Year Target
(FFYs 2018–21)

Daily kilograms of carbon monoxide emissions reduction from CMAQ projects in Boston region nonattainment or maintenance areas

0

0

0

CMAQ = Congestion Mitigation and Air Quality Improvement. FFY = federal fiscal year. MPO = metropolitan planning organization. 

Source: Boston Region MPO staff.

 

TIP Projects Supporting Clean Air and Sustainable Communities Performance

The MPO uses evaluation criteria to assess the projected transportation-related emissions reductions from projects that are candidates for Regional Target funding, both for CO2 and other air quality pollutants and precursors, among other environmental considerations. Transportation projects can support reductions in CO2, VOCs, NOx, and CO by improving traffic flow and providing alternatives to SOV travel, including bicycle, walking, and transit options.

Table 4-26 displays the CO2 and other emissions reductions the MPO expects from projects it has programmed using its Regional Target funds. MPO staff estimates emissions for projects using MassDOT’s air quality analysis worksheets for each project type and the EPA’s Motor Vehicle Emission Simulator (MOVES) emission factors.

 

Table 4-26
 Regional Target Projects: Clean Air and Sustainable Communities Performance Metrics

Metric

Value

Annual kilograms of CO2 reduced 11,162,500 kilograms
Annual kilograms of other emissions (VOCs, NOx, and CO) reduced 23,700 kilograms

Note: These aggregate emission reduction estimates exclude Project 606226–Reconstruction of Rutherford Avenue in Boston, and 607981–McGrath Boulevard Construction. These two projects were included in the air quality modeling results for the Destination 2040 recommended plan.These aggregate estimates are based on projected future conditions for project locations and have been rounded to the nearest hundred. CO = carbon monoxide. CO2 = carbon dioxide. MPO = metropolitan planning organization. NOx = nitrogen oxide. VOC = volatile organic compounds.

Source: Boston Region MPO staff.

 

As previously mentioned, the FFYs 2023–27 TIP also includes funding that has not yet been programmed for Community Connections projects in FFYs 2024–27 and for the Transit Modernization Program in FFYs 2025–27. Future projects in the Transit Modernization Program will help reduce emissions by encouraging non-SOV travel or by changing the amount or type of energy these assets use. Similarly, future projects in the Community Connections program will encourage non-SOV travel and emissions reductions by addressing first- and last-mile needs. 

MassDOT, MBTA, and RTA projects and programs also support improvements to air quality and the environment. For example, as described in Chapter 3, both the MBTA and MWRTA’s capital programs include investments to electrify their vehicle fleets and upgrade their facilities to meet the needs of those vehicles.  Appendix B provides more detailed information and assessments of the GHG impacts of MassDOT, MBTA, CATA, and MWRTA projects and programs. MassDOT sets separate CMAQ emissions reduction performance targets and tracks the relationship between its projects and those targets.4-45

Future Activities to Improve and Monitor Clean Air and Sustainable Communities Performance

The GWSA and FHWA’s CMAQ performance management requirements create frameworks that reinforce coordination between the MPO, MassDOT, and the region’s transit providers as they make investments to support clean air and sustainable communities. Future performance activities in this area may include the following:

Economic Vitality Performance

Relevant Goals, Policies, and Plans

The MPO seeks to ensure that the Boston region’s transportation network provides a strong foundation for economic vitality. Transportation investments can support economic vitality in a variety of ways, such as by supporting freight movement, improving connections to key freight and economic development sites, and supporting compact development. The MPO’s approach to addressing freight needs is guided in large part by MassDOT’s Freight Plan, which identifies key freight facilities and needs, strategies to improve freight movement, and priority projects.

The Metropolitan Area Planning Council’s (MAPC) regional plan also shapes the MPO’s approach to pursuing economic vitality goals. The recently adopted MetroCommon 2050 plan outlines MAPC’s mobility goal for the region in 2050, which is that “traveling around Metro Boston is safe, affordable, convenient, and enjoyable.”4-46 Several subgoals are relevant to economic vitality:

MAPC’s 2020-2025 Comprehensive Economic Development Strategy also outlines the goal that “everyone in the region is able to access jobs, goods, and services close to their homes via affordable transportation options, with shorter commutes and fewer transfers.”4-47

To support Metrofuture, the previous regional plan, MAPC worked with its state-level partners at the Executive Office of Housing and Economic Development (EOHED) and the Executive Office of Energy and Environmental Affairs (EOEEA), as well as municipalities, to identify locations throughout the region appropriate for building housing stock and siting employers. These agencies identified improvements needed to support the outcomes planned for these local, regional, and state-level priority development areas, and this work helps MAPC, the MPO, and state agencies to respond with their investments and technical assistance.

Economic Vitality Performance Measure

States and MPOs track the federally required truck travel time reliability measure for the Interstate Highway System, listed in Table 4-3, by using the Truck Travel Time Reliability Index. This measure has the most direct implications for the MPO’s capacity management and mobility goal area; however, this measure is also relevant to the Boston region’s economic vitality. For more details about this measure and associated targets, see the Capacity Management and Mobility Performance section of this chapter.

TIP Projects Supporting Economic Vitality

When evaluating TIP projects using its TIP criteria, the MPO assesses how well each project serves areas identified for economic development by state, regional, and local planning entities, such as priority sites designated under Massachusetts Chapter 43D, Massachusetts Opportunity Zones, and transit stations. The MPO also examines whether and how projects in its Complete Streets, Intersection Improvements, Major Infrastructure, and Transit Modernization programs serve areas with a relatively high density of existing development or that provide affordable housing. These assessments are based on MAPC-provided information on targeted development sites and project relationships to areas of concentrated development, along with Commonwealth data and project data from functional design reports and other sources. For the Community Connections program, MPO staff award some points to projects based the extent to which they connect to activity hubs and residential developments, addressing first- and last-mile needs. Table 4-27 provides some highlights of how Regional Target-funded projects in this TIP address economic vitality.

 

Table 4-27
Regional Target Projects: Economic Vitality Performance Metrics

Metric

Value

Projects that improve access to
sites targeted for development
33 projects
Projects that serve existing employment and population centers1 32 projects
Community Connections projects that connect to activity hubs and residential developments 11 projects

1 This metric excludes projects in the MPO’s Community Connections program.
MPO = metropolitan planning organization.

Source: Boston Region MPO staff.

 

Future Activities to Improve and Monitor Economic Vitality Performance

MAPC’s regional land use plan and economic vitality initiatives, USDOT’s freight directives, and MassDOT’s freight planning will all influence strategies that the MPO uses to monitor economic vitality performance going forward. The MPO’s ongoing freight planning work will also play an important role in this process. Future activities may include the following:

Summary: Regional Target-Funded Projects Supporting MPO Goal Areas

Figure 4-10 highlights some of the ways that the MPO’s FFYs 2023–27 Regional Target-funded projects support improved performance in the MPO’s various goal areas.


Figure 4-10
FFYs 2023–27 TIP Target Program: Projects by the Numbers

Figure 4-10 
FFYs 2023–27 TIP Target Program: Projects by the Numbers

Performance Monitoring, Reporting, and Evaluation

The three key phases in the MPO’s PBPP process—planning, investing, and monitoring and evaluating—were discussed earlier in this chapter. Within this framework, the MPO’s TIP relates primarily to the first two phases, focusing on the relationship between the goals and objectives and performance requirements in the MPO’s planning framework and ways the MPO will invest its capital dollars in upcoming federal fiscal years. Other MPO activities relate more directly to the monitoring and evaluation phase of PBPP:

The Commonwealth and the region’s transit agencies also have reporting and evaluation responsibilities. MassDOT and the Commonwealth’s Executive Office of Public Safety and Security report roadway safety target information annually to FHWA and NHTSA. MassDOT reports other statewide performance targets and related information to FHWA on a biennial basis via FHWA’s Performance Management Form. The MBTA, MWRTA, and CATA must report their asset inventory and condition data to the NTD and provide information about the progress that has been made with respect to performance measures and targets as compared to previous reports.  These transit agencies also regularly report data about safety outcomes to the NTD, and their annual reviews of their PTASPs and safety targets also create opportunities for them to evaluate their performance.

