Blue Line (MBTA)
| Company type | Rapid transit |
|---|---|
| Industry | Public transportation |
| Founded | 1904 |
| Founder | Howard A. Carson (chief engineer) |
| Headquarters | Boston , United States |
Area served | Greater Boston |
| Owner | Massachusetts Bay Transportation Authority (MBTA) |
| Parent | Massachusetts Bay Transportation Authority (MBTA) |
Blue Line
The Blue Line is a rapid transit route within the Greater Boston region, managed by the Massachusetts Bay Transportation Authority (MBTA). Its path stretches from Bowdoin station in downtown Boston, traveling beneath Boston Harbor to reach East Boston and Revere, where it ends at Wonderland. Among its stops is Airport Station, which offers one of two rapid transit links to Logan International Airport, connected by a complimentary shuttle bus. The line received its blue designation in 1967, inspired by its underwater passage beneath Boston Harbor. With a total travel duration under twenty minutes from start to finish, it stands as Boston's shortest heavy rail corridor and is distinctive for utilizing both third rail and overhead catenary power systems.
Initially constructed as the East Boston Tunnel streetcar line in 1904 under the supervision of chief engineer Howard A. Carson, the line was extended to Bowdoin in 1916 and transitioned to heavy rail operations in 1924. Between 1952 and 1954, the line was extended along the former route of the Boston, Revere Beach and Lynn Railroad, originally planned to continue to Lynn but ultimately terminating at Wonderland. Proposals for further extensions reaching Lynn and Charles/MGH remain without secured funding. From 1998 through 2011, the MBTA undertook upgrades across most Blue Line stations to ensure full accessibility and accommodate six-car trains; as of 2018, Bowdoin remains the sole station lacking complete accessibility.
East Boston Tunnel
The East Boston Tunnel, located beneath Boston Harbor, holds the distinction of being North America’s first underwater subway tunnel upon its opening in 1904 and was the second major submerged vehicular tunnel constructed in the United States. The tunnel was built employing a modified Greathead Shield, with approximately of its length submerged below water. Construction spanned two and a half years, incurred costs of $3 million, and unfortunately resulted in four fatalities among workers.
Originally designed for streetcar use, the tunnel linked Maverick Square in East Boston with Court Street station in downtown Boston, including an intermediate stop at Devonshire (present-day State). Court Street connected passengers to Scollay Square (now Government Center), though transfers required an additional fare of one cent. Atlantic Station (currently Aquarium) opened in 1906, providing connections to the Atlantic Avenue Elevated. The single-track configuration at Court Street limited how frequently trains could operate.
Bowdoin extension
On November 29, 1912, the Boston Transit Commission initiated an extension project for the East Boston Tunnel. This expansion stretched service from Scollay Square—where a new platform named Scollay Under replaced Court Street—to a newly constructed loop at Bowdoin Square. Tracks continued westward beneath Cambridge Street to an incline at Joy Street, enabling streetcars to surface toward Charles Street and cross the Longfellow Bridge into Cambridge.
Court Street station ceased operations on November 15, 1914, with service reduced back to Devonshire. On March 13, 1916, service was extended to Scollay Under; streetcars ran empty loops around Bowdoin station. Bowdoin station along with Joy Street Portal opened on March 18, serving both through routes from Central Square–Orient Heights and Cambridge lines terminating at Scollay Under. The total cost for this extension amounted to $2.4 million.
Metro conversion
Originally, the East Boston Tunnel was constructed to accommodate high-floor metro rolling stock intended to link with the proposed Cambridge Elevated line. When that plan was abandoned in 1903 due to conflicts between the Boston Transit Commission and BERy, stations were instead built with low-level platforms. Starting in 1905, large bi-loading streetcars—featuring a combination of high floors and low-platform boarding along with design elements from Orange Line metro cars—began operation. Despite this, these vehicles and the larger center-entrance cars introduced in 1917 were insufficient to manage the increasing passenger demand.
In 1921, the Boston Transit Department (BTD) initiated the conversion of the tunnel to support high-floor metro trains, beginning at Maverick Square. By 1922, plans were approved for high-level platforms at four downtown stations. The steep grade at Maverick Square was replaced by Maverick station, which allowed for convenient cross-platform transfers between tunnel trains and surface streetcars.
