Jump to content

Route 22 (MBTA)

Add links
This is a good article. Click here for more information.
From Wikipedia, the free encyclopedia

Route 22
A white and yellow transit bus on an urban street with red bus lanes
A route 22 bus on Columbus Avenue in 2024
Overview
SystemMBTA bus
GarageAlbany Garage and Cabot Garage
Began serviceApril 7, 1900 (as streetcar line)
Route
LocaleBoston, Massachusetts
StartRuggles station
EndAshmont station
Length
  • 5.59 miles (9.00 km) inbound
  • 5.36 miles (8.63 km) outbound
Daily ridership8,020 (2018)
TimetableRoute 22
← 21  MBTA bus  23 →

Route 22 is a local bus route in Boston, Massachusetts, operated by the Massachusetts Bay Transportation Authority (MBTA) as part of MBTA bus service. It operates between Ruggles station and Ashmont station via Columbus Avenue, Seaver Street, Blue Hill Avenue, and Talbot Avenue. It is among the highest-ridership routes in the system, with service every 15 minutes or less during all operating hours.

Route 22 originated from a streetcar line built by the Boston Elevated Railway (BERy) in the early 20th century. The BERy opened a branch from an existing line on Blue Hill Avenue to Codman Square in 1900. It was extended east to Peabody Square in 1905. Several different service patterns were operated during the line's first two decades; after 1919, service operated between Dudley station and Peabody Square via Warren Street and Grove Hall. The service was extended slightly to Ashmont station upon its 1928 opening.

The number 22 was assigned to the service in the early 1940s. The Metropolitan Transit Authority (MTA), successor to the BERy, converted route 22 to trolleybuses in 1949 as part of a larger conversion of the Roxbury/Dorchester network. It was converted to diesel buses in 1962. In 1987, the MBTA rerouted the service to Ruggles station via Seaver Street as part of changes associated with the opening of the Southwest Corridor. Center-running bus lanes opened on a segment of Columbus Avenue in 2021; a second segment is planned. As part of systemwide network changes, the northern end of route 22 is planned to be rerouted to the Longwood Medical Area in the late 2020s.

Route

[edit]

Map Route 22 runs between Ruggles station and Ashmont station through the Roxbury and Dorchester neighborhoods of Boston. From the busway at Ashmont station, it runs north on Dorchester Avenue to Peabody Square, then north and west on Talbot Avenue through Codman Square to Blue Hill Avenue. It then runs north on Blue Hill Avenue and northwest on Seaver Street – both part of Massachusetts Route 28 – around Franklin Park. At Walnut Avenue, Seaver Street becomes Columbus Avenue, with center-running bus lanes. The route follows Columbus Avenue northwest and north to the Jackson Square station busway, then continues north in mixed traffic on Columbus Avenue, Tremont Street, and Ruggles Street to the Ruggles station busway.[1][2][3] Total distance is 5.59 miles (9.00 km) inbound and 5.36 miles (8.63 km) outbound.[4]: 3–15 

Scheduled one-way running times range from about 35 minutes off-peak to 45 minutes at peak, with shorter times during early mornings and late nights. Service operates from about 5:00 am to 1:00 am Sunday through Thursday and from about 5:00 am to 2:00 am Fridays and Saturdays. Headways are 15 minutes or less at all operating hours (except after 1:00 am on Friday and Saturday nights).[3] MBTA subway connections are available to the Orange Line at Ruggles, Roxbury Crossing, and Jackson Square; and to the Red Line at Ashmont. Connection is also available to the Fairmount Line at Talbot Avenue station.[1][3]

Route 22 runs as a local route with standard local bus fare. In 2018, the route averaged 8,020 boardings on weekdays, making it the 11th-highest-ridership route in the MBTA bus system. Average weekend ridership was 5,140 on Saturdays and 3,890 on Sundays.[2] The route is operated with standard 40-foot (12 m) transit buses based at Albany Garage and Cabot Garage in Boston.[5] Most of the routing is shared with other MBTA bus routes, including routes 15, 23, 28, 44, and 45 on Tremont Street; routes 29 and 44 on Columbus Avenue and Seaver Street; routes 28 and 29 on Blue Hill Avenue; and routes 23 and 26 on Talbot Avenue east of Codman Square.[1]