Going forward, the MPO will incorporate the results of these reports and evaluations to use in its future planning and investment activities. These activities may include identifying new ways to bring information about performance into the MPO’s LRTP and TIP development processes, such as by updating project selection criteria or providing information through other means. This work would help the MPO develop scenarios to explore how various transportation investments made through the LRTP could support various goals and performance areas. Over time, the MPO expects that activities like these will help ensure that the MPO’s investments are helping to meet its vision and goals for the region’s transportation system.

 


 

4-1 Urbanized Areas are defined by the US Census Bureau to represent the urban cores of metropolitan areas. The Boston MA-NH-RI UZA includes the 97 municipalities in the Boston Region MPO and includes portions of neighboring MPOs in eastern Massachusetts, New Hampshire, and Rhode Island.

 

4-2 Massachusetts Department of Transportation, Massachusetts Strategic Highway Safety Plan (2018), pg. I, accessed March 8, 2022.
 www.mass.gov/doc/massachusetts-shsp-2018/download

4-3 The Commonwealth of Massachusetts’ 2019 Bicycle Transportation Plan is available at www.mass.gov/service-details/bicycle-plan, and the 2019 Pedestrian Transportation Plan is available www.mass.gov/service-details/pedestrian-plan

4-4 MBTA, CATA, and MWRTA 2021 PTASPs are available on the March 31, 2022, page of the MPO meeting calendar. See www.bostonmpo.org/calendar/day/20220331.

4-5 MBTA, MBTA Transit Safety Plan (June 3, 2021), pg. 13.

4-6 For this reporting cycle, the Commonwealth has adjusted its inclusion criteria for nonmotorists by excluding the nonmotorist type “not reported.” By manually inspecting crash data, the Commonwealth found that many people in this category were not actually bicyclists or pedestrians but bystanders (such as people who were in a building when it was struck by a vehicle).

4-7 Commonwealth of Massachusetts, “Highway Safety Improvement Program,” accessed March 25, 2022.
www.mass.gov/service-details/highway-safety-improvement-program

4-8 For more information, see MassDOT’s 2017 Top Crash Location Report (September 2020). www.mass.gov/doc/2017-top-crash-locations-report/download  

 

4-9 The content of these tables is based on the project design information that was available to MPO staff when the FFYs 2023–27 TIP document was developed. Project extents and features may change as projects advance through the design development and review process.

4-10 For more information about the definitions of these performance measures—including deaths, injuries, or events that may be excluded from totals—see Boston Region MPO Staff, "Transit Safety Performance Targets—2022 Update" (March 31, 2022). https://www.ctps.org/data/calendar/pdfs/2022/MPO_0331_Memorandum_Transit_Safety_Targets.pdf.

4-11 MBTA, MBTA Transit Safety Plan (Revision 1), pg. 34.

4-12 MBTA, MBTA Transit Safety Plan (Revision 1), pg. 36.

4-13 MPO staff calculated these VRM estimate using the NTD’s January 2022 Monthly Module Adjusted Data release, available at www.transit.dot.gov/ntd/data-product/monthly-module-adjusted-data-release.

4-14 Specific data sources include the March 7, 2022, Monthly Modal Time Series file (available at data.transportation.gov/Public-Transit/Monthly-Modal-Time-Serievs/5ti2-5uiv), the March 7, 2022, Major Safety Events file (available at data.transportation.gov/Public-Transit/Major-Safety-Events/9ivb-8ae9), the 2016-20 Annual Database Vehicle Maintenance files (available at www.transit.dot.gov/ntd/ntd-data), and the January 2022 Monthly Module Adjusted Data Release file (available at www.transit.dot.gov/ntd/data-product/monthly-module-adjusted-data-release ).

4-15 Massachusetts Department of Transportation, Tracker 2017: MassDOT’s Annual Performance Report, pg. 50, accessed March 17, 2022.
www.mass.gov/doc/2017-annual-performance-report/download.

4-16 MPO staff calculated these VRM estimates using the NTD’s January 2022 Monthly Module Adjusted Data release, available at www.transit.dot.gov/ntd/data-product/monthly-module-adjusted-data-release.

4-17 Specific data sources include the March 7, 2022, Monthly Modal Time Series file (available at data.transportation.gov/Public-Transit/Monthly-Modal-Time-Series/5ti2-5uiv), the March 7, 2022, Major Safety Events file (available at data.transportation.gov/Public-Transit/Major-Safety-Events/9ivb-8ae9), the 2016-20 Annual Database Vehicle Maintenance files (available at www.transit.dot.gov/ntd/ntd-data) and the January 2022 Monthly Module Adjusted Data Release file (https://www.transit.dot.gov/ntd/data-product/monthly-module-adjusted-data-release).

4-18 Federal Transit Administration, “Nexus of Transit Asset Management and Safety Management Systems” accessed April 28, 2022. https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/regulations-and-guidance/safety/public-transportation-agency-safety-program/117291/nexus-transit-asset-management-and-safety-management-systems.pdf

4-19 Massachusetts Department of Transportation, Transportation Asset Management Plan (September 2019), accessed April 13, 2022.
www.mass.gov/doc/2019-transportation-asset-management-plan/download

4-20 The MBTA’s, CATA’s, and MWRTA’s 2018 TAM Plans are available on the March 21, 2019, page of the MPO meeting calendar (www.ctps.org/calendar/day/20190321).

4-21 Federal guidelines for bridge performance monitoring define bridges using National Bridge Inspection standards, which define a bridge as a structure with a span length of over 20 feet.

4-22 Massachusetts Department of Transportation, Transportation Asset Management Plan (2019), pg. 8.

4-23 Massachusetts Department of Transportation, Transportation Asset Management Plan (2019), pg. 18. 

4-24 The roadway mileage values discussed in this section are from this report: Massachusetts Department of Transportation, 2020 Massachusetts Roadway Inventory Year End Report (July 2021), pgs. 54, 55, 58 59, and 64, accessed April 23, 2021.
www.mass.gov/doc/2020-road-inventory-year-end-report/download
These values exclude unaccepted roads, which are open to public travel (and some private ways) but that have not been formally accepted by a city or town as part of its jurisdiction.

4-25 MassDOT continues to measure pavement quality and to set statewide short-term and long-term targets in the MassDOT Performance Management Tracker using the Pavement Serviceability Index (PSI), which is a different index than IRI.

4-26 Under the TIP project selection criteria used before October 2020, staff awarded points to projects that were expected to improve a facility’s ability to function in instances of flooding; protect a facility from sea level rise; strengthen infrastructure against seismic activity; address critical transportation infrastructure; protect freight network elements; or implement hazard mitigation or climate adaptation plans. Staff also awarded points to projects that were expected to improve evacuation or diversion routes or to improve access routes to or near emergency support locations. The MPO’s current TIP evaluation criteria, which are described in Appendix A, also include elements focused on emergency response and resiliency, with an increased emphasis on regional coordination and nature-based solutions, as well as maintaining connections to an expanded set of critical facilities.

4-27 Federal Transit Administration, “Performance Management” (January 8, 2020), accessed April 12, 2022.
www.transit.dot.gov/PerformanceManagement

4-28 Federal Transit Administration, “Default Useful Life Benchmark Cheat Sheet” (October 2021), accessed April 12, 2022.
www.transit.dot.gov/TAM/ULBcheatsheet

4-29 Massachusetts Department of Transportation, MassDOT Fully Accessible Vehicle Guide: An Overview of Accessible Vehicle Specifications (May 2020), accessed February 28, 2022.
www.mass.gov/doc/massdot-fully-accessible-vehicle-guide/download

4-30 FTA, FTA Circular 5010.E “Award Management Requirements” (July 16, 2018), accessed February 28, 2022.
www.transit.dot.gov/regulations-and-guidance/fta-circulars/award-management-requirements-circular-50101e

4-31 The MPO’s CMAQ Performance Plans and progress reports are available at bostonmpo.org/performance.

