Massachusetts Department of Transportation
Office of Transportation Planning
10 Park Plaza, Room 4150
Boston, Massachusetts 02116
planning@state.ma.us
(857) 368-8855
This report is being submitted to the Federal Highway Administration (FHWA) and the Federal Transit Administration (FTA) to provide an update on the status of the three outstanding State Implementation Plan (SIP) transportation control measure (TCM) projects: (1) improvements to the Fairmount Line, (2) the siting and construction of 1,000 new commuter parking spaces, and (3) the construction of the Green Line Extension to College Avenue (Medford) and Union Square (Somerville). The U.S. Environmental Protection Agency (EPA) approved the projects as part of the SIP on July 31, 2008. A complete description of the process by which those projects were included in the SIP is provided in the Boston Region MPO’s long-range transportation plan – JOURNEY to 2030 Amendment adopted on September 24, 2009 and amended on November 19, 2009. As part of the approval of the JOURNEY to 2030 Amendment, FHWA and FTA stated:
“The demonstration of timely implementation of TCMs in the SIP is required for a conformity determination. In order to ensure that the TCMs are completed as scheduled, the Executive Office of Transportation and Public Works shall prepare monthly progress reports to FTA, FHWA, and EPA. In addition to these progress reports EOT [MassDOT after November 1, 2009] shall convene monthly meetings with all interested parties to discuss the status of each TCM. This reporting requirement will be effective starting November 2009.”
This is the 51st update of the required monthly status reports. This report builds on the State Implementation Plan Transit Commitments 2014 Status Report, submitted to the Massachusetts Department of Environmental Protection on July 22, 2014. This report will be posted on the website of the Massachusetts Department of Transportation.
Following the submittal of the 2012 Agency Response to Public Comments, MassDOT is no longer reporting on the 1,000 Parking Space requirement, as that project is complete.
Project Description
The 9.2-mile Fairmount commuter rail line runs from South Station, previously served four stations (Uphams Corner, Morton Street, Fairmount, and Readville) in the communities of Dorchester, Mattapan, and Hyde Park, and terminates in the Readville section of Boston. The line, which uses right-of-way entirely owned by the MBTA, also includes 41 bridges. It is the only commuter rail line that exclusively serves neighborhoods within the City of Boston, but ridership has historically been low.
The Fairmount Line Improvement Project involves the rehabilitation of the existing Uphams Corner and Morton Street Stations; construction of four new stations (Newmarket, Four Corners, Talbot Avenue, and Blue Hill Avenue); reconstruction of six existing railroad bridges (located over Columbia Road, Quincy Street, Massachusetts Avenue, Talbot Avenue, Woodrow Avenue, and the Neponset River); and construction of a new interlocking and an upgraded signal system (required to advance the bridge reconstruction work). The intent of these upgrades has been to enhance future service, allowing for increased frequency on the line.
Planning Conformity
Throughout the life of the project, improvements to the Fairmount Line have been included in all relevant transportation planning documents, including the Regional Transportation Plans of the Boston Region Metropolitan Planning Organization (MPO).
Project Status
The sections below describe the current status of the different elements of the Fairmount Line Improvement Project:
Systems
Necessary upgrades to the required interlocking and signal systems have been completed and are currently in use, which has allowed for the reconstruction of structurally deficient bridges along the Fairmount Line.
Bridges
Construction to replace the Columbia Road, Quincy Street, and Massachusetts Avenue bridges was completed in 2010. The construction of the Talbot Avenue and Woodrow Avenue bridges is complete (see “New Stations” below). Construction of three bridges over the Neponset River was completed in summer 2013.
Existing Stations
As stated above, existing stations at Uphams Corner and Morton Street required rehabilitation for the project. The MBTA held a station re-opening at Uphams Corner on January 23, 2007. The reconstruction of Morton Street was celebrated at a station re-opening on July 17, 2007. New elements at both stations include extended high-level passenger platforms, accessible walkways, canopies, benches, windscreens, signage, bicycle racks, variable message signs, lighting, and landscaping.
