South Coast Rail

South Coast Rail

Company type	Public transit project
Industry	Rail transport
Founded	1980s
Headquarters	Massachusetts , United States
Area served	South Coast region, Massachusetts
Products	Commuter rail service expansion

South Coast Rail represents an initiative to extend the MBTA Commuter Rail network into the South Coast area of Massachusetts. Phase 1 commenced operations on March 24, 2025, expanding service from Middleborough through Taunton with two branches reaching Fall River and New Bedford. This initial phase introduced six new stations, two layover facilities, and converted 36.1 miles of former freight rail for passenger use.

Passenger rail service in the South Coast historically operated along four main corridors: via Mansfield, Stoughton, Randolph, and Middleborough. Rail lines extended to Taunton by 1836, New Bedford by 1840, and Fall River by 1846. By 1888, these routes were unified under the Old Colony Railroad, which was later absorbed by the New York, New Haven and Hartford Railroad in 1893. Passenger operations reached their peak in the early 1900s but ceased entirely in 1958.

The Massachusetts Bay Transportation Authority (MBTA) began efforts to restore service during the 1980s. Studies conducted in 1990 and 1995 explored feasibility, initially proposing a bypass near Attleboro. Environmental assessments eventually supported a Stoughton alignment that involved reactivating disused tracks. Although planning was paused in 2002 due to escalating expenses, it resumed after the state acquired the rail corridors from CSX Transportation in 2010. Further environmental impact reports in 2011 and 2013 confirmed the Stoughton route and required electrification.

In March 2017, concerns over budget and scheduling led to dividing the project into two separate phases. Phase 1 delivers temporary diesel-powered service to Fall River and New Bedford via Middleborough as an extension of the Middleborough/Lakeville Line, with a budget of $1.047 billion. Phase 2—currently without funding—would finalize the northern segment connecting Stoughton to Taunton and electrify Phase 1’s tracks; if completed, total costs are projected at $3.42 billion.

Phase 1

The South Coast Rail project in Massachusetts is structured into two stages. Phase 1 began service on March 24, 2025, extending the Middleborough/Lakeville Line using diesel locomotives as part of the newly designated Fall River/New Bedford Line. The route departs from the Middleborough Main Line at downtown Middleborough, where it replaces the former Middleborough/Lakeville station with a new Middleborough station. It continues westward along the Middleboro Secondary passing through Lakeville and Taunton until reaching Cotley Junction. From there, it turns southeast onto the New Bedford Main Line arriving at East Taunton station. At Myricks Junction in Berkley, the line splits into two branches: one follows the Fall River Secondary southwest through Freetown to Fall River, stopping at both Freetown station and Fall River station; the other branch proceeds southeast through Lakeville and Freetown to reach New Bedford, with stops at Church Street station and New Bedford station.

Phase 1 introduced passenger operations over a total of of track. The Middleboro Secondary segment consists primarily of single track with one siding present. Between Cotley Junction and Myricks Junction, double track is utilized; from Myricks to New Bedford, there is a combination of single- and double-track sections. The Fall River Secondary also includes mixed track configurations. Throughout the corridor, positive train control has been implemented. Except for sidings and the segment between Church Street and New Bedford stations, tracks are rated for passenger speeds up to . Layover yards were developed at Weaver's Cove in northern Fall River and Wamsutta near New Bedford. All six new stations feature full accessibility with high-level platforms. The estimated construction cost for Phase 1 was $1.047 billion as of 2019 (equivalent to $billion adjusted for inflation).

Phase 2

The second phase, known as the "full build," is a proposed but currently unfunded expansion that would lengthen the South Coast lines via the Stoughton Branch of the Providence/Stoughton Line. Beginning at Stoughton station, the route would proceed southward along the former Dighton and Somerset Railroad corridor, passing through Easton, Raynham, and Taunton. At Taunton's Weir Junction, the line would veer southeast onto the New Bedford Main Line, linking with Phase 1 at Cotley Junction. Planned new stations include North Easton, Easton Village station, Raynham Place station, and Taunton station. Additionally, the Fall River Branch would be extended further south to reach a new Battleship Cove station. The Stoughton Branch, along with these new segments and all Phase 1 lines except the Middleboro Secondary, would be electrified. In 2017, the combined cost for both phases was projected to be approximately $3.4 billion.

