History of the MBTA facts for kids

The MBTA logo

An MBTA train from around 1979

An MBTA bus from around 1972

The history of the Massachusetts Bay Transportation Authority (MBTA) goes back over 200 years. It started with one of the oldest railroads in the United States. Public transportation grew as cities and towns expanded. It also helped shape where people lived and worked.

In the Boston area, private companies ran public transport for a long time. This included ferries, steamships, and early trains. There were also horse-drawn and electric streetcars, elevated trains, and subways. Many streetcar lines joined together to form the West End Street Railway in 1887. This company then became part of the Boston Elevated Railway (BER) in 1897. That same year, the BER opened the first subway in the United States, called the Tremont Street subway. The city paid for the subway, and a group called the Boston Transit Commission oversaw it.

As cars became popular, public transport companies started losing money. In 1947, the Metropolitan Transit Authority (MTA) took over the BER. The MTA began replacing some train services with faster subway lines. In 1963, the MTA also started running ferry services. The MBTA replaced the MTA in 1964. It took over all commuter train services, which had to be run by the government because they were losing money. Special transport services for people with disabilities, called paratransit, began in 1977.

Most streetcars were replaced by buses, except for the Mattapan Trolley and parts of the Green Line. In the 1970s, people started focusing less on building highways. This helped the MBTA, and part of the Orange Line was even moved. Later, more people moved back to the city, and the population grew. This meant more people needed public transport.

The MBTA kept adding and reopening commuter train lines. It also expanded its subway system into the late 1900s and early 2000s. A huge construction project called the Big Dig (1991-2006) created the Silver Line (a subway-bus line). It also led to other planned expansions to help with pollution from more highways. In 2000, the state changed how the MBTA was funded. It now received a fixed budget from sales tax and payments from cities and towns. However, sales tax money was lower than expected, partly because of online shopping. Also, the MBTA had to pay for Big Dig transit projects. This caused money problems, and the MBTA sometimes needed extra state funding. In 2009, it became part of the new MassDOT. From 2015 to 2023, during Governor Charlie Baker's time, old subway system problems became very noticeable. A big snowstorm in 2015 even shut down two subway lines. This led to a special board being put in charge temporarily. After the COVID-19 pandemic, several safety problems led to a federal investigation in 2022. This also caused sudden service cuts for safety reasons.

Early Public Transport

Public transport in Boston, Massachusetts began around 1630. It started with a family-run ferry service. The first land transport in Boston was a private stagecoach in 1793.

Early Train Lines

Steam railroads in Boston in 1880, from the United States Census Bureau.

Steam trains became useful for public transport in the 1810s. They arrived in the United States in the 1820s. The private Boston and Lowell Railroad was started in 1830. It connected Boston to Lowell, a big mill town to the north. This was one of the oldest railroads in North America. It was the first major one in Massachusetts. This route was the start of the intercity railroads that later became the MBTA Commuter Rail system. It also led to the Riverside Green Line D branch. These early train lines also competed with slower steamships, which then became less popular.

Boston and Maine Railroad

The Haverhill Line started as the Andover and Wilmington Railroad in 1833. It reached Haverhill in 1837. This line was the first one bought by the Boston & Maine. It was part of a plan to combine three railroads between Boston and Portland, Maine.

The Lowell Line was originally the Boston and Lowell Railroad, started in 1830.

The Fitchburg Line was the Fitchburg Railroad, started in 1842.

The Newburyport/Rockport Line began as the Eastern Railroad in 1836. It first opened between Salem and East Boston in 1838. This railroad grew to run from Portland, Maine, to Boston. It competed directly with the Boston & Maine. In 1884, the Boston & Maine leased the Eastern Railroad. This ended their competition and led to a full purchase in 1900.

Penn Central Lines

The Penn Central Transportation Company was formed in 1968. It was a merger of the New York Central Railroad and the Pennsylvania Railroad. It also took over the New York, New Haven and Hartford Railroad in 1969.