4-32 The 2017 Massachusetts Freight Plan is available at www.mass.gov/service-details/freight-plan. MassDOT’s 2019 Congestion in the Commonwealth report and accompanying studies are available at www.mass.gov/service-details/congestion-in-the-commonwealth.  

4-33 The MBTA’s Focus40 plan is available at www.mbtafocus40.com.

4-34 States and MPOs must calculate LOTTR values for four time periods: weekdays from 6:00 AM to 10:00 AM, weekdays from 10:00 AM to 4:00 PM, weekdays from 4:00 PM to 8:00 PM, and weekend days from 6:00 AM to 8:00 PM.

4-35 FHWA, “Frequently Asked Questions: Target Setting,” accessed April 26, 2021. www.fhwa.dot.gov/tpm/faq.cfm#targ.

4-36 States and MPOs must calculate TTTR Index Values for five time periods: weekdays from 6:00 AM to 10:00 AM, weekdays from 10:00 AM to 4:00 PM, weekdays from 4:00 PM to 8:00 PM, weekend days from 6:00 AM to 8:00 PM, and all days from 8:00 PM to 6:00 AM.

4-37 A precursor is a chemical compound that reacts with other chemical compounds in the presence of solar radiation to form pollutants.

4-38 FHWA requires state DOTs and MPOs to use 60 percent of the posted speed limit for the segment or 20 miles per hour, whichever is greater, for the threshold speed.

4-39 FHWA requires states and MPOs to use the period from 6:00 AM to 10:00 AM to represent the morning peak period, but it allows these agencies to choose either 3:00 PM to 7:00 PM or 4:00 PM to 8:00 PM to represent the evening peak period. MassDOT and NH DOT selected the period from 3:00 PM to 7:00 PM to represent the evening peak period for the Boston MA-NH-RI UZA.

4-40 Rhode Island was not included in the calculation of this measure because it does not include any portion of the Boston MA-NH-RI UZA’s NHS network. See FHWA’s Applicability Determination: CMAQ Traffic Congestion and CMAQ On-Road Mobile Source Emissions Measures (23 CFR 490.707 and 490.807), and Change Log: Applicability Determination for CMAQ Measures,” May 22, 2018.

4-41 Boston Region MPO staff, “Boston Region MPO Baseline CMAQ Performance Plan (2018)” (October 1, 2018). www.ctps.org/data/pdf/programs/performance/2018-PBPP-Boston-MPO-CMAQ-Performance-Plan.pdf.

4-42 The estimated margin of error for this non-SOV travel value is +/- 0.3 percent. The Boston MA-NH-RI UZA boundaries are based on the 2010 Census designation.

4-43 Massachusetts Department of Transportation. Massachusetts Freight Plan. April 2018. Page 2-15. Accessed April 11, 2022, at www.mass.gov/files/documents/2018/09/04/Freight%20Plan508.pdf.

4-44 FHWA regularly assesses the CMAQ performance management requirements that apply to states and MPOs. FHWA conducted its most recent assessment in 2021, at which time the MPO was only subject to emissions performance management requirements for its carbon monoxide maintenance area in Waltham.

4-45 An On-Road Mobile Source Emissions Reductions Report for Massachusetts is available at www.fhwa.dot.gov/tpm/reporting/state/emissions.cfm?state=Massachusetts.

4-46 For more information about MetroCommon 2050, visit metrocommon.mapc.org.

4-47 Metropolitan Area Planning Council, 2020-2025 Comprehensive Economic Development Strategy, 2021, page 5. Accessed on April 9, 2022, at www.mapc.org/wp-content/uploads/2021/02/Final-CEDS-022521.pdf.

 

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Chapter 5
Determination of Air Quality Conformity

Background

This chapter documents the latest Transportation Improvement Program (TIP) air quality conformity determination for the 1997 Ozone National Ambient Air Quality Standards (NAAQS) and carbon monoxide (CO) NAAQS in the Boston Region Metropolitan Planning Organization (MPO) area. It covers the applicable conformity requirements according to the latest regulations, regional designation status, legal considerations, and federal guidance.

Introduction

The 1990 Clean Air Act Amendments (CAAA) require MPOs within nonattainment and maintenance areas to perform air quality conformity determinations prior to the approval of Long-Range Transportation Plans (LRTPs) and TIPs, and at such other times as required by regulation. CAAA Section 176(c) (Title 42, United States Code [USC], Section 7506 [c]) requires that federally funded or approved highway and transit activities are consistent with (“conform to”) the purpose of the State Implementation Plan (SIP). Conformity to the purpose of the SIP means that Federal Highway Administration (FHWA) and Federal Transit Administration (FTA) funding and approvals are given to highway and transit activities that

The United States Environmental Protection Agency’s (EPA) transportation conformity rules establish the criteria and procedures for determining whether metropolitan transportation plans, TIPs, and federally supported highway and transit projects conform to the SIP (Title 40, Code of Federal Regulations [CFR], Parts 51.390 and 93).

A nonattainment area is one that the EPA has designated as not meeting certain air quality standards. A maintenance area is a nonattainment area that now meets the standards and has been redesignated as maintaining the standard. A conformity determination is a demonstration that plans, programs, and projects are consistent with the SIP for attaining the air quality standards. The CAAA requirement to perform a conformity determination ensures that federal approval and funding go to transportation activities that are consistent with air quality goals.

Legislative and Regulatory Background

The Commonwealth of Massachusetts was previously classified as a nonattainment area for ozone and was divided into two nonattainment areas. The Eastern Massachusetts ozone nonattainment area included Barnstable, Bristol, Dukes, Essex, Middlesex, Nantucket, Norfolk, Plymouth, Suffolk, and Worcester counties. The Western Massachusetts ozone nonattainment area included Berkshire, Franklin, Hampden, and Hampshire counties. With these classifications, the 1990 CAAA required the Commonwealth to reduce its emissions of volatile organic compounds (VOCs) and nitrogen oxides (NOx), the two major precursors to ozone formation, to achieve attainment of the ozone standard.

The 1970 Clean Air Act defined a one-hour NAAQS for ground-level ozone. The 1990 CAAA further classified degrees of nonattainment of the one-hour standard based on the severity of the monitored levels of the pollutant. The Commonwealth of Massachusetts was classified as being in serious nonattainment of the one-hour ozone standard and was required to achieve attainment by 1999. The attainment date was later extended, first to 2003 and a second time to 2007.

In 1997, the EPA proposed a new eight-hour ozone standard that replaced the one-hour standard, effective June 15, 2005. Scientific research had shown that ozone could affect human health at lower levels and over longer exposure times than one hour. The new standard was challenged in court and, after a lengthy legal battle, the courts upheld it. The new standard was finalized in June 2004. The new eight-hour standard is 0.08 parts per million (ppm) averaged over eight hours, and this level is not to be exceeded more than once per year. With this new standard, nonattainment areas were again further classified based on the severity of the eight-hour values. Massachusetts was classified as being in moderate nonattainment for the eight-hour standard and again was separated into two nonattainment areas—Eastern Massachusetts and Western Massachusetts.

In March 2008, the EPA published revisions to the eight-hour ozone NAAQS, establishing a level of 0.075 ppm (Volume 73, Federal Register [FR], page 16438; March 27, 2008). In 2009, EPA announced it would reconsider this standard because it fell outside of the range recommended by the Clean Air Scientific Advisory Committee. However, EPA did not take final action on the reconsideration, keeping the standard as 0.075 ppm.

After reviewing data from Massachusetts monitoring stations, EPA sent a letter on December 16, 2011, proposing that only Dukes County be designated as nonattainment for the new proposed 0.075 ppm ozone standard. The Commonwealth of Massachusetts concurred with these findings.

On May 21, 2012, the final rule (77 FR 30088) was published in the Federal Register. This rule defined the 2008 NAAQS as 0.075 ppm, the standard that was promulgated in March 2008. A second rule (77 FR 30160) published on May 21, 2012, revoked the 1997 ozone NAAQS effective one year after the July 20, 2012, effective date of the 2008 NAAQS.

