Transit Planning $h!tposting (Ideas so bad, they're good)

This wasn't by happenstance though. Watertown, Brookline, Arlington, Brighton, Southie, much of Dorchester, etc were all Streetcar Suburbs, they were designed around streetcars in particular, not with rapid transit conversion in mind. That was the point, lower densities offered an escape from the less than pleasant urban life of the time. Had we as a society thought rationally about the future of streetcars in the 1940s and 50s, routes like the 16, 22, 28, 71, 73, and 77 would likely still be operated as streetcars.

It's not about the densities being low. Even in the early 1900s, plans called for an El extension to what is roughly today the Malden bus terminal. This extension would've followed the routing of today's 109 and 106 buses from Sullivan Square via Broadway, Sweetser, and Main. Plus the southside El being extended from Nubian to Forest Hills, despite the city quickly fading into the abyss by the time it gets to Green Street.

West of Boston, you've got major bus terminals at Waltham Center, Watertown Square, and Newton Corner. Brighton Center (and debatably Union Square Allston) is also strong enough to warrent being a dedicated bus terminal. All of these bus terminals could be stringed together onto a single rapid transit line like with northside Orange. Waltham is the metro-west equivalent of Lynn and Quincy on the north and south-shores, so there is a corridor of density west of Boston, that, when stacked up, is almost to par with the Quincy and BLX corridors. However, street routings and the rail network; created a situation where there was no clear centralized corridor west of the city like with north and south. The hostile routings of the RR ROWs and the street grid left Allston, Brighton, Watertown, and Waltham; absolutely shafted in the transit expansion department (not to mention Harvard pulling demand away from Kenmore/Back Bay).
 
It's not about the densities being low. Even in the early 1900s, plans called for an El extension to what is roughly today the Malden bus terminal. This extension would've followed the routing of today's 109 and 106 buses from Sullivan Square via Broadway, Sweetser, and Main. Plus the southside El being extended from Nubian to Forest Hills, despite the city quickly fading into the abyss by the time it gets to Green Street.

West of Boston, you've got major bus terminals at Waltham Center, Watertown Square, and Newton Corner. Brighton Center (and debatably Union Square Allston) is also strong enough to warrent being a dedicated bus terminal. All of these bus terminals could be stringed together onto a single rapid transit line like with northside Orange. Waltham is the metro-west equivalent of Lynn and Quincy on the north and south-shores, so there is a corridor of density west of Boston, that, when stacked up, is almost to par with the Quincy and BLX corridors. However, street routings and the rail network; created a situation where there was no clear centralized corridor west of the city like with north and south. The hostile routings of the RR ROWs and the street grid left Allston, Brighton, Watertown, and Waltham; absolutely shafted in the transit expansion department (not to mention Harvard pulling demand away from Kenmore/Back Bay).

BERY's 1945 transit expansion plan showed a stub end of an RL extension aimed straight at Waltham (see below). The RL would have terminated in east Watertown with a Mattapan style light rail line from the RL terminus to Arlington Hts. The interseting part is that the RL appears to be set up to extend to Waltham.

1730601632840.png
 
BERY's 1945 transit expansion plan showed a stub end of an RL extension aimed straight at Waltham (see below). The RL would have terminated in east Watertown with a Mattapan style light rail line from the RL terminus to Arlington Hts. The interseting part is that the RL appears to be set up to extend to Waltham.

View attachment 57499
It likely wouldn't have been HRT Red Line to Waltham, but an extension of the Arlington Heights trolley west along the Watertown Branch, where the trolley could've handled the grade crossings and closely paralleled the (then-trolley) 71. The reason it wasn't proposed as such in the '45 plan is that it was wartime, and the Watertown Arsenal was doing huge freight volumes that necessitated the branch stay connected to the national network at the Waltham end.
 
Someone on reddit posted an idea for a loop line connecting Waltham and Riverside. They called it an "unhinged" idea, so I don't feel bad about posting it in this thread:
View attachment 60097
(Higher res and additional details at link.)
I like it. It's a good application of a cross-suburban transit route that connects radial lines in the outer towns, like a segment of an outer urban ring. The Boston area doesn't have any of those types of routes connecting the radials.
 
Isn't that the 1945 plan just with The Fitchburg ROW instead of the Boston and Albany? In a way, it's an old idea brought back to life arguably better.
 