New Stations
Four Corners Station opened for service on July 1, 2013. The station had been under construction since January 2010. The construction of Four Corners Station experienced delays due to unforeseen geotechnical conditions, relocation of existing utilities, and a redesign of the inbound sloped walkway structure at Geneva Avenue. Substantial completion of Four Corners Station occurred in June 2013 and final construction was completed in September 2013. There is only one remaining change order that must be processed and then this Contract can be closed out.
The construction of Talbot Avenue Station and the Talbot and Woodrow Avenue Bridges began in fall 2010. The construction lasted approximately twenty-six months, with substantial completion of the station and the bridges in October 2012 and final completion of work in January 2013. The structural replacement of the two bridges was completed over weekends in November and December 2011. Talbot Avenue Station opened in November 2012. There are several change orders that must be processed in order for this project to be closed out. The MBTA project office is negotiating with the Contractor to finalize payment.
Newmarket Station opened for service on July 1, 2013.This project is 100% complete and has been closed out.
The proposed Blue Hill Avenue Station has been the subject of significant community controversy over the past six years. In early 2009, after design work for the station was well underway (at the 60% design level), a small number of abutters raised concerns about negative impacts to residences immediately surrounding the proposed station, which at the time was proposed to have two side platforms. In an effort to address these concerns, the MBTA conducted a new analysis of alternative station locations. This additional analysis determined that at least one alternative location (River Street) was infeasible due to track curvature, and that two other alternative locations (north of Blue Hill Avenue and south of Cummins Highway) would have greater impacts to abutting residential properties than would the original design. Also these alternatives would serve fewer riders at a greater cost. The MBTA developed one additional alternative that made use of a center-island platform at the original station site in order to address abutter concerns by locating the platform further from homes and backyards. The MBTA then completed an additional analysis of noise and vibration impacts and considered mitigation measures to try and address any outstanding abutter concerns.
The MBTA and MassDOT made a final determination on the Blue Hill Avenue station in May 2011. Design of the center-island station concept is continuing, as is ongoing discussion with the opposing abutters about appropriate mitigation. The redesign of the station has reached the 60% level. On September 15 the Design and Construction Department held a community meeting at the Mattapan Library led by the MBTA General Manager. While the community still has concerns the project team is now advancing the design with the understanding that continued coordination with the community is paramount. The MBTA has engaged the community in working group meetings to incorporate community concerns in the design. The latest meeting was held on March 12, 2015. The 90% design plans are expected in May of 2015, and 100% plans in August 2015, and construction is scheduled to begin in fall 2015. If this schedule holds the station opening will be in December 2017.
Project Funding
In August 2007, MassDOT and the MBTA executed a contract to transfer approximately $39 million from the ‘immediate needs’ Transportation Bond Bill of 2007 (which provided Commonwealth bond funding to support the costs of the SIP projects) from MassDOT to the MBTA to support the costs of (1) signal work, (2) reconstructing the Columbia Road, Quincy Street, and Massachusetts Avenue Bridges, (3) designing the Talbot Avenue, Woodrow Avenue, and Neponset River Bridges, and (4) designing the Newmarket, Talbot, and Blue Hill Avenue Stations.
A supplemental funding agreement providing $23,756,574 in Commonwealth bond funding to the MBTA was executed in June 2009 in order to advance the construction of the station at Four Corners. A third funding agreement, approved in June 2011 in the amount of $61,616,500, has allowed the remaining stations (including Blue Hill Avenue) and bridges to advance. These contracts total approximately $124.4 million in authorized spending on the Fairmount Line Improvement Project to this point.
Community concerns (described above) regarding the construction of a station at Blue Hill Avenue, as well as construction challenges throughout the Fairmount Line, have resulted in a delay of the overall Fairmount Line Improvement Project beyond the December 31, 2011 SIP deadline. A reliable completion date for Blue Hill Avenue station now is expected to be in December 2017.
MassDOT recognizes that this delay has triggered the Project Delay component of the SIP regulation. Therefore, MassDOT prepared a Petition to Delay and an Interim Emission Offset Plan, to be implemented for the duration of the delay. Both the Petition and Offset Plan were submitted to DEP, and posted to MassDOT’s SIP website.
