MBTA "Transformation" (Green Line, Red Line, & Orange Line Transformation Projects)

The new station could be named Corey Hill or Griggs Park.
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 confusing". If the community wants FS/BH, fine. If they want "Brandon Hall" as a sort of micro-neighborhood name, fine. It's a pity that the adjacent alley isn't more prominently signed - "Intervale" would be such a great name.
 
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 confusing". If the community wants FS/BH, fine. If they want "Brandon Hall" as a sort of micro-neighborhood name, fine. It's a pity that the adjacent alley isn't more prominently signed - "Intervale" would be such a great name.
I grew up in Brookline and we all called it "Summit Hill" and "Summit Park" and we went there all the time. Never once heard it called "Corey Hill" until adulthood.

I still have no idea what Brandon Hall refers to. But I like the name and always liked that leafy stretch of Beacon where the inbound and outbound sides are separated by a wooded grade change. I think since the C-Line is such a streetcar-y streetcar line, it makes more sense to keep the stops referring to the direct street names the stop is at. Neighborhood names make more sense for the D, or the other lines.

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 useful measurement of stop spacing, especially when platforms can only be accessed at traffic signals. (While I would like to see actual crosswalks be put in at the end of the platforms, that doesn't seem likely to happen.)
The grade crossing at Ayr is going to be closed completely? That seems like a terrible idea. Ayr traffic would have to go through the Circle to get onto inbound Beacon, and cars trying to get to Cleveland Circle from points outbound have to drive all the way to Dean to make a U-turn (unless they open up Strathmore), either way it seems a bit excessive. Probably fine, really, and just hyperlocal force of habit I have that would chafe at change.
 
Are you sure about that? The plans released this February show that, and the EIR doesn't seem to show anything to the contrary.


This is all I've seen - extended east across Ayr, but with access still from west of Ayr.

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I grew up in Brookline and we all called it "Summit Hill" and "Summit Park" and we went there all the time. Never once heard it called "Corey Hill" until adulthood.

I still have no idea what Brandon Hall refers to. But I like the name and always liked that leafy stretch of Beacon where the inbound and outbound sides are separated by a wooded grade change. I think since the C-Line is such a streetcar-y streetcar line, it makes more sense to keep the stops referring to the direct street names the stop is at. Neighborhood names make more sense for the D, or the other lines.
Interesting, not surprising. "Summit Hill" isn't viable because of Summit Avenue.

Brandon Hall was a hotel built in 1903. As millerm277 pointed out, it burned in 1946. The 1501 Beacon tower is now on the site.

1734479942210.jpeg


This mapping of resident names for neighborhoods is interesting. "Corey Hill" seems to be the main name north of Beacon, and Griggs Park south.
 
Apologies, must have misremembered. But if Cleveland Circle can be accessed from both sides, then there's a problem here:
Platform tip to platform tip isn't a useful measurement of stop spacing, especially when platforms can only be accessed at traffic signals.
That means it's at best around 900ft, and that's only if you're on the south side of Beacon St. But since a huge chunk of the walkshed there is taken up by Reservoir Carhouse and Yard, most people aren't coming from the south, they're coming from the north, in which case it's still 620ft inbound or the same 900ft outbound. A consolidated station at Kilsyth Rd would make for around a 1200ft walk to Cleveland Circle, and around 1400ft to Tappan St. Both are right around the 1300ft target spacing for GL surface stops.

However, you are right that this would need a new pedestrian crossing, so if that's a red line then keeping the existing stops is the best option.
 
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Interesting, not surprising. "Summit Hill" isn't viable because of Summit Avenue.

Brandon Hall was a hotel built in 1903. As millerm277 pointed out, it burned in 1946. The 1501 Beacon tower is now on the site.

View attachment 58855

This mapping of resident names for neighborhoods is interesting. "Corey Hill" seems to be the main name north of Beacon, and Griggs Park south.
Cool pic, thanks. I do love the remaining grand buildings on that stretch. There are some great photos of that hill being developed in the late 19th century, with sparse, grand apartment blocks adjacent to undeveloped land. Very cool.

I wasn't suggesting the stop be named Summit Hill, just sharing the reality, or a reality.

As for the neighborhood names link... so many of those types of claims are BS, I am sorry to say, and that one is no exception. "Emerson Gardens" is a made up real estate company name that nobody uses. Ditto "JFK Crossing". The problem is that google maps imports these bullshit names they mostly glean from realtor sites or god knows where else, and then the college kid who moves in from New Jersey thinks he lives in Emerson Gardens, and there you have it. Not to mention the fact that the "real local" names tend to be held in demographics that don't take surveys, whereas the demographic who willingly takes surveys like this tend toward the over-educated, well-heeled classes that think everything you need to know about your surroundings can be found on google and wikipedia, rather than the guy at Dunkin Donuts.

The thing the people dying to categorize every last little thing dont realize is, not every square inch of neighborhood actually has a neighborhood name, and just because you can type in some nonsense onto google maps and get a clear red line marking off some named region, doesn't make it "real", necessarily. A lot of places are simply defined by what they are near. Emerson Gardens is just a neighborhood "near Brookline Village". Or, "off Davis, by the park". Ditto for the area by BHS. It's "off Tappan", or "near Brookline Hills", or "near Beaconsfield Station". It's not a named neighborhood. And that's OK. Not every neighborhood is an equivalent polity/geographical space the way you're either in MA or RI and each one is an equal state under the federal government. Some neighborhoods are very defined, some ill defined, and some have no name at all.