I think the alternative to compare the "GLoop" to is just a pair of Green Line branches to Riverside and Waltham. (Maybe with both branches extended to a new MassPike/128 super station, but without through-running.) The loop aspect really only helps with Newton <> Waltham journeys, or B&A <> Waltham journeys. That's definitely intriguing, and I think a long-term vision for the area might benefit from those kinds of connections. But I think you'd want to compare the loop alternative to a series of north-south bus/streetcar routes, similar to the 52 or a combination of the 59+556.

I do like the idea of extending a far future Green Waltham branch down to something at the MassPike though, to offer a transfer to the Worcester Line.
 
You had probably seen this proposal before: Reverse branching the Red Line (RL) via Mass Ave.

RL Mass Ave-min.png

But how about this? Reverse branching the Orange Line (OL), via… Lechmere and Kendall!

OL Kendall-min.png



--------------- $h!tposting ends, God Mode begins ---------------


Presenting to you, my latest blog post:

The Kendall-Back Bay Subway: From an Orange Line Re-route to the “Pink Line”

Turns out, such a direct link between Sullivan, Lechmere, Kendall and Copley/Back Bay can be valuable in itself. I present two proposals that use it as a standalone route, the “Pink Line”.

The first one is still borderlining on $h!tposting territory, and one that I wouldn't advocate for -- but it shows a lot of independently interesting ideas:

Pink-Quincy-min.png


The second one is the only halfway-realistic proposal in this entire post:

Pink-City-Point-min.png


Coincidentally (or maybe not), the last Pink Line proposal effectively recreates an idea that I first posted more than a year ago. I know that a lot of you on this board have also included some form of a Kendall-Back Bay subway in your own fantasy maps.

Personally, I favor this Kendall-Back Bay alignment over Mass Ave: it hits the high-demand destinations at more central locations than Mass Ave does. Comparing the two alignments raises a question: How often are our imaginations limited by what exists today?

However, neither alignments can replace a more conventional Urban Ring — which means such a subway proposal will likely remain too aggressive to be prioritized.

Nevertheless, this allows for a closer look at the roles of Back Bay vs. Kendall in the network, or even in the region as a whole. They have much more similarities than you might expect. Why is Back Bay often considered “extended downtown” nowadays, but not Kendall?


Read the full post for a whole lot more details. Feel free to share your thoughts!

--------------------------------------

This is an extension of a question I hinted at in the post but decided not to address there. However, I have some preliminary thoughts that may be worth sharing.

Assume you're in a cost-blind world. How many new rapid transit trunks should you build to the south of downtown? How would you then feed them into each of the downtown trunks? What mode would you have them as: streetcar LRT, "light metro" LRT, or HRT?

(The question has often been examined more often for the northern and western trunks, likely due to more ROWs and GLR. To the south, it seems unclear.)

Writing this post (and other recent thoughts) got me to an entirely new line of thoughts, that's quite different from my earlier opinions AND what I would do in a cost-aware world:
  • "South End Local"
    • Nubian - South End / Washington St, as streetcar using Green Line rolling stock
    • To Tremont St subway (Park St) via Bay Village
  • "Nubian Express"
    • Four Corners - Warren St - Nubian - I93, as HRT line with rapid transit spacing
    • To South Station, and then Congress St subway to North Station via Post Office Sq
    • Continue to Chelsea and (Route 1 and/or Revere)
  • "Red X"
    • Braintree - JFK/UMass - (I93 or BUMC) - South End, as HRT line
    • To Kendall-Back Bay subway
    • Continue to Everett Broadway and Linden Sq
  • "Southie Streetcar"
    • City Point - Broadway, as streetcar using Green Line rolling stock
    • To Tremont St subway (Park St) via Bay Village
    • Can be done in conjunction with a Seaport Transitway extension to Southie -- they don't need to be mutually exclusive
Yes, yes, this is very different from our "standard" thoughts on this board (which are probably: Red X to Congress St, Nubian Local and Nubian Express). In fact, in this scenario, the Kendall-Back Bay subway (the "Pink Line") isn't even among anything I've drawn in my main post!

