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Coordinates: 42°20′56.13″N 71°5′44.19″W / 42.3489250°N 71.0956083°W / 42.3489250; -71.0956083
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{{short description|Subway station in Boston, Massachusetts, US}}
{{for|the station in Shaker Heights, Ohio|Kenmore station (GCRTA)}}
{{Infobox station
{{Infobox station
| name=KENMORE
| name = Kenmore
| style=MBTA green
| style = MBTA
| type=
| style2 = Green
| image=Kenmore MBTA Station Entrance.jpg
| image = MBTA Green Line train at Kenmore, July 2024.jpg
| image_caption=Entrance to Kenmore Station
| image_caption = An inbound train at Kenmore station in July 2024
| address=500 Commonwealth Avenue,<br/> [[Boston]], [[Massachusetts]] 02215
| address = [[Commonwealth Avenue (Boston)|Commonwealth Avenue]] at [[Kenmore Square]]
| borough = [[Boston]], Massachusetts
| coordinates = {{coord|42|20|56.13|N|71|5|44.19|W|display=inline,title|type:railwaystation}}
| coordinates = {{coord|42|20|56.13|N|71|5|44.19|W|display=inline,title|type:railwaystation}}
| line=
| line = [[Boylston Street subway]]
{{rail color box|system=MBTA|line=Green|note="B," "C," and "D" branch}}
| connections = {{bus icon}} [[MBTA bus]]: {{MBTA bus links|Kenmore}}
| other=
| platform=2 [[island platform]]s
| platform = 2 [[island platform]]s
| tracks=4
| tracks = 4
| bicycle = 8 spaces
| parking=
| passengers = 7,655 (weekday average boardings)<ref name=fy2019counts>{{cite web |url=https://mbta-massdot.opendata.arcgis.com/datasets/mbta-ridership-guide |title=A Guide to Ridership Data |publisher=MassDOT/MBTA Office of Performance Management and Innovation |date=June 22, 2020 |page=8}}</ref>
| bicycle=8 spaces
| pass_year = FY2019
| passengers=8,653<ref name=bluebook>{{cite web |url=http://www.mbta.com/uploadedfiles/documents/Bluebook%202010.pdf |title=Ridership and Service Statistics |publisher=[[Massachusetts Bay Transportation Authority]] |date=2010 |accessdate=21 January 2012}}</ref>
| opened = October 23, 1932<ref name=netransit />
| pass_year=2009 daily
| rebuilt = 2005–2010
| pass_percent=
| structure = Underground
| opened=October 23, 1932
| accessible = yes
| rebuilt=2005-2010
| services = {{Adjacent stations|system=MBTA
| ADA=yes
|line1=Green|type1=B|left1=Blandford Street|right1=Hynes Convention Center
| code=
|line2=Green|type2=C|left2=Saint Mary's Street|right2=Hynes Convention Center
| owned=[[Massachusetts Bay Transportation Authority]]
|line3=Green|type3=D|left3=Fenway|right3=Hynes Convention Center
| zone=
}}
| services=
| other_services_header = Former services
{{s-rail|title=MBTA}}
| other_services_collapsible = yes
{{s-line|system=MBTA|line=Green|branch="B" Branch|previous=Blandford Street|next=Hynes Convention Center|rows2=2}}
{{s-line|system=MBTA|line=Green|branch="D" Branch|previous=Fenway|next=Hynes Convention Center|hide2=yes}}
| other_services = {{Adjacent stations|system=MBTA|line=Green|type=A|left=Blandford Street|right=Auditorium|note-mid=Discontinued 1969}}
| mapframe = yes
{{s-line|system=MBTA|line=Green|branch="C" Branch|previous=St. Marys Street|next=Hynes Convention Center}}
| mapframe-marker-color = #{{rcr|MBTA|Green}}
| mapframe-marker = rail-light
| mapframe-zoom = 13
}}
}}
'''Kenmore''' (also known as '''Kenmore Square''') is an [[MBTA]] [[light rail]] station in the [[Kenmore Square]] area of [[Boston, Massachusetts]], and serves the [[Green Line (MBTA)|Green Line]] B, C, and D branches. The station is located at the convergence of three major surface roads: Commonwealth Avenue, Brookline Avenue, and Beacon Street.<ref name="area">[http://www.google.com/maps?ie=UTF8&ll=42.348728,-71.096596&spn=0.005408,0.012199&z=17&om=0 Google Maps]. Google Inc. Retrieved 2 February 2008</ref> The station opened in 1932.


