<P> The Boston Regional Metropolitan Planning Organization rated the project as "high priority" in its May 2003 Program for Mass Transportation, citing its high estimated ridership, low operating cost and service to environmental justice neighborhoods . However, in November 2003, the Phase III project received a "not recommended" rating from the Federal Transit Administration (FTA), which expressed skepticism that the MBTA's operating cost estimates were reliable . In August 2005, the MBTA put the Phase III project "on hold" in order to avoid a second such determination, and to build community consensus on a locally preferred routing . </P> <P> In February 2006, State Transportation Secretary John Cogliano proposed a $94 million plan that would eliminate most of the tunneling and cost of the original proposal while still connecting the two phases of the service . Under Cogliano's plan, the Silver Line would run on the surface via Kneeland Street and Surface Road to a new tunnel portal on Essex Street near South Station . A fare - controlled shelter would be added at Downtown Crossing . The plan also included expansion of surface Silver Line service, with a new branch running from Copley Square into the Essex Street portal to provide a one - seat ride from the Back Bay area . The southern branch would be extended from Dudley to the Red Line stations at Mattapan via Blue Hill Avenue (replacing the #28 bus) and Ashmont via Washington Street (replacing the #23 bus), with additional connections to the Fairmount commuter rail line at the then - planned Blue Hill Avenue and Four Corners / Geneva Ave stations . The plan was popular with Bay Village residents who had been worried about the full - length tunnel, but attracted criticism because it would not substantially speed travel times to downtown . </P> <P> A third plan was put forward in March 2006, with support from most transportation leaders including Cogliano . The plan involved a variation of the Charles Street tunnel alignment, with the portal moved south and west onto Tremont Street between Charles Street and Marginal Road . This "Charles Street Modified" (CSM) alignment remained the preferred alternative for the remainder of the project . Contra - flow dedicated bus lanes, already in place on Washington Street, were to be extended onto Marginal Road and Herald Street to allow buses to reach the portal from the surface section . By mid-2008, environmental review and preliminary engineering were expected to be completed by the end of the year, with federal funding sought in 2010 and construction lasting from 2011 to a 2016 opening . </P> <P> By May 2009, the estimated price of the tunnel plan, dubbed the "Little Dig," had risen to $2.1 billion . The (FTA) assigned it a Medium Low overall rating, making it ineligible to move into the final design phase for federal New Starts funding . The Boston Region Metropolitan Planning Organization removed Phase III from the list of recommended projects in its long range plan because of funding limitations--a rapid turnaround from its "high priority" rating in 2003 . In April 2010, the Massachusetts Department of Transportation (MassDOT), concluding that it could not successfully compete for more than one New Starts grant, informed the FTA that MassDOT was no longer seeking New Starts money for Phase III . All New Starts funds available would instead be directed to the legally mandated Green Line Extension project . In a July 2010 report to the Department of Environmental Protection, the MBTA declared that Phase III was on indefinite hold and no further funds would be spent on the project . </P>

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