As described in the Offset Plan, MassDOT estimated the reduced emissions expected to be generated by the implementation of the new Fairmont Line stations. MassDOT and the MBTA, in consultation with Fairmount Line stakeholders, identified a set of potential interim emission reduction offset measures that would meet the emissions reduction targets. MassDOT submitted these proposed measures to DEP in a July 27, 2011 petition, after which time MassDOT and the MBTA continued to work to refine the offset concepts for implementation, including a second letter to DEP (dated November 29, 2011) describing changes to the proposed offsets. On January 2, 2012 (the first weekday following January 1), the offset measures were implemented: additional trips via a dedicated shuttle on the CT3 bus route between Andrew Station and Boston Medical Center; and increased weekday frequency on the Route 31 bus.
The proposed Red Line/Blue Line Connector consists of an extension of the MBTA Blue Line under Cambridge Street to Charles/MGH Station on the Red Line station. As currently envisioned, the project consists of two major components: (1) a new tunnel extending the Blue Line under Cambridge Street from Government Center to Charles Circle and (2) a new underground Blue Line station connected to the existing Charles/MGH Station. The project will also consider whether and how to relocate Bowdoin Station.
The SIP regulations require only that MassDOT complete final design for the project. Construction of the Red Line/Blue Line Connector is not required.
Planning Conformity
The design of the Red Line/Blue Line connector project has been included in all relevant transportation planning documents, including the Regional Transportation Plans of the Boston Region MPO.
On September 14, 2007, MassDOT filed an Expanded Environmental Notification Form with the Massachusetts Environmental Policy Act Office. A public scoping session was held on October 17, 2007, and the Secretary of Energy & Environmental Affairs issued a certificate on the project on November 15, 2007. Based on the project scope as defined in the MEPA Certificate, MassDOT issued a Request for Proposals on March 27, 2008 for a consultant to complete the necessary environmental reviews and engineering for the project. MassDOT awarded a consultant contract during the summer of 2008.
MassDOT has completed the following environmental reviews and conceptual engineering for the project:
A Definition of Alternatives/Conceptual Engineering Report was completed in November 2009.
The ‘immediate needs’ Transportation Bond Bill of 2007 provides state bond funding for the design of the Red Line/Blue Line Connector project. The estimated funding needed to complete design has increased from the previous $29 million estimate to $52 million, according to the new cost estimates completed during the development of the DEIR for the project.
MassDOT has made a good faith effort to meet the commitment to complete final design of the Red Line/Blue Line Connector, including the accomplishments listed above. However, as part of the environmental review and conceptual design process, MassDOT determined that the ultimate construction costs for the project will far outstrip the cost projections in place at the time that the SIP regulation was promulgated: $290 million at the time of the SIP regulation versus the current best estimate of $748 million (escalated to year of expenditure). MassDOT has already spent $3 million to advance the project through environmental review and conceptual design, but the current $52 million estimate to complete final design substantially exceeds the $29 million last identified for the effort in the 2009 Regional Transportation Plan for the Boston Region. Furthermore, MassDOT has been unable to identify funding with which to construct the Red Line/Blue Line Connector at any point in the next 20 years. As a matter of policy, MassDOT believes that it is irresponsible to spend precious public funds to design and permit transportation projects for which there are no identified construction funds, particularly given the need to continually refresh planning and permitting materials for major projects. To pursue final design of the Red Line/Blue Line Connector project at this point would be to squander resources that could otherwise be spent on projects for which construction funds are already committed.
Therefore, MassDOT initiated a process to amend the SIP to permanently and completely remove the obligation to perform final design of the Red Line/Blue Line Connector. To that end, MassDOT officially sought approval from DEP to support a SIP amendment process. MassDOT is not proposing to substitute any new projects in place of the Red Line/Blue Line Connector commitment, given the absence of any air quality benefits associated with the current Red Line/Blue Line commitment (final design only). Correspondence from MassDOT to DEP formally initiating the amendment process was submitted on July 27, 2011, and is posted to the MassDOT website.
