MBTA bus
| Company type | Public transit |
|---|---|
| Industry | Public transportation |
| Predecessor | Metropolitan Transit Authority (MTA) |
| Founded | 1964 |
| Headquarters | Boston , United States |
Area served | Greater Boston region |
| Products | Bus transit services, including local routes, express routes, bus rapid transit (Silver Line), crosstown services |
Number of employees | ~1,500 bus operators (as of March 2024) |
| Website | mbta |
The Massachusetts Bay Transportation Authority (MBTA) manages a network of 152 bus routes serving the Greater Boston region. Its goal is to ensure that all residents in densely populated areas—defined as those with over 5,000 people per square mile—live within a quarter-mile of transit service, primarily delivered through its comprehensive bus system. In , the network achieved an annual ridership of , with an average weekday usage of as of .
The majority of these routes provide local transit within Boston and neighboring suburbs, facilitating connections to MBTA subway stations. Among these, fifteen high-demand routes are classified as key routes, characterized by increased frequency throughout their service hours. The MBTA also operates a five-route bus rapid transit system known as the Silver Line, complemented by two limited-stop crosstown services. Smaller-scale local networks operate within the cities of Lynn, Waltham, and Quincy. Furthermore, several express routes provide direct links from suburban areas into downtown Boston.
The fleet currently includes roughly 1,040 buses powered by diesel-electric hybrid or compressed natural gas (CNG), with ongoing plans to transition entirely to battery electric vehicles. All buses are fully accessible, featuring low-floor designs equipped with deployable ramps.
While most routes are directly managed by the MBTA, four suburban lines are operated under contract by private companies, and several smaller circulator services receive partial subsidies from the MBTA. Bus operations are based out of nine garages; one is undergoing reconstruction and another is planned for replacement. Infrastructure enhancements include dedicated bus lanes and exclusive right-of-way segments such as two off-street Silver Line busways introduced in the 21st century.
The present-day bus system has its roots in a historic network of horsecar and electric streetcar lines established between the 1850s and 1910s by the West End Street Railway and subsequently the Boston Elevated Railway (BERy). Buses were first introduced in 1922 to replace underutilized streetcar lines and expand transit coverage. Over approximately forty years under BERy and its successor Metropolitan Transit Authority (MTA), nearly all streetcar routes transitioned to bus or trolleybus service. By the 1960s, most trolleybuses were phased out except for four routes that remained operational until 2022. The MBTA took over from the MTA in 1964 and gradually integrated several private suburban operators. Since then, numerous route adjustments have been made, including the introduction of crosstown services in 1994 and the launch of the Silver Line in 2002.
History
Boston's transit origins trace back to horse-drawn streetcar lines like the Cambridge Railroad, established in 1856, which later merged into the West End Street Railway in 1887. The West End electrified existing lines and expanded streetcar routes up until 1900. In 1897, control passed to the Boston Elevated Railway (BERy), formed to develop Boston’s rapid transit infrastructure. Early subway construction in the 20th century led to streetcar lines being shortened to terminate at transfer hubs such as , , and , facilitating efficient modal transfers.
Bus operations began with small private companies during the 1910s; BERy initiated its own bus services in 1922 to replace some streetcar lines and extend coverage. BERy also experimented with converting the Tremont Street subway into a rapid transit-like operation. In 1936, the Harvard–Lechmere line switched from streetcars to trackless trolleys, marking the start of an extensive trolleybus network.
As automobile ownership increased, BERy and its successor—the Metropolitan Transit Authority (MTA)—phased many streetcar lines out in favor of buses and trolleybuses due to their greater operational flexibility and lower infrastructure costs. By 1964, when the MBTA succeeded the MTA, buses were operating nearly all surface routes except for six streetcar lines (the Green Line branches plus Mattapan) and four trolleybus lines. The MBTA standardized its branding by adopting yellow as its bus color scheme in 1972.
Originally created to subsidize suburban commuter rail services, the MBTA expanded by acquiring failing private suburban bus operators. It absorbed the Eastern Massachusetts Street Railway in 1968—bringing extensive networks around Lynn and Quincy—and later incorporated other regional carriers like Middlesex and Boston Street Railway by 1972. Some more distant networks were transferred to regional transit authorities.