History

[edit]

Early history

[edit]

By the late 1890s, Dorchester was served by several radial streetcar lines operated by the Boston Elevated Railway (BERy). They operated primarily north-south on Warren Street, Blue Hill Avenue, Geneva Avenue, Bowdoin Street, and Dorchester Avenue.[6] On July 3, 1899, the city granted permission to the BERy to construct tracks on Talbot Avenue between Blue Hill Avenue and Washington Street (at Codman Square).[7] The tracks were largely complete by the end of the year, but rails for the connections at each end were backordered.[8][9] Service began on April 7, 1900. Streetcars operated from Ashmont Street Carhouse to Park Street station via Washington Street, Talbot Avenue, Blue Hill Avenue, Warren Street, Dudley Street, Shawmut Street, and the Tremont Street subway.[10][11]

The Main Line Elevated opened on June 10, 1901, with Dudley Street Terminal as the southern terminus of the Washington Street Elevated. Some streetcar routes terminated at Dudley, where passengers could transfer to the faster elevated trains, while others continued to operate into the downtown subway.[12][13]: 8–9  On November 18, 1905, the line was extended 2,955 feet (901 m) along Talbot Avenue to Peabody Square.[14][15]: 207 [16] The extension did not connect to existing tracks on Dorchester Avenue at Peabody Square.[17][18] On August 11, 1906, the Dudley Street Terminal–Peabody Square route was changed to run via Dudley Street and Blue Hill Avenue – rather than Warren Street – between Dudley Square and Grove Hall.[19]

Streetcar changes

[edit]
See caption.
The Talbot Avenue service overlaid in blue ( ) on a 1921 system map, with key locations marked. The pre-1917 routing to Park Street via Columbus Avenue, the 1917–1918 routing to Egleston, and the 1918–1919 routing to Dudley via Egleston are shown in orange ( ).

In 1907, service on Talbot Avenue consisted of the Dudley–Peabody Square route, plus a route between Ashmont Street Carhouse and Dudley via Washington Street, Talbot Avenue, Blue Hill Avenue, Seaver Street, and Humboldt Avenue. Most service on the latter route terminated on Blue Hill Avenue at Franklin Field at the west end of Talbot Avenue.[13]: 20 [20] The Washington Street Elevated was extended south to Forest Hills on November 22, 1909. An intermediate station, Egleston, was located at Columbus Avenue.[21] On April 2, 1910, an existing North Station–Franklin Park route via Columbus Avenue was extended to Peabody Square via Talbot Avenue.[22] Within several years, it operated only at peak hours, but it was changed to all-day service in mid-1913.[23] On August 14, 1915, the route was cut back from North Station to Park Street; it was rerouted through the Back Bay via Massachusetts Avenue and Huntington Avenue. Additional rush hour service was added on the Egleston–Peabody Square segment.[24]

A surface transfer station at Egleston station opened on January 20, 1917. The Humboldt Avenue line was cut back to Seaver Street at that time.[25] In 1917, the Park Street–Peabody Square route operated every 10 minutes; no direct Dudley–Peabody Square service was run.[26] On December 15, 1917, the Cambridge–Dorchester Line was extended south to Broadway station in South Boston, promoting a reconfiguration of Dorchester streetcar routes. All Talbot Avenue service ran between Egleston station and Peabody Square.[27][28] The Cambridge–Dorchester Line was extended again to Andrew station on June 29, 1918.[29] The Egleston–Peabody Square route was extended to Dudley via Washington Street, replacing the northern portion of the Lotus Place–Dudley route.[30][31]