On September 13, 2012, DEP held two public hearings (at 1pm and 5pm) to take public comment on MassDOT’s proposed amendments to 310 CMR 7.36, Transit System Improvements, including the elimination of the requirement to complete final design of the Red Line/Blue Line Connector. Between the two hearings there were 16 attendees, 10 of whom gave oral testimony. All those who spoke at the hearings testified in favor of DEP not removing the commitment. DEP accepted written testimony until September 24, 2012.
On August 23, 2013, EPA sent a letter to FHWA providing an update on Massachusetts Air Quality Conformity. In that letter, EPA noted the Red Line/Blue Line Connector Design project has not met the SIP completion date of December 31, 2011, but that MassDOT is not obligated to implement interim emission reduction offset projects because no emission reductions are associated with the design project.
On October 8, 2013, the Department of Environmental Protection approved a request made by MassDOT in July 2011 to revise 310 CMR 7.36 to remove the requirement for MassDOT to complete the design of the Red Line/Blue Line Connector. This revision to the State Implementation Plan must now also be approved by the U.S. Environmental Protection Agency. The text of the revision is available on the MassDOT website at:
http://www.massdot.state.ma.us/Portals/17/docs/sip/October13UpdatedSIPReg.pdf
On December 1, 2014, the Environmental Protection Agency (EPA) has published in the Federal Register a proposed rule to approve a State Implementation Plan (SIP) revision submitted by the Commonwealth of Massachusetts on November 6, 2013. This proposal, if finalized, would remove the design of the Red Line/ Blue Line Connector as a requirement in the SIP.
This project – the purpose of which is to improve corridor mobility, boost transit ridership, improve regional air quality, ensure equitable distribution of transit services, and support opportunities for sustainable development – will extend the MBTA Green Line from a relocated Lechmere Station in East Cambridge to College Avenue in Medford, with a branch to Union Square in Somerville. The project is a collaborative effort of MassDOT and the MBTA, with the MBTA taking the lead in design, engineering, construction and project management.
New Green Line stations are currently proposed for:
College Avenue, Medford – Located at the intersection of College Avenue and Boston Avenue in Medford, adjacent to Tufts University. The station platform will be located on the north side of the College Avenue Bridge, which crosses over the MBTA Lowell Line. Access to the station will be provided from both Boston Avenue and College Avenue, as well as from the Burget Avenue neighborhood, which lies northeast of the station site.
Broadway/Ball Square, Medford/Somerville – Located at the intersection of Broadway and Boston Avenue on the north side of Ball Square. The station platform will be located on the north side of the Broadway Bridge, which crosses over the MBTA Lowell Line. Access to the station will be provided from both Boston Avenue and Broadway. A traction power substation will also be installed at this location.
Lowell Street, Somerville – Located at the Lowell Street Bridge, which crosses over the MBTA Lowell Line adjacent to the proposed extension of the Somerville Community Path. The station platform will be located on the north side of the Lowell Street Bridge. Access to the station will be provided from Lowell Street.
Gilman Square, Somerville – Located in the vicinity of the Medford Street crossing of the MBTA Lowell Line, behind Somerville’s City Hall, Public Library and high school. The station platform will be located on the north side of the Medford Street Bridge, which crosses over the MBTA Lowell Line. Access to the station will be provided from Medford Street. The Somerville Community Path will be located adjacent and connected to the station. A traction power substation will be installed on the south side of the corridor.
Washington Street, Somerville – Located at the Washington Street Bridge, proximate to Somerville’s Brickbottom, Inner Belt, and Cobble Hill neighborhoods. The station platform will be located south of the MBTA New Hampshire Main Line Bridge over Washington Street. Access to the station will be provided via entrances located under or adjacent to the south abutment of the bridge, in conjunction with improved sidewalk and street-crossings in the area. The extension of the Somerville Community Path will be located adjacent to and provide access to the station.
Union Square, Somerville – Located east of Prospect Street in the vicinity of Union Square in Somerville. The station platform will be located within the MBTA Fitchburg Line right-of-way east of Prospect Street. Access to this station will be provided from both the street and bridge levels of Prospect Street.