Since these acquisitions, the geographic reach of MBTA’s bus system has remained largely steady but has evolved alongside rapid transit expansions such as Red Line extensions during the 1970s–80s and Orange Line upgrades, which prompted route adjustments for improved transfers. In 1994, three limited-stop crosstown routes were introduced as early elements of the Urban Ring Project—a proposed circumferential BRT corridor that was never completed. The Silver Line BRT commenced service on Washington Street in 2002 and expanded by 2005 with dual-mode buses operating both within the Waterfront Tunnel and on surface streets; service extended to Chelsea by 2018.
Overnight "Owl" bus operations ceased under BERy/MTA control in 1960 but were intermittently reinstated by MBTA between 2001 and 2014 on select routes; however, a permanent expansion was not pursued after a rejected proposal in 2017.
In 2018, MBTA launched a comprehensive Bus Network Redesign aimed at enhancing capacity and efficiency. Draft proposals released in 2022 culminated in approval for a redesign that increases overall service levels by 25% while doubling high-frequency route coverage. Rollout began in December 2024 with phased implementation continuing through 2028 across Boston and nearby suburbs.
Facing a significant driver shortage exacerbated by retirements and impacts from the COVID-19 pandemic, MBTA reduced bus service starting in 2022 despite offering incentives such as training subsidies and signing bonuses. Contributing factors included low starting wages, part-time employment arrangements for new hires, insufficient restroom access during shifts, and split shifts resulting in unpaid downtime. To counteract this shortage, MBTA shifted toward hiring full-time operators in 2023, raising driver counts from around 1,350 mid-2023 to roughly 1,500 by March 2024.
Fleet
By September 2024, the MBTA's bus fleet is predominantly made up of 40-foot buses, alongside 117 articulated buses measuring 60 feet in length. In July 2023, the MBTA placed an order for 80 New Flyer battery-electric buses, each 40 feet long. The initial ten units are scheduled for delivery in 2024, with the remainder expected through 2026. Among these, 32 buses will be equipped with left-side doors specifically designed for operation within the Harvard bus tunnel.
Current
| Order Year | Manufacturer | Model | Picture | Fleet | Qty. | Active | Propulsion | Length (ft.) | Notes |
|---|---|---|---|---|---|---|---|---|---|
| 2008 | New Flyer | D40LF | 0756–0910 | 155 | 154 | Diesel | 40 | Complete overhaul conducted between 2017 and 2020. | |
| 2010 | DE60LFR | 1200–1224 | 25 | Hybrid | 60 | Northeastern Bus Rebuilders performed overhauls from 2021 to 2023. | |||
| 2014–2015 | XDE40 | 1400–1459 | 60 | 40 | Undergoing overhaul by Midwest Bus; expected completion in October 2024. | ||||
| 2016–2017 | XN40 | 1600–1774 | 175 | CNG | |||||
| 2016–2017 | XDE40 | 1775–1924 & 3000–3005 |
156 | Hybrid |
| ||||
| 2016–2017 | XDE60 | 1250–1293 | 44 | 60 |
| ||||
| 2018 | 1294 | 1 |
| ||||||
| 2019 | XE60 | 1295–1299 | 5 | Battery-electric |
| ||||
| 2019–2020 | XDE40 | 1925–2118 | 194 | Hybrid | |||||
| 2020 | 3100–3159 | 60 | |||||||
| 2022–2023 | XDE60 | 1300–1344 | 45 |
| |||||
| 2023 |
XDE40 |
3200–3359 |
colspan="2"|160 |
| |||||
Future
| Order Year | Manufacturer | Model | Picture | Fleet | Qty. | Propulsion | Length (ft.) | Notes |
|---|---|---|---|---|---|---|---|---|
| 2024–2025 | New Flyer | XE40 | 4200–4231 | 32 | Battery electric bus#Battery-electric buses | 40 |
| |
| 2024–2026 | 4300–4347 | 48 |
|
Facilities
The MBTA manages its bus operations through eight primary garages.[1]
| Name | Address | Routes | Hours of Operation |
|---|---|---|---|
| Albany Street | 421 Albany Street, Boston | (1, 4, 7, 8, 9, 10, 11, 15, 16, 17, 18,19,22,23,43–45,47,55,57,59,60,65,66,171,191,193,501,504,505,553–556,558), CT2, CT3 | Weekday peak periods and middays |
| Arborway | 3600 Washington Street, Jamaica Plain | (14,21,24–27,29–34E,35–39 evenings only), (40–42), (50–52) | Full-time operation |
| Cabot | 275 Dorchester Avenue, South Boston | (Same routes as Albany Street) | |