Between April 18 and 21, 1924, a carefully coordinated effort involving 1,500 workers transformed the tunnel for high-floor train service. Temporary wooden platforms enabled service to resume on April 21, while permanent concrete platforms were completed subsequently. Traces of the original low platforms can still be seen at State and Aquarium stations. To avoid costly tunnel modifications due to its narrow profile, BERy developed smaller-than-standard high-platform rapid transit cars tailored for tight clearances, particularly around Bowdoin's loop. As a result, Blue Line trains are noticeably shorter than their Orange and Red Line counterparts.
Revere extension
Between 1952 and 1954, a surface extension was constructed along the former Boston, Revere Beach and Lynn Railroad corridor, extending service from Maverick to the present-day terminus at Wonderland. This Revere Extension involved converting the original narrow gauge tracks to standard gauge. The first above-ground station on this extension served Boston's Logan Airport, marking a pioneering urban transit connection to a commercial airport in the United States. Past Maverick, power supply transitioned from third rail to overhead catenary (both operating at 600 V DC) to mitigate ice accumulation during winter near coastal areas.
In 1952, the MTA rebranded the line as the East Boston Tunnel & Revere Extension, labeled "Route 3" on transit maps. It was later renamed the Blue Line on August 26, 1965, coinciding with MBTA's adoption of color-coded branding; blue was chosen to represent water due to the line’s passage beneath Boston Harbor and proximity to the shoreline. Until the Silver Line reached Logan Airport in 2004–05, the Blue Line remained the only rapid transit link serving the airport.
On April 21, 2018, Silver Line's SL3 route commenced service to Chelsea, providing a connection with the Blue Line at Airport station and improving transit access to Chelsea, the Seaport District, and South Station.
Station renovations
Unlike the Red and Orange Lines—which underwent significant modernization during the 1970s and 1980s—the majority of Blue Line stations remained largely untouched since their mid-20th-century construction. By 1990, only certain stations such as and State’s eastbound platform met accessibility standards; renovation was underway at . In 1988, MBTA launched plans aimed at upgrading accessibility features and extending platforms to accommodate six-car trains by 1994. Design contracts for nine stations were awarded in 1989, with detailed designs advancing through 1992.
Major construction commenced on June 25, 1994, with service truncated to , allowing reconstruction work on outer stations. Stations like and were completely rebuilt while others including , , and received renovations. Concurrently, an $8 million noise abatement initiative installed sound barriers and track mats. All renovated stations reopened by June 26, 1995; however, Wood Island did not receive elevators until the year 2000.
Underwent closure from October 2000 until October 2001 for renovations finalized in 2003. A relocated station opened its doors on June 3, 2004. Extensive refurbishment of took place between November 2004 and May 2011 while remaining operational. Sequential platform repairs were also carried out at Wonderland, Wood Island, Revere Beach, and Beachmont from June through November of 2008.
Reconstruction efforts began on October 4, 2005; six-car train service started on September 15, 2008 with project completion following in 2009. Orient Heights station was closed from March through November of 2013 for a full rebuild. Closed between March 2014 and March 2016 for upgrades enhancing accessibility and overall condition. Presently all Blue Line stations are accessible except , which cannot support six-car trains due to platform length restrictions.
Service between Bowdoin and Airport was replaced by shuttle buses during two periods: May 18–31, 2020 and April 25–May17, 2022 for track replacement and waterproofing work within the East Boston Tunnel. During the latter closure in 2022, temporary ferry service operated between Long Wharf and East Boston. An additional shutdown from May22 to June8,2022 facilitated repairs on the Suffolk Downs pedestrian bridge. No fares were charged on Blue Line trains from July5 through August31,2023 during a closure of the Sumner Tunnel.
Extension to Lynn
One suggested Blue Line extension envisions stretching the route northward to Lynn, Massachusetts. Although land for this expansion was secured during the original Revere Extension construction, budget limitations confined the northern endpoint to Wonderland station. Two potential alignments are being evaluated: one following the marshland adjacent to the Newburyport/Rockport commuter rail, historically part of the Boston and Maine Railroad, and another tracing Revere Beach Boulevard through Point of Pines and along the Lynnway, utilizing the former BRB&L corridor. Other options include improving commuter rail or bus services or establishing a short connection from the Blue Line to a nearby commuter rail station.
