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36-466: As of February 2023, service operates on 7 to 8-minute headways at weekday peak hours and 10 to 11-minute headways at other times, using 8 to 11 trains (16 to 22 light rail vehicles). The first tracks on Beacon Street were laid in 1888, running from Massachusetts Avenue west to Coolidge Corner . The next year the rest of the line to Cleveland Circle opened, with access to the Reservoir carhouse. In 1889,

72-608: A month before, a leaking gas line had caused an explosion outside North Station that injured 50 people. In April 1975, the Orange Line was moved underground as part of the Haymarket North Extension project. The rest of the Charlestown Elevated was demolished in 1975; the abandoned elevated station at North Station was kept intact until 1976 for possible reuse, but later demolished as well. The Canal Street loop

108-513: Is a strip of 120 sepia-toned photos which appear as an animation from passing trains. The work, which depicts Wollaston Beach in Quincy , was originally placed on the Silver Line level at South Station . The MBTA subway headhouse on the north side of Causeway Street was permanently closed on January 2, 2016; the underground connection which replaced it opened on January 6, 2019. On June 24, 2019,

144-529: Is connected to the surface terminal of the same name used by MBTA Commuter Rail and Amtrak . The station is fully accessible . A surface streetcar terminal at Causeway Street, adjacent to North Union Station , was built in 1898 to serve the Tremont Street subway (predecessor to the modern Green Line). An elevated station for the Main Line (predecessor to the modern Orange Line) was added in 1901 as part of

180-575: The Charlestown Elevated . A second elevated station was built in 1912 as part of the Causeway Street elevated , which acted as an extension of the Tremont Street subway. The Orange Line was moved underground in 1975 for the Haymarket North Extension project. The Green Line was added in 2004, forming a "superstation". North Station is located under Haverhill Street and adjacent buildings in

216-691: The Federal Transit Administration awarded the MBTA $ 67 million to construct accessible platforms at the 14 B and C branch stops. As of June 2024, construction is expected to be complete in fall 2026. The C branch runs on a dedicated median on Beacon Street in Brookline, with a total of 18 grade crossings at major cross streets. Like on its sister B branch , C branch streetcars must stop on traffic signals at street crossings. The signals on Beacon Street in Brookline could in theory be prioritized to make

252-409: The C branch due to track work. Trains used a temporary loop at Reservoir and non-revenue tracks on Chestnut Hill Avenue to cross between the two lines. From March 20 to June 25, 1976, C branch night service looped at Kenmore to allow electrical work in the central subway. Boeing LRVs were first used on the line on January 20, 1978. By March 24, three-car trains of PCC streetcars were no longer used on

288-432: The C branch; all service was two-car trains of PCCs or LRVs. From June to September 1979, all service on the line was with PCCs due to LRV maintenance issues. The line was cut back to Government Center except at rush hour from March 21 to June 21, 1980, and cut back to Park Street on April 4, 1981. The line was extended to Government Center on June 26, 1982, with LRVs providing all service. From July 24 to September 10, 1982,

324-485: The D branch) was connected to the Beacon Street tunnel near Mountfort Street, with service beginning on July 4, 1959. On November 20, 1961, after 30 years running to Lechmere, the line was cut back to North Station (except Sundays). It was extended back to Lechmere on March 25, 1967; Saturday service was briefly cut to Government Center from June–September 1968. From June 8 to September 11, 1974, D branch trains ran over

360-551: The Green Line run faster. However, the MBTA, which would be expected to pay for the streetcar sensors, does not consider the project to be cost-effective. In 2007, the Boston Globe published letters from riders who are in favor of these sensors, a letter from the MBTA spokesperson arguing that a major study is needed before the MBTA spends money, and a letter arguing that the T's spokesperson is giving too many excuses. In January 2008,

396-669: The Lechmere-bound platform) was outfitted with portable lifts and mini-high platforms around that time for temporary accessibility while the new underground station was constructed. On June 25, 2004, Green Line service was removed from the Causeway Street Elevated. Green Line trains began using the underground "superstation" shared with the Orange Line on June 28. Southbound Green Line and Orange Line trains share an island platform, while northbound Green Line trains stop at

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432-595: The MBTA Board awarded a $ 29.7 million, 16-month contract for full cleaning, wayfinding signage replacement, and other improvements at North Station, Haymarket , State , and Downtown Crossing stations. The replacement of 40,000 square feet (3,700 m ) of flooring at North Station with terrazzo was completed in April 2021. All work was completed in June 2021. The MBTA plans to add elevators connecting both Orange Line platforms to

468-562: The MBTA hired a consultant to study the issue. As of 2011, the Town of Brookline was considering formally asking the MBTA to cooperate in setting up traffic signal prioritization to speed up Green Line trains on Beacon Street. In Mayor Marty Walsh 's "Go Boston 2030" plan, prioritizing traffic signals on Beacon Street was a proposed idea. The plan indicated that the project is planned to be completed within five years. Massachusetts Avenue (Boston) Too Many Requests If you report this error to