On September 13, 1919, the Peabody Square service was redirected to run to Dudley more directly via Grove Hall and Warren Street. The discontinued section continued to be served by the Egleston–Mattapan service and an extension of Humboldt Avenue service.[32] By late 1920, the Peabody Square–Dudley service operated every 7–8 minutes at peak hours and every 10 minutes at other times, requiring a maximum of eight streetcars.[33] Around 1923, the Talbot Avenue tracks were connected to the Dorchester Avenue tracks at Peabody Square.[34] Although the Talbot Avenue line was double tracked, the connector was only single track so as to skirt the edge of the structurally questionable bridge over the Shawmut Branch. The purpose of the connector was to allow access to the Milton carhouse, as the former route via Codman Street was abandoned in 1921.[35]: 5, 7 [36] Contrary to previous plans, regular Talbot Avenue service was not extended to Milton.[34]

Further extension of the Cambridge–Dorchester Line over the Shawmut Branch took place in the late 1920s. The work included reconstruction of the Peabody Square bridge, allowing a two-track connection from Talbot Avenue to Dorchester Avenue.[35]: 7 [37] The rapid transit line opened to Ashmont station on the south side of Peabody Square on September 1, 1928. The Talbot Avenue service was extended slightly to terminate at the new station.[38][39][40]: 120  On September 22, 1928, the BERy began bus service between Ashmont station and Gallivan Boulevard, which used Talbot Avenue between Codman Square and Peabody Square. It was joined on that segment by the Fields Corner belt line bus on February 16, 1929. After conversion of the Norfolk Street line to buses in August 1929, both Washington Street streetcar service and Norfolk Street bus service also used Talbot Avenue east of Codman Square.[41]: 125 

1940s and trolleybus conversion

[edit]
Three streetcars in a covered terminal
Three streetcars at Ashmont station around 1947, with a route 22 car at right

In 1940–41, the BERy reassigned the public route numbers used for its services; those numbers have remained relatively consistent since.[42]: 27  The Dudley–Ashmont route via Talbot Avenue was numbered 22.[42]: vi [43] The southern terminal of route 22 was at Ashmont station, where inbound streetcars had a cross-platform transfer with rapid transit trains. They turned north onto Dorchester Avenue, then ran north and west on Talbot Avenue to Blue Hill Avenue. Streetcars ran in a dedicated reservation on Blue Hill Avenue as far north as Washington Street in Grove Hall. A block north, they turned northwest to follow Warren Street to Dudley Street Terminal, where they used the eastern elevated loop track. Outbound streetcars returning to Ashmont station had a cross-platform transfer at the northbound platform, then looped around the north end of the station to reach the southbound platform. Round-trip running time was scheduled for 47 minutes.[42]: 49  The Blue Hill Avenue reservation was removed between American Legion Highway and Charlotte Street in November 1940, and between Charlotte Street and Columbia Road in November 1941. Thereafter, streetcars on that segment operated in mixed traffic as they did on the rest of the line.[42]: 54 

In the 1940s, route 22 used Type 5 streetcars[a] based at Park Street Carhouse adjacent to Fields Corner station.[42]: 44  In April 1945, the line ran every 5 minutes during the morning peak, every 10 minutes during midday, every 5.5 minutes during the afternoon peak, and every 12 minutes during the evening, for a total of 139 daily round trips. Rush hour service required 12 streetcars in the morning and 13 in the afternoon.[42]: 202  The northern portion of Warren Street, served by route 19 (Fields Corner–Dudley via Geneva Avenue), route 22, route 23 (Ashmont–Dudley via Washington Street), and route 44 (Seaver Street Loop–Dudley), was tied for the most service in the system. It had 605 daily round trips, with headways of 0.9 minutes at morning peak and 1.0 minute in the afternoon peak.[42]: 43 [b] The route did not have all-night "Owl" service, though all portions except the Blue Hill Avenue–Codman Square segment of Talbot Avenue were part of Owl service on other routes.[42]: 19–20 [44][c]

