Red Line (MBTA)
| Company type | Public agency |
|---|---|
| Industry | Public transportation |
| Founded | 1964 |
| Headquarters | Boston , United States |
Area served | Greater Boston, Massachusetts |
| Products | Rapid transit, subway services |
| Parent | Commonwealth of Massachusetts |
| Website | mbta |
The Red Line constitutes a rapid transit route managed by the Massachusetts Bay Transportation Authority (MBTA) and serves as a vital component of the MBTA subway network. Beginning underground at Alewife station in North Cambridge, it travels through Somerville and Cambridge, then emerges to cross the Longfellow Bridge before descending back into tunnels beneath Downtown Boston. Proceeding below ground through South Boston, the line divides into two surface-level branches at JFK/UMass station. The Ashmont branch extends southwest through Dorchester to Ashmont station, where it connects with the light rail Mattapan Line, which operates independently but is represented within the Red Line system, continuing to Mattapan station. The Braintree branch heads southeast, passing through Quincy and Braintree before terminating at Braintree station.
The Red Line runs six-car trains throughout standard MBTA service hours. Its active rolling stock of 218 cars includes units from deliveries made in 1969–70, 1987–89, and 1993–94. Additionally, a fleet of 252 cars ordered from CRRC is being introduced between 2019 and 2024. As a fully grade-separated system, the Red Line employs train operators assisted by automatic train control technology to ensure operational safety. Primary maintenance and storage are conducted at Cabot Yard in South Boston, with supplementary facilities located at Alewife, Ashmont, and Braintree yards. Accessibility is provided at all 22 stations along the route. With an average weekday ridership reaching 119,000 in 2023, it stands as the busiest subway line within the MBTA network.
The line’s inception dates back to the Boston Elevated Railway’s Cambridge tunnel segment between and , which commenced service in 1912. Subsequent southern expansions included the Dorchester Tunnel reaching Washington (now ) in 1915, followed by stations opening in 1916, 1917, and 1918. The Dorchester extension further extended service through (1927) to Ashmont (1928), with Charles (currently ) added later as an infill stop in 1932. In 1965, the MBTA introduced color-coded designations for its lines, assigning this corridor as the Red Line. Later developments encompassed the South Shore Line extension to (1971), its continuation to Braintree (1980), and the addition of an infill station at in 1983. The Northwest Extension reached in 1984 and was completed to Alewife in 1985; original plans had envisioned further expansion toward Arlington Heights or Route 128.
Cambridge tunnel
Among Boston’s four original subway lines—the Green, Orange, Blue, and Red Lines—the Red Line was the final to open, following the earlier launches of the Green Line in 1897, Orange Line in 1901, and Blue Line in 1904.
Construction of the Cambridge tunnel, connecting Harvard Square to downtown Boston, was postponed due to disagreements regarding intermediate station placement. Residents of Cambridge, led by Mayor Wardwell, advocated for a minimum of five stations along the route, whereas suburban stakeholders preferred only a single stop at Central Square. A compromise resulted in two intermediate stations being established at Central and Kendall Squares, allowing construction work to commence in 1909.
The tunnel segment from Harvard, which included new maintenance facilities at Eliot Yard, to Park Street, was inaugurated on March 23, 1912. Harvard station featured a prepayment station that facilitated transfers from streetcars via what is now known as the Harvard bus tunnel. The tunnel itself ran beneath Massachusetts Avenue to Central Square before continuing under Main Street to Kendall station. From there, the line ascended onto the Longfellow Bridge, utilizing a dedicated central right-of-way constructed between 1900 and 1906. On entering Boston’s side of the bridge, it briefly operated as an elevated railway near Charles Circle, then descended into a tunnel underneath Beacon Hill leading to lower-level platforms at Park Street Under. Charles Station—now known as Charles/MGH—was introduced above Charles Circle as an infill stop in 1932.