Also, on May 21, 2012, the Federal Register published the air quality designation areas for the 2008 NAAQS. Dukes County was the only area in Massachusetts designated as a nonattainment area. All other Massachusetts counties were designated as attainment/unclassified for the 2008 standard.

On March 6, 2015, EPA published the final rulemaking, “Implementation of the 2008 National Ambient Air Quality Standards (NAAQS) for Ozone: State Implementation Plan Requirements; Final Rule” (80 FR 12264), effective April 6, 2015. This rulemaking confirmed the removal of transportation conformity to the 1997 ozone NAAQS and the replacement with the 2008 ozone NAAQS, which actually set a stricter level of allowable ozone concentration than the 1997 standards and classified Massachusetts (except for Dukes County) as attainment/unclassifiable.

However, on February 16, 2018, the United States Court of Appeals for the District of Columbia Circuit in South Coast Air Quality Mgmt. District v. EPA (“South Coast II,” 882 F.3d 1138) held that transportation conformity determinations must be made in areas that were designated either as nonattainment or maintenance areas for the 1997 ozone NAAQS and attainment for the 2008 ozone NAAQS when the 1997 ozone NAAQS was revoked.

On November 29, 2018, EPA issued Transportation Conformity Guidance for the South Coast II Court Decision (EPA-420-B-18-050, November 2018), which addressed how transportation conformity determinations could be made in these areas. According to the guidance, both Eastern and Western Massachusetts, along with several other areas across the country, were defined as orphan nonattainment areas—areas that were designated as nonattainment areas for the 1997 ozone NAAQS at the time of its revocation (80 FR 12264, March 6, 2015) and as attainment areas for the 2008 ozone NAAQS in EPA’s original designation rule for this NAAQS (77 FR 30160, May 21, 2012). As of February 16, 2019, conformity determinations are required in these areas.

Conformity Determination

Ozone

After February 16, 2019, as a result of the court ruling and the subsequent federal guidance, transportation conformity for the 1997 NAAQS—intended as an anti-backsliding measure—now applies to both Massachusetts orphan areas. Therefore, a conformity determination was made for the 1997 ozone NAAQS in all of the Massachusetts MPOs’ FFYs 2020–40 LRTPs. This conformity determination was finalized in July 2019, following all of the MPOs’ endorsements of their LRTPs, and approved by the Massachusetts Divisions of FHWA and FTA on October 15, 2019. This conformity determination continues to be valid for the Boston Region MPO’s FFYs 2023–27 TIP, and Massachusetts’ s 2023–27 State Transportation Improvement Program, as each is developed from the conforming 2020–40 LRTPs.

The transportation conformity regulation in 40 CFR § 93.109 sets forth the criteria and procedures for determining conformity. The conformity criteria for TIPs and LRTPs include a demonstration of fiscal constraint (§ 93.108), a basis on the latest planning assumptions (§ 93.110), use of the latest emissions model (§ 93.111), consultation (§ 93.112), provision for the timely implementation of transportation control measures (TCMs) (§ 93.113[b] and [c]), and consistency with an emissions budget and/or interim emissions tests (§ 93.118 and/or § 93.119).

For the 1997 ozone NAAQS areas, transportation conformity for TIPs and LRTPs for the 1997 ozone NAAQS can be demonstrated without a regional emissions analysis, per 40 CFR § 93.109(c). This provision states that the regional emissions analysis requirement applies one year after the effective date of EPA’s nonattainment designation for a NAAQS and until the effective date of revocation of such NAAQS for an area. The 1997 ozone NAAQS revocation was effective on April 6, 2015, and the court for South Coast II upheld the revocation. As no regional emission analysis is required for this conformity determination, there is no requirement to use the latest emissions model, budget, or interim emissions tests.

Therefore, transportation conformity for the 1997 ozone NAAQS for the Boston Region MPO’s FFYs 2023–27 TIP can be demonstrated by showing that the remaining requirements in 40 CFR § 93.109 have been met. The following requirements regarding the use of the latest planning assumptions, consultation, timely implementation of TCMs, and fiscal constraint are defined in Section 2.4 of that guidance and are addressed in the following sections.

Latest Planning Assumptions

The requirement to use the latest planning assumptions in 40 CFR § 93.110 generally applies to regional emissions analyses. In the areas subject to the 1997 ozone NAAQS, the use of latest planning assumptions requirement applies to assumptions about TCMs in an approved SIP. (See the section titled Timely Implementation of Transportation Control Measures below).

Consultation

The consultation requirements in 40 CFR § 93.112 for interagency consultation and public consultation were addressed. Interagency consultation was conducted with FHWA, FTA, EPA Region 1, the Massachusetts Department of Environmental Protection (DEP), and the other Massachusetts MPOs on March 6, 2019, to discuss the latest conformity-related court rulings and resulting federal guidance. Regular and recurring interagency consultations have been held on (at least) an annual schedule, with the most recent conformity consultation held on April 27, 2022. Ongoing consultation is conducted in accordance with the following items:

Public consultation was conducted consistent with planning rule requirements in 23 CFR § 450. Title 23 CFR § 450.324 and 310 CMR 60.03(6)(h) requires that the development of the TIP, LRTP, and related certification documents provide an adequate opportunity for public review and comment. Section 450.316(b) also establishes the outline for MPO public engagement programs. The Boston Region MPO's Public Engagement Plan was formally adopted in October 2014 and amended in October 2021 and is available at https://www.ctps.org/public_involvement. The Public Engagement Plan ensures that the public will have access to the TIP and LRTP and all supporting documentation, provides for public notification of the availability of the TIP and LRTP and the public's right to review the document and comment thereon, and provides a 21-day public review and comment period prior to the adoption of the TIP and LRTP and related certification documents.

The public comment period for this conformity determination commenced on May 2, 2022. All comments received during the 21-day public comment period have been incorporated into this TIP. This process allowed sufficient opportunity for public comment and for the MPO board to review the draft document. The public comment period closed on May 23, 2022, and the Boston Region MPOP endorsed this air quality conformity determination on May 26, 2022. These procedures comply with the associated federal requirements.

Timely Implementation of Transportation Control Measures (TCMs)

TCMs were submitted to EPA as SIP revisions in 1979 and 1982, and as part of the Central Artery/Tunnel (CA/T) project. The TCMs in the 1979 and 1982 submissions were accomplished through construction of ongoing projects or implementation of ongoing programs.

The TCMs submitted as part of the mitigation for the CA/T project have been documented in the Destination 2040 LRTP as recommended or completed projects, except for the Fairmount Line Improvement Project and the Green Line Extension.

MassDOT works with the DEP to implement TCMs documented in the SIP. The Boston Region MPO will continue to include relevant projects in the LRTP and TIP, including those projects implemented to provide equal or better emissions outcomes when the primary TCMs do not meet deadlines, until the process for completing all active TCMs has concluded. When the process has been completed, the MPO will amend the LRTP and future TIPs and their conformity determinations to document any changes (including any interim projects or programs).

A Status Report of Uncompleted SIP Projects

The status of the TCMs has been updated in the SIP Transit Commitments Status Report, which MassDOT submitted to DEP in August 2021. For a detailed description of the status of these projects, please visit the MassDOT website at https://www.mass.gov/doc/state-implementation-plan-transit-commitments-2021-status-report/download.

As part of the status report, MassDOT indicated that it is no longer reporting on the Red Line/Blue Line Connector Design, Blue Line Platform Lengthening and Station Modernization, the Greenbush Commuter Rail Restoration, the Construction of 1,000 Parking Spaces, and the Fairmount Line Improvement Project. All of those projects have been completed and MassDOT believes that the relevant commitments have been met. Therefore, information on those projects is not included in this chapter. The only project remaining is the Green Line Extension to Somerville and Medford. Information on this project is as follows:

Green Line Extension to Somerville and Medford Project—SIP Required Completion by December 2014

The Green Line Extension project is a 4.7-mile light rail line, which will extend the current Green Line service from a relocated Lechmere Station in East Cambridge to a terminus at College Avenue in Medford, with a spur to Union Square in Somerville. This project is moving forward with a cost estimate of $2.289 billion. Funding came from a combined $1.99 billion in federal and state funds and pledged contributions totaling approximately $296 million from the Cities of Cambridge and Somerville ($75 million), the Boston Region MPO ($157.1 million), and MassDOT ($64.3 million through Special Obligation Bonds). Since the status report was submitted, Cambridge and Somerville were refunded their full $75 million in November 2021.