Distinct from Phase 1, this phase entails reactivating a dormant right-of-way between southern Stoughton and eastern Taunton that has not been in use since the 1960s. The alignment traverses the ecologically sensitive Hockomock Swamp via a low embankment situated in southern Easton and northern Raynham. This swamp is designated as an Area of Critical Environmental Concern and serves as habitat for endangered species such as the blue-spotted salamander. To mitigate environmental disturbance and facilitate wildlife movement beneath the tracks, plans include constructing an approximately trestle supported by concrete box girders spaced at . A maintenance siding is also planned as part of this infrastructure.

Expansion

Passenger rail service to the South Coast was previously provided through four main lines: Mansfield, Stoughton, Randolph, and Middleborough. The earliest railroad in the area was the Taunton Branch Railroad, which connected at Mansfield with the Boston and Providence Railroad (B&P). This line reached Taunton in August 1836, and shortly after, the affiliated New Bedford and Taunton Railroad extended the route to New Bedford by July 1840. Service on the Middleborough and Taunton Railroad commenced in July 1856, linking with the New Bedford and Taunton line at Cotley Junction.

The Fall River Railroad initially opened a segment from Myricks to Fall River on June 9, 1845. By 1846, the full route stretched from Myricks through Middleborough to South Braintree on the Old Colony Railroad, establishing an alternative Fall River–Boston connection. In 1847, entrepreneur Richard Borden introduced the Fall River Line, a steamship service between New York and Fall River that integrated with the "Boat Train" on the Fall River Railroad, creating a convenient travel link between New York and Boston. The Old Colony Railroad merged with the Fall River Railroad in 1854 to form the Old Colony and Fall River Railroad, which then combined with the Newport and Fall River Railroad in 1863, becoming the Old Colony and Newport Railway. This entity merged again in 1872 with the Cape Cod Railroad, resulting in the consolidated Old Colony Railroad.

The Stoughton Branch Railroad began operations in April 1845, connecting Stoughton to Canton Junction on the B&P line. Subsequently, an extension known as the Easton Branch Railroad reached North Easton by May 1855. Construction of the Dighton and Somerset Railroad commenced in 1863 to create a route between Somerset Junction (north of Fall River) and Braintree Highlands, passing through towns such as Taunton, North Easton, and Randolph. After acquisition by Old Colony and Newport in 1865, this line opened on September 24, 1866. The route utilized the Easton Branch between North Easton and Stoughton Junction; however, passenger service between Stoughton and Stoughton Junction was discontinued. Among these options, the Randolph route was shorter than those via Middleborough or Mansfield and ultimately became Old Colony’s main corridor connecting Fall River and Boston.

Consolidation

In 1871, the Taunton Branch Railroad extended a branch line from Attleboro Junction to Attleboro. This company merged with the New Bedford and Taunton Railroad in 1874 to form the New Bedford Railroad. The Old Colony acquired both the Middleborough and Taunton Railroad in 1874 and a successor company of the New Bedford Railroad in 1879. Around 1882, Old Colony inaugurated the Whittenton Branch, linking Whittenton Junction with Raynham, which centralized passenger rail operations in Taunton at a single station.

The Old Colony further expanded its reach by purchasing the B&P in 1888, thereby uniting southeastern Massachusetts rail lines under one ownership. Service between Mansfield and New Bedford was enhanced during this period, with some Fall River and New Bedford trains occasionally routed via Stoughton. The New York, New Haven and Hartford Railroad (New Haven) leased Old Colony beginning in 1893. By 1898, daily South Coast rail service featured several round trips between Taunton–Boston, New Bedford–Boston, and Newport–Fall River–Boston utilizing both Mansfield and Randolph routes.

The inauguration of South Station in 1898 allowed for increased through-route operations; by 1906 most New Bedford–Mansfield trains continued directly to Boston. Commuter rail service from Taunton and New Bedford through Mansfield had been active since approximately 1885. Fall River’s commuter demand was comparatively limited; a brief commuter operation via Middleborough started around 1915. Commuter services running through Randolph did not extend beyond North Easton toward the south.

Service Reductions

The decline of service began during World War I and persisted afterward. Trips between Mansfield and New Bedford experienced a significant decrease, while Fall River service via Middleborough also diminished. During and following the war, the New Haven restored South Coast trains running through Stoughton; however, usage of the Randolph route ceased around 1924. By 1927, all trains to New Bedford and Fall River operated through Stoughton, except for a single Fall River trip via Middleborough that continued until 1931. Service to Southern Dighton and Somerset ended in 1932, after which Fall River trains were redirected through Myricks.