So why the drastic change?
  • If you want to build Kendall-Back Bay, you need to send it somewhere (unless you're happy with terminating it at Andrew or JFK/UMass)
    • The problem is, it's the least "downtown-centric" N-S trunk among all, and likely least desirable for riders. It feels like a "compromise".
    • Red X is most capable of accepting such a compromise, because of the cross-platform transfer at JFK/UMass. If you need Park/DTX/SS, transfer on the opposite platform.
    • In fact, this might even be a net positive for Red X -- both Ashmont and Quincy riders get easier access to Back Bay and South End without transferring downtown.
  • Under my GLR Capacity Framework, Tremont St can only take 2 services, but we still have 3 to choose from
    • You probably want to prioritize the most "streetcar-like" routes. In other words, if you're forced to make one of the three HRT, better have it be the one that's the most suitable for HRT.
    • So Nubian Express wins, obviously.
    • Congress St is a bit weird for Nubian Express, but South Station and Post Office Sq combined offer decent approximation for DTX. Anyone who really wants Tremont St can take South End Local.
    • (To be fair, I'm indifferent about whether Nubian Express should be grade-separated or street-running south of Nubian. But in this world, you don't have a choice.)
  • The other two, South End Local and Southie Streetcar, are very natural LRT picks that become (reconfigured) Green Line branches
    • This also helps with the "Southie needs OSR to downtown" problem
--------------------------------------

If you're really, really $h!tposting, you can even do this:
  • Restore the original Orange Line,by having Nubian Express feed into Washington St
    • Four Corners - Nubian - Tufts Medical Center - Downtown Crossing - North Station - Oak Grove
  • Reroute the southside Orange Line (SW Corridor) to Congress St:
    • Forest Hills - Ruggles - Back Bay - South Station - Post Office Sq - North Station ( - Chelsea)
 
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Wasn't this basically just the 2003 UR Rail proposal? The route was slightly different but I'd argue the concept really wasn't.
 
Wasn't this basically just the 2003 UR Rail proposal? The route was slightly different but I'd argue the concept really wasn't.
I can see the conceptual similarities, but I'd say the motivation was quite different: Whether it's the $h!tpost OL reroute or the more serious Pink Line proposals, I did not truly intend the Kendall-Back Bay subway to replace the Urban Ring outright. The full blog post goes into this in greater detail.

Nevertheless, the same reasons why I don't actually support reverse branching the Orange Line (most notably frequencies) are also why I don't like building that version of Urban Ring Phase 3 (HRT?) as an Orange Line "branch". Though, to be fair to them, IIRC they left it open-ended whether the tunnel would be part of the Orange Line or a new one.
 
@Teban54 , it's funny, I was just thinking about a Kendall/Back Bay subway before you posted this. I was think of almost the exact route you drew here. You captured a bunch of my thinking, but I'll throw in a few more ideas here.

(This is really more "God Mode Planning" than "Sh**tposting," but most of the Kendall/Back Bay ideas are here, so whatever)

I was starting from from looking at maps like this, showing job density.

1745839627883.png


Outside of downtown, the biggest job centers are Back Bay, Kendall, Longwood, and then Harvard in a distant fourth. That layout lends itself to two Urban Rings: and Inner Ring which hits Kendall/Back Bay, and and Outer Ring that hits Harvard and Longwood. So what would those rings look like? I think the Inner Ring looks a lot like what you already drew. And here's my (hastily drawn) idea for the Outer Ring

1745840128138.jpeg


Some general thinking about these routes:
  • I was thinking of these as subways.
  • I drew lots of this to follow streets as much as possible. That's because that's where businesses and larger apartment buildings tend to be. It could mean less risk of disruption to buildings from tunneling. It also offers chances for cut-and-covered sections, and shallower stations. The Outer Ring follows Dudley Street through Roxbury; Longwood Ave through Longwood; Kirkland/Washington through Cambridge and Somerville.
  • The Inner Ring has natural points to each rapid transit line (expect Blue) both north and south of the city.
  • The Outer Ring has transfers to every rapid transit branch it passes, except maybe Union Square GLX branch. (There are ways of connecting lines at Union Square, but not are very satisfactory and would involve a lot of walking. That might just be an out-of-station transfer)
  • For Regional Rail, you could infill a station at Sullivan Square; infill East Somerville on the Lowell Line, and move Chelsea Station to allow for transfer to the subway. That would give the Outer Ring connections to every Regional Rail line except Fitchburg. (Fitchburg, though, does already have a connection to Harvard and Kendall via the Red Line at Porter)
  • The Inner Ring probably only has connections to Regional Rail at Back Bay and Chelsea. That does cover all the busiest Regional Rail lines, though.
  • One should assume any of this would only happen after NSRL. That's add all kinds of other possible rides/transfers with Regional Rail.
  • This gives soooo many people the option to transfer somewhere other than the cramped, downtown stations. That includes people coming from the inner core via rapid transit, and also people coming from Greater Boston via Regional Rail.
  • Beyond just looking at job centers, the Outer Ring also connections I-don't-know-how-many schools. UMass, Northeastern, BU, Harvard, Harvard Business, Harvard Medical.... Plus all the smaller ones along the way: Simmons, Emmanuel, Wentworth, the new BFIT campus, Mass College of Pharmacy, Mass College of Art, Boston Latin..... These have a combined enrollment way over 100,000.
Again, this is hastily drawn. It's a quick stab at thinking through what it would look like to split the Urban Ring in two. I'd love to hear other ideas for better routes or stations.
 
