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| hubs = {{bts|South Station Under}}, {{bts|Nubian}}
| fleet = 21 (Washington Street)<br />50 (Waterfront)
| ridership =
| fuel_type = [[Hybrid electric bus|Diesel hybrid]]
| website = [http://www.mbta.com/schedules/bus MBTA – Bus]
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The '''Silver Line''' is a system of bus routes in [[Boston]] and [[Chelsea, Massachusetts]], operated by the [[Massachusetts Bay Transportation Authority]] (MBTA). It is operated as part of the [[MBTA bus]] system, but branded as [[bus rapid transit]] (BRT) as part of the [[MBTA subway]] system. Six routes are operated as part of two disconnected corridors. {{As of|
The four Waterfront routes operate out of an underground terminal at {{bts|South Station Under}} and run through the South Boston Piers Transitway – a dedicated bus tunnel through the [[Seaport District]] with stations at {{bts|Courthouse}} and {{bts|World Trade Center}}. At {{bts|Silver Line Way}}, they fan out on the surface: the SL1 to [[Logan International Airport]], the SL2 to [[Raymond L. Flynn Marine Park|Dry Dock Avenue]], and the SL3 to {{bts|Chelsea}} via [[East Boston]]. An additional [[short turn]] route, SLW, runs only at peak hours between South Station and Silver Line Way. The Waterfront routes use mostly [[articulated buses|articulated]] diesel hybrid buses with extended battery range. Two routes operate on [[Washington Street (Boston)|Washington Street]] between [[Nubian station]] (at [[Nubian Square]] in [[Roxbury (Boston)|Roxbury]]) and [[Downtown Boston]]. The SL5 terminates at {{bts|Downtown Crossing}} and the SL4 on the surface at {{bts|South Station Under}}. The Washington Street routes use articulated diesel hybrid buses.
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===Frequency and ridership===
[[File:MBTA route SLW bus at Courthouse station, March 2017.JPG|thumb|right|The SLW was one of three MBTA bus routes to show a net profit in a 2012 study.]]
The Silver Line routes are among the most frequent MBTA bus routes. All routes (except for the SLW shuttle) run at least every 15 minutes during all service hours, save for late evening and weekend service on the SL4. At peak hours, combined frequency on the trunk sections is about 30 buses per hour (2 minute headways) in each direction in the Transitway, and 12 buses per hour (5 minute headways) on Washington Street.<ref name=feb2022 /> The routes have high ridership (though lower than many [[MBTA key bus routes|key bus routes]]) and low costs per rider compared to other bus routes in the MBTA system. In 2012, three routes (SL1, SL5, SLW) were the only MBTA bus routes to show a profit; the median net cost (after fares) on all MBTA bus routes was $2.13 per passenger.<ref name="RPI2012">{{cite web |url=https://old.mbta.com/uploadedfiles/Fares_and_Passes_v2/Route%20Performance%20Indicators%207-6%20Fixed.pdf |title=MBTA Route Performance Indicators |year=2012 |publisher=Massachusetts Bay Transportation Authority |author=Office of Transportation Planning staff |access-date=May 7, 2013}}</ref> In
In addition to the [[MBTA nomenclature|public route name]], the Silver Line and [[MBTA crosstown bus routes|crosstown routes]] have internal route numbers in the 700 series. The SL5 is designated 749 after the 49 bus it replaced, while the other routes have similar numbers.<ref name=bluebook>{{MBTA Bluebook 2014}}</ref>
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The Washington Street routes have dedicated bus lanes between {{bts|Herald Street}} and {{bts|Melnea Cass Boulevard}}, as well as on Essex Street.<ref name=2005report />{{rp|2.1}}<ref name=directconnect /> However, these lanes are not physically separated from general traffic lanes and are designated as right-turn lanes at many intersections.<ref name=anson /><ref name=nacto /> A lack of loading zones causes many vehicles to double-park in the bus lanes, and violations of the exclusive lanes are rarely prosecuted.