504-493: The Tremont Street subway. The Beacon Street line entered just east of Kenmore Square. On November 21, 1914, rush hour Washington Street service was cut back to Reservoir, leaving only Beacon Street cars using the Chestnut Hill Avenue tracks. Beacon Street service was cut to Reservoir on November 6, 1915, with Washington Street service extended back to Lake Street. Beginning on February 6, 1922, all Washington Street service

540-625: The Wikimedia System Administrators, please include the details below. Request from 172.68.168.150 via cp1114 cp1114, Varnish XID 492257118 Upstream caches: cp1114 int Error: 429, Too Many Requests at Fri, 29 Nov 2024 08:38:49 GMT North Station (subway) North Station is an underground MBTA subway station in downtown Boston, Massachusetts . Served by the Massachusetts Bay Transportation Authority (MBTA) Green Line and Orange Line , it

576-480: The arena to replace the Causeway Street Elevated and for a combined underground "superstation" for the Green and Orange lines. On March 28, 1997, the Green Line C branch surface terminal at Canal Street was permanently closed for construction of the new tunnel under North Station. The Orange Line station was made accessible with the addition of elevators in 2001. The elevated Green Line station (which had an elevator only to

612-405: The block between Causeway Street and Valenti Way. The station has two below-ground levels, with fare control and a side platform for northbound Green Line trains on the upper level. The lower level has an island platform used by southbound Green Line and Orange Line trains (allowing a cross-platform transfer ), plus a separate side platform for northbound Orange Line trains. A passageway connects

648-491: The first electric streetcar route (see Green Line A branch ) used Beacon Street from Coolidge Corner east to Massachusetts Avenue, then ran south on Massachusetts Avenue and east on Boylston Street to Park Square . That same year, the line on Beacon Street to Cleveland Circle was electrified . Another connection to the Beacon Street line was provided at Washington Square ; streetcars came from Brookline Village along Washington Street and turned west on Beacon Street. This line

684-526: The inner part of the line, with three-car Washington Square–Lechmere trains and two-car Cleveland Circle–Park Street trains on alternating 5-minute headways. On January 9, 1930, the BERy began running Washington Square-bound streetcars express from Kenmore to Kent Street in the afternoon peak due to crowding. The Washington Street service was cut back to Kenmore in June 1930 but resumed that September. On February 7, 1931, Commonwealth Avenue and Beacon Street service

720-614: The inner tracks would lead to the surface, and the outer tracks would serve an underground loop station. This would allow streetcars from Charlestown and Cambridge to use the inner tracks to terminate at the Scollay Square and Adams Square loops, while streetcars that entered the subway from the south would loop at North Station. However, the Boston Elevated Railway intended to attach the subway to its under-construction Charlestown Elevated line. The underground station plan

756-410: The line was replaced by buses to allow for track replacement. Four stops were permanently closed to speed travel times. Service was extended to North Station on July 30, 1983; this was the terminal until a cut to Government Center on March 29, 1997. It was extended again to North Station on January 1, 2005. The C branch was cut to Government Center on October 24, 2021, as part of changes in preparation for

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792-443: The mezzanine level. North Station was the terminal of the Green Line until November 12, 2005, when the new tunnel opened and service to Lechmere resumed. The station cost $ 262 million to construct. A pedestrian tunnel under Causeway Street, with a new headhouse adjacent to North Station, opened in early 2005. An artwork titled Currents , by Gary Duehr, was placed on the wall behind the southbound Green Line track. The aluminum mural

828-485: The northern terminus of Green Line service. The D branch was extended to North Station on October 24, 2021, and the C branch cut back to Government Center, as part of changes in preparation for the opening of the extension. E branch service north of North Station to Lechmere resumed on March 21, 2022, accompanied by an extension to Union Square . The station was closed in August and September 2022 during overlapping closures of

864-607: The opening of the Green Line Extension later in the year. All C branch service was replaced with buses from July 5 to August 1, 2020, to allow for track and platform work. Eleven grade crossings, 8,500 feet (2,600 m) of track, and the crossover at Cleveland Circle were replaced as part of the work, and all jointed track was welded together . C branch service was replaced by buses from July 11 to 22, 2022, to allow for trackwork and installation of train protection system equipment. From August 6–20, 2022, some C branch service

900-513: The remaining C Branch surface stops save for Dean Road) was 15% complete by June 2023. Designs for the stations (including Dean Road) were shown in February 2024. Kent Street station would be closed, while Fairbanks Street and Brandon Hall would be consolidated into a single station. Longer-term plans include island platforms at Coolidge Corner and Cleveland Circle, and relocation of the platforms at Washington Square and Saint Mary's Street. In May 2024,