Coolidge Corner, Brookline Village, Pill Hill, South Brookline, Fisher Hill, Washington Square, Cottage Farm, and Summit (Corey) Hill are really the only neighborhood or place-designating names people would use. Whisky Point is "The Point" (barely anyone would ever call it that now, it's mostly an affectation of people not from there fancying themselves in the know because of The Point's working class associations); anyone saying Whisky Point is not even from Brookline. "North Brookline" is never used except to designate it in contrast to South (eg, "no, I would only ever live in North Brookline" or "we'll be leaving [location in South Brookline] and headed to North Brookline in a couple hours" (even this would be rare)). Nobody says Aspinwall Hill, it's just a nameless hill that most people know is technically called that but nobody does.

Plus, of course the name of a place also depends on who the name is being communicated to. There is certainly the demographic that loves to cram their charming neighborhood name into the conversation when it's someone who has no clue about local geography, but on average, people adjust their communication to whom they're speaking to. A true Brookline person might still say they're from "just outside Boston" to someone in LA but might even just say Boston. They certainly wouldn't say "Brookline". And to someone from Cambridge, they'd probably say "near Brookline Village" but to someone from Brookline they'd say "Pill Hill". In the era of the internet and scads of obsessive people reveling in the ability to categorize arcane information found online and force it into the world of reality, we see these super specific, but actually meaningless, tiny neighborhood names get reified into a reality they dont actually have. If nobody but you and the realtor know that the three streets by your apartment are called Emerson Gardens on google maps, what sort of "real" name is that in the first place? Geography is a living thing, what something is called is based on what people in their daily lives call or don't call it... that is what makes names "official" or not... which, ironically, is what the guy who did the survey in the article you linked was trying to do!
 
Also interesting to note: two of the designs have changed significantly since February. Fairbanks/Brandon Hall was to have staggered platforms, with ramps to the westbound level at both the existing stairs. The consolidated station has the platforms together, with a single ramp between the existing locations. Summit was to be moved east of Summit; now it's to be moved west. I don't love everything about the latter - the stop spacing is less even, and it's one more crosswalk to reach Winchester Street - but it does put the stop slightly closer to the big residential buildings around Marion.
Apologies, must have misremembered. But if Cleveland Circle can be accessed from both sides, then there's a problem here:

That means it's at best around 900ft, and that's only if you're on the south side of Beacon St. But since a huge chunk of the walkshed there is taken up by Reservoir Carhouse and Yard, most people aren't coming from the south, they're coming from the north, in which case it's still 620ft inbound or the same 900ft outbound. A consolidated station at Kilsyth Rd would make for around a 1200ft walk to Cleveland Circle, and around 1400ft to Tappan St. Both are right around the 1300ft target spacing for GL surface stops.

However, you are right that this would need a new pedestrian crossing, so if that's a red line then keeping the existing stops is the best option.

That's arguably the worst of both worlds - people coming from both Englewood and Corey/Dean would have a longer walk. The only people who would save on travel time are those using Cleveland Circle, some of which might already be using Englewood Avenue if it didn't have such an uncomfortably narrow inbound platform. The environmental documents didn't identify any overall savings in walk + ride time by closing either of the two stops - in fact, closing Dean had the worst overall times. If it doesn't help most passengers, and negatively affects some, why would we do it?
 
Warren and Allston are to be consolidated per current plans. Current plans would result in:
BC - 3200 - CHA - 1300 - CR - 1300 - SR - 1400 - WS - 2300 - A/W - 1200 - GS - 1100 - HA - 1800 - PC - 1500 - BS - 1400 - AS - 2000 - BUC - 700 - BUE - 2500 - KM

I don't love the long gap between BC and Chestnut Hill Avenue, but it's not the densest, and a lot of residents are BC students who use their bus. I am very unhappy that Blandford Street is being eliminated, as it's a fairly high-ridership stop. It's being cut because they claim it's not feasible to build an accessible stop long enough for two Type 10 cars. There's plenty of room if they eliminate the grade crossing (or even narrow it to only allow for one direction of traffic), but I guess either they didn't consider it or someone objected to that.

After the outer E work, it will be approximately:
HS - 1400 - RW - 1000 - MP - 1500 - BC - 1250 - LMA - 1350 - MFA - 1700 - NEU - 1600 - SY - 1450 - PR - 2300 - CY
 
Warren and Allston are to be consolidated per current plans. Current plans would result in:
BC - 3200 - CHA - 1300 - CR - 1300 - SR - 1400 - WS - 2300 - A/W - 1200 - GS - 1100 - HA - 1800 - PC - 1500 - BS - 1400 - AS - 2000 - BUC - 700 - BUE - 2500 - KM

I don't love the long gap between BC and Chestnut Hill Avenue, but it's not the densest, and a lot of residents are BC students who use their bus. I am very unhappy that Blandford Street is being eliminated, as it's a fairly high-ridership stop. It's being cut because they claim it's not feasible to build an accessible stop long enough for two Type 10 cars. There's plenty of room if they eliminate the grade crossing (or even narrow it to only allow for one direction of traffic), but I guess either they didn't consider it or someone objected to that.

After the outer E work, it will be approximately:
HS - 1400 - RW - 1000 - MP - 1500 - BC - 1250 - LMA - 1350 - MFA - 1700 - NEU - 1600 - SY - 1450 - PR - 2300 - CY
When was this announced? Last I heard Blandford was being "considered" for consolidation but nothing has been decided.
 
Warren and Allston are to be consolidated per current plans.
I understand why they are doing this, but it's definitely a tough situation. Those two are already each high-ridership stops, serving some of the highest density in Boston:

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Their combined ridership would (I think) put them near the top of the list in terms of Green Line surface branch ridership.
 

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