New York, New Haven and Hartford Railroad

Providence/Stoughton Line — Started as the Boston and Providence Railroad in 1831.
Fairmount Line — Built in 1855 for the Norfolk County Railroad.
Needham Line — The inner part opened in 1850. The outer part opened in 1853.
Franklin/Foxboro Line — The Norfolk County Railroad, opened in 1849.

New York Central Railroad

Framingham/Worcester Line — Started as the Boston and Worcester Railroad in 1831.

Old Colony Lines

These lines were bought by the large Old Colony Railroad. Much of this railroad was later closed. It then merged into the New York, New Haven and Hartford Railroad and then Penn Central Transportation Company.

Plymouth/Kingston Line — The original Old Colony Railroad, opened to Plymouth in 1845.
Middleborough/Lakeville Line — Started as the Randolph and Bridgewater Railroad in 1845.
Greenbush Line — The South Shore Railroad, started in 1846.
The Gillette Stadium spur of the Providence/Stoughton Line — The Agricultural Branch Railroad, started around 1847.

New York Central Railroad

Green Line D branch — The Brookline Branch Railroad, opened in 1847.

The Grand Junction Railroad was built between 1847 and 1856. It was owned by several railroad companies over time. Eventually, CSX Transportation owned it. In 2010, the state bought this track for the MBTA. The MBTA had used it to move trains between the northern and southern parts of its commuter rail system. Now, there are plans to use these tracks to bring some trains from west of Boston into North Station. This would add to the existing routes into South Station.

Streetcar Era

Planned West End Street Railway system, 1885. All these lines were combined by 1887.

The Cambridge Railroad was the first streetcar company in Massachusetts. It started in 1853 to connect the West End of Boston to Central Square and Harvard Square in Cambridge. This was the same route as today's Red Line subway, but on the street. The Cambridge Railroad started running horse-drawn streetcars on March 26, 1856. Another streetcar company, the Dorchester Railroad, started in 1854. More than 20 streetcar lines were built across the Boston area by these and other companies.

To control prices and reduce competition, a law was passed to combine the rail lines. This created the West End Street Railway in 1885. This company took over existing streetcar lines in Boston and nearby towns. It began changing the animal-drawn vehicles to electric ones. The first electric trolleys ran in 1889. The last horsecar stopped running around 1900.

In the late 1800s and early 1900s, two other streetcar companies also combined many smaller lines. The Middlesex and Boston Street Railway controlled the western suburbs. The Eastern Massachusetts Street Railway controlled the northern and southern suburbs.

Streetcar Subways and Elevated Trains

Park Street on the Green Line shortly after it opened, around 1898

Too many streetcars on downtown Boston streets caused big traffic jams. This led to the need for subways and elevated trains. These special railways would carry more people. They would also avoid delays from intersections and street traffic. The West End Street Railway changed its name to the Boston Elevated Railway (BERy). It then started several of these projects.

Boston's subway was the first in the United States. The MBTA and others often call it "America's First Subway." In 1897 and 1898, the Tremont Street subway opened. This was the main part of what became the Green Line.

In 1901, the Main Line Elevated opened. This was the start of the Orange Line. It was an elevated railway in outer areas. It used the Tremont Street subway downtown. The Atlantic Avenue Elevated opened soon after. This gave a second route through downtown. This was Boston's first elevated railway and first rapid transit line. It opened three years before the first underground line of the New York City Subway.

In 1904, the East Boston Tunnel opened. This was a streetcar tunnel under Boston Harbor to East Boston. It replaced a transfer between streetcars and ferries. It also gave access to the other subways downtown. The tunnel was later changed for faster trains in 1924. Ferries to East Boston continued until 1952.

In 1908, the Washington Street Tunnel opened. This gave the Elevated a shorter route downtown. The older Tremont Street subway then went back to being fully for streetcars. More extensions and branches were built for the Tremont Street subway. These helped bypass more street tracks. Also, when the Main Line El opened in 1901, many streetcar routes were shortened. They ended at the [[{{{station}}} (MBTA station)|{{{station}}}]] and [[{{{station}}} (MBTA station)|{{{station}}}]] terminals. This allowed people to transfer for a faster trip downtown. More elevated extensions were soon built. More streetcar lines were connected.

