Lechmere viaduct
When the Lechmere viaduct was originally erected in 1910, navigation requirements on the Charles River required that it have a draw span. Just a few years later, the Longfellow Bridge was constructed, ending commercial navigation upriver, and the steel draw span was permanently fixed closed. The parallel Charles River Dam still has an operational bascule, used primarily for Boston's Fourth of July fireworks barge and spectators. When the viaduct was first constructed, significant barge traffic delivering coal to the Cambridge Illuminating Gas plant in Kendall Square required frequent bridge openings, incentivizing the construction of a separate, higher span to reduce the frequency of openings. Note the cable stays of the Zakim Bridge in the background, as well as the yellow bascule of Draw 1 on the North Station terminal tracks.
MBTAGreen LineLechmere ViaductEast CambridgeWest End2022 construction1910 constructionbridges
Lechmere viaduct
A closer look at Draw 1 and part of the Zakim Bridge and Leverett Connector; Tower A, which controls the North Station terminal interlocking, is in the dilapidated brick building at center left.
MBTAbridgesZakim BridgedrawbridgesNorth StationGreen LineLechmere ViaductCharlestownWest End2022 construction1910 construction
Lechmere viaduct
Looking east along O'Brien Hwy. toward Nashua St. and North Station. At center, the elevator tower of Science Park station. Station signage and canopies are visible atop the viaduct, showing how the station platforms extend across span 1 of the viaduct, which is why Science Park was closed during the rehabilitation of the viaduct.
MBTAtrain stationsGreen LineLechmere ViaductWest End1910 construction2022 construction
Science Park/West End station
Looking uip Nashua St.
MBTAtrain stationsGreen LineLechmere ViaductWest End2022 construction1910 construction
Science Park/West End station
Science Park was a late addition to the original Lechmere viaduct, added as what we would now call an "infill" station. The elevator was added for accessibility in the 2000s. The platforms were reconstructed during the viaduct work, allowing for actual accessibility (for type 8 low-floor LRVs only).
MBTAtrain stationsGreen LineLechmere ViaductWest End1910 construction2022 construction
Science Park/West End station
The original (inaccessible) Science Park required climbing two flights of stairs: the first to the fare-collection lobby, and the second to the separate side platforms. Since the fare collection barriers already existed, when the station was renovated it was left in place rather than converting to proof-of-payment like the rest of the stations north of North Station. I didn't try the elevator to see how fare collection for the mobility disabled works. A second elevator, on the north side of the tracks, serves the other platform; there's no connection to the mezzanine.
Science Park/West End station
Inside the fare-collection mezzanine
Science Park/West End station
Signage was updated during station rehab, showing the full extent of the Green Line Extension and line assignments even before the Medford Branch opens. In the interim operation, the E Branch goes to Union Square — or would go, if a parking garage had not collapsed on top of Haymarket station, severing the Green Line.
Science Park/West End station
Looking east from the inbound platform toward the North Station portal. Note the access ramp, constructed for wheelchair access prior to the delivery of the AnsaldoBreda "type 8" low-floor LRVs; these ramps were only located at "key stations" and are no longer used because all Green Line trains include at least one low-floor vehicle.
Science Park/West End station
Looking farther up the line toward North Station
Science Park/West End station
Science Park/West End station
There aren't any actual Heath St. trains coming at any frequency, due to the garage collapse closing the Green Line tunnel at Haymarket.
Science Park/West End station
Looking back west down the viaduct toward Cambridge; Museum of Science at left center
Science Park/West End station
The small white sign at center right announces a 10 mi/h speed limit across the viaduct.
Science Park/West End station
Looking east along the whole length of the station platforms. Note second elevator headhouse on the outbound side.
Science Park/West End station
Inbound "Type 8" LRV #3856 signed for North Station
Copley station (outbound)
Copley station has three headhouses: two outbound, on opposite sides of Dartmouth St., and one inbound (and slightly offset) in front of the Boston Punlic Libtary's McKim Building.
Copley station (outbound)
The western outbound headhouse sits right in front of the beautiful Old South Church. Originally, the headhouse was a more utilitarian stairway entrance, and of course there was no elevator.
Copley station (outbound)
The station was one of several key stations targeted for "station brightening" under the old MBTA board, but some things you just can't cover up with a coat of paint. At left, a type 8 LRV serves the station.
Copley station (outbound)
The size of the fare-gate array makes it clear that this is an important, high-traffic station.