In early 2017, the MBTA initiated a procurement process for a design-build entity to design and construct the project. In November 2017, approval was received to execute a design-build contract with Green Line Extension contractors. The notice to proceed under the contract was issued in December 2017. The FTA obligated an initial portion ($100 million) of the Capital Investment Grant funds for the project in December 2017, under the 2015 Full Funding Grant Agreement. Additional funds have since followed. The contract with Green Line Extension contractors is in the amount of $999.7 million.

The primary goals of the project are to improve corridor mobility, boost transit ridership, improve regional air quality, ensure equitable distribution of transit services, and support opportunities for sustainable development in Cambridge, Somerville, and Medford. In addition to the light rail service on two new branches extending from Lechmere Station to Union Square Station and College Avenue Station, the project includes the construction of a vehicle maintenance facility and a multiuse path.

SIP Requirement Status

By filing an Expanded Environmental Notification Form, procuring multiple design consultants, and publishing both Draft and Final Environmental Impact Reports, MassDOT met the first four interim milestones associated with the Green Line Extension project. Since those filings, MassDOT has committed substantial resources to the Green Line Extension project, a top transportation priority of the Commonwealth and the largest expansion of the MBTA rapid transit system in decades. The project then transitioned from the planning and environmental review phases to the design, engineering, and construction phases, and the tasks associated with programming federal funding began.

The timeline for overall project completion, however, has been substantially delayed. In the 2011 SIP Status Report, MassDOT reported that the Green Line Extension project would not meet the legal deadline for completion by December 31, 2014. The delay triggered the requirement to provide interim emission reduction offset projects and measures for the period of the delay (beginning January 1, 2015). Working with the Central Transportation Planning Staff, MassDOT and the MBTA calculated the value for reductions of non-methane hydrocarbons, CO, and NOx that would be equal to or greater than the reductions projected to result from the operation of the Green Line Extension during the period of the delay, as specified in the SIP regulation.

In June 2012, MassDOT released a list of potential mitigation ideas received from the public that could be used as offset measures. In the summer and fall of 2012, MassDOT elicited public comments on these potential measures. Then the MBTA created an internal working group to determine a final portfolio of interim mitigation measures to implement by December 31, 2014, the legal deadline for the implementation of the Green Line Extension.

This work resulted in a recommendation to implement the following three interim mitigation measures, which collectively would meet the emissions reduction target for the project:

The Petition to Delay was submitted to the DEP on July 22, 2014, and expanded further on the analysis and determination of the interim offset measures. In a letter dated July 16, 2015, the DEP conditionally approved MassDOT's request to delay the Green Line Extension project and the implementation of the above interim mitigation measures. Both the 2014 Petition to Delay and the July 2015 Conditional Approval are available on MassDOT's website. Interim offset measures will remain in place for as long as is necessary.

The Green Line Extension to Union Square opened for service on March 21, 2022, and the extension to Medford is scheduled to open for service in Summer 2022.

Funding Source: The Commonwealth, FTA via the Full Funding Grant Agreement, and the Boston Region MPO

Fiscal Constraint

Transportation conformity requirements in 40 CFR § 93.108 state that TIPs and LRTPs must be fiscally constrained so as to be consistent with the United States Department of Transportation’s metropolitan planning regulations (23 CFR part 450). The Boston Region MPO’s FFYs 2023–27 TIP is consistent with the required fiscal constraints, as demonstrated in Chapter 3.

Carbon Monoxide

The requirement to perform a conformity determination for CO for several cities in the Boston region has expired. On April 1, 1996, the EPA classified the cities of Boston, Cambridge, Chelsea, Everett, Malden, Medford, Quincy, Revere, and Somerville as in attainment (in compliance) for CO emissions. Subsequently, a CO maintenance plan was set up through the Massachusetts SIP to ensure that emission levels did not increase. While the maintenance plan was in effect, past TIPs and LRTPs included an air quality conformity analysis for these communities. As of April 1, 2016, however, the 20-year maintenance period for this CO maintenance area expired and transportation conformity is no longer required for this pollutant in these communities. This ruling is documented in a letter from the EPA dated May 12, 2016.

The requirement to perform a conformity determination for CO for the city of Waltham has also expired. On April 22, 2002, the EPA classified Waltham as being in attainment for CO emissions. Subsequently, an EPA-approved CO limited maintenance plan was set up through the Massachusetts SIP to ensure that emission levels did not increase. While the maintenance plan was in effect, past TIPs and LRTPs included an air quality conformity determination against a “budget test” (using “hot spot” analyses as needed at the project level) for Waltham. As of April 22, 2022, however, the 20-year maintenance period for this CO area expired and transportation conformity is no longer required for this pollutant in this municipality. This ruling is documented in a letter from EPA dated April 26, 2022

Conclusion

In summary and based on the entire process described above, the Boston Region MPO has prepared this conformity determination for the 1997 ozone NAAQS in accordance with EPA’s and the Commonwealth of Massachusetts’ latest conformity regulations and guidance. This conformity determination process demonstrates that the FFYs 2023–27 TIP meets the Clean Air Act and Transportation Conformity Rule requirements for the 1997 ozone NAAQS, and has been prepared following all the guidelines and requirements of these rules during this period.

Therefore, the implementation of the Boston Region MPO’s FFYs 2023–27 TIP is consistent with the air quality goals of, and in conformity with, the Massachusetts SIP.

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Chapter 6
Transportation Equity Performance

The Boston Region Metropolitan Planning Organization (MPO) monitors how the transportation projects it funds, as a group, affect the region’s most vulnerable populations and those who have been disproportionately affected by the transportation system. This monitoring helps ensure that these populations are not disproportionately burdened by or receive disproportionately fewer benefits from MPO-funded projects. This chapter provides the results of analyses conducted for monitoring projects funded with Regional Target funds, in the federal fiscal years (FFYs) 2023–27 Transportation Improvement Program (TIP).6-1 It also includes an overview of the transportation equity (TE) component of the project evaluation process as it has changed in recent years.

Transportation Equity Populations

In response to federal mandates, the MPO considers six demographic groups to be TE populations—populations that are covered by federal directives and that have been disproportionately underserved and burdened by the transportation system. These mandates include Title VI of the Civil Rights Act of 1964; the Americans with Disabilities Act of 1990; Executive Order 13166—Improving Access to Services for Persons with Limited English Proficiency; and the Age Discrimination Act of 1975. (More information on these mandates can be found in Appendix E.) TE populations include people who identify as a minority, people with low-incomes, people with limited English proficiency (LEP), older adults, young people, and people with disabilities.6-2

The MPO’s TE goal shapes the MPO’s approach to improving transportation outcomes for TE populations. The TE goal is to ensure that all people receive comparable benefits from, and are not disproportionately burdened by, MPO investments, regardless of race, color, national origin, age, income, ability, or sex. The MPO’s practices to achieve this goal are shaped by the various federal nondiscrimination and environmental justice laws and regulations. In addition, the MPO strives to go beyond these federal requirements to meet the transportation needs and address disproportionately high and adverse effects of existing transportation investments experienced by TE populations in the Boston region.

As part of this work, the MPO analyzes TIP projects individually upon intake prior to being selected for funding (during the project evaluation process), as well as the group of projects that are selected for Regional Target funding (by conducting equity analyses). These reviews allow the MPO to assess how the projects perform relative to the MPO’s TE goal, as well as progress in improving transportation outcomes for TE populations. The remainder of this chapter describes the review processes for Regional Target-funded projects in the FFYs 2023–27 TIP.

A Note On Demographics

The FFYs 2023–27 TIP marks a change in terms of the demographic data that were used to evaluate projects and conduct equity analyses. For project evaluations, staff updated all demographic data with the latest demographic data available. Minority data came from the 2020 Census, while all other TE population data were from the 2015–19 American Community Survey (ACS). Age data from the 2020 Census are scheduled to be released later in 2022; therefore, ACS data were used for the youth and older adult populations. In the future these data will be updated with 2020 Census data.