In 1912, the Cambridge Tunnel opened. It connected the downtown Boston routes to Harvard Square in Cambridge. It was soon extended south from Downtown to Dorchester. This was called the Dorchester Tunnel. The Dorchester Extension opened in stages starting in 1927. It took the line further along an old train path through Dorchester. The Ashmont–Mattapan High Speed Line continued along the old path to Mattapan. This also led to streetcar services being shortened to its terminals.

Many of the main subway transfer stations were set up for "prepayment." This meant you could transfer for free between streetcar lines and the subway or elevated lines. This was possible because all services were run by one company. Some suburban services used the same streetcar tracks but had different fare rules. Some streetcar areas in transfer stations were later changed for buses. Other areas were closed. Some of the old prepayment areas still exist. Now, fare gates are at all subway stations.

Free transfers inside stations ended in October 1961. Only transfers between subway lines in downtown Boston remained free. Transfers between buses and subways were brought back in a limited way in 2000. They became fully available in 2007 if you used a CharlieCard. Transfers between bus and subway are cheaper but not free. A single transfer between one local bus and another is free.

Mid-20th Century Changes

Streetcars and Trains Decline

The Boston Elevated Railway started replacing trains with buses in 1922. This was later called "bustitution." The last Middlesex and Boston Street Railway streetcars ran in 1930. The BERy also started replacing some trains with electric trolleys in 1936.

By early 1953, only a few streetcar lines were left. They fed into two tunnels. One was the main Tremont Street subway network downtown. The other was the short tunnel (now the Harvard bus tunnel) in Harvard Square. Diesel buses could not be used in the tunnels because of exhaust fumes.

In 1958, the Harvard Square tunnel routes were replaced with electric trolleys. These were the only such MBTA routes. In the 21st century, with the new Phase 2 Silver Line in South Boston, electric trolley services were extended again.

The old elevated railways were seen as ugly. Their sharp curves on Boston's winding streets caused problems. They had slow speeds, needed lots of repairs, and were noisy. The Atlantic Avenue Elevated line started to decline after the Boston molasses disaster in 1919. This event stopped service on the line. After another serious accident in 1928, the Atlantic Avenue Elevated was partly closed. It was fully shut down in 1938 and then taken apart for scrap metal in 1942.

In 1944, passenger service on the Fairmount Line was stopped. This was because fewer people were riding it. As train passenger service became less profitable, mainly due to the popular automobile, the government had to take over. This prevented bankrupt railroad companies from stopping commuter train services.

MTA Takes Over

In 1947, the new Metropolitan Transit Authority (MTA) bought and took over the subway, elevated, streetcar, and bus services from the Boston Elevated Railway. The MTA covered 14 cities and towns.

A state group suggested a big plan in 1947. They wanted to replace private commuter train services (which were losing money) with faster electric subway lines. These would go out to where Massachusetts Route 128 is now. The goal was to get commuters out of cars and buses. This would help with the "terrible traffic in downtown Boston." The MTA did expand some subway lines. But progress slowed as more people bought cars. Also, a federal law in 1956 encouraged highway building. This moved many commuters away from public transport.

Between 1952 and 1954, the Revere Extension opened. This is now part of the Blue Line. It mostly followed an old train path.

In 1959, MTA streetcar service opened on what is now the Riverside Green Line D branch. It connected to the Boylston Street subway. It used tracks bought from the New York Central Railroad. This new service needed many more vehicles than expected because so many people rode it.

Also in 1959, with the opening of the Southeast Expressway, the New York, New Haven and Hartford Railroad stopped passenger service on the old Old Colony Railroad lines. The replacement subway service did not open until 12 years later.

Meanwhile, the last two streetcar lines going into the Pleasant Street Portal of the Tremont Street subway were replaced with buses in 1953 and 1962. The portal is now covered by a public park.