Dorchester Tunnel and extension
The Dorchester Tunnel reached Washington Street on April 4, 1915, and extended to South Station Under by December 3, 1916, connecting with the Washington Street Tunnel and the Atlantic Avenue Elevated. Subsequent expansions opened service to Broadway on December 15, 1917, and to Andrew on June 29, 1918; both stations incorporated prepayment station areas designed for streetcar transfers. Broadway featured an upper-level streetcar tunnel that was abandoned in 1919 due to shortened routes; this section was later repurposed as part of the mezzanine.
The Dorchester extension, now referred to as the Ashmont branch, followed a rail corridor originally established in 1870 by the Shawmut Branch Railroad. This line was acquired by the Old Colony Railroad in 1872 to link Harrison Square with the Dorchester and Milton Branch Railroad near Mattapan. Passenger operations on this route ended in 1926 in anticipation of the Boston Elevated Railway's (BERy) expansion.
On November 5, 1927, BERy inaugurated the initial segment of the Dorchester extension reaching Fields Corner, proceeding south from Andrew and then southeast along a lowered right-of-way adjacent to the Old Colony mainline. Surface stations at Columbia and Savin Hill were constructed on former Old Colony locations. The extension was completed to Ashmont and Codman Yard by September 1, 1928, including an underground Shawmut station that replaced its surface predecessor. The first portion of the Ashmont–Mattapan High Speed Line commenced service on August 26, 1929, utilizing the remaining Shawmut Branch right-of-way.
Beginning January 13, 1961, the Metropolitan Transit Authority (MTA) implemented "modified express service" during morning peak hours; alternating trains bypassed Shawmut, Savin Hill, Columbia, and Charles stations. This practice was discontinued in September 1961 to minimize waiting times at skipped stations.
In December 1973, Charles station was renamed Charles/MGH; Kendall became Kendall/MIT on August 7, 1978. Due to financial constraints, MBTA proposed in January 1981 to close the Ashmont branch on Sundays and suspend Mattapan Line operations entirely; these closures were ultimately canceled. However, both lines underwent temporary shutdowns from June 20, 1981, to January 16, 1982 for track replacement and tunnel maintenance.
MBTA era and branding
Occasionally referred to as the Cambridge–Dorchester line or Cambridge–Dorchester subway, this route was identified as "Route 1" on transit maps. Following MBTA's takeover in August 1964, Boston’s transit system underwent rebranding. On August 26, 1965, rail lines were assigned colors by Cambridge Seven Associates, with the Cambridge–Dorchester line designated as the Red Line. According to reports, Peter Chermayeff selected red because of Harvard University's association with crimson.
South Shore line
On July 28, 1965, MBTA agreed to acquire an eleven-mile stretch of the former Old Colony mainline extending from Fort Point Channel to South Braintree from the New Haven Railroad. This acquisition aimed to establish a new rapid transit corridor targeted for completion within two years. The agreement also included a $1.2 million yearly subsidy for remaining commuter rail services. Initially envisioned as a mostly separate line terminating near South Station, it was eventually integrated as a southern branch of the Red Line.
Construction commenced in 1966; the first portion opened on September 1, 1971. This segment branched off north of Columbia (now known as JFK/UMass) and ran parallel to the Old Colony right-of-way with stations at North Quincy, Wollaston, and Quincy Center. Service alternated between Ashmont and Quincy branches—Ashmont trains used 1400-series cars while Quincy trains operated with 1500- and 1600-series cars equipped with cab signaling systems.
In December 1969, MBTA purchased Penn Central’s Dover Street Yards for $7 million to develop what became known as the South Bay Maintenance Center (later Cabot Yard), which housed Red Line maintenance facilities along with a bus garage. A construction contract worth $7.8 million was awarded in 1972; groundbreaking took place on September 16. The facility opened on June 24, 1974, leading to closure of Bartlett Street garage later that year.
A major accident occurred on August 1, 1975, when three southbound trains collided inside Beacon Hill tunnel, resulting in injuries to 132 passengers.