936-448: The south end of the fare mezzanine, providing redundant access to the platforms. A $ 10.5 million design contract for Arlington , North Station, and Sullivan Square was awarded in April 2020. Design work for North Station was completed in late 2023. On May 24, 2020, service to Science Park and Lechmere was temporarily replaced by buses to North Station for construction of the Green Line Extension project, leaving North Station as

972-459: The system was on the Beacon Street line on April 16, 1945. At that time, service on the line operated every 2.8 minutes at morning peak, 6 minutes midday, and 2.7 minutes in the afternoon peak. The first use of a three-car train of PCC cars was on July 13, 1946 for a baseball extra; they entered regular service on September 16, 1946. From 1940 until its 1967 naming as the C branch, the Beacon Street line had route number 61. The Riverside Line (later

1008-412: The upper level to the surface North Station terminal. During planning of the Tremont Street subway in the 1890s, various configurations were considered for the north end of the tunnel. All designs included an incline to the surface, plus a surface or underground terminal with a loop, crossovers, or even a turntable to reverse streetcars. The Boston Transit Commission constructed a four-track incline;

1044-617: Was abandoned, and all four tracks used the Canal Street incline , with a surface terminal at Causeway Street. The Main Line Elevated opened in 1901 with an elevated station at North Union Station. Elevated trains ran south through the Tremont Street subway, north on the Charlestown Elevated , and east along the waterfront on the Atlantic Avenue Elevated . The elevated moved into its own tunnel in 1908. Just south of North Station

1080-411: Was closed on June 18, 1977; it reopened on December 15 as a three-track stub-end terminal for the new LRVs. The west entrance to the elevated Green Line station was closed on January 3, 1981, during budget cuts. In February 1993, the state reached a deal with a developer for the replacement of the aging Boston Garden. As part of the agreement, the MBTA was granted easements for a Green Line tunnel under

1116-557: Was extended from Park Street to Lechmere using three-car trains; the Washington Street short turns were cut back to Kenmore–Park Street shuttles. On October 23, 1932, a westward extension of the subway was opened with an underground Kenmore station. It split into separate tunnels for the Commonwealth Avenue and Beacon Street lines; the latter surfaced at Saint Mary's Street . The first use of two-car trains of PCC streetcars on

Green Line C branch - Misplaced Pages Continue

1152-939: Was extended to Union Square while the E branch was closed for track work. The introduction of low-floor LRVs in 2000 allowed for accessible service on the Green Line. In the early 2000s, the MBTA modified key surface stops with raised platforms as part of the Light Rail Accessibility Program . Portable lifts were installed at Coolidge Corner and Cleveland Circle around 2000. Four surface stops – Saint Mary's Street , Coolidge Corner, Washington Square , and Cleveland Circle – were modified with raised platforms in 2002–03. Track work in 2018–19, which included replacement of platform edges at several stops, triggered requirements for accessibility modifications at those stops. Design work for Englewood Avenue , Tappan Street , Fairbanks Street , Brandon Hall , Summit Avenue , Saint Paul Street , Kent Street , and Hawes Street (all

1188-524: Was later extended north on Chestnut Hill Avenue and west on Commonwealth Avenue to Boston College and was the predecessor of the 65 bus route. The Tremont Street subway opened on September 1, 1897; Beacon Street service was routed into the Public Garden incline at the Public Garden , turning around at Park Street . The Boylston Street subway opened on October 3, 1914 as a westward extension of

1224-578: Was operated as a Brookline Village–Lake Street shuttle as part of service changes on the Huntington Avenue line. The Washington Street shuttle was converted to bus on April 24, 1926. It was redirected to Brighton Center on June 23, 1928, and eventually became route 65 . On December 14, 1929, most trips of the Kenmore – Lechmere shuttle were extended along Beacon Street to Washington Square . This resulted in 2 + 1 ⁄ 2 -minute rush-hour headways on

1260-565: Was reduced to a North Station-South Station shuttle by 1928 after an accident at Beach Street, and closed entirely in 1938. It was demolished in 1942, but the shuttle platform remained intact. On June 11, 1959, a bomb exploded in a locker in the Main Line Elevated station, killing one M.T.A. worker. Operations were suspended the rest of the day, and the track was up and running the next day, contrary to public expectations. Further bomb threats were phoned in, but no other bombs were found. Just

1296-595: Was the Canal Street incline through which the Tremont Street subway (now part of the Green Line ) went from surface to subway, and later the Washington Street Tunnel connected to the Charlestown Elevated (both later part of the Orange Line ). The Causeway Street Elevated opened in 1912, with an elevated streetcar station over Causeway Street . The project included a single-track platform for Atlantic Avenue Elevated shuttle trains. The Atlantic Avenue elevated

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