In 1937, South Coast rail service was rerouted through Mansfield in connection with the 88 stations case, leading to the termination of service south of Fall River by 1938. During World War II, Fall River service was curtailed to shuttle operations between Fall River and Taunton. By March 1949, New Bedford service had dwindled to three daily round trips; Fall River shuttles ceased in September that year but resumed in June 1952. Following a grade separation project at Mansfield in 1955 that severed the branch line, all remaining services were routed via Stoughton. At that time, there were three daily New Bedford–Boston trips (one accompanied by a Fall River shuttle) and one Fall River–Boston trip.

Passenger operations on these lines concluded on September 5, 1958, when the New Haven discontinued its unprofitable Old Colony Division services; by the following year, all passenger rail activity had ceased. Freight traffic continued along the South Coast routes, although sections of the Dighton and Somerset line were abandoned during the 1960s and 1970s. The New Haven Railroad merged into Penn Central at the end of 1968, which later became part of Conrail in 1976. Passenger rail service remained active on former B&P lines such as the Stoughton Branch, eventually forming what is now known as the Providence/Stoughton Line.

Early Restoration Efforts (1980s–2003)

Established in 1964 to support suburban commuter rail and expand rapid transit, the Massachusetts Bay Transportation Authority (MBTA) acquired the Old Colony mainline between Boston and Braintree in 1965 for extending the Red Line. After most New Haven commuter services to Boston ended post-1967, both service frequency and coverage increased during the late 1970s. In 1970, Governor Francis Sargent halted new highway construction within Route 128 limits, canceling projects such as the Southwest Expressway and leaving only the Southeast Expressway as a southern highway into Boston. The MBTA took ownership of numerous Penn Central suburban lines in 1973, including former B&P routes and segments of the Middleborough Main Line.

During the 1980s, proposals emerged to reinstate rail connections to New Bedford and Fall River. Due to abandonment and development along some corridors, three route options were evaluated: via Stoughton; using the Northeast Corridor near Attleboro then connecting to the Attleboro Secondary; and traveling along the Middleborough Main Line then west on the Middleboro Secondary. All options shared track segments south of Taunton. By 1988, plans favored extending service to Taunton through Stoughton. A study conducted in 1990 identified the Stoughton Branch as the most feasible alternative but faced criticism for excluding other possibilities such as express bus services. Subsequently, a bond bill in 1991 allocated $3 million for further planning efforts.

As part of a settlement addressing Big Dig vehicle emissions in 1991, Massachusetts committed to transit projects including extensions of Old Colony Commuter Rail Lines. This commitment resulted in openings of the Middleborough/Lakeville Line and Plymouth/Kingston Line in 1997, followed by the Greenbush Line in 2007. Planning advanced with a comprehensive feasibility study released in 1995 that examined additional routing options. Limited track capacity along portions of the Old Colony mainline constrained simultaneous operation of services to both Fall River and New Bedford. The study concluded that both Stoughton and Attleboro routes were feasible; extending partially through Stoughton to North Easton was identified as cost-effective.

In September 1995, MBTA submitted plans to the EPA proposing service via Attleboro, including construction of a three-mile 'Attleboro Bypass' connecting Northeast Corridor tracks to Attleboro Secondary northeast of downtown. The project was estimated at $156 million with completion targeted for 2000. Governor Bill Weld approved $136 million for commuter rail expansion in August 1996 and called for additional studies. A subsequent Expanded Alternatives Analysis in 1997 revealed increased costs: $407 million for Attleboro route; $410 million via Stoughton; $436 million through Middleborough—which also required expensive double-tracking. The Stoughton option was recommended due to its relative affordability and higher projected ridership.

Following contract awards for bridge construction work in Fall River and New Bedford, a groundbreaking event took place in October 1998. A Draft Environmental Impact Report published in July 1999 confirmed Stoughton as the sole viable route with an anticipated daily ridership of approximately 4,325 passengers and twenty trains per day servicing each city. In January 2000, Governor Paul Cellucci reaffirmed approval for construction plans aiming for commencement by late 2002 and completion by 2004. The Draft Environmental Statement certification was received in November that year; while EPA recognized Stoughton as practical, it required a Final Environmental Impact Statement (FEIS).