'''Kenmore station''' is an underground [[light rail]] station on the [[MBTA]] [[Green Line (MBTA)|Green Line]], located under [[Kenmore Square]] in the [[Fenway/Kenmore]] neighborhood of [[Boston]], Massachusetts, United States. It is served by the [[Green Line B branch|B]], [[Green Line C branch|C]], and [[Green Line D branch|D]] branches of the Green Line. The station has two [[island platforms]], one for each direction. Kenmore is the primary station for [[Fenway Park]], which is {{convert|1000|feet}} to the south. The station opened on October 23, 1932 as a one-station extension of the [[Boylston Street subway]] to relieve congestion in the square. It was renovated for [[accessibility]] in 2005–2010.
==Configuration and services==
Kenmore station is five stops and a nominal 12-minute ride from [[Park Street (MBTA station)|Park Street]], the hub of the Green and [[Red Line (MBTA)|Red]] lines. The station serves as the branching off point for the B, C, and D trains on the [[Green Line (MBTA)|Green Line]]. While all trains converge on the same route going inbound (excepting the E train which doesn't join the others until [[Copley (MBTA station)|Copley Square]]), when going outbound they split both before and after Kenmore station, branching off into different above-ground routes.


==Station layout==
The tracks are configured for use as a [[island platform|dual-island platform]], with outbound trains for the C and D branches sharing the outer tracks, and trains for the B branch on the inner tracks. The northernmost island platform serves outbound passengers on all lines, while the other island platform serves all inbound trains. The B branch uses a [[flying junction]] just west (outbound) of the station to branch off, while the C and D branches continue together a short distance west of Kenmore station, and then split once more at an awkward [[flat junction]].
[[File:MBTA route 60 bus at Kenmore station, September 2018.jpg|thumb|left|A route 60 bus at Kenmore in 2018]]
Kenmore station has four tracks serving two [[island platform]]s; the northern platform serves outbound passengers on all lines, while the southern platform serves all inbound trains. The B branch uses the inner tracks, while the C and D branches use the outer tracks. West of the station, the B branch crosses the C/D branches at a [[flying junction]]. The C and D branches split at a [[flat junction]] (Beacon Junction) further to the southwest. The Kenmore Loop connects the outer tracks, allowing inbound C and D trains to reverse direction without entering the main subway. Not normally used for revenue service, the loop is used occasionally during service disruptions.<ref>{{cite web |url=https://www.mbta.com/diversions/green-line-closure-travel-options |title=Green Line Closure Travel Options |date=December 15, 2024 |publisher=Massachusetts Bay Transportation Authority |archive-url=https://web.archive.org/web/20241218215116/https://www.mbta.com/diversions/green-line-closure-travel-options |archive-date=December 18, 2024}}</ref>


The fare mezzanine is located over the middle of the platforms, with stairs and escalators from the platforms. Passageways lead to the exits on the north and south sides of Kenmore Square. An escalator and stairs lead to the busway, which is in the middle of the square. One elevator connects the south sidewalk to the fare mezzanine level, another connects the fare lobby to the outbound platform, and a third connects the busway to the inbound platform via the fare lobby.
==Nearby attractions==

Kenmore station is the primary station for passengers wishing to go to [[Fenway Park]], located just one block away. However, some sports fans exit at [[Fenway (MBTA station)|Fenway]] station despite its longer distance from the stadium, bypassing congestion in Kenmore Square.
As the last station in the subway before it splits into surface lines, Kenmore is the terminal for [[MBTA bus]] routes {{MBTA bus links|Kenmore|yes}}.{{MBTA bus links/mapcite}} During track work and service disruptions on the three branch lines, substitute bus service is often provided from Kenmore.<ref name=2019buses>{{cite web |url=https://www.mbta.com/projects/fenway-portal-project/update/green-line-d-bus-shuttles-january-march-2019 |title=Green Line D Bus Shuttles, January–March 2019 |publisher=Massachusetts Bay Transportation Authority |date=January 9, 2019 |archive-url=https://web.archive.org/web/20190114071816/https://www.mbta.com/projects/fenway-portal-project/update/green-line-d-bus-shuttles-january-march-2019 |archive-date=January 14, 2019}}</ref>
{{clear left}}