The problem with any "Inner Ring" is that you run into problems from geometry rather quickly. Once you go ~35% the way around a circle, it's faster to go through the middle. Therefore, the bigger the loop the more journeys are faster to make along it. Of as the distance from downtown increases, density decreases so the number of trips made using it also drops so it's a balancing act.

But for an Inner Loop like this, a trip from Back Bay to Kendall/MIT takes around 12-15 minutes currently. Yes the Inner Ring would decrease that to 5 minutes, but that's already not a ton of time savings for such a costly project. Once you're up to Lechmere, the travel time savings to Back Bay go down to around 5 minutes. Going the other way, with Washington St Light Rail to Park St, via downtown that trip would be ~13-15 minutes. The Inner Ring would cut that to ~8 minutes. Not bad, but also not the kind of mind-boggling time savings you'd really want from a project in this cost range. This project, apart from the tails, doesn't really make new trips possible via rapid transit, it makes existing trips a bit faster and adds downtown capacity.

Compare that to the "Outer" or "Conventional" Ring, and there you're mainly replacing bus trips or even creating new connections. BU to Kendall for example, is currently only possible as a 1SR on the rather infrequent CT2, and even that involves more walking than is probably desirable. A direct line would cut that trip from 20 minutes (Also about the same via Park St) to 5-6. LMA to Kendall goes down to 9 minutes from a present 25-30 minutes. That's the kind of dramatic time savings we should be after, they should match the magnitude of the cost.

If we want an Inner Ring, Mass Ave is right there. With four travel lanes and street parking, sometimes even with a median, that seems like an area to build an Inner Ring where the cost and benefit are more in line with each other.
 
All these posts are way denser than I thought they’d be given the thread title.
Generally the type of person to post a silly idea in this thread is also the type of person to rigorously examine said idea, relevant history, and relevant alternatives.
My first thought - would the topography work to have a zipline running from one end/corner of the Common to the other side of the Public Garden?
Apparently ziplines have a slope of 3-6%. So from Boylston Station to Beacon St @ Arlington St, you'd need an elevation change of around 90ft. At that height I think it makes more sense to start from a neighboring building. I think some people would have objections to it becoming a permanent thing but as a short-term attraction in the summer? Hell yeah.
 
The problem with any "Inner Ring" is that you run into problems from geometry rather quickly. Once you go ~35% the way around a circle, it's faster to go through the middle.
I don't think this kind of reasoning works well for this proposed Inner Ring for a couple of reasons.
  1. That logic assumes a kind of idealized network that works less well in the real world, especially for Boston. It assumes that there's a good density of radial lines so people actually have the option to cut through the city center. It assumes those radial lines are relatively straight. It assumes a relatively perfect circle. None of that is quite true for Boston's network. You say going more than 35% of the way around means it would just be faster to go through the center, but I can't find any station pairs on that pink line where I think someone would get an advantage going between them on an existing radial line.
  2. I'm calling it the "Inner Ring," but I'm not totally convinced myself that it's really a circle line. @Teban54 pointed out in one of their posts that Back Bay could reasonably be considered just an extension of downtown, and maybe Kendall could, too. I think that's probably right. In that case, maybe the pink line acts more like a radial line. It runs through dense neighborhoods, then has four downtown stations: Back Bay, Copley, Kendall, and Binney. I'm really not sure, but that might be the better way to look at it.
This project, apart from the tails, doesn't really make new trips possible via rapid transit,
You say "apart from the tails" as if those tails are trivial. But that Pink Line goes through Chelsea, Charlestown, South End and South Boston. Those are some of the most population dense communities in the region. It would be a massive win to better connect those neighborhoods to rapid transit.