| Charlestown / Bennett (Somerville) | 21 Arlington Avenue, Charlestown | (61–64,67–80,83–89,91–93,101,104),(109–112),(350–352)
Also covers Fellsway Garage routes when closed |
|
| Fellsway | (465 Salem Street, Medford) | (90–100 series),(105–108),(131–137),(354),(411),(430) | Weekday rush hours and middays |
| Lynn | (985 Western Avenue,Lynn) | (114–121),(424),(426–429),(434–442),(450–456),(465) | Full-time operation |
| Quincy | (954 Hancock Street, Quincy) | (201–202),(210–217),(220-222),(225-226),(230),(236),(238),(240),(245)
rowspan="2"| Full-time operation | |
| Southampton | (230 Southampton Street,Boston) | (28),(39),Silver Line |
Facility Upgrades and Replacements
The North Cambridge bus facility, which served trackless trolleys until March 2022, is undergoing modernization to accommodate battery-electric buses. A contract valued at $27.3 million was secured in October 2023, with project completion anticipated by November 2025.
Plans are underway to replace Quincy Garage with a more expansive facility located near Quincy Adams station. The property was purchased for $38.2 million in March 2021, and preliminary activities, including demolition, were finalized by mid-2022. Initial bids submitted in May 2022 exceeded budget expectations—$360 million compared to the $280 million estimate—prompting the MBTA to switch to Construction Management at Risk procurement. As of October 2023, the forecasted cost stands at $299 million, aiming for substantial completion by March 2027.
A new garage is scheduled to succeed the Arborway Garage by 2028, increasing capacity from 118 CNG buses to 200 battery-electric buses, incorporating articulated vehicles to serve routes 28, 32, and 39.
In July 2022, the MBTA revealed intentions to purchase adjacent land parcels to enable expansion of the Southampton Garage.
Private Operators
Outside the core MBTA service area, most local bus routes across Massachusetts are managed by regional transit authorities (RTAs). Nonetheless, several routes that interface with MBTA bus or subway services are operated by private contractors receiving partial subsidies from the MBTA.
Four commuter routes—numbered , , , and —are integrated into the MBTA numbering system. These routes link with MBTA services at inbound terminals and were acquired from private providers: Rapid Transit Inc. (712/713), Nantasket Transportation (714), and Hudson Bus Lines (716). The 712 and 713 utilize buses supplied by the MBTA; the others operate with their own vehicles.
In four suburban towns, private companies run local circulator routes under contracts often partially subsidized by the MBTA: Bedford and Beverly each maintain one route; Burlington operates five; and Lexington manages six. Except for the Beverly Shuttle—which is part of Cape Ann Transportation Authority—all are privately managed. Additionally, a nonprofit operates a shuttle serving Boston’s Mission Hill neighborhood. These routes are featured on MBTA maps and connect at transfer points but maintain separate numbering schemes and do not accept MBTA fare passes.
Dedicated Bus Lanes
Throughout the 21st century, several dedicated right-of-way corridors for MBTA buses have been established. The Silver Line incorporates two off-street busways: a 1.2-mile tunnel known as the South Boston Piers Transitway (opened in 2004) serving SL1, SL2, SL3, and SLW; and a 1.1-mile surface busway in Chelsea (opened in 2018) used by SL3. A proposed direct ramp to the Ted Williams Tunnel would serve SL1 and SL3.
Multiple dedicated bus lanes on surface streets are currently active:
- Washington Street, Boston:
- A 1.6-mile segment between Melnea Cass Boulevard and Kneeland Street includes a brief southbound contraflow section; additionally, a 0.3-mile northbound-only lane runs between Stuart Street and Temple Place. These lanes serve Silver Line routes SL4 and SL5 as well as local routes 8, 10, and 11. The southern section opened in 2002; the northern segment was added in mid-2020.
- A northbound morning peak lane spanning 0.9 miles from Roslindale to Forest Hills was introduced in June 2018; a corresponding southbound evening peak lane of approximately 1.5 miles began early 2021 for routes such as 30, 34E, and 50.