==History==
==History==
[[File:Kenmore portal.JPG|thumb|left|200px|Top of former Kenmore portal]]
[[File:Construction of Kenmore station, 1930.jpg|thumb|left|Kenmore station under construction in 1930]]
On January 2, 1923, some off-peak trips of the {{bts|Lechmere}}–[[Pleasant Street station (BERy)|Pleasant Street]] shuttle were extended through the [[Boylston Street Subway]] to the surface station at Kenmore; all-day service began on October 10.<ref>{{cite news |url=https://www.newspapers.com/clip/52214396/the-boston-globe/ |title=Large Gains Shown by Elevated Road |newspaper=Boston Globe |date=December 17, 1922 |page=7 |via=Newspapers.com}} {{open access}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/52220671/the-boston-globe/ |title=Lechmere-Kenmore Train Service All Day |newspaper=Boston Globe |date=October 5, 1923 |page=10 |via=Newspapers.com}} {{open access}}</ref> Most trips were extended along the [[Green Line C branch|Beacon Street line]] to {{bts|Washington Square}} on December 14, 1929.<ref>{{cite news |url=https://www.newspapers.com/clip/52221048/the-boston-globe/ |title=Added "L" Service on Beacon-St Line |newspaper=Boston Globe |date=December 13, 1929 |page=19 |via=Newspapers.com}} {{open access}}</ref> The Washington Street service was cut back to Kenmore in June 1930 but resumed that September.<ref>{{cite news |url=https://www.newspapers.com/clip/52222222/the-boston-globe/ |title=Several Changes in "L" Service Effective Today |newspaper=Boston Globe |date=June 7, 1930 |page=9 |via=Newspapers.com}} {{open access}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/52226295/the-boston-globe/ |title=Crash of Trolleys Blocks Governor Sq |newspaper=Boston Globe |date=July 25, 1930 |page=8 |via=Newspapers.com}} {{open access}}</ref> On February 7, 1931, Commonwealth Avenue and Beacon Street service was extended from Park Street to Lechmere, and the existing shuttle services to Lechmere were replaced with Kenmore–Park Street shuttles.<ref name=formative>{{cite journal |title=Boston's Main Line El: The Formative Years 1879-1908 |first=George Jr. |last=Chasson |journal=Headlights |publisher=Electric Railroader's Association |volume=49 |year=1987 |editor=Lonto, Arthur J. |pages=25–26}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/38891556/the_boston_globe/ |title=Lake St, Reservoir, to Lechmere trains |date=February 5, 1931 |newspaper=Boston Globe |page=7 |via=Newspapers.com}} {{open access}}</ref>
[[File:Kenmore loop.JPG|thumb|left|200px|Kenmore loop connects to the outbound C/D track]]
The station opened in 1932, replacing the former Kenmore Incline, whose portal archway can still be seen east of Kenmore Square. The Commonwealth Avenue (B) and Beacon Street (C) services were routed through the station from its opening day. Until its shutdown in 1969, the [[Green Line "A" Branch]] to [[Watertown Square]] shared the B branch tracks, running along Commonwealth Avenue to [[Packard's Corner (MBTA station)|Packard's Corner]], where it branched off onto Brighton Avenue. Green Line service on the Highland Branch (D) began in 1959.


The subway station opened on October 23, 1932, replacing the former Kenmore Incline – whose portal archway can still be seen east of Kenmore Square – and the surface station. The Commonwealth Avenue and Beacon Street services – now the [[Green Line B branch|B]] and [[Green Line C branch|C]] branches – were routed through the station from its opening day. The Kenmore cutback was replaced with a [[pocket track]] at {{bts|Blandford Street}}.
A loop track, officially called the '''Kenmore Loop''', connects the inbound and outbound C/D branch tracks, allowing reversal of direction without entering the main subway. Although it is currently used for overnight storage of Green Line cars, it was originally built for use in regular service. The B Branch was planned to be converted to conventional heavy rail stock (like the Blue, Red, and Orange lines) and moved into a tunnel under Commonwealth Avenue, while the C Branch (the D Branch was not yet in operation) was to use the loop rather than continuing into the Tremont Street Subway. Streetcar passengers would make a cross-platform transfer to subway trains, similar to the former configuration at [[Ashmont (MBTA station)|Ashmont]].


Because the inner pair of tracks were planned to be converted to [[high-level platform]] service, a trench was excavated to accommodate heavy rail rolling stock. A temporary wooden structure was installed to fill this cavity to the platform level, allowing the temporary use of streetcars on the inner tracks. Because of the hollow space resonating beneath, movement of trains on the inner tracks was accompanied by loud rumbling noises. Over the years, it became clear that the Commonwealth Avenue (B) Branch was unlikely to be converted to heavy rail service. During a station shutdown for renovations, the trench cavity was filled with dirt and concrete, considerably reducing low-frequency rumble in the station.
The Commonwealth Avenue line was planned to be eventually converted to use [[high-level platform|high-platform]] metro stock (like the other subway lines), and was to move into a tunnel under Commonwealth Avenue, while the Beacon Street line was to use the [[short turn]] loop rather than continuing into the Boylston Street subway. Streetcar passengers would make a [[cross-platform transfer]] to subway trains, similar to the then-recently-opened [[Ashmont station]]. The streetcar tracks were placed on a wooden structure in the station and at the surface incline pending the future tunnel extension.<ref name=Cudahy>{{cite book|last=Cudahy|first=Brian J.|title=Change at Park Street Under; the story of Boston's subways|year=1972|publisher=S. Greene Press|location=Brattleboro, Vt.|isbn=978-0-8289-0173-4|url-access=registration|url=https://archive.org/details/changeatparkstre00cuda}}</ref> Over the years, it became clear that the Commonwealth Avenue line was unlikely to be converted to heavy rail service. In the 1980s, the wooden structure was removed and the cavity was filled with dirt and concrete.<ref name=century>{{cite book |title=Tremont Street Subway: A Century of Public Service |last1=Clarke |first1=Bradley H. |last2=Cummings |first2=O.R. |year=1997 |publisher=Boston Street Railway Association |isbn=0938315048}}</ref>{{rp|44}}