Braintree extension
The Braintree extension stretches southward from Quincy Center to Braintree, officially opening on March 22, 1980. It includes an intermediate station at Quincy Adams, which began service on September 10, 1983, following delays. This extension was part of the 1965 expansion plan but encountered siting challenges within Braintree. The Boston Transportation Planning Review (1969) recommended adding further stations at North and South Braintree after Quincy Center.
Initially, both Quincy Adams and Braintree stations implemented double fares due to elevated operational expenses; passengers were charged two fares upon entry and an exit fare upon leaving. This fare structure, the last of its kind in the system, was discontinued in 2007 as part of a comprehensive fare restructuring.
Northwest extension
By 1922, Harvard was established as the permanent northern terminus, with plans to serve northern ridership by extending rapid transit from Lechmere Square. The 1926 Report on Improved Transportation Facilities in the Boston Metropolitan District suggested an extension from Lechmere to North Cambridge via the Southern Division and Fitchburg Cutoff, with potential further expansion along the Lexington Branch. Additional proposals included extending beneath Mount Auburn Street toward Watertown and beyond.
During the 1940s and 1960s, several proposals advocated for extending northward from Harvard to Arlington Heights or Porter Square, incorporating branches to Waltham and Lexington. The MBTA’s 1966 Program for Mass Transportation called for an immediate extension to Alewife through Porter Square, initially designed as a subway beneath Massachusetts Avenue before transitioning to surface tracks along the Fitchburg Route. By the late 1960s, plans had broadened to extend along the Lexington Branch reaching Route 128.
In 1970, Cambridge promoted an entirely underground route via Garden Street. Following Governor Francis Sargent’s suspension of highway construction within Route 128 that same year, the Boston Transportation Planning Review prioritized new transit corridors. By 1972, an all-subway alignment passing through Porter and Davis Squares was selected. The project was divided into two phases: an all-subway extension reaching Arlington Heights via Alewife, with a future phase extending to Route 128.
A state law prohibited a station at Arlington Center from 1976 until its repeal in 2024. In 1977, Arlington residents opposed the project due to concerns about taxes and congestion; meanwhile, a legislative ban on MBTA expansion there was vetoed by Governor Michael Dukakis. When construction commenced in 1978, opposition combined with federal funding reductions led the MBTA to opt for the shorter Alewife route instead.
In March 1979, the Red Line temporarily extended service to Harvard–Brattle to facilitate bus transfers; the original Harvard station closed on January 31, 1981, for demolition and was temporarily replaced by Harvard–Holyoke. Both temporary stations ceased operation on September 2, 1983, preceding the opening of the new Harvard station on September 6, 1983. The former Eliot Yard was demolished and is now occupied by Harvard Kennedy School.
The line reached Davis with a stop at Porter on December 8, 1984, before arriving at its current terminus Alewife on March 30, 1985. Initially, off-peak trains terminated at Alewife; however, rush hour Ashmont trains did not due to delays in yard construction. During peak hours, Braintree trains ended service at Davis until yard completion at Alewife allowed full operation by December 26, 1985.
This expansion period also saw the MBTA introduce the "Arts on the Line" public art initiative. Excavated materials were repurposed to create Danehy Park on a former city landfill site while also restoring parks in Cambridge and Arlington.
Station upgrades
In 1979, a renovation introduced two elevators, marking the first time the Red Line featured an accessible station. During the early 1980s, platform extensions accommodating six-car trains were completed at several stations: and in 1981, in 1982, and both and by the mid-1980s. While the Northwest and South Shore expansions were designed for longer trains, modifications to occurred earlier, in 1970. The MBTA invested $80 million in the mid-1980s to lengthen platforms at seven underground Red Line stations (, , Park Street, Downtown Crossing, , , and ) as well as three Orange Line stations. Service with six-car trains commenced on January 21, 1988.
By 1988, platform extensions at Central, Kendall/MIT, Park Street, and Downtown Crossing had been finalized. A significant overhaul of JFK/UMass introduced a new platform for the Braintree branch, which opened on December 14, 1988. Renovations at Broadway wrapped up in October 1989. By that year, both and had become accessible stations. South Station’s upgrade was completed around 1992, followed by Andrew’s renovation in 1994.