The concept of extending the Blue Line to Lynn has existed for over eight decades. Early proposals appeared in the 1926 Report on Improved Transportation Facilities and the 1945–47 Coolidge Commission Report, both recommending extending the East Boston Tunnel line—converted to rapid transit in 1924—to Lynn via the BRB&L right-of-way. Since the 1954 decision to limit the Revere extension at Wonderland, numerous plans, including the 1966 Program for Mass Transportation and the 1969 Recommended Highway and Transit Plan, have supported continuing the Blue Line northward to Lynn or even Salem. Although later studies showed varying levels of support, enthusiasm persisted through the late 1970s and early 1980s. Nevertheless, funding priorities favored extensions of the Red and Orange Lines over this Blue Line expansion.
In 2005, Lieutenant Governor Kerry Healey anticipated that construction might begin by 2017. Planning funds were authorized in a state bond bill passed in April 2008, supplemented by $25 million in federal earmarks. A 2004 state bond act allocated $246.5 million, contingent upon securing at least half of that amount from non-state sources, likely federal funds. The Draft Environmental Impact Report was expected by late 2008 but was postponed as focus shifted toward meeting legal deadlines for the Green Line extension to Somerville and Medford.
Red Line–Blue Line connector
Among MBTA subway lines, only the Blue and Red Lines lack a direct transfer point; currently, passengers must transfer via either the Green or Orange Lines. The proposed Red–Blue connector would extend the Blue Line westward from Bowdoin station to an underground platform at Charles/MGH station, allowing seamless transfers with the Red Line.
Initial concepts date back to a 1924 study and a 1926 proposal considering southward extensions of what was then called the East Boston Tunnel line. However, regional plans from the 1940s through 1970s focused on suburban growth without extending downtown beyond Bowdoin. Rising demand in the 1970s—driven by Kendall Square’s development, the Red Line Northwest Extension, and Logan Airport traffic—renewed interest in a connection. State proposals in 1974, 1978, and 1983 suggested extending service to Park Street or Charles/MGH stations. A 1986 MBTA feasibility study estimated costs between $79 million and $95 million (in 1986 dollars), forecasting daily ridership around 9,030 trips.
As part of a settlement addressing Big Dig-related emissions in 1991, Massachusetts committed to completing this connector by 2011. During Charles/MGH station’s reconstruction (2003–07), provisions were included for a future Blue Line platform. However, in 2005, this project was deferred in favor of other air quality improvements; after additional legal proceedings, design work resumed in 2006. An Expanded Environmental Notification Form was published in 2007.
The 2010 Draft Environmental Impact Report recommended constructing deeper tunnels east of Bowdoin using a tunnel boring machine (TBM), as utilizing existing infrastructure was deemed impractical due to evacuation challenges and train length constraints. Employing TBM technology aimed to reduce expenses and limit surface disruption. Alternatives considered included either replacing or closing Bowdoin station; closure was preferred due to cost savings and reduced travel times. The favored alternative was projected to cost approximately $748 million with a six-year construction timeline and an estimated daily ridership of nearly 19,000 trips by 2030.
Design completion stalled owing to financial limitations. In 2013, a public-private partnership (P3) approach was explored. By 2015, EPA lifted MBTA’s obligation to finish design work. A state study conducted in 2018 found that cut-and-cover tunneling could be substantially less costly ($200–250 million) than TBM methods ($300–350 million), albeit with greater surface impact. Recent five-year capital plans (2019, 2023) have allocated $15 million toward design efforts.
A conceptual design developed in 2020 favored cut-and-cover construction coupled with closing Bowdoin station. The proposed Blue Line platform at Charles/MGH would feature entrances both from the existing lobby and via a new headhouse integrated within an MGH development project. Total estimated costs reached $850 million, including $740 million for construction (with contingencies), $50 million for design, $30 million for administration, and $30 million for rolling stock procurement. Construction was projected between 2025 and 2030. In October 2023, a Notice of Project Change was issued; subsequently in November 2023, Massachusetts’ Executive Office of Energy and Environmental Affairs mandated preparation of a Supplemental Draft Environmental Impact Report.
Additionally, a long-range MBTA plan from 2018 considered constructing a pedestrian tunnel connecting Orange Line platforms at two stations—potentially enabling Red-to-Blue transfers akin to those offered by the Winter Street Concourse linking Green and Orange Lines.