When the MTA brought back year-round ferry service to Hull in 1963, it was the only commuter boat service in the United States.

MBTA Is Formed

New Name and Train Line Takeovers

On August 3, 1964, the MBTA took over from the MTA. Its service area grew to 78 cities and towns.

The MBTA was formed partly to help pay for existing commuter train services. At that time, three private railroad companies ran these services. The MBTA soon started to help pay for these companies. It bought the lines in stages from 1973 to 1976. But there were big cuts in service and areas covered. Since then, many of these lines have seen service return. This is especially true for the Old Colony Railroad lines to the South Shore.

By 1964, commuter train service to Worcester was running. In 1965, the Boston and Maine Railroad started getting MBTA money for its commuter service. In 1973, the MBTA bought most of its current commuter train tracks from the Boston and Maine Railroad and Penn Central. It also bought trains at this time. The tracks between Framingham and Worcester were not bought by the agency. Because there was no state money, commuter train service on this part was cut in 1975. Service started again in 1994. The state bought the track from CSX Transportation in 2011. The Fairmount Line was bought from Penn Central in 1976. Passenger service started there again in 1979.

Bus Growth and Streetcar Cuts

In 1965, the MBTA gave colors to its four subway lines. It also gave letters to the Green Line branches. However, not enough streetcars caused buses to replace train service on two Green Line branches. In 1969, the entire A branch was replaced by bus service. In 1985, the part of the E branch from Heath Street to Arborway was replaced by buses.

In 1968, the MBTA bought bus routes in the outer suburbs. These were from the Eastern Massachusetts Street Railway. Western suburban routes were bought in 1972 from the Middlesex and Boston Street Railway. (Both of these companies had stopped running streetcars long ago). A few routes to the north were taken over in 1975. One in the south was taken over in 1980. Like the commuter rail system, many of the outer routes were stopped because of low ridership and high costs. Also, towns outside the MBTA district did not want to join or pay for service.

Subway Expansion

In the 1970s, the MBTA got a boost. A study looked at how public transport compared to highways. After a pause on big highway building, many transit lines were planned for expansion.

The Charlestown Elevated, part of the Orange Line north of downtown Boston, was replaced in 1975.

The Braintree extension, a branch of the Red Line to Braintree, opened in stages from 1971 to 1980. It improved an existing train path. The Red Line Northwest Extension to Alewife opened in 1985. It partly followed a railroad path and partly went through a new deep tunnel.

The southern part of the Washington Street Elevated lasted until 1987. Then, the Southwest Corridor opened. This moved service from the old elevated tracks to new facilities next to an existing train path. The closing of the Washington Street Elevated south of downtown Boston ended subway service to the Roxbury neighborhood. This was later replaced with the Silver Line bus rapid transit.

These expansions added more subway coverage. They also provided large parking garages at several stations. For example, the Route 2 freeway ends at the Red Line station, Alewife. There is a big parking garage there run by the MBTA.

In 2004, the Causeway Street Elevated was replaced by a subway tunnel. Now, the only remaining elevated railways are a short part of the Red Line at Charles/MGH. There is also a short part of the Green Line between Science Park and Lechmere.

21st Century

MBTA Growth and the Big Dig

In 1999, the MBTA's service area grew even more to 175 cities and towns. This included most communities served by or near Commuter Rail lines. The MBTA did not take over local bus services in these towns.

Before July 1, 2000, the state automatically paid the MBTA for all costs beyond the money it collected. Starting then, the MBTA got a fixed amount of money. This came from payments from cities and towns, plus 20% of the state's sales tax. From then on, the MBTA had to manage its budget within this "forward funding."

The state made the MBTA responsible for increasing public transport. This was to make up for more car pollution from the Big Dig. The MBTA moved a nearby part of the Green Line underground. It also rebuilt Haymarket and North Stations during Big Dig construction. However, these projects put a strain on the MBTA's money. This is because the Big Dig project did not include money for these improvements. Since 1988, the MBTA has been the fastest-growing transit system in the country. This is true even though Greater Boston has been one of the slowest-growing metro areas.