The passage of the Americans with Disabilities Act in 1990 accelerated accessibility improvements across stations. Renovations to took place in 1991, with further modifications at completed by 1998. Charles/MGH underwent reconstruction between 2003 and 2007. Design work for four Ashmont branch stations began in 2001; Savin Hill was closed from May 2004 until July 31, 2005 for rebuilding. Fields Corner was renovated by 2008, Shawmut updated in 2009, and Ashmont rebuilt by 2011. The last Red Line station to receive comprehensive accessibility modernization was , which was closed from January 2018 through August 2019 for full reconstruction.
2010s and beyond
In spring 2013, a $255 million initiative commenced to replace structural components of the Longfellow Bridge, linking the Charles/MGH and Kendall/MIT stations. This extensive project required at least 25 weekend service suspensions, track realignments, bus shuttle operations, and a complete detour of outbound road traffic lasting three years. Construction concluded in May 2018.
The severe winter of 2014–15 caused widespread shutdowns across much of the MBTA rail network. The Orange and Red lines’ exposed aboveground segments were particularly susceptible as icing on third rail power supplies led to cascading train stoppages. Conversely, the Blue Line’s overhead catenary system experienced fewer disruptions.
To address these vulnerabilities, the MBTA initiated an $83.7 million Winter Resiliency Program in 2015 targeting improvements on the Orange and Red lines. The Braintree branch section between JFK/UMass and Wollaston received upgraded heated third rail featuring enhanced metal alloys, as well as snow fences and switch heaters. This work involved frequent weeknight bus substitutions between JFK/UMass and North Quincy but did not include areas south of Wollaston.
In July 2016, an $18.5 million contract extended resiliency enhancements along southern branches; this included third rail replacement, track work between Fields Corner and Savin Hill, signal upgrades from North Quincy to Braintree, and track replacements at Quincy Center, Quincy Adams, and Braintree stations. This phase wrapped up by late 2016.
On December 10, 2015, a Red Line train traveled operator-free from to , stopping only after power was cut; operator error was later identified as the cause.
A derailment caused by motor failure occurred near Andrew station on February 21, 2018. Another derailment north of JFK/UMass on June 11, 2019 damaged vital signal equipment managing complex interlockings. This incident reduced Red Line throughput from approximately 13–14 trains per hour down to ten for several months until repairs finished in September that year. The derailment resulted from a broken axle weakened by sparks emitted from a defective grounding component.
In March 2023, systemwide speed limits were imposed due to track deterioration. To resolve this issue, segments of the line underwent shutdowns during 2023–2024 for track rehabilitation aimed at lifting these restrictions. A major closure of the Braintree branch from September 6–29, 2024 set the stage for increasing speed limits from the long-standing cap of 40 mph to up to 50 mph on certain stretches—projected to reduce round-trip travel times by as much as three minutes. As of January 27, 2025, this speed enhancement was expected imminently.
Operations and signaling
As of February 2023, service on both branches maintained headways of 12 to 13 minutes during weekday peak periods, resulting in a combined interval of about 6 minutes between Alewife and JFK/UMass stations. During off-peak hours, headways ranged from 12 to 16 minutes. Fleet deployment varied from 16 trains (totaling 96 cars) on weekends to up to 20 trains (120 cars) during peak times. Service reductions caused by limited rolling stock availability and slow zones led to extended headways of approximately 18 minutes per branch on weekdays and 22-minute intervals on weekends by July 2023. These intervals improved by August 27, 2023, to between 14 and 16 minutes on weekdays and 20 to 22 minutes on weekends.