Bus service to Kenmore began in 1933 as replacement for the [[Ipswich Street line]].<ref>{{cite book |url=https://archive.org/details/annualreportofb1933bost_0/page/10/mode/2up |title=Fifteenth Annual Report of the Public Trustees of the Boston Elevated Railway for the Year Ending December 31, 1933 |year=1934 |publisher=Boston Elevated Railway |page=11 |via=Internet Archive}}</ref><ref name=lastdays>{{cite magazine |publisher=Boston Street Railway Association |magazine=Rollsign |title=Fifty Years Ago... The Last Days of Cypress Street Carhouse |date=March–April 1984 |first=Richard |last=Barber |pages=3–7 |volume=21 |issue=3/4}}</ref> Buses originally stopped at the curb, which required them to cut across multiple lanes of traffic to loop from inbound to outbound. In early 1939, the Chamber of Commerce proposed a busway in the center of the square, with direct access to the station mezzanine below.<ref>{{cite news |url=https://www.newspapers.com/clip/52879516/the-boston-globe/ |title=C. of C. Proposes Traffic Project at Kenmore Sq. |newspaper=Boston Globe |date=January 6, 1939 |page=28 |via=Newspapers.com}} {{open access}}</ref> Mayor [[Maurice J. Tobin]] initially supported the plan, but soon refused to allow the city to pay for it.<ref>{{cite news |url=https://www.newspapers.com/clip/52879526/the-boston-globe/ |title=Kenmore Bus Terminal Bill Favored by Mayor |newspaper=Boston Globe |date=March 9, 1939 |page=10 |via=Newspapers.com}} {{open access}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/52879610/the-boston-globe/ |title=Tobin Against Paying for New Busway |newspaper=Boston Globe |date=April 3, 1939 |page=20 |via=Newspapers.com}} {{open access}}</ref> The proposal was raised again in 1943, and Tobin awarded a $24,063 contract on June 28.<ref>{{cite news |url=https://www.newspapers.com/clip/52879800/the-boston-globe/ |title=Rep. Desmond Fails to Have Lowell Utility Rate Scale Investigated |newspaper=Boston Globe |date=March 17, 1943 |page=13 |via=Newspapers.com}} {{open access}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/52879791/the-boston-globe/ |title=Boston Firm to Build Kenmore Sq. Busway |newspaper=Boston Globe |date=June 28, 1943 |page=3 |via=Newspapers.com}} {{open access}}</ref> The busway, which had a concrete platform and a wooden shelter, opened along with a direct stairway to the mezzanine on November 4, 1943.<ref>{{cite news |url=https://www.newspapers.com/clip/52879803/the-boston-globe/ |title=Kenmore Busway Station Open Today |newspaper=Boston Globe |date=November 4, 1943 |page=8 |via=Newspapers.com}} {{open access}}</ref><ref>{{cite magazine |title=This Time in History |page=14 |magazine=Rollsign |date=November–December 2018 |volume=55 |issue=11/12 |publisher=Boston Street Railway Association |issn=0035-7898}}</ref>
===1996 flood===
The station was closed for two months in 1996, after the [[Muddy River, Massachusetts|Muddy River]] overflowed its banks, completely submerging the platform and some of the mezzanine.<ref name="MBTA Flood">{{cite news | author = Julie Masis | url =http://www.boston.com/news/local/articles/2007/08/26/rivers_revival_is_more_than_a_pipe_dream/ | title = River's revival is more than a pipe dream | publisher = [[The Boston Globe]]| accessdate =29 August 2007 | date=26 August 2007}}</ref><ref name="MBTA Flood 2">{{cite web |title=The Green Line Flood of 1996 |accessdate=29 August 2007 |date=15 November 1995 |author=Scott Moore |coauthors=George Chiasson, Jonathan Belcher |work=NETransit |url=http://members.aol.com/netransit8/flood/flood.html |archivedate=25 July 2008 |archiveurl=http://web.archive.org/web/20080725075644/http://members.aol.com/netransit8/flood/flood.html}} (Archived version from archive.org)</ref> During the closure, substitute service was provided by commuter rail trains between [[Riverside (MBTA station)|Riverside]] and South Station.<ref name="netransit">{{cite web |url=http://www.transithistory.org/roster/MBTARouteHistory.pdf |title=Changes to Transit Service in the MBTA district |accessdate=21 January 2012 |last=Belcher |first=Jonathan |date=31 December 2011 |format=PDF |publisher=NETransit}}</ref>