When the MBTA's budget became limited in 2000, the agency started to go into debt. This was from planned projects and required Big Dig work. The MBTA now has the highest debt of any transit authority in the country. To help, prices went up a lot on January 1, 2007. Local groups are now asking the state to take over some of the MBTA's debt. This debt's interest payments limit money for other needed projects.

In 2006, the MetroWest Regional Transit Authority was created. This meant some towns could subtract their payment to that authority from their MBTA payment. The total money the MBTA received stayed the same. But the payments from other cities and towns increased. On October 31, 2007, the MBTA brought back commuter train service to the Greenbush section of Scituate. This was the third branch of the Old Colony service. Train track repairs on the Green Line D branch happened in the summer of 2007. New, low-floor trains on the line started running on December 1, 2008.

In 2008, Daniel Grabauskas, then the MBTA General Manager, said that the MBTA had cut trips from schedules without telling passengers. He called these "hidden service cuts." He said this had been happening for years. Grabauskas stated this practice had stopped.

On June 26, 2009, Governor Deval Patrick signed a law. This placed the MBTA and other state transport agencies under the Massachusetts Department of Transportation (MassDOT). The MBTA is now part of the Mass Transit division. The 2009 law kept the MBTA's company structure. It changed the MBTA board members to the five people appointed by the Governor to the MassDOT Board.

Rhode Island has paid for commuter train service to Providence since 1988. It paid for extensions of the Providence/Stoughton Line to T.F. Green Airport in 2010. It also paid for the extension to Wickford Junction in 2012. The Fairmount Line, located entirely in southern Boston, has been improved since 2002. The first new station, Talbot Avenue, opened in November 2012.

Money Problems and Service Changes

Some groups have said that since 1988, the MBTA has been the fastest-growing transit system in the country. This is even though Greater Boston has been the slowest-growing metropolitan area. However, other research shows that the MBTA is not the "fastest-growing" in most categories. But it is in the top 10 for how much ridership has grown.

When the MBTA's income was capped in 2000, the agency started to build up large debts. These were from projects already planned and required Big Dig work. As of 2012, the MBTA has the highest debt of any transit authority in the United States. To help, prices went up on January 1, 2007. A subway ride with a CharlieTicket went from $1.25 to $2.00. With a CharlieCard, it was $1.70. Local groups are asking the state to take over some of the MBTA's debt. The interest on this debt is a big part of the MBTA's yearly costs. It greatly limits money for any other needed projects.

In April 2012, the MBTA Advisory Board approved big price increases for all MBTA services. It also approved cuts or endings of some transit routes. In July 2014, prices went up again by about 5%.

T-Radio

On October 10, 2007, the MBTA started a test program called T-Radio. It was in North, South, and Airport stations. The plan was to play music, light news, weather, and commercials in every subway station. After the agency received many complaints, it stopped the program on October 25.

Major Incidents

On May 28, 2008, a Green Line train crashed into a stopped train. This happened between the Waban and Woodland stations. At least seven people were hurt. The driver of the moving train, Terrese Edmonds, 24, was killed. On May 8, 2009, two Green Line trains crashed. This happened between Park Street and Government Center. The driver of one train, Aiden Quinn, 24, was text messaging his girlfriend. A rule banning cell phones for drivers was put in place days later.

After the Boston Marathon bombing, the MBTA was partly shut down. National Guardsmen were sent to stations. During the search for the suspects, the MBTA was fully shut down. MBTA buses helped move police around the city. After the suspect was caught, the MBTA went back to normal service. The next day, MBTA buses and subway cars displayed "BOSTON STRONG" and "WE ARE ONE BOSTON."

Charlie Baker's Time as Governor (2015–2023)

Crisis and Special Board

In February 2015, there was record snowfall in Boston. This caused partial shutdowns and big delays on all MBTA subway lines. Many long-term problems with the MBTA system became very clear. Massachusetts Governor Charlie Baker said he would talk about the money issues later.