The Metropolitan Transit Authority (MTA) replaced the BERy in 1947. The next year, the MTA began work to convert the remaining streetcar lines in Roxbury and Dorchester to trolleybuses – an expansion of the area's trolleybus network. Construction of double overhead lines began in early 1948.[42]: 68  Various facilities were modified for use by trolleybuses, including Park Street Carhouse and Ashmont station. The most significant changes took place at Dudley Street Terminal, where the east loop was completely rebuilt. Beginning on July 16, 1948, streetcar routes including route 22 were temporarily diverted to the west loop to allow construction to take place.[42]: 68–69 [46] Routes 19, 22, and 23 were all converted to trolleybuses on January 8, 1949.[42]: 69 [47] The tracks were removed that year, except for the portion on Blue Hill Avenue south of Seaver Street, which remained in use by route 29 until 1955.[42]: 191 [48]: 80 

Bus conversion and the MBTA

[edit]

Beginning in June 1954, evening service was routed via Blue Hill Avenue and Dudley Street between Grove Hall and Dudley Street Terminal, replacing route 45 service during those hours.[49] The Roxbury/Dorchester trolleybus system was operated with buses on Sundays beginning on November 11, 1957; some routes also used buses on Saturdays.[50]: 46 [51] Most of the remaining trackless trolley routes were converted to buses between 1961 and 1963.[d] The MTA planned to convert the Roxbury/Dorchester trolleybus system to buses on March 31, 1962. The planned conversion was one of several labor issues that led to a two-day strike by the Boston Carmen's Union on March 31 and April 1. A compromise agreement delayed the start of the spring schedule, including the bus conversion, to April 6.[50]: 46 [52][53]

The Massachusetts Bay Transportation Authority (MBTA) replaced the MTA in 1964, with route 22 becoming part of the MBTA bus network. Weekday and Saturday evening service resumed operating via Warren Street in December 1966, followed by Sunday evening service in June 1976.[54]: 34 [e] On May 2, 1987, a number of MBTA bus routes were modified as the Orange Line was relocated from the Washington Street Elevated to the Southwest Corridor. Route 22 was rerouted to Ruggles station – which replaced Dudley as the bus bus terminal for the Roxbury/Dorchester area – via Seaver Street, Columbus Avenue, Jackson Square station, and Tremont Street. The Seaver Street portion supplemented route 29, while routes 22 and 29 replaced route 43 on the portion between Egleston and Ruggles. A new Mattapan–Dudley–Ruggles service, route 28, replaced route 22 service on Warren Street.[54]: 34 [55]

21st century

[edit]
A white and yellow bus on red-painted center-running bus lanes
A route 22 bus on the 2021-opened bus lanes

At the turn of the century, route 22 was the 9th-busiest MBTA bus route with 8,349 weekday riders.[56] In 2004–2005, the MBTA designated a set of 15 high-ridership routes, including route 22, as "key bus routes" to be prioritized for service improvements.[57] The first round of adjustments, made in 2006–07, did not include significant changes to route 22.[58] A second round of changes to the key routes were funded by the American Recovery and Reinvestment Act of 2009. Recommendations for route 22 released in 2012 included wider stop spacing, lengthening of stops to allow buses to pull fully to the curb, and additional amenities at stops. The 68 existing stops (34 per direction) were to be reduced to 60, including several on segments shared with routes 23 and 28.[59] Implementation of the changes took place in 2013.[60][61]

Beginning March 28, 2014, the MBTA added late-night service on Friday and Saturday nights. This consisted of service until 2:30 am on the subway system and the key bus routes. The late-night service was eliminated on five routes, including route 22, in June 2015; it lasted until March 2016 on the other routes.[62][63] A 2018–19 MBTA review of its bus system found that route 22 had some issues with service quality but overall performed better than other key bus routes. Overall reliability was 75% on weekdays, largely caused by running times being longer than scheduled; the schedule was adjusted as a result.[2] No other near-term changes were proposed.[64] Most MBTA bus routes, including route 22, were placed on a Saturday schedule effective March 17, 2020, due to the COVID-19 pandemic.[65] Regular service levels on a number of routes, including route 22, resumed on June 21, 2020.[66]