===Fares===
===MBTA era===
[[Image:Kenmore Bus Station.JPG|thumb|280px|New glass canopy bus shelter in the center of Kenmore Square]]
[[File:Kenmore Square, April 1968.jpg|thumb|left|The new busway shelter in 1968]]
Service on the Highland branch (now the [[Green Line D branch|D branch]]) began on July 4, 1959. Until its shutdown in 1969, the [[Green Line A branch|A branch]] to [[Watertown Yard]] shared the B-branch tracks, running along Commonwealth Avenue to [[Packard's Corner]], where it branched off onto Brighton Avenue.<ref name=netransit /> A $314,300 reconstruction of the busway and $342,000 in station modernization work began in 1967.<ref>{{cite news |url=https://www.newspapers.com/clip/52880198/the-boston-globe/ |title=New Busway to Beautify Kenmore Sq. |newspaper=Boston Globe |date=May 4, 1967 |page=12 |via=Newspapers.com}} {{open access}}</ref> The new busway shelter had red brick walls with a fluted concrete-and-plastic canopy; an escalator from mezzanine to busway was added.<ref>{{cite news |url=https://www.newspapers.com/clip/52880203/the-boston-globe/ |title=Something New in Kenmore Square |newspaper=Boston Globe |date=February 23, 1968 |page=2 |via=Newspapers.com}} {{open access}}</ref> The busway work was finished in April 1968, with the modernization completed in 1970.<ref name=chronicle>{{cite book |url=https://archive.org/details/chronicleofbosto00mass |title=A Chronicle of the Boston Transit System |year=1981 |publisher=Massachusetts Bay Transportation Authority |via=Internet Archive |page=8}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/52880214/the-boston-globe/ |title=Now It's HeaT With the Big T |newspaper=Boston Globe |date=April 10, 1968 |page=11 |via=Newspapers.com}} {{open access}}</ref> The work included the addition of abstract murals depicting neighborhood scenes on the station signs.<ref>{{cite news |url=https://www.newspapers.com/clip/38354995/the-boston-globe/ |title=Art from underground |first=Jessica |last=Alonso |newspaper=Boston Globe |date=April 5, 1977 |page=20 |via=Newspapers.com}} {{open access}}</ref><ref name=durso>{{cite thesis |url=https://dspace.mit.edu/handle/1721.1/66801 |title=Subway Spaces as Public Places: Politics and Perceptions of Boston's T |last=Durso |first=Holly Bellocchio |date=June 2011 |publisher=Massachusetts Institute of Technology |type=MCP |page=55|hdl=1721.1/66801 }}</ref>
[[File:Kenmore outbound panorama.jpg|thumb|280px|Panorama on outbound platform]]
Until January 1, 2007, Kenmore was the last Green Line station heading outbound where passengers were required to pay a fare upon boarding, and boarding outbound trains at surface stops was free. It was for this reason that fans going home from the game to the [[Newton Highlands]] region (serviced by the D Branch) were advised to use the Fenway stop.


The station was closed for two months in 1996, after the [[Muddy River, Massachusetts|Muddy River]] overflowed its banks, completely submerging the platform and some of the mezzanine.<ref name="MBTA Flood">{{cite news | author = Julie Masis | url =http://www.boston.com/news/local/articles/2007/08/26/rivers_revival_is_more_than_a_pipe_dream/ | title = River's revival is more than a pipe dream | publisher = [[The Boston Globe]]| access-date =29 August 2007 | date=26 August 2007}}</ref><ref name="MBTA Flood 2">{{cite web |title=The Green Line Flood of 1996 |access-date=29 August 2007 |date=15 November 1995 |author=Scott Moore |author2=George Chiasson |author3=Jonathan Belcher |work=NETransit |url=http://members.aol.com/netransit8/flood/flood.html |archive-date=25 July 2008 |archive-url=https://web.archive.org/web/20080725075644/http://members.aol.com/netransit8/flood/flood.html}}</ref> During the closure, substitute service was provided by commuter rail trains between [[Riverside (MBTA station)|Riverside]] and South Station.<ref name="netransit">{{NETransit}}</ref> A similar flood previously occurred on October 6, 1962, requiring closure of the station for five days.<ref>{{cite news |url=http://bostonglobe.com/metro/2012/11/18/mbta-greets-first-long-delayed-south-korean-rail-cars/I58jypCDRHVHYVbuuTd4CI/story.html |title=Starts and Stops: MBTA receives first of long-delayed rail cars |author=Moskowitz, Eric |newspaper=Boston Globe |date=18 November 2012 |access-date=18 November 2012}}</ref><ref>{{cite book |last=Clarke |first=Bradley H. |title=The Boston Rapid Transit Album |publisher=Boston Street Railway Association |year=1981 |location=Cambridge, Mass. |page=16}}</ref> In 2019, the MBTA installed steel doors at the Fenway portal to prevent future flooding.<ref name=2019buses />
Passengers now must pay fares at all Green Line surface stops regardless of whether they are going inbound or outbound.
{{clear left}}