The Green Line Extension project will also require the construction of a new light rail vehicle storage and maintenance facility in the vicinity of the Green Line Extension. The facility will be constructed on an L-shaped parcel in the Inner Belt area of Somerville that is adjacent to the MBTA’s Boston Engine Terminal.
Until recently, the Green Line Extension project included just the design of the proposed extension of the Somerville Community Path from the proposed Lowell Street Station to the Inner Belt area. In May 2014, MassDOT and the City of Somerville announced an agreement to add the construction of the Community Path, including a connection to the Cambridge/Northpoint area, to the scope of the program. The Path Extension is not part of the SIP commitment.
Before December 31, 2014, construction of the following facilities shall be completed and opened to full public use: 1.) The Green Line Extension from Lechmere Station to Medford Hillside and 2.) The Green Line Union Square spur of the Green Line Extension. The explanation for the SIP deadline extension is found at the end of this report.
The MBTA has established an experienced project team to manage the design and complete the construction of the Green Line Extension project. These team members are referenced throughout the remainder of this report:
In addition to these team members, the GLX also works very closely with the Federal Transit Administration (FTA) and its Program Management Oversight Consultant (PMOC) on the GLX project.
On January 5, 2015, the U. S. Secretary of Transportation and the MBTA signed the FFGA for the Green Line Extension project, approving $996,121,000 of FTA New Starts funding to support the design and construction of the Green Line Extension project. The execution of the FFGA was the result of many years of planning, design and pre-construction efforts by MassDOT and the MBTA, in collaboration with the FTA and its PMOC. The federal funding is scheduled to be paid between Federal Fiscal Year (FFY) 2015 and FFY 2022. As noted in the current MassDOT Capital Investment Plan (released January 2014), MassDOT and the MBTA will use Commonwealth funds in addition to the federal funding to support the design and construction activities.
The FFGA Budget for the GLX project is $1.992 Billion, which includes a 30% project cost contingency. The FFGA also establishes a project completion date of June 2021, which includes one year of schedule contingency. The MBTA is actively working towards delivering the project earlier than the FFGA project completion date and at a cost lower than the FFGA budget.
Project Phasing and Delivery
To tailor the project delivery method to best mitigate the larger project risks, the MBTA is implementing a phased project delivery plan, which has structured the project into four phases.
Phase 1 Early Bridge/Demolition is using the traditional Design-Bid-Build approach for (1) the widening of two railroad bridges (Harvard Street Bridge in Medford, and Medford Street Bridge in Somerville) to accommodate the additional Green Line tracks and (2) the demolition of the MBTA tire storage building at 21 Water Street in the Lechmere Station area to provide parking and staging areas for the Phase 2/2A work.
Phase 2/2A will extend service from the (new) Lechmere Station to the Washington Street and Union Square Stations and will relocate the bus facility and vehicle storage at Lechmere Station. MBTA’s schedule anticipates award of the balance of the work package for Phase 2/2A in April/May 2015 (IGMP #4) with a completion of construction and testing date for Phase 2/2A in late 2017.
Phase 3 will construct the Vehicle Maintenance and Storage Facility (VMSF). As the full storage yard and maintenance facility are not needed to support initial (Phase 2/2A) passenger service to Washington Street and Union Square, this phase has been scheduled to be completed some six months ahead of the date for revenue service to the northern four stations. It was anticipated that the relocation activities of the current occupants of the VMSF site will be completed in early 2016, such that the site cleanup and demolition contract can commence shortly thereafter; however, we have recently been notified that the Walker company relocation is tracking towards a date later in 2016. The project team is reviewing this schedule and any impacts to the program as currently planned.
Phase 4 will provide service beyond Washington Street Station (completed as part of Phase 2/2A above) to College Avenue Station. It is currently targeted to be completed in accordance with the schedule discussed earlier in this document. The NTP for the bulk of Phase 4 construction is anticipated to be issued in November 2015.
To mitigate risks associated with higher risk construction activities such as the delivery of longer lead materials or utility relocation, Phases 2/2A, 3 and 4 were further divided into eight Interim Guaranteed Maximum Price (IGMP) construction contracts. As noted in “Construction Status,” the four early construction work IGMP contracts did not require the FFGA to proceed with construction. With FTA’s January 5, 2015 execution of the FFGA, the remaining four IGMP contracts now have the approval necessary to advance their construction activities once design and bidding is complete. IGMP #4, #5, #6 and #7 contracts are advancing through the design process (see the following pages for details.
