Water Transportation Planning for Eastern Massachusetts: a strategic Assessment of Passenger Ferry Services
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- Russia Wharf – Navy Yard Route and Catchment Areas
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The MBTA issued the specification with a request for information (RFI), and received several responses from shipbuilders with suggested designs. Project staff concluded that the boats selected for the analysis should also be bow loading and have good maneuvering qualities for operations in tight areas. Both boats selected for analysis are based upon proposals among those submitted to the MBTA in response to the RFI, for the obvious reason that designers and builders (some of them local) have thought the specifications through and made the submissions. Two points need strong emphasis here: 1) these vessel selections are for comparative purposes only and do not represent an endorsement by any State transportation agency; and 2) Volpe Center is making very limited use of the proposed specifications to provide rudimentary input into the ferry cost model, i.e., powering and personnel data. The monohull selected for analytical purposes is a 19.6 meter long, 101 passenger, 2 crew design. The service speed is 10 knots, powered by an approximately 250 hp marine diesel engine. The boat is similar to a passenger boat currently operating on both the Charles River and Boston Harbor and would require design modifications for the intended service, notably improved ADA access and more efficient loading and unloading arrangements. The assumed purchase price for this boat is $650,000. The catamaran selected for analytical purposes is a 17 meter long, 49 passenger, 2 crew catamaran ferry design. The service speed is 14 knots, powered by an approximately 250 hp marine diesel engine. This boat is similar in powering and performance to several small, low speed catamarans found in the National Ferry Lines Data Base (e.g., Caladesi Connection I {Caladesi Island Ferry Service, 12.9 meters length, 15 knots, 66 passengers, 230 hp} and the Lady Christina {Delaware River and Bay Authority, 15.1 meters length, 9 knots, 76 passengers, 260 hp}). Price information was not directly available for the vessel designs selected for the analysis of these services. The price algorithm appearing in Chapter 3 yields a cost of $866,000. This number tracks well with data independently supplied by a west coast builder for a 17 meter catamaran. That particular boat does not have a closed cabin and was sold for approximately $700,000. The catamaran’s operating specifications for purposes of this study are 12 knots service speed, 6 knots slow (approach) speed, and two crew (captain and deck hand).
Russia Wharf to Pier 4/Navy Yard, with Long Wharf Combination Option Characterization The proposed new service from Russia Wharf to Pier 4 was originally identified as a key component of the CA/T mitigation in the 1994 report, providing a link between South Station and the Financial District to and from the Charlestown Navy Yard. The service would provide two-way transport for commuters traveling through South Station (commuter rail or Red Line) to work destinations such as the MWRA, Massachusetts General Hospital, or the Navy Yard, as well as bringing Navy Yard and Charlestown residents to downtown Boston work destinations. The 1994 report identified a strong potential ridership market for the two way service. While the primary markets identified remain relatively constant, there have been some increases in both work destinations and residential stock at the Charlestown end. Since the proposed service is still at least one year away (scheduled for fall 2004 start-up), this study selected the route for a more detailed evaluation in terms of potential market demand and operations. Two variations of the South Station to Charlestown shuttle route are evaluated. Route 1A consists of a direct peak period service from Russia to Pier 4/Navy Yard with a modified triangular off-peak route stopping at Long Wharf. Route 1B consists of merging the Russia to Pier 4 route with the existing Long Wharf to Navy Yard route into a triangular service at peak and off peak periods, as proposed in the Boston Inner Harbor Water Transportation Study (1994). The two proposed routes are shown in Figure 5.2. The detailed assessment focuses on the Russia Wharf – Navy Yard route only. The service from Russia to Navy Yard was originally to start in 1996, but was delayed initially by continued vehicular use of the low clearance Old Northern Avenue Bridge, and more recently by the construction of the Silver Line under the channel. The new terminal is to be built by the CA/T at the former Boston Edison Company (BECO) portion of the proposed site (now known as 500 Atlantic Avenue) by 2004. Access to low clearance ferries will require a reconfiguration of the Old Northern to allow for high tide clearance of a minimum of 16 feet to match the Moakley Bridge clearance. The 1994 report also indicated that there was potential for the new service to be combined with peak hour service from Long Wharf to the Navy Yard, and thereby reduce the total number of ferries required to meet the schedule and service needs for the two routes. This evaluation will include an analysis of both combined and separate peak hour service and schedule models. Table 5-2 shows the general specifications for this service, which are discussed in turn and in more detail below. This proposed route would include off-peak stops at Long Wharf to better serve tourist and recreational passengers. Detailed treatment of Long Wharf follows in Section 5.3, which addresses peak hours service among the Russia Wharf, Navy Yard, and Long Wharf terminals. Figure 5-3 Russia Wharf – Navy Yard Route and Catchment Areas
 Table 5-2 General Specifications Russia Wharf – Navy Yard Service
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