In addition, project evaluations no longer rely on transportation analysis zones (TAZs) as the geographic unit of analysis; census block groups are the basis instead. Scores for projects evaluated both in the FFYs 2022–26 and FFYs 2023–27 TIP cycles will have changed, reflecting the new data. For the equity analyses described in this chapter, 2016–20 ACS data were available and used for all TE populations except the minority population, which was based on 2020 Census data.

Transportation Equity Project Evaluation

In October 2020, the MPO approved a new set of project evaluation criteria for each of the six MPO goal areas, including the TE goal area (see Chapter 2). These criteria were used to evaluate projects proposed for funding in the FFYs 2022–26 and FFYs 2023–27 TIPs. This section describes the project evaluation process for transportation equity. (See Appendix A for project scores.)

The TE evaluation criteria for all investment programs other than Community Connections are integrated into the other goal areas rather than existing as a stand-alone set of criteria. (However, the TE equity component for each project score was calculated and can be found in Appendix A.) This structure allows the MPO to evaluate projects based not only on the TE populations who live near the project, but also on the expected impacts of the projects on these populations. The TE score as a percentage of a project’s maximum possible score is about 20 percent. The TE evaluation is a three-step process, as described below.

Step 1: Determine the impacts of each project using the scores for selected evaluation criteria in the other goal areas.

Project impacts are identified through the evaluation criteria in the Safety, Capacity Management and Mobility, Clean Air and Sustainable Communities, and System Preservation goal areas. A subset of these criteria was selected to be equity criteria, based on existing transportation needs identified through public engagement. These criteria are shown in Table 6-1, along with their maximum scores.

 

Table 6-1
Criteria for Transportation Equity Scoring

 

Investment Program Criteria Maximum Points (with Equity Multiplier)1
Bicycle Network and Pedestrian Connections Program Complete Streets Program Intersection Improvements Program Major Infrastructure Program
Capacity Management and Mobility Reduces transit passenger delay N/A 4 (8) 4 (8) 4 (8)
Invests in new transit assets N/A 2 (4) 2 (4) 2 (4)
Improves pedestrian network/ADA accessibility 9 (18) 4 (8) 4 (8) 4 (8)
Improves bicycle network 9 (18) 4 (8) 4 (8) 4 (8)
Clean Air and Sustainable Communities Reduces transportation-related emissions (CO, VOCs, and PM2.5) 6 (12) 5 (10) 5 (10) 5 (10)
Safety Improves pedestrian safety 7 (14) 3 (6) 4 (8) 3 (6)
Improves bicycle safety 7 (14) 3 (6) 4 (8) 3 (6)
Project addresses severe-crash location N/A 3 (6) 3 (6) 3 (6)
System Preservation Incorporates resiliency elements into design 5 (10) 5 (10) 5 (10) 5 (10)
Improves existing transit assets N/A 2 (4) 2 (4) 2 (4)
Improves connectivity to critical facilities 2 (4) 1 (2) 1 (2) 1 (2)
Improves existing pedestrian facilities 5 (10) 3 (6) 3 (6) 3 (6)

1 Points include applicable bonus points.

ADA = Americans with Disabilities Act. CO = carbon monoxide. N/A = not applicable. PM = particulate matter. VOC = volatile organic compound.

 

Step 2: Calculate the project’s “equity multiplier.”

Equity multipliers are assigned to each project based on the share of each TE population in the project area (within one-half mile) relative to the regionwide average. For each project area the following steps are taken:

Step 2a: Calculate the percent of the population that belongs to each TE population within the project area.

Step 2b: Determine the equity index for each TE population. The equity index is derived from the distribution of each TE population across the Boston region. For example, Figure 6-1 below is a histogram of the distribution of the minority population across all the block groups in the Boston region. The Y-axis shows the number of block groups, and the X-axis shows the percent of the population in those block groups who identify as a minority. It also shows the regionwide average, as well as where certain standard deviations (SD) above and below the average fall.

The SD measures the variation of the population across the region. A lower SD indicates that values are clustered around the average—people with disabilities, and the youth and older adult populations share this characteristic. A higher SD indicates that values are more dispersed—the minority and low-income populations, and people with LEP share this characteristic.

 

Figure 6-1
Distribution of the Minority Population in the MPO Region

 

Figure 6-1 shows a histogram of the distribution of the minority population across all the block groups in the MPO region.

US Census Bureau and Boston Region MPO.

 

Step 2c: The percent of the total population that belongs to each TE population in the project area is compared to the SD categorization as shown above. For example, a project area in which ten percent of the population identifies as minority would fall between -1.5 and -0.5 SDs below the average. Each SD range has an equity index associated with it. Table 6-2 shows the indices associated with each SD range for all six TE populations.

 

Table 6-2
Equity Index Look-up Table: Project Investment Programs

 

Equity Population Less than -1.5 SDs from the Average -0.5 to -1.5 SDs from the Average -0.5 to 0.5 SDs from the Average 0.5 to 1.5 SDs from the Average Greater than 1.5 SDs from the Average
Minority population 0.0 2.0 4.0 6.0 8.0
Low-income population 0.0 2.0 4.0 6.0 8.0
People with LEP 0.0 1.0 2.0 3.0 4.0
People with disabilities 0.0 0.5 1.0 1.5 2.0
Older adult population 0.0 0.5 1.0 1.5 2.0
Youth population 0.0 0.5 1.0 1.5 2.0

 

Source: Boston Region MPO.

 

Step 2d: The indices for each of the TE populations are added up to obtain a final index value. The highest index a project can receive is 26 (the sum of the values in the far-right column).

Step 2e: Finally, the equity index is matched with its corresponding multiplier using the table below.

Table 6-3
Equity Multiplier Look-up Table

 

If Equity Index is Equal or Greater Than… …And Less Than… The Project’s Multiplier is…
0.0 1.0 0.0
1.0 6.0 1.25
6.0 15.0 1.5
15.0 20.0 1.75
20.0 27.0 2.0

 

Source: Boston Region MPO.

 

Step 3: Calculate the final scores.

The scores calculated in Step 1 are multiplied by the project’s equity multiplier to get the final score for the criteria identified in Table 6-1.

This process achieves several results:

Note that with each new census and ACS dataset that are released, SDs are recalculated.

Community Connections projects are scored in the same way as described above, except that there is no multiplier to calculate and apply to other criteria scores. Instead, an index is calculated as described in Steps 2a–2d, above. The final step is to match the index with its corresponding TE score as shown in Table 6-4.

Table 6-4
Equity Index Look-up Table: Community Connections

 

If Project Equity Index is Greater than… …And Less Than… The Project Score is…
0 1 0
1 6 3
6 11 6
11 16 9
16 21 12
21 27 18

 

 

Source: Boston Region MPO.

 

Transportation Equity Analyses

As required by federal regulations, the MPO assesses the impacts of all Regional Target-funded projects, as a group, in each TIP on TE populations.6-3 These analyses help the MPO to better understand the extent to which investments help the MPO meet its TE goal. This information will inform future changes or updates to MPO work and decision-making. As new tools are identified and analyses are developed, they will be added to subsequent TIPs.

In the FFYs 2023–27 TIP, the MPO has left unprogrammed Regional Target funds for projects which have not yet been identified. As a standard practice, the MPO reserves funds for these programs with the expectation that they will be allocated when projects are ready to be funded. Specifically, $6.7 million for the Community Connections and $19.5 million for the Transit Modernization investment programs have been left unprogrammed. Except for the funding distribution analysis, the equity analyses in this chapter do not account for these funds. Additionally, the analyses in this chapter do not include roadway projects in the region that are funded by the Massachusetts Department of Transportation or public transit projects funded by regional transit authorities.

Geographical Analyses

Transportation Equity Populations in the Boston Region

Table 6-5 shows the total number of people in the Boston region who belong to each TE population, as well as the percentage of each TE population relative to the Boston region’s population. Values from the FFYs 2022-26 TIP are also shown as a comparison.