People criticized Governor Baker's handling of the emergency. Polls showed the public wanted his government to fix the MBTA's problems. So, Baker announced a special group to study the MBTA's issues. This group would write a report with ideas to fix them. The group released its report in April. The report said the MBTA had "severe financial distress." It also said the system was "governed ineffectively," spent money poorly, and had many employee absences. The report suggested changes. These included stopping the current way the agency was run. It suggested replacing it with a temporary board appointed by the Governor and state leaders. The MassDOT Board resigned at Baker's request. A law, based on the report's ideas, passed in July. The special board was then appointed. Baker also appointed a new MassDOT Board. He suggested a five-year plan to prepare for winter storms.

Safety Concerns

Several accidents brought a lot of public attention. These included a Green Line crash, an escalator problem, a death on the Red Line, a fatal train crash with a car, and a death from falling through a rusty staircase. In April 2022, the Federal Transit Administration (FTA) announced it would take a bigger role in overseeing the MBTA's safety. It would do a safety inspection.

The FTA soon found that subway dispatchers were working 20-hour shifts because there weren't enough staff. The MBTA cut rush hour service on the Red, Blue, and Orange Lines. This was to let dispatchers and supervisors get enough rest. Federal inspectors also issued urgent orders about runaway trains in yards. They also noted the many track repairs that needed to be done. This caused about 10% of the subway system to have speed limits. After an Orange Line train caught fire, the MBTA decided to shut down the entire Orange Line for 30 days. This was to speed up track work and reopen with all new subway cars. In December 2022, the Orange Line could not even meet its reduced schedule. About half the trains were pulled from service without warning due to electrical problems.

The full FTA safety report in August 2022 demanded more staff and keeping experienced employees. It also asked for better ways to collect and use safety information. It wanted clearer safety rules for frontline workers. It also asked for more resources for training, fixing radio dead zones, and better safety checks.

Service Changes

In June 2015, the MBTA reduced a one-year test program for late-night weekend service. The program was cut in March 2016. Despite this, service improved. In October 2015, the MBTA said the Commuter Rail was adding nonstop trips during busy times. These were on the Framingham/Worcester Line. In March 2016, the MBTA reopened Government Center Station after two years of upgrades. In September 2016, Baker and the MBTA announced a test program. It partnered the MBTA's The Ride with Uber and Lyft. This was to improve paratransit services for disabled riders. It was expanded in February to all users of The Ride.

In December 2016, the MBTA board approved a plan to replace all MBTA Red Line trains by 2025. In January 2017, the MBTA announced that the new Boston Landing Station on the Commuter Rail's Framingham/Worcester Line would open in May. Work began on a $38.5 million renovation of Ruggles Station in August. In April 2017, the Federal Transit Administration approved a new cost estimate for the Green Line Extension. This made the project eligible for federal money. The Green Line Extension started construction in Somerville in June of the next year.

In April 2018, the MBTA started a one-year test program for early morning bus service. This was on some MBTA bus routes in Boston. The board later voted to make it permanent. The MBTA Silver Line also started a route from Chelsea to South Station. In June 2018, the MBTA started a 3-month test of a summer weekend Commuter Rail fare. It was $10 for unlimited use. This was later extended. Also in June 2018, the MBTA announced changes to parking fees. These were based on how much the parking lots were used. In January 2019, the MBTA General Manager announced that the Federal Transit Administration approved a six-month extension of the Commuter Rail weekend fare test. The board later voted to make it permanent.

Money Management

In August 2015, MBTA officials said the cost to fix the MBTA's old parts was $7.3 billion. While advertising money was up, the board's first report showed that the MBTA's costs and debt were growing much faster than its income. It also noted that operator absences caused many bus and subway trips to be canceled. The board voted to increase prices across the system by about 9.3% in March. However, in April 2016, it was estimated the agency was losing $42 million per year due to fare evasion. This was about a fourth of the agency's budget problem. In June 2016, the MBTA board voted to continue a test program of cheaper passes for low-income young people. They also increased the maximum age for the program to 25.