MBTAtrain stationsBack BayGreen LineCentral Subwayfare gates
Copley station (outbound)
A Kinki-Sharyo "Type 7" LRV on the B–Boston College route serves the station. Under current policy, type 7 cars, which are high-floor, only operate in two-car trains with a low-floor AnsaldoBreda "type 8" LRV; neither can trainline with the newer CAF "type 9" LRVs.
Copley station (outbound)
Looking west from the platform, a Type 7 LRV on the E–Heath St. route waits at Copley Junction for a favorable signal. Copley Junction, a flat junction, was only intended to be temporary, with Huntington Ave. cars continuing up Stuart St. to connect with the Tremont St. Subway via a different route, but that subway was sadly never built.
Kenmore station
AnsaldoBreda "type 8" LRV 3868, operating on the C–Cleveland Circle route, serves the station
Kenmore station
Looking east along the outbound C/D platform towards the Central Subway and, branching left, the exit of the Kenmore loop; I'm waiting for the Riverside train coming next.
Kenmore station
A B–Boston College train led by Kinki-Sharyo "type 7" LRV 3607 (recently back from an overhaul), enters the station.
Kenmore station
A closer view of the exit of Kenmore loop
Kenmore station
Some "spider" maps were updated with plastic overlay stickers to show the station consolidation on the B branch: four stations (BU West, St. Paul St., Pleasant St., and Babcock St. were consolidated into two new stations at Amory St. and (relocated) Babcock St.
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Kenmore station
Something seems to have gone seriously wrong with the B Line in the Central Subway.
Kenmore station
Still waiting for my D train to Riverside
Kenmore station
One of numerous advertising installations which can be used by the T to display urgent service information, like this warning about the tunnel closure at Haymarket requiring passengers to switch to the Orange Line. (Government Center was open but does not offer an Orange Line transfer.)
Babcock Street station
Outbound type-7 LR #3617 serves Babcock Street station. Type 8 #3874 trails.
Babcock Street station
Looking wet from the outbound platform towards the actual intersection with Babcock St.
Babcock Street station
In the distance, type 8 #3874 trails the previous train, waiting at a traffic signal before making the next stop at Packards Corner. The fresh ballast on either side of the tracks shows the former Babcock St. platforms.
Babcock Street station
Looking east from the Babcock St. grade crossing a long way down the inbound platform toward the shelter, 300 feet up the line.
Babcock Street station
About 200 feet east of Babcock St. proper we are ginally approaching the shelter at Babcock Street station.
Babcock Street station
The new stations all have call boxes for both emergency serices and regular customer assistance.
Babcock Street station
The new stations also have hand-operated wheelchair lifts, although the platform is supposed to be at the right height for unassisted boarding to a type-8 LRV. Note that the land use on the Brookline side of Comm. Ave. leaves a lot to be desired: in this block is mostly low-rise auto-repair businesses.
Babcock Street station
At the east end of the inbound platform, near the Agganis Way grade rossing, looking across at the Paradise Rock Club and a Goodwill store — land use isn't that great on this side of the road either.
Babcock Street station
Full-length view of the shelter on the outbound platform. Most of the high-rise development on this section of Comm. Ave. is owned by Boston University and thus not taxable.
Babcock Street station
Looking east toward the Agganis Way grade crossing and, in the distance, the Prudential Tower. The brown high-rise barely visible at center left with the antenna on top is BU Law School (the antenna is a backup for WBUR). Note that the T is now using MUTCD-standard tram trffic signals, rather than conventional red-yellow-green, to reduce auto driver confusion over which signals are for whom.
Amory Street station
Now a third of a mile (about 450 m) east at Amory St. station. This station replaces the former St. Paul St. and BU West stops, and the shelter is located at the St. Paul end of the plattform.
Amory Street station
Looking east toward Amory St., where the BU West platforms were formerly located, and the BU Bridge at left in the distance. Inbound type 7 LRV #3636 waits for the light to change
Amory Street station
Both of the new stations got inproved wayfinding including neighborhood maps like this one.
WBUR studios
WBUR has been located in this BU-owned building at the corner of Comm. Ave. and St. Paul St. for many years now. The building used to be a bike shop and was built in 1935.
Commonwelth Ave. bike lane
Back on the west side of St. Paul St., looking east along an incredibly frustrating bike lane imprisoned in a granite trench. Note also the ghost bike at left.