 

Table 6-5
Transportation Equity Populations in the Boston Region

 

TE Population Group MPO Region Population Percent of the Total Population
FFYs 202226 TIP FFYs 2023–27 TIP FFYs 2022–26 TIP FFYs 2023–27 TIP
Minority population 870,459 1,223,835 28.2% 36.5%
Low-income population 683,548 674,215 23.0% 20.1%
People with LEP 308,770                   375,848 10.6% 11.2%
People with disabilities 306,776                   342,552 10.0% 10.2%
Older adult population 206,578                   232,286 6.7% 6.9%
Youth population 636,761                   634,550 20.6% 18.9%

 

Note: To calculate the TE population values, the population in each block group was controlled to the total 2020 census population count and then summed to get the total TE population in the Boston region.

FFY = federal fiscal year. LEP = limited English proficiency. TE = transportation equity. TIP = Transportation Improvement Program.

Sources: US Census Bureau.

 

Figures 6-2 to 6-7 show the percent of each TE population throughout the Boston region. In general, the minority population, people with low incomes, and people with LEP tend to live closer to or in Boston. On the other hand, people aged 75 or older, people 17 or younger, and people with disabilities are dispersed throughout the region.

Figure 6-2
Percentage of the Minority Population in the Boston Region

Figure 6-2 is a map showing the percent of the population that identifies as a minority in each block group across the 97 communities in the Boston region.

 

 

Figure 6-3
Percentage of the Low-income Population in the Boston Region

Figure 6-3 is a map showing the percent of the population that has a low income in each block group across the 97 communities in the Boston region.

 

 

Figure 6-4
Percentage of People with Limited English Proficiency in the Boston Region

Figure 6-4 is a map showing the percent of the population that has limited English proficiency in each block group across the 97 communities in the Boston region.

 

 

Figure 6-5
Percentage of People with Disabilities in the Boston Region

Figure 6-5 is a map showing the percent of the population with disabilities in each census tract across the 97 communities in the Boston region.

 

 

Figure 6-6
Percentage of Older Adults in the Boston Region

Figure 6-6 is a map showing the percent of the population that is age 75 or older in each block group across the 97 communities in the Boston region.

 

 

Figure 6-7
Percentage of Youth Population in the Boston Region

Figure 6-7 is a map showing the percent of the population that is age 17 or younger in each block group across the 97 communities in the Boston region.

Transportation Equity Populations Served or Impacted by Regional Target-funded Projects

The analyses in this section assess which TE populations will likely be served or impacted by Regional Target-funded projects. Affected populations are considered those who live in close proximity, defined as one-half mile from project extents. Geographic proximity is an approximation that helps determine who is likely to use and be impacted by a project. For some projects, such as those in the Bicycle Network and Pedestrian Connections and Complete Streets Programs, this measure is a reasonable representation as these projects are often designed and located in such a way so as to serve local residents. For other projects, such as those in the Major Infrastructure Program, this may be a less accurate representation, given that many users of these types of roadways or public transit lines live outside of the half-mile boundary. Some impacts, however, are local regardless of investment program, such as pollution from carbon monoxide (CO) and other transportation-related emissions. Despite drawbacks, geographical analyses are a readily available approximation of who may be most served and affected by projects funded by the MPO.

Table 6-6 shows the TE populations likely to be served or impacted by MPO Regional Target projects, compared to their shares of the Boston region population. For all TE populations, the percentage of the total population served that belongs to each TE population is within one percentage point of their respective shares of the region’s population. For the minority population, the percent of the population served or impacted is four points greater than their share of the region’s population. This shows that the Regional Target projects are not underserving TE populations relative to their representation in the region. This is one indicator that the MPO is meeting its TE goal as stated in the 2019 Long-Range Transportation Plan (LRTP). However, this analysis does not identify the specific benefits or burdens that may result these projects on TE populations.

Table 6-6
Transportation Equity Populations Served or Impacted by Regional Target Projects

 

TE Population Group Regionwide Population Population Served  Percentage of Total Population Served  Percentage of Regionwide Population
Minority population 1,223,835     278,341 39.4% 36.5%
Low-income population 674,215     147,568 21.4% 20.1%
People with LEP           375,848       79,880 11.5% 11.2%
People with disabilities           342,552       70,085 9.9% 10.2%
Older adult population           232,286       45,609 6.5% 6.9%
Youth population           634,550     132,508 18.8% 18.9%

 

 

 

Note: As is its usual practice, the MPO has left some funds unallocated in the outer years of the TIP, and this analysis does not reflect those funds.
This table also does not include the Bridge Rehabilitation of Commonwealth Avenue over the Charles River project (110980) as it was evaluated by the Massachusetts Department of Transportation (MassDOT).
LEP = limited English proficiency. TE = transportation equity.
Sources: US Census Bureau, 2015–17 MBTA Systemwide Passenger Survey, and Boston Region MPO.

 

Figure 6-8 shows the percentage of TE populations served or impacted (out of the entire population served or impacted) by Regional Target projects in the FFYs 2018–22, 2019–23, 2020–24, 2021–25, 2022–26, and 2023–27 TIPs. (Note that the youth population was added and that the low-income definition changed to its current definition starting in the FFYs 2022–26 TIP; therefore data are shown for these populations starting with the FFYs 2022–26 TIP.) The results show that the percent of TE populations served or impacted have continued to be on par with their respective shares of the Boston region’s population. For the minority population in particular, the percentage has been several percentage points above the regionwide average in every TIP since FFYs 2018–22. For the youth population, the percentage was below its share of the region’s population in the FFYs 2022–26 TIP but is now on par in the FFYs 2023–27 TIP.6-4

Figure 6-8
Change in the Percentage of Transportation Equity Populations Served or Impacted by Regional Target Projects

Figure 6-8 shows the share of TE populations served (out of the entire population served or impacted) by Regional Target-funded projects in each TIP from the FFYs 2018¬¬–22 TIP to the FFYs 2023–27 TIP. This figure will be updated for the public review draft of the TIP when the necessary information is available to complete the required analysis.

 

 

 

Notes: People aged 17 or younger were not considered among the TE population until the FFYs 2022–26 TIP. Additionally, starting in the FFYs 2022–26 TIP, the low-income population was defined based on poverty status. (Formerly it was based on household income; this is not shown in the figure as it cannot be compared with the current low-income definition. For information about the data for the FFYs 2018–22, 2019–23, 2020–24, and 2021–25 TIPs, see the respective documents.
As is its usual practice, the MPO has left some funds unallocated in the outer years of each TIP, and this analysis does not reflect those funds. This figure also does not include the Bridge Rehabilitation of Commonwealth Avenue over the Charles River project (110980) as it was evaluated by MassDOT. FFY = federal fiscal year.
LEP = limited English proficiency. TE = transportation equity. TIP = Transportation Improvement Program.
Sources: US Census Bureau, 2015–17 MBTA Systemwide Passenger Survey, and Boston Region MPO.

 

Figure 6-9 shows the percentage of TE populations likely to be served or impacted (out of the entire population served or impacted) for each investment program in the FFYs 2023–27 TIP. Some TE populations are likely to benefit from or be impacted by projects in certain investment programs. For example, approximately 19 percent of the population served or impacted by Complete Streets projects are expected have LEP; this percentage is significantly higher than the LEP share of the Boston region’s population, which is 11.2 percent. However, people with LEP are underserved by projects in the Bicycle and Pedestrian Network Connections investments program, with only 6.5 percent of the total population served.

Figure 6-9
Percent of Transportation Equity Populations Served or Impacted by Regional Target Projects by Investment Program 

Figure 6-9 shows the share of each TE population served or impacts by Regional Target-funded projects within each investment program.

 

 

Notes: As is its usual practice, the MPO has left some funds unallocated in the outer years of the TIP, and this analysis does not reflect those funds. This figure also does not include the Bridge Rehabilitation of Commonwealth Avenue over the Charles River project (110980) as it was evaluated by MassDOT.
LEP = limited English proficiency. TIP = Transportation Improvement Program. Sources: US Census Bureau, 2015–17 MBTA Systemwide Passenger Survey, and Boston Region MPO.