<ref name=ITDP /><ref name=nacto>{{cite report |url=https://nacto.org/wp-content/uploads/2015/04/brt_report_panero.pdf |title=Peer-to-Peer Information Exchange on Bus Rapid Transit (BRT) and Bus Priority Best Practices |pages=41–44 |first=Marta |last=Panero |display-authors=et al |date=May 2012 |publisher=Federal Transit Administration |chapter=Appendix A: New York Workshop Summary}}</ref> In the most congested parts of the corridor – Nubian Square and Downtown Crossing – no dedicated lanes are present.<ref name=anson /> Transit signal priority (TSP) was only planned for four locations on Washington Street. Due to conflicts between the MBTA, the contractors, and the city, the TSP equipment was not activated until 2006.<ref name=2005report />{{rp|2.10}}<ref>{{cite report |url=https://www.abettercity.org/docs/Surface%20Transportation%20Optimization%20and%20Bus%20Priority%20Measures%20Final.pdf |title=Surface Transportation Optimization and Bus Priority Measures: The City of Boston Context |page=23 |date=March 2013 |publisher=A Better City}}</ref> Due to the lack of BRT elements, running times on the corridor show significant variability. Peak-hour times were as much as 1.7 times that of uncontested periods in 2006, indicating that the limited BRT elements on Washington Street were ineffective at actually speeding travel during congested periods.<ref name=anson /> Headway reliability is poor, largely due to operators failing to depart Nubian on time.<ref name=cham />{{rp|136}} Additional enforced downtown bus lanes, plus traffic restrictions on Temple Place and new loading zones in Chinatown, were added by the city in 2020.<ref>{{cite press release |url=https://www.mbta.com/news/2020-07-06/new-bus-and-bike-lanes-established-washington-street-downtown-boston-and-chinatown |title=New Bus and Bike Lanes Established on Washington Street in Downtown Boston and Chinatown To Improve Silver Line and Traffic Safety |publisher=Massachusetts Bay Transportation Authority |date=July 6, 2020}}</ref>
Although the Transitway is a dedicated bus tunnel without interference from automobile traffic, Waterfront service is no faster than the on-street buses it replaced.<ref name=ITDP /> The tunnel was built for a maximum speed of {{convert|25|mph}}; the narrow lanes without [[guided bus]]es limit actual speeds to {{convert|15|mph}}.<ref name=2007report />{{rp|31}}<ref>{{cite news |url=https://commonwealthmagazine.org/transportation/forget-gondolas-turn-silver-line-green/ |title=Forget gondolas, turn Silver Line Green |first1=Ari |last1=Ofsevit |first2=Ethan |last2=Kensky |date=March 10, 2018 |newspaper=Commonwealth Magazine}}</ref> Water leakage and poor drainage has damaged the concrete floor of the tunnel, leading to "poor ride quality".<ref name=stateofthesystem /> The switch between electric and diesel power at Silver Line Way also represents a "significant delay".<ref name=ITDP /> Because the original Transitway design ended at D Street, buses must cross the street at a traffic light. A 2003 study indicated extending the Transitway tunnel under D Street ("T under D") for [[grade separation]] was feasible, with a cost around $75 million.<ref>{{cite report |url=https://books.google.com/books?id=Mhs3AQAAMAAJ&pg=PA9-IA99 |title=MBTA Silver Line Under D Street Feasibility Study |date=January 31, 2003 |publisher=Massachusetts Bay Transportation Authority |author=HDR |via=Google Books}}</ref> The light has attracted criticism from riders due to the delays it causes. A 2013 study found a median delay of 1.5 minutes per round trip at the light.<ref name=anson /><ref name=cao />{{rp|136}} In early 2016, the Boston Transportation Department modified the traffic light to use a fixed cycle, rather than relying on the detection of buses (only done during part of the cycle) to give a green light for the Transitway. However, the BTD's modifications did not modify the unusually-long 100-second cycle length nor actively prioritize buses, leading to criticism from transportation planners that the solution was inadequate.<ref>{{cite news |url=https://www.bostonglobe.com/metro/2016/02/20/what-going-with-silver-line-traffic-signal-street/EGyrgj2gV5Y6Cy3yQUyIOM/story.html |title=What's going on with the Silver Line traffic signal on D Street? |first=Nicole |last=Dungca |date=February 20, 2016 |newspaper=Boston Globe |access-date=February 22, 2016}}</ref> Proposed [[air rights]] development over the station is required not to preclude later grade separation of D Street.