Construction Status
Phase 1 Construction Status
The MBTA awarded the Phase 1 contract on December 13, 2012 and issued a Notice to Proceed to Barletta Heavy Division on January 31, 2013. The MBTA has also added some retaining wall construction to the Phase 1 contract that had previously been programmed for Phase 4 in that area. By constructing this work under the Phase 1 contract, this retaining/noise wall should be completed in time to better support and facilitate track relocation as part of the construction of Phase 4. The addition of this work has extended the end date of the Phase 1 contract by six months to October 2015 and the contractor is tracking towards completion at this time.
In Medford at Harvard Street, the new T2 track bed installation is underway. The track installation/throw to the new T2 bridge alignment has been delayed by continuous snowfall in late January and February and will resume as soon as weather permits. Noise barrier column and panel installation above the cast-in-place retaining wall south of Winchester Court is anticipated to begin in the spring.
Abutment backfill and bridge deck waterproofing of the new Medford Street Bridge bays in Somerville was completed in January. However, the work to install the bituminous protection layer, deck drain and final backfill of deck with ballast was also delayed due to winter weather conditions; this work will be completed as soon as weather permits.
Phase 2/2A, 3 and 4 are expected to be completed utilizing the CM/GC project delivery-approach. The CM/GC has provided preconstruction services including design reviews and estimating, as well as bidding and reconciling the bids on the four early work contracts. The CM/GC has also been active in performing constructability assessments, preparing access and construction staging plans, preparing schedules for each Interim Guaranteed Maximum Price (IGMP) and recommending construction savings opportunities.
As part of the CM/GC delivery method, an Independent Cost Estimator (ICE) was hired in October 2013. The ICE began by validating the estimate prepared by the PM/CM and then prepared independent estimates for the first four Interim Guaranteed Maximum Price (IGMP) packages (see below). The ICE reviewed the CM/GC and PM/CM estimates and after a series of reconciliations and re-submission of bids by the CM/GC, determined that the pricing was within the range required to recommend contract award for the four early work packages.
On October 2, 2014, the CM/GC Master Agreement and the Pre-Construction contract were signed, and a Notice to Proceed (NTP) was issued to the CM/GC for the early work construction contracts:
On November 24, 2014, the MBTA issued a Notice to Proceed for IGMP #4A: procurement, fabrication and delivery of the long lead viaduct structural steel. As part of the IGMP #4A bid, a separate bid item for the installation of the fabricated viaduct steel members was also priced. These bid prices are binding and will be included in the bids for the follow on IGMP #4.
Early Work Construction Status
Early work activities for IGMP #1, #2, #3 and #4A continue, including preconstruction survey, preparation and review of critical submittals, establishment of a temporary program field office and planning/construction of the permanent GLX field office.
On IGMP #1, coordination meetings were held on specialty track, structural steel for the Washington Street Bridge and other critical submittal reviews. In addition, work continues on the 2nd and 3rd floor of the 200 Inner Belt buildout for use as the GLX field office.
On IGMP #2, the contractor completed construction of the drill rig platform at Broadway Bridge and mobilized/installed the support crane. With this in place, the contractor began work to install the soldier pile wall along the west side of the bridge. In addition, utility verification began along Medford Street after the installation of a lane closure on the Medford Street Bridge.
At IGMP #3, work continued to excavate the area south of Red bridge and the retention pond. The useable soils from this area and the area north of Red Bridge have been tested and are now approved to be stockpiled at Lot “A” for use in IGMP #4 to fill the Lot A area. This will save money on disposal in this contract and for import of material in the follow-on IGMP #4 contract. Work also commenced to move excess Phase 1 material from the 21 Water Street site to use as surcharge and as fill needed by NorthPoint to build the future West Blvd roadway. In addition to the above soil hauling activities, drilling commenced for the installation of piles at US-2 wall area.