Historical connection
In the early 1900s, prior to the MBTA's adoption of color-coded lines, a physical rail link existed between what are now known as the Red and Blue Lines. Blue Line trains operated on a stretch between Joy Street and Russell Street near Bowdoin station, utilizing former streetcar tracks along Cambridge Street to reach the Red Line close to Kendall/MIT station. These tracks were unpowered, necessitating that cars be towed during nighttime hours. Although this connection never carried passengers, it served the purpose of transferring Blue Line cars to the Eliot Street Yard maintenance facility near Harvard Square. Once dedicated Blue Line maintenance shops were established, this link was dismantled and the ramp entrance was sealed in 1952.
Station directory
| Area | Station name | Opening date | Details and transit connections | ||
|---|---|---|---|---|---|
| Revere | Disabled access
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January 19, 1954 | Template:Ric: Template:MBTA bus links | ||
Disabled access
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Disabled access
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Template:Ric: Template:MBTA bus links | ||||
| East Boston | Disabled access
|
April 21, 1952 | — | ||
Disabled access
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January 5, 1952 | Template:Ric: Template:MBTA bus links | |||
Disabled access
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Template:Ric: Template:MBTA bus links | ||||
Disabled access
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Template:Ric: Template:Ric (Template:MBTABus) Template:Ric: Template:MBTA bus links Template:Bus icon Massport shuttle: Template:MBTA other buses | ||||
Disabled access
|
April 18, 1924 | "Streetcar portal opened December 30, 1904" Template:Ric: Template:MBTA bus links Template:Ric (at Lewis Wharf): East Boston |
| Area | Station name | Opening date | Details and transit connections |
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Present
The Blue Line operates standard-gauge heavy rail vehicles similar to those on the Orange Line and Red Line. Its current roster includes 94 Siemens-manufactured 700-series cars (47 pairs) with stainless steel exteriors. Each car measures in length and in width and is equipped with two sets of doors on each side. Notably, Blue Line trains utilize a dual power system: they draw electricity from a third rail as well as from overhead catenary wires via pantographs. This setup prevents icing issues on the third rail during winter months. The third rail supplies power within the line's original smaller tunnels, while trains switch to overhead wire power at Airport station, where the route transitions between underground and surface segments.
In November 2001, the MBTA awarded a $174 million contract for these 94 cars, with overall program expenses totaling $200 million. Manufacturing challenges delayed deliveries from an initial January 2004 target until 2007. The first trainset entered revenue service on February 20, 2008. By mid-September that year, three six-car trains were operational; this expanded to eight six-car sets by February 2009 during peak periods. By November of that year, all runs utilized six-car formations.
As of February 2023 data, peak weekday intervals ranged from five to five-and-a-half minutes, while off-peak service intervals varied between nine and eleven minutes. During rush hours, between ten and twelve trains (60–72 cars) were deployed; off-peak schedules operated with five to six trains (30–36 cars). The MBTA intends to replace this fleet in the mid-2030s after approximately twenty-five years in service with a new set of around 130 vehicles designed to improve capacity and operational dependability.
Former
The earliest high-floor trains consisted of the No. 1 and No. 2 East Boston Rapid Transit cars, manufactured by Pullman-Standard between 1923 and 1924 during the transition to rapid transit service. These were later augmented by the No. 3 series, produced in 1951 by St. Louis Car Company specifically for the Revere Extension. Initial trainsets were designated within the 0500 numbering range.
Subsequently, these units were succeeded by a fleet of 70 cars in the 0600 series (referred to as No. 4 cars), constructed from 1978 through 1980 by Hawker Siddeley Canada Car and Foundry located in Thunder Bay, Ontario, Canada. Each car measured approximately 48 feet in length and 8 feet in width, featuring two sets of doors on each side. Their design drew inspiration from the PA3 model utilized by PATH in New Jersey. Due to spatial limitations imposed by Blue Line stations and tunnels originally built for streetcar use, these cars were narrower and shorter than comparable Orange Line vehicles.
By late 2009, the Seashore Trolley Museum had acquired retired Hawker Siddeley set numbers 622-623 for preservation purposes. The majority of the 600-series fleet was withdrawn from service by 2011 owing to extensive corrosion caused by exposure to salty ocean air; a few remained on MBTA property but were no longer operational. Salvaged parts from dismantled cars have been utilized to maintain Orange Line's 1200 series equipment, which shares many components and was also manufactured by Hawker Siddeley. In 2012, set 616-617 found a new role within the former Broadway streetcar tunnel, where it was employed for emergency response training exercises.