But for an Inner Loop like this, a trip from Back Bay to Kendall/MIT takes around 12-15 minutes currently. Yes the Inner Ring would decrease that to 5 minutes, but that's already not a ton of time savings for such a costly project.
I'm not sure how you're making that judgement. For most people living along the Red Line, this would save ten minutes getting to Back Bay. For most people living along any Green or Orange Line branch, this saves 10 minutes getting to Kendall. That seems like kind of a lot.

But also, like I said, maybe this isn't really a circle line. This connects dense neighborhoods to downtown destinations, and you could analyze it that way. South Boston to Back Bay might take 30 minutes now, which would go to 7-10 with the Pink Line? For my Bunker Hill St. station, it's currently >40 minutes to get from there to Kendall, which would be reduced to 6? Chelsea to Kendall can take an hour, which would be reduced to 15 minutes. There's lots of potential time savings for lots of people there.
 
You say "apart from the tails" as if those tails are trivial. But that Pink Line goes through Chelsea, Charlestown, South End and South Boston. Those are some of the most population dense communities in the region. It would be a massive win to better connect those neighborhoods to rapid transit.
I say "apart from the tails" because they're separate from where you put the ring, for the most part. You could connect the Charlestown/Chelsea branch or the South Boston branch to the outer ring too. I agree they're very important corridors for rapid transit expansion, but they also don't really impact where you put the ring.
For my Bunker Hill St. station, it's currently >40 minutes to get from there to Kendall, which would be reduced to 6? Chelsea to Kendall can take an hour, which would be reduced to 15 minutes. There's lots of potential time savings for lots of people there.
See my "Aqua Line" and associated UR in Fantasy T maps for a similar idea. (And also for the previous point where I've connected both of those tales to a more 'conventional' Urban Ring.
For most people living along the Red Line
If you're not starting at Kendall you need to add the transfer back in. That cuts your time savings down from ~8 minutes to more like 4-5 minutes. Again, not nothing but not like the 15-20 minute time savings you'd see on the outer ring.
I'm calling it the "Inner Ring," but I'm not totally convinced myself that it's really a circle line. @Teban54 pointed out in one of their posts that Back Bay could reasonably be considered just an extension of downtown, and maybe Kendall could, too. I think that's probably right. In that case, maybe the pink line acts more like a radial line. It runs through dense neighborhoods, then has four downtown stations: Back Bay, Copley, Kendall, and Binney. I'm really not sure, but that might be the better way to look at it.
Fair point, it definitely acts a bit more like a downtown subway than a ring line.

One other thing, despite having two lines this map still misses several key areas. A lot of the development at Kendall is still relatively far from rapid transit, and BMC and BU are both just missed entirely. The 1SR from Longwood to Dorchester and Lower Allston is certainly nice, but can that justify omitting BU and BMC? I'm doubtful.
 
I'm glad that the Kendall-Back Bay subway idea is getting some serious discussions here from @ritchiew and @TheRatmeister. There are a lot that I want to comment on, but I'll do so later.
  • Some of the follow-up discussions probably fit better for the "Redesign the Urban Ring" thread, especially those about the philosophy of rings.
  • Another high-level theme is "what qualifies as Downtown Boston" and "how many more subway trunks can we build in Downtown Boston".

Also worth noting is this systemwide God Mode pitch of mine, which incorporates many of the ideas and follow-up thoughts from my Kendall-Back Bay post. Coincidentally or not, there's a fair degree of overlap between this and @ritchiew's idea, which I will elaborate on in a more detailed reply when I have time.

Reposting my own God Mode pitch here:

revised-archboston-png.62331


All these posts are way denser than I thought they’d be given the thread title.
Generally the type of person to post a silly idea in this thread is also the type of person to rigorously examine said idea, relevant history, and relevant alternatives.
In addition to what @TheRatmeister said, the earliest trigger for all this -- the Orange Line reverse-branching proposal -- definitely falls into the $h!tposting territory and was explicitly intended as such.
 