===Renovation===
===Accessibility improvements===
[[File:Outbound platform at Kenmore station, December 2018.JPG|thumb|left|The renovated outbound platform in 2018]]
{{see also|MBTA accessibility}}


The MBTA began its [[Green Line (MBTA)#Light Rail Accessibility Program|Light Rail Accessibility Program]] in 1996.<ref name=audit>{{cite report |title=Official Audit Report – Issued June 16, 2014: Massachusetts Bay Transportation Authority, For the period January 1, 2005 through December 31, 2012 |date=June 16, 2014 |url=https://www.mass.gov/files/documents/2016/08/ww/201305833a.pdf |publisher=Auditor of the Commonwealth}}</ref>{{rp|30}} Design for renovations to make Kenmore [[MBTA accessibility|accessible]] began in May 1996, with construction then expected to last from 2002 to 2004.<ref name=audit />{{rp|14}}<ref name=nov2007 /> Preliminary designs for a conical glass-covered busway shelter to replace the old rectangular shelter were released in 2001.<ref name=nov2007>{{cite news |url=http://archive.boston.com/news/local/articles/2007/11/24/problems_set_back_kenmore_makeover/?page=full |title=Problems set back Kenmore makeover |date=November 24, 2007 |first=Tania |last=deLuzuriaga |newspaper=Boston Globe}}</ref> Separately, the south entrance to the station was moved inside the [[Boston University]]-funded Hotel Commonwealth during its 2002-03 construction.<ref name=butoday>{{cite news |url=http://www.bu.edu/articles/2013/tracing-the-changing-face-of-kenmore-square/ |title=Tracing the Changing Face of Kenmore Square |date=January 24, 2013 |first1=Patrick L. |last1=Kennedy |first2=David |last2=Keefe |newspaper=BU Today}}</ref> A $22.7 million construction contract was ultimately issued on November 10, 2004, with construction starting in January 2005.<ref name=audit />{{rp|9}}<ref>{{cite press release |url=https://www.mbta.com/news/2005-03-17/construction-begin-kenmore-square-station |title=Construction To Begin At Kenmore Square Station |date=March 17, 2005 |publisher=Massachusetts Bay Transportation Authority}}</ref> Temporary bus stops on Beacon Street were used during construction.<ref>{{cite web |archive-url=https://web.archive.org/web/20050531011155/http://www.mbta.com/traveling_t/transitupdates.asp |archive-date=May 31, 2005 |url=http://www.mbta.com/traveling_t/transitupdates.asp |title=Transit Updates |date=May 30, 2005 |publisher=Massachusetts Bay Transportation Authority}}</ref>
In 2005, Kenmore station underwent reconstruction in order to make the station [[ADA-accessible]]. Despite almost constant work, the station was kept in operation. Major changes included elevators and escalators, and a new bus shelter with a transparent semi-arched canopy placed in the middle of Kenmore Square.<ref name="ada">{{cite web |url=http://www.mbta.com/about_the_mbta/t_projects/?id=992 |title=Transit Projects: Kenmore Station |archiveurl=http://web.archive.org/web/20080418075913/http://www.mbta.com/about_the_mbta/t_projects/?id=992 |archivedate=18 April 2008 |publisher=Massachusetts Bay Transportation Authority}}</ref> The [[Boston Globe]] reported that there were severe delays in construction and that the project would be completed by November 2007;<ref name="The Boston Globe">{{cite news |author=Mac Daniel |url=http://www.boston.com/news/local/articles/2007/03/04/kenmore_t_work_now_in_extra_innings/ |title=Kenmore T work now in extra innings |publisher=[[The Boston Globe]] |accessdate=17 April 2007 |date=4 March 2007}}</ref> renovation work was finally completed in April 2010.<ref>{{cite web |url=http://www.universalhub.com/2010/can-you-believe-it-kenmore-station-officially-fini |title=Can you believe it? Kenmore station officially finished |author=Adam G |work=Universalhub |date=22 April 2010 |accessdate=24 April 2011}}</ref> Kenmore station is now fully wheelchair accessible.