The Ashmont and Harvard branches were originally equipped with automatic block signaling combined with trip-stop train protection systems. In contrast, the Braintree and Alewife extensions constructed in the 1980s incorporated Automatic Train Control (ATC) featuring audio frequency cab signaling. By 1985, the entire Red Line adopted this cab signaling standard, which resulted in the closure of interlocking towers and the establishment of centralized traffic control at the facility located at 45 High Street. Later, in the late 1990s, this system was superseded by a software-driven Automatic Train Supervision platform developed jointly by Union Switch & Signal and Syseca Inc. (currently ARINC), with further modifications implemented internally by the MBTA.
Historically, scheduled train intervals reached as short as two minutes following the Ashmont extension in 1928, and during Harvard football games at Stadium station, headways shortened to approximately one minute and forty-five seconds. Peak ridership levels were observed around 1947, with over 850 passengers per four-car train during rush hours. After the ATC upgrade, downtown capacity increased to about thirteen trains per hour—equivalent to roughly five-minute headways—supporting a maximum throughput near 20,280 passengers per hour.
In October 2018, the MBTA awarded a $218 million contract aimed at modernizing signal systems on both the Red and Orange Lines. This upgrade was designed to facilitate three-minute headways between JFK/UMass and Alewife starting in 2022. The project includes enhancements to vehicle performance, replacement of existing ATC components with advanced digital technology, and reduction of signaling block lengths to approximately 500 feet.
During snow events, the MBTA operates empty trains outside regular service hours to prevent ice accumulation on tracks and third rails. The Red Line experienced severe winter operational challenges in the 2014–15 season when frozen third rails caused multiple trains to become stranded with passengers onboard.
Rolling stock
| Series # | Year Built | Manufacturer | Car Length |
Car Width |
Photo | Fleet numbers (Total ordered) |
Number in service |
|---|---|---|---|---|---|---|---|
| #1 | 1969–1970 | Pullman-Standard | 69 feet 6 inches (21.18 m) | 10 feet 2 inches (3.10 m) |
|
22 | |
|
4 | ||||||
| #2 | 1987–1989 | UTDC | 10 feet (3.05 m) |
|
54 | ||
| #3 | 1993–1994 | Bombardier |
|
82 | |||
| #4 | 2021–2023 | CRRC / CRRC Massachusetts | 69 feet 9.75 inches (21.28 m) |
|
38 |
The Red Line utilizes heavy rail trains running on standard gauge tracks, composed of six-car electric multiple unit configurations powered through a third rail delivering 600 V DC. Each car measures roughly long by wide, with platforms designed at a matching height.
Maintenance of rolling stock primarily takes place at Cabot Yard located in South Boston, supplemented by additional storage facilities at Braintree’s Caddigan Yard, Ashmont’s Codman Yard, and Alewife. These yards connect to the mainline via track leads at Columbia Junction near JFK/UMass station.
1912 Cambridge subway and 1928 Dorchester cars
The Cambridge subway commenced operations in 1912 using a fleet of 40 all-steel motor cars manufactured by Standard Steel Car Company, complemented by 20 units from Laconia Car Company. These vehicles were notable for their advanced design, measuring 55 feet in length, accommodating a substantial number of standing passengers, and weighing approximately 56,000 pounds. Their door configuration consisted of three single sliding doors on each side, enhancing the efficiency of passenger boarding and alighting. At the time of their introduction, these cars were the largest subway vehicles worldwide until Toronto's M1 cars surpassed them in size in 1962.
Each car allocated roughly 11 feet to a smoking compartment, accessible through doors that functioned as both entry and exit points. Later procurements included an additional 35 similar cars in 1919 from Pressed Steel Car Company and another 60 units in 1928 built by Bradley Car Company to support the expansion of the Cambridge–Dorchester subway line.
1963 Pullman cars
In 1963, the original Cambridge–Dorchester fleet from 1912–1928 was supplanted by 92 married-pair cars produced by Pullman-Standard, numbered from 01400 to 01491. Constructed with carbon steel, these vehicles initially sported the Commonwealth of Massachusetts' official colors—blue, white, and gold—reflecting the state's funding contribution for their acquisition. This color scheme was maintained until the early 1980s when most units were repainted to match Red Line colors coinciding with the Alewife Extension launch. The 01400 series represented the last transit vehicles predating MBTA oversight and did not feature air conditioning. They were withdrawn from service by 1994 as they could not accommodate six-car train configurations.