The FEIS was issued in April 2002 and approved by August. State authorization mandated that Southeastern Regional Planning and Economic Development District (SRPEDD) establish a Growth Task Force. In July 2002, MBTA revised project costs upward to $600 million with an anticipated opening date set for 2007. Due to escalating expenses, MBTA suspended both the Growth Task Force activities and project planning by November 2002; environmental approvals were halted by May 2003.

Restoration planning (2005–2014)

In October 2004, the SRPEDD reactivated the Growth Task Force while the MBTA continued its evaluation of the project. By March 2005, Governor Mitt Romney authorized advancing with $670 million in funding, anticipating a launch between 2011 and 2013. However, by mid-2005, cost projections had risen to nearly $1 billion. The Massachusetts Executive Office of Transportation issued South Coast Rail: A Plan For Action in April 2007, revitalizing planning efforts with a budget estimate of $1.435 billion. This included $163 million allocated for rolling stock and $31.4 million dedicated to expanding South Station, aiming for a December 2016 commencement.

The Phase 1 Alternatives Analysis Report released in April 2008 reduced an initial pool of 65 options to five feasible routes: Attleboro, Stoughton, Middleboro, a combined Attleboro-Middleboro service, and express bus. In September 2008, MassDOT identified 18 possible station locations. Earlier in May 2008, MassDOT formally sought approval from the US Army Corps of Engineers to initiate environmental assessments by permitting wetland fill discharge. This was followed by a federal Notice of Intent and a state Environmental Notification Form submitted in November 2008.

On October 2, 2008, Massachusetts announced an agreement with CSX Transportation to acquire and enhance freight lines spanning from Taunton to Fall River and New Bedford for South Coast Rail operations. The deal encompassed the Grand Junction Branch and South Boston Running Track as well as plans for double-stack freight west of Worcester and the abandonment of Beacon Park Yard. The agreement was signed in September 2009, with the first phase transferring ownership to MassDOT completed by June 2010.

In May 2009, Commonwealth Treasurer Tim Cahill voiced doubts about meeting the 2016 deadline due to economic recession effects and challenges securing federal funds linked to previous infrastructure shortcomings. The state published the South Coast Rail Economic Development and Land Use Corridor Plan in June 2009 to encourage mixed-use transit-oriented development near station areas. The September 2009 Phase 2 Alternatives Analysis recommended electric or diesel service routed through Stoughton.

The Army Corps issued the Draft Environmental Impact Statement (DEIS) in March 2011, endorsing the Stoughton route because of necessary improvements on the Northeast Corridor for Attleboro service. The Whittenton Branch was dismissed owing to noise and operational concerns. The DEIS compared diesel and electric options: electric service offered faster travel times (73–76 minutes versus 83–85), increased ridership estimates (9,580 compared to 8,140 daily), and superior air quality benefits but incurred higher costs ($1.88 billion versus $1.48 billion), primarily due to electrification infrastructure and new rolling stock capable of speeds up to 100 mph.

Environmental certification at the state level was granted in June 2011, with Secretary Rick Sullivan emphasizing prioritization of electric service for its environmental advantages. Although a transportation funding bill passed in July 2013 recognized South Coast Rail, it did not allocate dedicated funding. The Final Environmental Impact Statement released by the Army Corps in September 2013 made minor adjustments to station locations and layover yard sites; meanwhile, the estimated cost for electric service was updated to $1.817 billion.

An April 2014 appropriation bill designated $2.3 billion toward South Coast Rail development. Subsequently, on June 18, 2014, MassDOT awarded a one-year contract valued at $12 million—with potential extension up to $210 million over ten years—to a joint venture between Vanasse Hangen Brustlin and HNTB for program management, preliminary design work, and environmental permitting activities.

Project revisions (2016–2021)

In June 2016, the MBTA updated the estimated project cost to $3.42 billion and extended the expected completion date to 2030. This increase in budget and delay led to exploring alternative options, such as interim service to New Bedford via Middleborough. However, this proposal faced resistance due to concerns over reduced service at Middleborough/Lakeville and conflicts with other rail lines. At that point, design work for the Stoughton route had reached 15% completion.