<ref>{{cite web |url=http://www.massport.com/rfpattachments/770cd19a-83ef-4341-b141-2bbf3664a505/01%20-%20Parcel%20H%20RFP%2006-27-2019.pdf |title=Request for Proposals For the PARCEL H DEVELOPMENT PROJECT |no-pp=yes |page=Figure 12 |publisher=Massachusetts Port Authority |date=June 27, 2019 |archive-url=https://web.archive.org/web/20201115005857/http://www.massport.com/rfpattachments/770cd19a-83ef-4341-b141-2bbf3664a505/01%20-%20Parcel%20H%20RFP%2006-27-2019.pdf |archive-date=November 15, 2020}}</ref> A gate and movable bollard near the light, which are used to prevent private vehicles from entering the Transitway, also cause delays to buses.<ref name=cao>{{cite thesis |type=MST |title=Improving public transportation to Boston Logan International Airport |last1=Cao |first1=Siyuan |last2=O'Connor |first2=Andrew |last3=Were |first3=Brenda |year=2013 |publisher=Massachusetts Institute of Technology|hdl = 1721.1/82806}}</ref>{{rp|141}}<ref>{{cite news |url=https://www.mbta.com/news/2007-04-16/high-tech-keep-out |title=A High-tech Keep Out |newspaper=Boston Globe |date=April 14, 2007 |first=Megan |last=Tench |via=Massachusetts Institute of Technology}}</ref>
Although stop spacing varies widely between BRT systems, distances from {{convert|0.5|miles}} to {{convert|1.0|miles}} are typically recommended.<ref>{{cite report |url=https://www.apta.com/wp-content/uploads/Standards_Documents/APTA-BTS-BRT-RP-004-10.pdf |title=Bus Rapid Transit Service Design |pages=11–12 |publisher=American Public Transportation Association |date=October 2010 |first1=Dave |last1=Roberts |display-authors=et al}}</ref> Even after dropping half the stops, the Washington Street corridor averages only {{convert|0.25|miles}} between stops, with several stop spacings as low as {{convert|0.10|miles}}.<ref name=2005report />{{rp|2.5}}<ref name=cham />{{rp|102}} The Washington Street stops were built with open canopies; protected shelters were not added until 2010.<ref name=2005report />{{rp|5.8}}<ref>{{cite press release |title=MBTA Silver Line Upgrades Coming |url=https://blog.mass.gov/transportation/mbta/mbta-silver-line-upgrades-coming/ |date=November 3, 2010 |publisher=Massachusetts Department of Transportation}}</ref> A small traditional glass shelter is available at Temple Place; Boylston, Chinatown, and Tufts Medical Center have no shelters at all.<ref name=2005report />{{rp|3.2}} Silver Line Way and the SL2 surface stops have glass shelters or none at all; the SL3 surface stops have canopies without shelters.<ref name=2007report />{{rp|10}}▼
▲Although stop spacing varies widely between BRT systems, distances from {{convert|0.5|miles}} to {{convert|1.0|miles}} are typically recommended.<ref>{{cite report |url=https://www.apta.com/wp-content/uploads/Standards_Documents/APTA-BTS-BRT-RP-004-10.pdf |title=Bus Rapid Transit Service Design |pages=11–12 |publisher=American Public Transportation Association |date=October 2010 |first1=Dave |last1=Roberts |display-authors=et al}}</ref> Even after dropping half the stops, the Washington Street corridor averages only {{convert|0.25|miles}} between stops, with several stop spacings as low as {{convert|0.10|miles}}.<ref name=2005report />{{rp|2.5}}<ref name=cham />{{rp|102}} The Washington Street stops were built with open canopies; protected shelters were not added until 2010.<ref name=2005report />{{rp|5.8}}<ref>{{cite press release |title=MBTA Silver Line Upgrades Coming |url=https://blog.mass.gov/transportation/mbta/mbta-silver-line-upgrades-coming/ |date=November 3, 2010 |publisher=Massachusetts Department of Transportation |archive-url=https://web.archive.org/web/20130722212942/https://blog.mass.gov/transportation/mbta/mbta-silver-line-upgrades-coming/ |archive-date=July 22, 2013}}</ref> A small traditional glass shelter is available at Temple Place; Boylston, Chinatown, and Tufts Medical Center have no shelters at all.<ref name=2005report />{{rp|3.2}} Silver Line Way and the SL2 surface stops have glass shelters or none at all; the SL3 surface stops have canopies without shelters.<ref name=2007report />{{rp|10}}
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