Preservation efforts include cars 01450 and 01455, which are housed at the Seashore Trolley Museum in Maine. Additionally, four units—01470/01471 and 01480/01481—were utilized as Red Line maintenance equipment but have since been retired and are pending disposal.
Aluminum-bodied cars
Three distinct series of aluminum-bodied cars were constructed: the 1500 and 1600 series by Pullman-Standard during 1969–1970 (referred to as the "No. 1" fleet), and the 1700–57 series built by Urban Transportation Development Corporation (UTDC) in 1988 (the "No. 2" fleet). These cars accommodate between 62 and 64 seated passengers, with approximately 132 remaining active—making them among the oldest vehicles regularly used for MBTA revenue service. Their exterior is painted white with red trim, featuring manually operated exterior roll signs. Prior to refurbishment, the 1500 and 1600 series displayed a brushed aluminum finish with a slim red stripe, earning them the nickname "Silverbird."
These fleets employ conventional DC traction motors controlled by electromechanical systems supplied by Westinghouse and are capable of interoperating. The 1500 and 1700 series can operate individually but typically run as married pairs; conversely, the 1600 series operates exclusively in married pairs. Originally designed as double-ended with cabs at both ends, the 1500 series was converted to single-ended during midlife overhauls but retained headlights on their non-cab ends. The 1700 series features a single cab along with headlights positioned on the opposite end.
Stainless steel–bodied cars
The stainless steel-bodied fleet numbered 1800–85 was produced between 1993 and 1994 by Bombardier using Canadian components assembled in Barre, Vermont. Known as the "No. 3" fleet, this group consists of 86 cars seating fifty passengers each and remains operational today. They are equipped with automated stop announcements synchronized with red LED ceiling displays and yellow LCD exterior signs. Originally fitted with red cloth seating, these were subsequently replaced first by black leather seats and later by vandal-resistant reinforced carpet seats consistent with other Red Line equipment.
Powered by modern AC traction motors controlled through solid-state systems developed by General Electric, these vehicles share technological features with Los Angeles Metro Rail’s Breda A650 trains, New York City Subway’s Bombardier R110B prototype, and Washington Metro’s 1000 series. They operate solely as mated pairs and can partially interoperate with older fleets for non-revenue movements but are incompatible for revenue service operation together.
In December of 2008, MBTA introduced a pair of modified cars from this series without seats to enhance passenger capacity—the first instance among U.S. heavy rail operators. These "Big Red" sets (cars 1802–1803) include prominent door decals and automated announcements to notify riders upon arrival. By 2018, seating was reinstalled at roughly half of standard capacity.
Cars numbered 01816 and 01817 have been out of service since 2004; they were donated in November 2021 to the U.S. Coast Guard for training purposes at Otis Air Force Base.
CRRC Railcars and Signal System Enhancements
In October 2013, MassDOT revealed plans for a $1.3 billion procurement of subway vehicles intended for the Orange and Red Lines. The initial order called for 74 new cars to replace the 1500/1600-series trains, with an option to expand the purchase to 132 units to also supplant the 1700-series.
On October 22, 2014, a $567 million contract was awarded to Chinese manufacturer CNR—which later merged into CRRC—to produce 132 replacement railcars for the Red Line alongside additional units for the Orange Line. CRRC set up a production facility in Springfield, Massachusetts, utilizing the former New England Westinghouse site. Deliveries commenced in 2019 for the Orange Line and began in 2020 for the Red Line, with a delivery deadline requiring all vehicles to be operational by 2023. The agreement emphasized local manufacturing to stimulate a Massachusetts-based railcar industry, choosing to forgo federal funding sources. Approximately 60% of components are domestically sourced. The new fleet offers seating for 15 additional passengers per car, includes four wheelchair positions per vehicle, incorporates on-board video surveillance, features wider doors to accelerate boarding times, and improves wheelchair accessibility even if one door panel malfunctions. Track 61 was reconstructed specifically as a test track for these new cars.