By March 2017, a modified plan sought to accelerate service delivery: Phase 1, with a budget of $1.1 billion, would follow the Middleborough alignment aiming for a 2024 launch; Phase 2 would implement the original Stoughton alignment, including electrification, targeted for 2029.

As of June 2017, revised timelines set Phase 1 completion for 2022 and Phase 2 for 2030, with Freetown and Battleship Cove stations reallocated to Phase 1. This bifurcated strategy attracted criticism from both former proponents and detractors. Officials from Middleborough/Lakeville opposed losing direct service or requiring shuttle connections; representatives from New Bedford and Taunton objected to extended travel durations and the omission of downtown Taunton station in the initial phase. Continued opposition also came from leaders in Stoughton, Easton, and Raynham.

The Draft Supplemental Environmental Impact Report (DSEIR), published in January 2018, confirmed plans for a new Middleborough station supplanting Middleborough/Lakeville and proposed an East Taunton station instead of downtown Taunton to avoid time-intensive reverse moves. The Battleship Cove station was deferred to Phase 2. The DSEIR anticipated a net daily boarding increase of approximately 3,000 riders, with six new stations expected to generate around 2,280 daily boardings compared to the current 760 at Middleborough/Lakeville. However, only about 41% of forecasted Phase 2 ridership was projected at non-Middleborough stations during Phase 1 operations, raising public officials’ concerns regarding cost-effectiveness. The Final Supplemental Environmental Impact Report was issued in April 2018.

By March 2019, design and permitting processes were nearly finalized. In April of that year, state authorities announced that funding and Army Corps permits had been obtained for Phase 1, targeting revenue service commencement by late 2023 with an estimated cost of $1.047 billion. A transportation bond bill allocating $825 million for Phase 1 was introduced in July 2019 and subsequently approved in January 2021.

Preliminary activities

Several components were completed ahead of the main construction phases. In February 2010, MassDOT secured a $20 million TIGER grant from the American Recovery and Reinvestment Act of 2009 to replace three bridges near New Bedford dating back to around 1907. This work supported ongoing freight operations and future South Coast Rail service. This grant formed part of a larger $71.4 million Fast Track New Bedford initiative that also included a fourth bridge replacement, construction of a new New Bedford station with an integrated bus terminal, and enhancements for pedestrians and cyclists. The MBTA awarded the contract in August 2010; the new bridges opened to Massachusetts Coastal Railroad freight traffic in November 2011.

Between 2013 and 2014, MassDOT replaced approximately 42,000 railroad ties along the Fall River and New Bedford branches. In October 2014, an $18.4 million contract was awarded for a two-year project to reconstruct six grade crossings located in Taunton, Freetown, and New Bedford. Subsequently, on November 25, 2014, a $42 million contract was granted for replacing three bridges on the Fall River line (President Avenue, Brownell Avenue, Golf Club Road) as well as the Wamsutta Street bridge in New Bedford; these structures were completed by early 2017.

Contracts

Phase 1 was segmented into eight principal construction contracts. Land procurement and three "early action" contracts commenced concurrently with the design phase. Contract No. 1, granted to Progress Rail on December 14, 2018, involved the installation of 57 turnouts with a budget of $9.8 million, targeting completion by February 2021. Contract No. 2, awarded to J.F. White on March 6, 2019, encompassed culvert rehabilitation and cleaning, grade crossing reconstruction, and wetland mitigation for $18.3 million, with an anticipated finish date of June 2020.

Also assigned to J.F. White, Contract No. 3 covered the replacement of four railroad bridges, one culvert, and 2.5 miles of track for $26.1 million, scheduled for completion in November 2020. While MassDOT oversaw the early action contracts initially, responsibility for program management transitioned to the MBTA in preparation for the commencement of Phase 1 construction in 2019. In April 2019, the MBTA awarded a $62 million contract to AECOM for program and construction management services. This was followed by a groundbreaking event on July 2, 2019.

On May 11, 2020, the MBTA contracted Skanska DW White JV for Contract No. 7 covering the Fall River Secondary segment of Phase 1. Valued at $159 million, this contract included two stations, track work spanning 12.1 miles, rehabilitation of ten grade crossings and eight bridges, along with the construction of Weaver's Cove Layover; the construction period was estimated at 30 months. Contract No. 6 addressed work over 24.1 miles of track on the Middleboro Secondary and New Bedford Secondary, incorporating four stations, Wamsutta Layover, seven bridges, and installation of signaling and communication systems across the entire project area. This $403.5 million contract was awarded to SCR Constructors—a joint venture between The Middlesex Corporation and Tutor Perini—on August 24, 2020; construction commenced later that year with a projected duration of 37 months.