On IGMP #4A, the submittal review process continued.
New Green Line Vehicles
The MBTA Vehicle Procurement contract for the purchase of 24 Type 9 Vehicles was awarded to CAF USA Inc. (headquartered in Spain) in the amount not to exceed $118,159,822 at the MassDOT Board Meeting held on May 14, 2014. The NTP for this contract was issued on September 4, 2014.
CAF is in the process of developing the first drawing package for the Preliminary Design. The MBTA Project Team and the Contractor CAF continue to hold technical working sessions and project meetings. The early meetings were focused on a discussion of technical requirements. However, since early October 2014, the meetings became increasingly focused on specific subject matters such as fire safety, crash energy management, structural analysis, hazards, power consumption, weight management, dynamics analysis, and numerous other detailed technical subject matters. A weekly project management meeting is held between MBTA and CAF to discuss project status, short term schedules and priorities as well as monthly project status meetings where all project issues, schedules, deliverables and milestones are reviewed and discussed.
The first vehicle is to be delivered no later than 36 months from NTP. The pilot car delivery is scheduled for September 2017. The pilot pair will receive comprehensive testing for a period of six months followed by delivery of the remaining 22 vehicles, with the last car delivered by July 2018. The entry into service of all vehicles is anticipated to be completed in early 2019.
CAF is in the process of mitigating excess weight of the vehicles to get them within the specified limit. There is a pending change order for an MBTA directed change regarding CCTV. The change order proposal is pending CAF pricing.
Real Estate:
MassDOT and the MBTA are collaborating on tasks associated with the property acquisition efforts for the Green Line Extension project The MBTA continues to review and refine the list of identified properties that are impacted on a IGMP by IGMP basis, including further definition of temporary easements that may be needed to support construction. All temporary construction easements and licenses for land use needed to support the IGMP #1, #2, #3 and #4A contracts have been completed or obtained. The team’s priority now is to obtain remaining property (or identify property constraints in the contract documents) for IGMP #4.
The City of Somerville had planned to acquire two properties by March 1, 2015, critical for the construction of the Community Path. In early March, the City announced that these properties were no longer meeting the project’s acquisition schedule. The GLX team is now evaluating an alternative interim license agreement with the two property owners to allow IGMP #4 construction to commence.
An MOA has been drafted with the City of Somerville to convey necessary parcels at the Gilman Square Station site and is awaiting execution by the MBTA. Once executed, the agreement will go before the City of Somerville Board of Aldermen for their review and approval.
The MBTA and the City of Somerville have executed the Union Square MOA Amendment No. 1 necessary to convey temporary access and staging parcels at the Union Square Station site. The team is working with the City’s master developer to modify the development rights such that this work can proceed on a concurrent schedule with the station construction.
Ball Square relocation estimates have been approved by FTA and initial offers are being made to the property owners. The team continues to work with the occupants of the properties at the Vehicle Maintenance Building as their relocation plans are being implemented. As stated earlier, the team is evaluating the recently submitted schedule.
The Tufts/MBTA College Avenue Station Redesign Commitment Letter was signed on January 23, 2015. This commitment letter outlines the obligations made by both parties regarding the redesign and funding for the changes to the current GLX design at College Avenue including retaining walls, station, design of storm water transmission/capacity, and use of Tufts property to stage the GLX construction work. Weekly design coordination meetings are now being held. A more detailed MOA is also under development which includes Tuft’s proposal for an air rights building over portions of the College Avenue Station and for a plaza over the rail tracks on the south side of the College Avenue Bridge. This transaction has to be reviewed and approved by the FTA.
Design Progress
Many project design milestones have already been reached on the Green Line Extension project. The four key early work packages (IGMP #1, IGMP #2, IGMP #3, and IGMP#4A) have progressed through final design and, as noted in previous sections of this report, have been issued NTPs for construction activities.
Contract packages IGMP #4 through IGMP #7 (exclusive of IGMP #4A) include the balance of work elements that recently received FTA approval with the execution of the FFGA. The Design Consultant submitted the 100% design plans for IGMP #4 on November 21, 2014. In addition, the PM/CM, CM/GC and the ICE have completed estimates for the cost of IGMP #4 based on review of the 90% plans. Activities continue on the 100% bid set including the addenda process, subcontractor/vendor bidding and estimating. The planned bid date for IGMP #4 has been adjusted due to some weather-related response issues.