In December 2016, the MBTA acquired an extra 120 identical CRRC railcars at a cost of $277 million to replace the 01800 series rather than refurbish them. These combined orders aim to standardize the fleet and support peak service intervals as frequent as every three minutes. Budgeted at $218 million, signal system modernization projects for both lines were anticipated to be completed by 2021. The inaugural new train entered revenue service on December 30, 2020.
After an Orange Line CRRC car derailment occurred in March 2021, all newly delivered cars were temporarily withdrawn but reintroduced into service by January 2022, with further deliveries planned throughout that year. A battery malfunction caused another short-term removal in June 2022; service resumed by July.
Production setbacks emerged in 2019 and were exacerbated by COVID-19-related factory closures and workforce shortages, delaying final deliveries from the original target of 2023 until summer 2025. The CRRC contract imposes a penalty of $500 per car per day for delays beyond September 2023. As of February 14, 2025, thirty-six Red Line cars have been delivered, with twenty-four actively in use.
Art and Architecture
The MBTA was a trailblazer in implementing the "percentage for art" initiative known as Arts on the Line, launched during the Northwest Extension of the Red Line in the late 1970s and early 1980s. This pioneering program was the first of its kind in the United States and subsequently served as a national benchmark.
At Kendall/MIT, visitors can experience an interactive artwork titled Kendall Band by Paul Matisse, which invites public engagement with sound-generating devices. Suspended above Alewife station is The End of the Red Line, a striking red neon tube installation created by Alejandro and Moira Sina. Numerous stations constructed or renovated over recent decades now prominently feature public artworks.
The MBTA offers an online repository cataloging over ninety pieces of art distributed along its six principal transit lines, complete with color photographs, artist credits, site locations, and detailed descriptions.
Aboveground stations such as Alewife, Braintree, and Quincy Adams—each accompanied by expansive parking facilities—are notable examples of brutalist architecture.
Station directory
rowspan=2 rows for South Boston| Location | Station | Inaugurated | Remarks and connections | ||
|---|---|---|---|---|---|
| Cambridge | Disabled access
|
March 30, 1985 | Template:Ric: Template:MBTA bus links Template:Bus icon 128 Business Council: Template:MBTA other buses | ||
| Somerville | Disabled access
|
December 8, 1984 | Template:Ric: Template:MBTA bus links | ||
| Cambridge | Disabled access
|
Template:Ric: Fitchburg Line Template:Ric: Template:MBTA bus links | |||
|
October 26, 1912 | Ceased operations November 18, 1967; exclusively served Harvard Stadium events. | |||
|
March 24, 1979 | Temporarily closed September 1, 1983; functioned during Harvard renovations. | |||
Disabled access
|
September 6, 1983 | Nearby original station operated from March 23, 1912 to January 30, 1981. Template:Ric: Template:MBTA bus links | |||
|
January 31, 1981 | Temporary closure on September 1, 1983; served during Harvard reconstruction. | |||
Disabled access
|
March 23, 1912 | Template:Ric: Template:MBTA bus links | |||
Disabled access
|
Template:Ric: Template:MBTA bus links Template:Bus icon Template:MBTA other buses | ||||
| West End, Boston | Disabled access
|
February 27, 1932 | |||
| Downtown Boston | Disabled access
|
March 23, 1912 | Template:Ric: Template:Ric Template:Ric: Template:MBTA bus links | ||
Disabled access
|
April 4, 1915 | Template:Ric: Template:Ric Template:Ric (Template:MBTABus) Template:Ric: Template:MBTA bus links | |||
Disabled access
|
December 3, 1916 | Template:Ric: Template:Ric (SL1–SLW) Template:Ric: various lines including Fairmount and Framingham/Worcester Template:Ric: available connections Amtrak and intercity bus services located at South Station Terminal |