In October 2020, the MBTA and the City of Boston began construction of center-running bus lanes on Columbus Avenue between Jackson Square station and Walnut Avenue via Egleston Square. This included boarding islands at eight bus stops (four per direction) used by routes 22, 29, and 44.[67][68][69] The first center-running bus lanes in New England, they opened on October 30, 2021 at a cost of $14 million.[70][71] A city study found that the lanes saved an average of one minute per one-way bus trip, with an average of 3.5 minutes at peak hours, while auto travel times increased by 20–40 seconds.[72] By 2025, center-running bus lanes on Tremont Street for route 15 and other routes were planned to be constructed in 2026.[73][74][75] In March 2026, Streetsblog reported that Boston mayor Michelle Wu's administration was delaying approval of the project, putting $34 million in federal funding at risk.[76]

In May 2022, the MBTA released a draft plan for a systemwide network redesign. The draft called for route 22 to be rerouted north of Roxbury Crossing station to terminate in the Longwood Medical Area rather than at Ruggles. It would be a frequent route, with headways of 15 minutes or less at all operating hours.[77][78] A revised proposal in November 2022 called for the same change.[79] A 2024 report by advocacy group TransitMatters rated route 22 the fourth-most-bunched MBTA bus route in 2023, with 15.5% of trips experiencing bus bunching.[80] This decreased to 14.6% in 2024.[81] Service changes effective August 24, 2025, increased route 22 frequency to every 15 minutes or less during all operating hours. Service also began operating about one hour longer on Friday and Saturday evenings.[82]