Contract No. 10 involved building a pedestrian bridge over Route 18 at New Bedford station; Barletta Heavy Division secured the $21.3 million contract in December 2022. Contract No. 12 focused on traffic mitigation during construction—including intersection improvements and signal adjustments—with an $8.5 million award granted to Newport Construction in early 2022. The Route 24 bridge replacement over the New Bedford Secondary in East Taunton was initially planned as Contract No. 5 but was consolidated into a larger MassDOT bridge replacement project encompassing Route 24 bridges over both New Bedford and Middleborough Secondaries. Cardi Corporation received this contract in January 2021; work is projected to continue through 2027.

Construction and opening

By May 2021, progress on Fall River Secondary reached approximately 20%, while work on Middleborough Secondary/New Bedford Main Line stood at about 5%. By November that year, progress increased to roughly 35% and 18%, respectively. In 2022, granite blocks removed during construction were repurposed as artificial reefs near Yarmouth and Harwich. The project reached its midpoint around mid-2022, with Fall River Secondary approximately 81% complete and Middleborough Secondary/New Bedford Main Line at about 53% by August. During the November 2022 election, voters in both Fall River and New Bedford approved joining the MBTA funding district—a critical milestone for initiating service.

The substantial completion milestone for Fall River Secondary was celebrated in December 2022; initial plans aimed for revenue service launch in late 2023. However, by September 2023, the MBTA deferred the start of service to mid-2024 as New Bedford Secondary reached around 85% completion. Further delays were announced in April 2024 due to extended system testing requirements and ongoing East Taunton station construction. Test train operations began in June 2024; nonetheless, opening was postponed again until May 2025.

In July 2024, the MBTA confirmed weekend service would be offered on these lines. That month also marked completion of automatic train control testing; dispatching responsibilities transferred from Massachusetts Coastal Railroad to Keolis in August 2024. Operations and maintenance shifted to Keolis in January 2025 following successful positive train control testing completed in December 2024—allowing crew certification and simulated service runs.

On February 7, 2025, MBTA announced that Phase 1 service would commence March 24 pending Federal Railroad Administration (FRA) approval. Ownership of the line was transferred from MassDOT to MBTA in late February; FRA approval followed on March 21. Service officially began March 24, 2025 as the Fall River/New Bedford Line. The Southeastern Regional Transit Authority chose not to modify bus routes but instead launched a microtransit pilot program.

During initial months of operation, several service quality challenges emerged primarily due to crew shortages and coordination difficulties on predominantly single-track segments.

Phase 2 plans

The segment extending from Stoughton to Taunton, designated for Phase 2, has emerged as the most debated portion of the initiative. While the communities of Taunton, Fall River, and New Bedford have shown support, the towns of Raynham and Easton have opposed this alignment since the 1990s, citing concerns related to environmental pollution, traffic congestion, and safety at grade crossings. Legal disputes commenced in 1997 initiated by Raynham and Easton, with Stoughton joining the opposition in 2001, concentrating on potential effects on the Hockomock Swamp.<ref>In 2002, Secretary of Environmental Affairs Robert Durand endorsed the Final Environmental Impact Report but mandated constructing a trestle over the swamp to limit ecological harm.<ref> This trestle design was subsequently incorporated into project plans.

Between 2007 and 2008, voters in Raynham and Easton transitioned from pursuing legal action to advocating for mitigation measures. In 2009, officials in Stoughton suggested building an underground tunnel for the downtown station—akin to the Greenbush Line in Hingham—though a town committee expressed skepticism regarding state funding availability for such a solution. By 2014, Raynham explored the possibility of lowering tracks beneath Route 138 to alleviate traffic interruptions.<ref> Despite these proposals, resistance remained strong in Stoughton, Easton, and Raynham following the phased plan announcement in 2017.

The outlook for Phase 2 continues to be uncertain.<ref> As of mid-2024, MassDOT no longer anticipates completion by 2030. Furthermore, the MBTA’s capital investment plan for FY 2026–2030, published in 2025, does not include funding allocated for Phase 2.