In July 2016, Governor Baker talked about the MBTA's money and operations. There was good progress. The MBTA's operating budget had leveled off. Operator absences were down 25%. Overtime costs were down 30%. Canceled bus runs were down by a third. And system parts were improving. However, Baker said the MBTA was "still in very tough shape." He mentioned concerns about the MBTA pension system, cash handling, and the need to improve how it buys things and maintains its infrastructure. Also in July 2016, Baker signed a law. This law limited MBTA price increases to 7% once every two years.

In October 2016, the MBTA board voted to let a security company handle the MBTA's cash. This was a $18.7 million contract. Unions and elected officials were against this decision. The MBTA also extended its contract with the Boston Carmen's Union through 2021. This included new pay rules that would save the MBTA money. The next month, the agency outsourced its warehouse and parts delivery to an outside company for $28.4 million.

In April 2017, the board approved a $1.98 billion budget. This reduced the MBTA's operating budget problem. The next month, Baker approved the board's request to continue its control of the MBTA. In July 2017, the interim MBTA General Manager said the MBTA would spend more on capital projects. He also noted that the MBTA was "saving money" by having outside companies do some tasks.

In November 2017, the MBTA board voted to give a 13-year contract for $723 million to the Cubic Corporation. This company would design and run a new fare collection system by 2020. In February 2018, the MBTA General Manager told the board that the MBTA would face a $111 million budget problem for 2019. However, in August, MBTA officials announced that the agency had a balanced budget for 2018. This was the first time in ten years.

COVID-19 Pandemic

In February 2020, the COVID-19 pandemic started to affect Massachusetts. When people were told to stay home, businesses closed or had staff work from home. People were told to avoid public transport unless necessary. At its lowest point, MBTA ridership dropped a lot. Bus ridership dropped about 78%, subway by 92%, and commuter rail by 97%. Buses and subways ran on a modified Saturday schedule. Commuter rail had a reduced schedule, and ferries were completely shut down. To help with social distancing, buses became free. Passengers had to wear face masks. The agency also cleaned vehicles and stations often. Not all drivers were available because some got sick. The MBTA received $827 million in federal aid. This helped cover higher costs and lost money.

In June, the MBTA announced that commuter rail tickets bought before March 10 would be valid for 90 days, starting June 22. It also made some fare changes. These were to encourage riders to shift from potentially crowded buses or subways. This included cheaper ten-ride tickets and half-price tickets for young people.

2021 Budget Ideas

Because of the COVID-19 pandemic, fewer people were riding the MBTA. This forced Massachusetts lawmakers and the MBTA to consider a plan. This plan might stop weekend commuter rail services and shut them down after 9 p.m. on weeknights. It could also cut 25 bus routes and stop subway and bus services at midnight. These changes would save Massachusetts over $130 million. If this plan were approved, many riders might not be able to take the bus or train. Supporters of this plan believe it is the best idea. They say most ridership has decreased due to the pandemic. It is not practical to keep providing services that are not used. They also say reduced services would still be enough for those who rely on public transport during the pandemic. Changes would not happen right away. They would be slowly introduced, starting as early as January 2021. This would allow the MBTA to adjust services based on how many people are riding.

On the other hand, opponents argue that reducing services would make it harder for riders. These riders are often low-income or people of color. They would struggle to get to essential jobs. Riders would have to find other ways to travel, like using personal vehicles. This could lead to more reliance on cars. Opponents argue that public transportation should be treated as a public good. This means wealthier people and companies should pay their share to keep transportation running. This would help achieve mobility justice.

Maps Gallery

Boston in 1880, showing horse railroads
1925 Boston Elevated Railway map
Boston Elevated Railway streetcar lines in 1940. Lighter lines were closed earlier; the darkest ones still existed in 1969.
Streetcar lines remaining in Boston in 1953.
Subway map from 1967–1969
Subway map from 1973
MBTA Commuter Rail service in 1975.
Geographically accurate MBTA map (2011)