Work included construction of the busway shelter, raising the platforms, and addition of three elevators and three escalators.<ref name=april2009 /><ref name=audit />{{rp|31}} The project also involved streetscape improvements with trees and brick sidewalks, intended to make Kenmore Square resemble Beacon Hill and the Back Bay as a break from its rough reputation.<ref name=butoday /><ref name=nov2007 />
==Bus connections==

*'''8''' Harbor Point/UMass via South End Medical Area & [[Dudley (MBTA station)|Dudley Station]]
The work was originally to be completed in early 2007, but delays mounted. A lawsuit settled by the MBTA in 2006 required changes to how accessibility renovations were designed.<ref name=april2009>{{cite news |url=http://archive.boston.com/news/local/massachusetts/articles/2009/04/05/next_stop_all_aboard/?page=full |title=Next stop: All aboard |newspaper=Boston Globe |date=April 5, 2009 |first=David |last=Abel}}</ref> Previously undocumented utilities delayed excavation, and keeping the station open during construction presented difficulties.<ref name=nov2007 /> Two sets of stairs had to be kept open during the baseball season, which was prolonged when the Red Sox went to the playoffs in 2005, 2006, 2008, and 2009.<ref name=nov2007 /><ref name=audit />{{rp|10}} The metal frame of the shelter was erected in 2006, but the fasteners for the glass had to be redesigned, delaying progress by several months.<ref name=nov2007 /> By November 2007, the project was projected to be completed in late 2008 – almost two years late – with the cost increased to $32 million.<ref name=nov2007 />
*'''19''' [[Fields Corner (MBTA station)|Fields Corner Sta.]] via Grove Hall, [[Dudley (MBTA station)|Dudley Station]] & [[Ruggles (MBTA station)|Ruggles Sta.]]

*'''{{MBTABus|57}}''' [[Watertown (MBTA station)|Watertown Yard]] via Newton Corner & Brighton Center (this bus route replaced the former [[Green Line "A" Branch]] service)
The station ultimately became accessible in January 2010.<ref name=audit />{{rp|30}}<!--says January 2013, probably a typo--><ref>{{cite web |url=http://www.mbta.com/uploadedfiles/Documents/Schedules_and_Maps/Rapid%20Transit%20w%20Key%20Bus.pdf |archive-url=https://web.archive.org/web/20100331134447/http://www.mbta.com/uploadedfiles/Documents/Schedules_and_Maps/Rapid%20Transit%20w%20Key%20Bus.pdf |archive-date=March 31, 2010 |title=Rapid Transit/Key Bus Routes Map v.6 |date=January 2010 |publisher=Massachusetts Bay Transportation Authority}}</ref> The total cost was $50.6 million; the original base contract had increased from $22.7 million to $40.7 million, almost entirely because of change orders for which the MBTA was at fault.<ref name=audit />{{rp|8, 30}} Art panels featuring Red Sox players on station signs were unveiled at a ribbon-cutting ceremony on April 22, 2010.<ref>{{cite web |url=https://www.flickr.com/photos/massdot/4545237165/ |title=MBTA Kenmore Station, April 22, 2010 |date=April 22, 2010 |publisher=Massachusetts Bay Transportation Authority |via=Flickr}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/37722088/the_boston_globe/ |title=Kenmore station upgrades done, finally |date=April 25, 2010 |page=B2 |newspaper=Boston Globe |first=Eric |last=Moskowitz |via=Newspapers.com}}{{open access}}</ref>
*'''60''' Chestnut Hill via [[Brookline Village (MBTA station)|Brookline Village]] & Cypress St.
*'''65''' Brighton Center via Washington St., [[Brookline Village (MBTA station)|Brookline Village]] & Brookline Ave.
During track work and service disruptions, substitute bus service is provided from Kenmore.


== References ==
== References ==
{{reflist|2}}
{{reflist}}


==External links==
==External links==
{{Commons category}}
{{Commons category}}
*[http://www.mbta.com/schedules_and_maps/subway/lines/stations/?stopId=15591&lat=42.348783&lng=-71.095128 MBTA Green Line -- Kenmore Station]
* [https://www.mbta.com/stops/place-kencl MBTA Kenmore]
* Google Maps Street View: [https://www.google.com/maps/@42.3491763,-71.0956259,3a,75y,334.7h,76.47t/data=!3m6!1e1!3m4!1seHGiAsKkn196vf4yAhhSbg!2e0!7i13312!8i6656 Commonwealth Avenue entrance], [https://www.google.com/maps/@42.3487896,-71.0956458,3a,75y,160.02h,74.57t/data=!3m6!1e1!3m4!1sTuh4-wH9Ea6JH30JVoClDQ!2e0!7i13312!8i6656 Beacon Street entrance], [https://www.google.com/maps/@42.3488559,-71.0949773,3a,75y,306.72h,73.8t/data=!3m6!1e1!3m4!1sELRhLdbpI1FuU5YsD9VAIQ!2e0!7i13312!8i6656 busway]
* [http://maps.google.com/?ie=UTF8&ll=42.349117,-71.095737&spn=0.003727,0.013518&z=17&layer=c&cbll=42.34917,-71.095527&panoid=ay-K7Ebg4LWGwQSYU2wxQA&cbp=12,359.07,,0,9.93 Beacon Street entrance from Google Maps Street View]
* [http://maps.google.com/?ie=UTF8&ll=42.349133,-71.095523&spn=0.003727,0.013518&z=17&layer=c&cbll=42.348775,-71.095468&panoid=h4m9ril9bAb8s54NcHWeOg&cbp=12,194.62,,0,5.43 Commonwealth Avenue entrance from Google Maps Street View]