- Essex Street, Boston: Two eastbound segments totaling roughly 0.2 miles have been dedicated to SL4 since 2009.
- Broadway, Sweetser Circle, Main Street in Everett: A southbound morning peak lane covering about 1.1 miles started in 2017 for routes including 97 and 110; additional evening peak lanes were added in October 2020.
- Prospect Street, Somerville: A northbound bus/bike lane approximately 0.1 miles long opened in 2017.
- Mount Auburn Street and Belmont Street (Cambridge/Watertown): Three segments totaling around 0.6 miles were installed in October 2018 serving routes 71 and 73.
- Massachusetts Avenue (Cambridge/Arlington): Approximately 1.3 miles of southbound bus lanes were implemented between Sidney Street and Alewife Brook Parkway during 2018–2019 for routes 1 and 77.
- Sullivan Square, Boston: Several short bus-only turn lanes were added amid station renovations between 2018 and 2019.
- Brighton Avenue, Boston: Eastbound bus/bike lanes covering roughly 0.6 miles opened in June and westbound lanes followed in October of 2019 for routes such as 57 and 66.
- Broadway, Somerville: A combined bus/bike lane stretching about 0.9 miles began operation in August 2019 for routes including 89 and 101.
- North Washington Street, Boston: A southbound bus/bike lane approximately 0.15 miles long opened in August 2019; a northbound lane introduced in August 2021 was removed during repaving work in July 2025.
- Summer Street, Boston: A westbound bus lane of about 0.14 miles began service in October 2019 for routes like 4 and 7; a broader pilot featuring bus/truck lanes started September 2023 but was discontinued by September 2024 due to unauthorized private vehicle use.
- Davis Square, Somerville: Queue jump lanes on Holland Street and College Avenue became operational in 2020.
- Broadway, Chelsea: A westbound bus lane approximately 0.2 miles long opened November 2020 serving multiple routes.
- Tobin Memorial Bridge: A westbound bus lane pilot covering about 1.1 miles commenced December 2020 for route 111.
- Malden: Westbound bus/bike lanes on Florence Street (about 0.2 miles) opened December 2020; bidirectional lanes on Centre Street followed during 2022.
- Washington Street, Somerville: Numerous queue jumps and bus/bike lanes were added from 2020 through 2024.
- North Common Street area, Lynn: Around 0.75 miles of bus/bike lanes launched April 2021 serving routes such as 426 and 455.
- Mystic Avenue (Route 38), Somerville/Medford: A morning-peak-only southbound pilot lane spanning approximately 1.9 miles started June 2021 for route 95.
- Columbus Avenue, Boston: The region’s inaugural center-running bus lanes—approximately 0.7 miles featuring boarding islands—opened October 2021 for routes including 22 and 29.
- Broadway, Revere (Route 107): A one-mile southbound morning peak pilot lane initiated November 2021 was made permanent August 2022 with extensions through June 2024.
- Western Avenue, Lynn: About 0.4 miles of bus lanes were established during 2021–22 serving various routes.
- Route 2 eastbound ramp to Alewife station: A quarter-mile bus lane opened November 2021 accommodating multiple routes.
- Interstate 93 north of Boston: Starting December 2021, a two-year pilot allowed buses on certain routes to utilize the breakdown lane during peak congestion periods.
- Several streets within Boston received dedicated lanes during the August–September 2022 Orange Line closure; four of these have been made permanent while the Boylston Street lane is scheduled for removal by February 2025.
- Washington Street at Brookline Village: Approximately a quarter-mile pilot dedicated bus lane launched June 2024.
- Second Street (Everett/Chelsea): Nearly nine-tenths of a mile of westbound bus lane plus shorter eastbound segments were added between October and November 2024.
An additional mile of center-running lanes along Columbus Avenue and Tremont Street between Jackson Square and Ruggles is planned for construction during the years 2025–26. Center-running lanes are also funded or proposed along Lynnway in Lynn as well as Blue Hill Avenue in Boston.
Other proposed but yet-to-be-implemented dedicated lanes include Malcolm X Boulevard connecting Roxbury Crossing with Nubian Square; Warren Street linking Nubian Square to Grove Hall; and Hyde Park Avenue extending from Forest Hills to Metropolitan Avenue.
External links
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