References

[edit]
  1. 1 2 3 "Fall 2026 System Map". Massachusetts Bay Transportation Authority. September 6, 2026.
  2. 1 2 3 "Route 22" (PDF). Massachusetts Bay Transportation Authority. December 2018.
  3. 1 2 3 "22 Ashmont Station - Ruggles Station via Talbot Ave". Massachusetts Bay Transportation Authority. Retrieved January 28, 2026.
  4. ↑ "Ridership and Service Statistics" (PDF) (14th ed.). Massachusetts Bay Transportation Authority. 2014.
  5. ↑ Belcher, Jonathan (January–February 2025). "MBTA Vehicle Inventory as of February 28, 2025". Rollsign. Vol. 62, no. 1–2. Boston Street Railway Association. pp. 19, 23. ISSN 0035-7898.
  6. ↑ Map of Boston and vicinity showing tracks operated by the Boston Elevated Railway Co (Map). 1:28,800. Geo. H. Walker & Co. 1898 – via Norman B. Leventhal Map and Education Center.
  7. ↑ "Aldermen's Short Session". The Boston Globe. July 4, 1899. p. 8 – via Newspapers.com.
  8. ↑ "Several Dorchester Improvements". Boston Evening Transcript. January 11, 1900. p. 9 – via Newspapers.com.
  9. ↑ "Past Year in Dorchester". The Boston Globe. December 31, 1899. p. 22 – via Newspapers.com.
  10. ↑ "New Car Line for Dorchester". The Boston Globe. April 3, 1900. p. 7 – via Newspapers.com.
  11. ↑ "Dorchester District". The Boston Globe. April 6, 1900. p. 9 – via Newspapers.com.
  12. ↑ ""L" Road Open Monday". Boston Post. June 9, 1901. pp. 1, 7 – via Newspapers.com.
  13. 1 2 Chasson, George Jr. (1987). Lonto, Arthur J. (ed.). "Boston's Main Line El: The Formative Years 1879-1908". Headlights. 49. Electric Railroader's Association.
  14. ↑ "For Talbot-Avenue Cars". Boston Evening Transcript. November 18, 1905. p. 1 – via Newspapers.com.
  15. ↑ Humphrey, Thomas J. (August 2020). "Origin and Development of the Fixed-Route Local Bus Transportation Network in the Cities and Towns of the Massachusetts Bay Transportation Authority District as of December 31, 1973: Revised Edition" (PDF). NETransit.
  16. ↑ "Certificates Preliminary To Operation – Street Railways". Thirty-Seventh Annual Report of the Board of Railroad Commissioners. Massachusetts Board of Railroad Commissioners. January 1906. p. 157 – via Google Books.
  17. ↑ "Sheet 6" (Map). Boston Elevated Railway Co. Track Plans 1908. Boston Elevated Railway Co. Dept. of Civil Engineering. March 31, 1908.
  18. ↑ "Dorchester District". The Boston Globe. August 23, 1921. p. 4 – via Newspapers.com.
  19. ↑ "Changes in Car Routes". The Boston Globe. August 10, 1906. p. 1 – via Newspapers.com.
  20. ↑ "Crash Heard Blocks Away". The Boston Globe. March 2, 1908. p. 4 – via Newspapers.com.
  21. ↑ "Rush to Ride on New Route". The Boston Globe. November 22, 1909. p. 5 – via Newspapers.com.
  22. ↑ "New Ashmont–Dorchester Service". The Boston Globe. April 10, 1910. p. 3 – via Newspapers.com.
  23. ↑ "More Dorchester Cars". The Boston Globe. July 29, 1913. p. 13 – via Newspapers.com.
  24. ↑ "Changes in Surface Cars". The Boston Globe. August 13, 1915. p. 8 – via Newspapers.com.
  25. ↑ "Egleston Sq Station To Be Opened Tomorrow". The Boston Globe. January 19, 1917. p. 9 – via Newspapers.com.
  26. ↑ Beeler, John A. (November 1917). "Exhibit 131: Synopsis of Time-Tables". Report on the Methods and Practices of the Boston Elevated Railway Company, Boston, Massachusetts, to the Public Service Commission, Commonwealth of Massachusetts. p. 204. hdl:2027/njp.32101065142166.
  27. ↑ "Tunnel to Broadway, South Boston, Opened to Traffic This Morning". The Boston Globe. December 15, 1917. p. 3 – via Newspapers.com.
  28. ↑ "Tunnel Opens Tomorrow, Shift in Surface Cars". The Boston Globe. December 14, 1917. p. 13 – via Newspapers.com.
  29. ↑ "Opening of New Tunnel Section". The Boston Globe. June 29, 1918. pp. 1, 5 – via Newspapers.com.
  30. ↑ "Changes in Elevated Railroad Service". The Boston Globe. June 28, 1918. p. 14 – via Newspapers.com.