Now, onto something different:
What if we renamed every single stop?View attachment 62632
This is so crazy, I love it :)

Some station names that I like better than current ones:
  • Transfer stations: City Hall
  • Red Line: Fort Point, Columbia
  • Orange Line: Mystic Landing, Bunker Hill (assuming no future/hypothetical line closer to the neighborhood), South Cove, Matthews Arena
  • Green Line trunk & GLX: Brickbottom, Public Garden, Auditorium
    • B branch: Agganis, Aberdeen
    • C branch: Audubon Circle, Corey Hill, Aspinwall
    • D branch: The Fens
    • E branch: Leverett Pond (the pond is technically closer to Heath St, but with no convenient pedestrian paths)
  • Silver Line: Mystic Mall, Highland Park, Ink Block, Blackstone Sq, Cooper Center, Ramsay Park
  • Commuter Rail:
    • Fairmount-Franklin: Codman Sq, Legacy Place
    • Worcester: Allston Yards
Some station names that I think are quite interesting and/or creative, even if not necessarily better than current ones:
  • Red Line: Russell, Pattens Cove, Lower Mills, Harvest Bridge (though a bit far from the station), Blue Hills Gateway
  • Orange Line: Pine Banks, Arboretum
  • Blue Line: Long Wharf, Harbor View, Belle Isle, Winthrop Landing
  • Green Line trunk & GLX: Jumbo Junction, Winter Hill, Trinity, Charlesgate
    • B branch: Allston Junction, Evergreen
    • C branch: Corey Farm, Beacon Loop
    • D branch: Olmstead, Waterworks, Crystal Lake, Lower Falls
    • E branch: Mechanics, Reflecting Pool, Isabella Stewart Gardner
  • Silver Line: Dover (a very nice original name, but I'm not sure if people will get it today), Holy Cross
  • Commuter Rail:
    • Line names: South Shore Line, South Cost Line (if that's not a typo, LMFAO), Dorchester Line, Mills Line, Merrimack Line, North Shore Line
    • Fairmount-Franklin: South Bay Center, Mount Bowdoin
    • Needham: Birds Hill
    • Lowell: Mystic Valley
    • Newburyport/Rockport: Witches Cove
  • Other Buses:
    • Dorchester: Bronze Pear, Dorchester Center
    • Charles River area: RIP A Branch :(, Little Armenia
(Updated to include buses and commuter rail)

Also, you forgot to change Lansdowne :)
 
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Now, onto something different:

This is so crazy, I love it :)

Some station names that I like better than current ones:
  • Transfer stations: City Hall
  • Red Line: Fort Point, Columbia
  • Orange Line: Mystic Landing, Bunker Hill (assuming no future/hypothetical line closer to the neighborhood), South Cove, Matthews Arena
  • Green Line trunk & GLX:Brickbottom, Public Garden, Auditorium
    • B branch: Agganis, Aberdeen
    • C branch: Audubon Circle, Corey Hill, Aspinwall
    • D branch: The Fens
    • E branch: Leverett Pond (the pond is technically closer to Heath St, but with no convenient pedestrian paths)
Some station names that I think are quite interesting and/or creative, even if not necessarily better than current ones:
  • Red Line: Russell, Pattens Cove, Lower Mills, Harvest Bridge (though a bit far from the station), Blue Hills Gateway
  • Orange Line: Pine Banks, Arboretum
  • Blue Line: Long Wharf, Harbor View, Belle Isle, Winthrop Landing
  • Green Line trunk & GLX:Jumbo Junction, Winter Hill, Trinity, Charlesgate
    • B branch: Allston Junction, Evergreen
    • C branch: Corey Farm, Beacon Loop
    • D branch: Olmstead, Waterworks, Crystal Lake, Lower Falls
    • E branch: Mechanics, Reflecting Pool, Isabella Stewart Gardner
(This comment may be updated later with bus and commuter rail stop names)
I'm very happy with the names on the GL branches, most of the others (that aren't just reversions to earlier station names) are ehhhhhhhhhhh, to say the least. I'm very happy with Jumbo Junction though. The ones I'd personally change are:

Red Line:
  • JFK/UMass reverts to Columbia
  • Kendall/MIT loses the MIT, although I didn't include that on this map because it felt like cheating.
Orange Line:
  • Wellington-> Mystic Landing
  • Community College -> Bunker Hill (It even still fits the college)
  • Mass. Ave -> Matthews Arena, at least until they tear it down. There are too many Mass Aves.
Blue Line:
  • Maverick -> Jeffries Point
B Branch:
  • Sutherland Rd -> Aberdeen
  • Amory St -> Agganis
  • BU Central -> Boston University
C Branch:
  • Tappan St -> Aspinwall
  • Summit Ave -> Corey Hill
Silver Line:
  • Newton St -> Blackstone Sq
  • Union Park St -> Holy Cross
  • Herald St -> Ink Block
  • SLW -> Eastport
  • Chelsea-> Mystic Mall
 

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