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https://cdn.mbta.com/sites/default/files/2024-04/02-15-2024-green-line-c-branch-accessibility-upgrades.pdf This is all I've seen - extended east across Ayr, but with access still from west of Ayr.

My only concerns with those names are that it could be confused with Corey Road (which turns into Dean Road at Beacon) or Griggs Street station, but I don't dislike them either. I think it's very much a case of "whatever the community wants, as long as it's accurate and not completely...

Cleveland Circle would not be flipped across Ayr Road - the platforms would just be extended east slightly from their existing position, closing the grade crossing. The distance between the center of the stations would continue to be approximately 1,100 feet. Platform tip to platform tip isn't a...

Cranston and Olneyville certainly wouldn't be an issue on Boston service, especially with zippier electric service that gets TF Green more time-competitive from Boston. I'm just not sure whether they have as strong an orientation towards Boston as P/CF does. I'm not an expert on using census...

Here's what the urban core would look like with that service. (The map is from 2022 - RIPTA hasn't updated it to reflect P/CF station - but the network is largely the same.

None of those are likely to see substantial demand unless frequency is massively increased. For service to downtown Providence, Cranston and Olneyville stations will be outcompeted by RIPTA buses like the R-Line (10 minutes much of the day), 20 (15 minutes) and 1 (20 minutes) unless rail is...

There's a few reasons why we don't have a connector under Washington: Unlike the Orange and Green, the Red and Blue aren't that close. The former are approximately 625 feet apart at Winter; the latter are about 1,450 at Washington. Winter Street is short enough to beat all but a perfectly-timed...

This isn't some far-flung suburban extension. This is increased frequency on existing corridors - which have some of the highest ridership recovery - in one of the two worst gaps in the subway network.

This is the key to this whole discussion. Within the next few years, all of the Green Line except maybe the quarter-mile of South Huntington will be on dedicated ROW. That is the only way to have trains operate reliably; without reliable surface operations, any subway will operate well below...

Very little, as is common for railroads that never got built. A B&M statement opposing the line is available, and the City of Boston Archives has plans (not digitized).

Some other services did run directly into BERy rapid transit stations, but generally heavy commuter routes. The Lexington and Boston ran into Sullivan from 1903 to 1912, then Harvard until 1924. The Eastern Mass ran its Lowell and Lawrence intercity lines into Sullivan Square until 1931, and...

Several other factors also resulted in streetcar systems using buses beginning in the early 1920s. (The BERy's first bus route was on North Beacon in 1922.) While jitneys had been around (and eating into profits) since circa 1914, it wasn't until the early 1920s that the technology was really...

Can anyone identify this brick building on Beacon Street next to the Pike? I always assumed it was a Green Line vent shaft, but now I'm not sure. It was built between 1985 and 1995, which seems like an odd time for a Green Line structure, and there's no MBTA signage to be found. The building to...

A realization from a discussion on TransitMatters - just how ridiculous it is that Hynes station isn't yet accessible. Within 6 months, it will have more ridership than all the non-accessible commuter rail stops put together. FY 2019 ridership at Hynes was 7,041. 2018 ridership for the 31...

2007: 2024:

Within BERY territory, there are: Streetcar loop at Maverick station Pre-1971 platform at Haymarket Substations at Coolidge Corner, Arlington, Spring Hill, Egleston, and Roslindale The former Central Power Station, and one on Freeport Street. There's also the former Lincoln Wharf power station...

Well, I spent my evening cataloging every grade crossing on the system. As I suspected, the Old Colony has the highest rate of grade crossings on the system, though the northside (B&M) lines aren't great either. The Old Colony Division definitely has fewer grade-separated crossings as well due...

The Old Colony Division was always the New Haven's red-headed stepchild - they leased it for control of the Boston & Providence and the Old Colony's Boston rail yards, and didn't care much for the rest. Their grade crossing eliminations on the Old Colony were very targeted. They finished the...

I'll say Savin Hill.

For the northern half from Brooks Road to North Border Road, the line was on a fully private ROW (some single track, some double) which is intact as trails except for where I-93 crosses. The southern half was fully double-track along the side of Fellsway. Some is completely obliterated by 93...