  31. ↑ "Andrew Square Station to Be Opened Tomorrow". Boston Post. June 28, 1918. p. 15 – via Newspapers.com.
  32. ↑ "Rearrangement on Grove Hall and other car lines". The Boston Globe. September 11, 1919. p. 10 – via Newspapers.com.
  33. ↑ Annual Report of the Transit Department for the Year Ending January 31, 1922. Boston Transit Department. 1922. p. 53. hdl:2027/hvd.li2j7x.
  34. 1 2 "Ashmont Heard In Protest". The Boston Globe. March 26, 1924. p. 13 – via Newspapers.com.
  35. 1 2 Barry, Edward J. (April 1973). "Single Track Lines of the Boston Elevated Railway: Part 1". Rollsign. Vol. 10, no. 4. pp. 2–7.
  36. ↑ "To Stop Milton–Ashmont Carhouse Shuttle Line". The Boston Globe. May 6, 1921. p. 24 – via Newspapers.com.
  37. ↑ Report of the Transit Department for the Year Ending December 31, 1927. Boston Transit Department. p. 37.
  38. ↑ "Rapid Transit Extension to Ashmont is Opened". The Boston Globe. September 1, 1928. p. 12 – via Newspapers.com.
  39. ↑ "10-Day Delay on Rapid Transit". The Boston Globe. August 31, 1928. pp. 1, 13 – via Newspapers.com.
  40. ↑ "Rapid Transit Extended to Ashmont". Co-operation. Vol. 7, no. 8. Boston Elevated Railway. August 1928. pp. 115–121.
  41. ↑ "A Decade of the Bus on the "El": II – Bus Routes of the Last Five Years". Co-operation. Vol. 11, no. 8. Boston Elevated Railway. August 1932. pp. 123–127.
  42. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Clarke, Bradley H. (2003). Streetcar Lines of the Hub - The 1940s. Boston Street Railway Association. ISBN 0938315056.
  43. ↑ Lufkin, Richard F. (1942). System Route Map (Map). Boston Elevated Railway – via Wikimedia Commons.
  44. ↑ All Night Service, Boston Elevated Railway, January 1940 – via Wikimedia Commons
  45. ↑ Night Cars: Routes and Schedules. Boston Elevated Railway. March 1, 1924 – via Wikimedia Commons.
  46. ↑ "Converting to Trackless Trolley Calls for Many Construction Changes". Co-operation. Vol. 27, no. 2. Metropolitan Transit Authority. August 1948. pp. 19–22.
  47. ↑ "New Trackless Trolley Service". Co-operation. Vol. 28, no. 1. Metropolitan Transit Authority. February 1949. p. 15.
  48. ↑ Clarke, Bradley H. (2015). Streetcar Lines of the Hub: Boston's MTA Through Riverside and Beyond. Boston Street Railway Association. ISBN 9780938315070.
  49. ↑ "M. T. A. to Alter, Add to Routes in Dorchester". The Boston Globe. April 12, 1954. p. 29 – via Newspapers.com.
  50. 1 2 3 Clarke, Bradley H. (1970). The Trackless Trolleys of Boston. Boston Street Railway Association. LCCN 74014950.
  51. ↑ 11th Annual Report of the Board of Trustees of the Metropolitan Transit Authority. Metropolitan Transit Authority. 1958. p. 7.
  52. ↑
  53. ↑ 16th Annual Report of the Board of Trustees of the Metropolitan Transit Authority. Metropolitan Transit Authority. 1963. pp. 8–9.
  54. 1 2 3 Belcher, Jonathan. "Changes to Transit Service in the MBTA district". Boston Street Railway Association. Page numbers are accurate to the December 14, 2025 version.
  55. ↑ Massachusetts Bay Transportation Authority (May 1, 1987). "Effective May 2, 1987 with the opening of the new Orange Line, the following bus routes will change". The Boston Globe. p. 22 – via Newspapers.com.
  56. ↑ "Chapter 3B: Bus Service". Ridership and Service Statistics (9 ed.). Massachusetts Bay Transportation Authority. 2004. p. 3B-18 – via Internet Archive.
  57. ↑ "Key Bus Route Improvement Program". Massachusetts Bay Transportation Authority. 2010. Archived from the original on November 27, 2010.
  58. ↑ "Key Bus Routes Improvement Program" (PDF). Massachusetts Bay Transportation Authority. 2006. p. 2. Archived from the original (PDF) on July 21, 2011.
  59. ↑
  60. ↑
  61. ↑ Rocheleau, Matt (June 18, 2013). "MBTA to improve 15 heavily used bus routes". The Boston Globe. Archived from the original on June 22, 2013.