 

Transportation Emission Impacts Analysis

Figure 6-10 shows the projected combined reduction in emissions from CO, volatile organic compounds (VOC), and nitrogen oxides (NOx) that would result from the implementation of Regional Target projects, in the aggregate, for TE populations and their non-TE counterparts. Reductions are reported in kilograms per 1,000 people and are shown for the FFYs 2021–25, 2022–26, and 2023–27 TIPs. The changes shown are for each TIP and are not cumulative across all TIPs.

In the FFYs 2021–25 TIP, only the older adult population was likely to receive greater emission reductions than their non-TE counterpart, while in the FFYs 2022–26 TIP this was the case for only older adults and people with disabilities. However, in the FFYs 2023–27 TIP, reductions in emissions are likely to be greater for people with disabilities, the youth population, the older adult population, and the low-income population than for their non-TE counterparts. People with LEP and the minority population are likely to continue to receive less of a reduction of emissions compared their non-TE counterparts; however, that difference is likely to be less than it was in previous TIPs. These results show that the MPO is making progress toward reducing emissions disparities for some TE populations; however, future funding should ensure that the minority population and people with LEP in particular benefit at least as much or more from the emissions reductions resulting from Regional Target projects as their non-TE counterparts.  

 

Figure 6-10
Reduction in Carbon Monoxide, Volatile Organic Compounds, and Nitrogen Oxide Emissions per 1,000 People

Figure 6-10
Reduction in Carbon Monoxide, Volatile Organic Compounds, and Nitrogen Oxide Emissions per 1,000 People 

Notes: As is its usual practice, the MPO has left some funds unallocated in the outer years of the TIP, and this analysis does not reflect those funds. This table does not include the Bridge Rehabilitation of Commonwealth Avenue over the Charles River project (110980) as it was evaluated by MassDOT. It also does not include the McGrath Boulevard project (607981) since air quality was assessed as part of the LRTP and not with CMAQ analyses.
The youth population was not considered a TE population prior to the FFYs 2022–26 TIP.
CO = carbon monoxide. CMAQ = Congestion Mitigation and Air Quality. FFY = federal fiscal year. LEP = limited English proficiency. N/A = not applicable. NOx = nitrogen oxide. TIP = Transportation Improvement Program. TE = transportation equity. VOC = volatile organic compounds. Source: US Census Bureau, 2015–17 MBTA Systemwide Passenger Survey, and Boston Region MPO’s Congestion Mitigation and Air Quality analyses.

 

Funding Distribution Analysis

The results of the analyses reported in this section show how Regional Target funds are distributed to projects serving TE populations based on the percentage of the population served by the Regional Target-funded projects. The MPO has programmed approximately $645 million in Regional Target funding in the FFYs 2023–27 TIP. Like the geographical analyses shown above, this funding distribution analysis assumes that funds allocated to TE populations indicate a benefit. While the MPO strives to ensure that projects selected for funding provide significant transportation improvements to and mitigate potential burdens on TE populations, the complexity of projects and their varied impacts limit the degree to which these outcomes can be ensured.

Table 6-7 shows the percent of funding allocated in the FFYs 2023–27 TIP to Regional Target projects, in the aggregate, that are expected to serve or impact TE populations compared to the share of each TE population within the Boston region. Except for the older adult population, all TE populations will receive a smaller share of funding relative to their share of the regionwide population. The share of TE populations served or impacted is on par or greater than their respective share of the Boston region population (see Table 6-6), which suggests that projects that are expected to serve or impact TE populations are generally smaller projects or projects that will receive a small amount of funding. This does not mean that projects are not providing significant benefits to TE populations, as more funding does not necessarily mean more benefits. While the MPO strives to ensure that projects selected for funding provide significant transportation improvements to and mitigate potential burdens on TE populations, the complexity of projects and their varied impacts limit the degree to which these outcomes can be ensured. More detailed analyses of specific impacts are required to better understand the benefits and burdens TE populations may experience from Regional Target projects, as well as the relationship between funding levels and project benefits.

 

Table 6-7
Percent of Funding Allocated to Transportation Equity Populations

TE Population Percentage of Funding Allocated Percentage of Regionwide Population
Minority population 30.9% 36.5%
Low-income population 18.8% 20.1%
People with LEP 10.0% 11.2%
People with disabilities 9.9% 10.2%
Older adult population 7.5% 6.9%
Youth population 18.2% 18.9%

 

 

Notes: As is its usual practice, the MPO has left some funds unallocated in the outer years of the TIP, and this analysis does not reflect those funds.

This table does not include the Bridge Rehabilitation of Commonwealth Avenue over the Charles River project as it was evaluated by MassDOT.

LEP = limited English proficiency. TE = transportation equity. TIP = Transportation Improvement Program.

Sources: US Census Bureau, 2015–17 MBTA Systemwide Passenger Survey, and Boston Region MPO.

 

Figure 6-11 shows the percentage of funding allocated to Regional Target projects that are expected to serve or impact TE populations for the FFYs 2019–23, 2020–24, 2021–25, 2022–26, and 2023–27 TIPs. These data are shown relative to each TE population’s share of their population in the Boston region. Over the past five TIPs, the share of funding allocated to TE populations is approximately level to their share of the Boston region population, except for the minority population. Funding for the minority population has consistently been several percentage points below their share of the region’s population. As described above, funding is only an approximate measure of whether Regional Target projects will likely serve or benefit TE populations, though in general the MPO strives to provide equal or greater funding to TE populations.

 

Figure 6-11
Change in the Percentage of Funding Allocated to Transportation Equity Populations

Figure 6-11 shows the allocation of Regional Target funding to TE populations for each TIP from the FFYs 2019–23 TIP to the FFYs 2023–27 TIP. This figure will be updated for the public review draft of the TIP when the necessary information is available to complete the required analysis.

 

Notes: People ages 17 or younger were not considered as a TE population until the FFYs 2022–26 TIP. Additionally, starting in the FFYs 2022–26 TIP, people with low incomes were defined based on their poverty status for their family size. (Formerly it was based on household income; this is not shown in the figure as it cannot be compared with the current low-income definition.) For more information about the data for the FFYs 2019–23, 2020–24, and 2021–25 TIPs, see the respective documents.
As is its usual practice, the MPO has left some funds unallocated in the outer years of the TIP, and this analysis does not reflect those funds. This figure does not include the Bridge Rehabilitation of Commonwealth Avenue over the Charles River project (110980) as it was evaluated by MassDOT.
FFY = federal fiscal year. LEP = limited English proficiency. TE = transportation equity. TIP = Transportation Improvement Program.
Sources: US Census Bureau, 2015–17 MBTA Systemwide Passenger Survey, and Boston Region MPO.

 

Future Activities to Improve Monitoring of Transportaition Equity Performance

The MPO will continue to explore more sophisticated methods of identifying specific impacts of projects funded with Regional Target dollars and evaluating, as a group, their benefits and burdens on TE populations. MPO staff has developed a similar analysis for the MPO’s Long-Range Transportation Plan (LRTP) and will continue to refine the analyses. Development of the LRTP analysis will inform further analyses of TIP equity performance. Much of this work will likely involve accessibility analyses and analyses of health impacts. Staff anticipates continuing to track the results of these analyses over time and enhancing them each year.


6-1 Regional Target funds are those federal funds provided to MPOs that are programmed for projects at the discretion of each MPO. The Boston Region MPO typically receives about $110 million each year in Regional Target funds. This amount has increased about $130 million for the five years of the FFYs 2023–27 TIP due to an increase in federal funding.

6-2 TE populations are identified using Decennial Census and American Community Survey data and are defined as follows:

6-3 The following sources for the TE populations were used for the analyses in this section:

FFYs 2022–26 TIP and earlier:

FFYs 2023–27 TIP:

 

6-4 Starting in the FFYs 2022–26 TIP, the methodology for determining the population within a half-mile of projects was updated. A half mile is now measured along the roadway network (excluding limited access highways) rather than as-the-crow-flies, as was done in previous TIPs.

 

 

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Appendices