Due to the snowstorms in February, the Design Consultant was granted a one week extension for the submission of the IGMP #5 90% design plans. The delay in the submission of the 90% plans will not impact the submission of the 100% plans (due on June 1, 2015). Design work for contract packages IGMP #6 and IGMP #7 resumed at the beginning of December, incorporating design comments from previous submissions and value engineering recommendations.
With the signing of the Tufts/MBTA Commitment Letter, the Design Consultant was authorized to commence the redesign of College Avenue Station (IGMP #5 as well as the College Avenue work which is contained in IGMP #4 including walls, drainage and commuter rail relocation work needed to facilitate single tracking of the existing Commuter Rail service in the IGMP #5 scope).
Public Outreach
Public outreach on the project has included hundreds of meetings and other events over multiple years. MassDOT and MBTA staff have met with numerous public groups, elected officials, and other interested parties. Meetings have been held with a variety of local groups, including two different project advisory committees and their subcommittees; design review sessions with right-of-way abutters; interagency meetings; neighborhood briefings; briefings with elected officials; institutional and business group meetings; public meetings and hearings; land use workshops; and ‘meet and greet’ sessions, as well as many others.
At the February 23, 2015 GLX Working Group meeting, the MBTA/GLX team provided an update on design, and construction and community concerns were discussed. A meeting was also held on March 6, 2015 with the Brickbottom Artists’ Building board to address project concerns for their residents. The MBTA plans to hold meetings with the Cambridge, Medford and Somerville communities this spring to discuss construction activities and impacts to both roadways and rail service in the corridor. Public meetings are also being planned to provide an update to station design and the Community Path.
Project Funding
As highlighted earlier in the report, MassDOT recently obtained a commitment of federal funding – through the competitive New Starts Program managed by FTA – to support the design and construction of the Green Line Extension project. Per the current MassDOT Capital Investment Plan, MassDOT and the MBTA will use Commonwealth funds in addition to the federal funding to support the design and construction of the Green Line Extension project.
SIP Requirement Status
MassDOT has met the first four interim milestones associated with the Green Line Extension project - filing an Expanded Environmental Notification Form, procuring multiple design consultants, and publishing both Draft and Final Environmental Impact Reports. The GLX project, a top transportation priority of the Commonwealth and the largest expansion of the MBTA rapid transit system in decades, has transitioned from planning and environmental review phases to design, engineering, and construction.
In the 2011 SIP Status Report, MassDOT reported that the Green Line Extension project would not meet the legal deadline of December 31, 2014. At that time, MassDOT projected a timeframe for the introduction of passenger service on the Green Line Extension. The points within the timeframe are associated with different probabilities, as shown below:
As stated earlier in this report, the MBTA is committed to delivering the project within the range of completion (June 2020) as shown above. FTA’s projected completion is June 2021 which includes one year of schedule contingency beyond the MBTA’s Target date.
MassDOT and the MBTA continue to seek measures to accelerate the project timeline wherever possible. The phasing approach discussed above provides for an accelerated delivery of some portions of the project. In addition, the use of the CM/GC delivery method is anticipated to aid in meeting the established project schedule and overcoming some of the previous program delays. The receipt of the FFGA was a key milestone, as it permits the start of construction for the bulk of the Phase 2/2A and Phase 4 work.
Although the goal of the phased project delivery approach is to complete components in an incremental way, the timeline for overall project completion listed above represents a substantial delay beyond the current SIP deadline of December 31, 2014. Consequently this schedule triggers the need 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 have calculated the reductions of NMHC, CO, and NOx – reductions equal to or greater than the reductions projected for the Green Line Extension itself, as specified in the SIP regulation – that will be required for the period of the delay.
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 solicited public comments on these potential measures. 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, submitted to DEP on July 22, 2014 which expands further on the analysis and determination of the interim offset measures, is available on MassDOTs website.