  62. ↑ "Complaint Under Title VI of the Civil Rights Act of 1964, Executive Order 12898, Executive Order 5610.2(a), and Federal Transit Circular 4702.1a" (PDF). Conservation Law Foundation. July 26, 2016. p. 3–4.
  63. ↑ "MBTA Late Night Service Begins" (Press release). Massachusetts Bay Transportation Authority. March 28, 2014.
  64. ↑ "Better Bus Project Route Proposals" (PDF). Massachusetts Bay Transportation Authority. January 2019.
  65. ↑ "MBTA Announces Schedule Revisions to Take Effect Tuesday, March 17" (Press release). Massachusetts Bay Transportation Authority. March 16, 2020.
  66. ↑ "Bus Schedule Changes for Summer 2020" (Press release). Massachusetts Bay Transportation Authority. June 16, 2020.
  67. ↑ "Work Begins on Columbus Avenue". Massachusetts Bay Transportation Authority. October 23, 2020.
  68. ↑ "Columbus Ave & Egleston Square Transportation Improvements" (PDF). Boston Transportation Department. July 20, 2020. Archived from the original (PDF) on November 5, 2021.
  69. ↑ Howard Stein Hudson (July 8, 2020). "Columbus Avenue Bus Priority Roll Plan" (PDF). Boston Transportation Department. Archived from the original (PDF) on October 27, 2020.
  70. ↑ Guzman, Dan (October 29, 2021). "'A faster, more reliable ride': MBTA debuts 1st center-running bus lane". WBUR.
  71. ↑ "MBTA and City of Boston Cut Ribbon on New England's First Center-Running Bus Lane on Columbus Avenue" (Press release). Massachusetts Bay Transportation Authority. November 4, 2021.
  72. ↑ Nelson\Nygaard Consulting Associates, Inc. (May 22, 2023). "Columbus Avenue Bus-Lane Analysis Methods" (PDF). Boston Transportation Department. pp. 2, 4.
  73. ↑ "Tremont/Columbus Avenue Phase 2 Bus Lanes Project" (PDF). Massachusetts Bay Transportation Authority. December 12, 2022.
  74. ↑ "Phase 2 of Tremont/Columbus Bus Lanes at 30% Design" (Press release). Massachusetts Bay Transportation Authority. December 14, 2023.
  75. ↑ MilNeil, Christian (November 19, 2025). "Boston's Bus Lane Projects Are Stuck In Red Tape, Leaving Riders Stuck In Traffic". Streetsblog Mass.
  76. ↑ MilNeil, Christian (March 25, 2026). "Wu Administration Delays Columbus Ave. Transit Project; City Hall Planners Told to Cancel Meetings With MBTA". Archived from the original on March 25, 2026.
  77. ↑ "A better bus network: new connections, more service, more frequency. See what this means in Roxbury" (PDF). Massachusetts Bay Transportation Authority. May 2022.
  78. ↑ "Draft Bus Network Redesign Map" (PDF). Massachusetts Bay Transportation Authority. May 2022.
  79. ↑ "Revised Bus Network Fall 2022" (PDF). Massachusetts Bay Transportation Authority. November 3, 2022.
  80. ↑ "The Pokey/Schleppie Awards". TransitMatters. Spring 2024.
  81. ↑ "The Pokey/Schleppie Awards 2025" (PDF). TransitMatters. Fall 2025.
  82. ↑ Coholan, Ryan D. (July 29, 2025). "Fall 2025 Service Changes" (PDF). Massachusetts Bay Transportation Authority.

Notes

[edit]
  1. ↑ Type 5 streetcars, built between 1922 and 1928, represented about half of the BERy's fleet in the 1940s.[42]: 4 
  2. ↑ Massachusetts Avenue in Cambridge between Harvard station and North Cambridge carhouse also had 605 daily round trips.[42]: 43 
  3. ↑ Prior to the 1929 rerouting of Washington Street service over Talbot Avenue, the portion east of Codman Square also lacked Owl service.[45]
  4. ↑ Longtime general manager Edward Dana, who retired in 1959, had been a proponent of trackless trolleys. His successor, Thomas McLernon, saw them as antiquated and moved to replace them with buses.[50]: 4–7 
  5. ↑ One daily trip remained combined with route 45 until December 2025.[54]: 34 
[edit]
KML file (edit · help)
Template:Attached KML/Route 22 (MBTA)
KML is not from Wikidata

Wikimedia Commons logo Media related to Route 22 (MBTA) at Wikimedia Commons

Retrieved from "https://en.wikipedia.org/w/index.php?title=Route_22_(MBTA)&oldid=1353914237"