{{MBTA}}
{{MBTA Subway Stations}}
{{USLightRail}}


{{DEFAULTSORT:Kenmore (Mbta Station)}}
[[Category:Green Line (MBTA) stations]]
[[Category:Green Line (MBTA) stations]]
[[Category:Railway stations located underground in Boston, Massachusetts]]
[[Category:Railway stations located underground in Boston]]
[[Category:Railway stations in the United States opened in 1932]]

[[Category:Fenway–Kenmore]]
[[es:Kenmore (Metro de Boston)]]

Latest revision as of 21:52, 18 December 2024

Kenmore
An inbound train at Kenmore station in July 2024
General information
LocationCommonwealth Avenue at Kenmore Square
Boston, Massachusetts
Coordinates42°20′56.13″N 71°5′44.19″W / 42.3489250°N 71.0956083°W / 42.3489250; -71.0956083
Line(s)Boylston Street subway
Platforms2 island platforms
Tracks4
ConnectionsBus transport MBTA bus: 8, 19, 57, 60, 65
Construction
Structure typeUnderground
Bicycle facilities8 spaces
AccessibleYes
History
OpenedOctober 23, 1932[1]
Rebuilt2005–2010
Passengers
FY20197,655 (weekday average boardings)[2]
Services
Preceding station MBTA Following station
Blandford Street Green Line Hynes Convention Center
Saint Mary's Street Green Line
Fenway
toward Riverside
Green Line Hynes Convention Center
Former services
Preceding station MBTA Following station
Blandford Street
toward Watertown
Green Line
Discontinued 1969
Auditorium
Location
Map

Kenmore station is an underground light rail station on the MBTA Green Line, located under Kenmore Square in the Fenway/Kenmore neighborhood of Boston, Massachusetts, United States. It is served by the B, C, and D branches of the Green Line. The station has two island platforms, one for each direction. Kenmore is the primary station for Fenway Park, which is 1,000 feet (300 m) to the south. The station opened on October 23, 1932 as a one-station extension of the Boylston Street subway to relieve congestion in the square. It was renovated for accessibility in 2005–2010.

Station layout

[edit]
A route 60 bus at Kenmore in 2018

Kenmore station has four tracks serving two island platforms; the northern platform serves outbound passengers on all lines, while the southern platform serves all inbound trains. The B branch uses the inner tracks, while the C and D branches use the outer tracks. West of the station, the B branch crosses the C/D branches at a flying junction. The C and D branches split at a flat junction (Beacon Junction) further to the southwest. The Kenmore Loop connects the outer tracks, allowing inbound C and D trains to reverse direction without entering the main subway. Not normally used for revenue service, the loop is used occasionally during service disruptions.[3]

The fare mezzanine is located over the middle of the platforms, with stairs and escalators from the platforms. Passageways lead to the exits on the north and south sides of Kenmore Square. An escalator and stairs lead to the busway, which is in the middle of the square. One elevator connects the south sidewalk to the fare mezzanine level, another connects the fare lobby to the outbound platform, and a third connects the busway to the inbound platform via the fare lobby.

As the last station in the subway before it splits into surface lines, Kenmore is the terminal for MBTA bus routes 8, 19, 57, 60, and 65.[4] During track work and service disruptions on the three branch lines, substitute bus service is often provided from Kenmore.[5]

History

[edit]
Kenmore station under construction in 1930

On January 2, 1923, some off-peak trips of the LechmerePleasant Street shuttle were extended through the Boylston Street Subway to the surface station at Kenmore; all-day service began on October 10.[6][7] Most trips were extended along the Beacon Street line to Washington Square on December 14, 1929.[8] The Washington Street service was cut back to Kenmore in June 1930 but resumed that September.[9][10] On February 7, 1931, Commonwealth Avenue and Beacon Street service was extended from Park Street to Lechmere, and the existing shuttle services to Lechmere were replaced with Kenmore–Park Street shuttles.[11][12]

The subway station opened on October 23, 1932, replacing the former Kenmore Incline – whose portal archway can still be seen east of Kenmore Square – and the surface station. The Commonwealth Avenue and Beacon Street services – now the B and C branches – were routed through the station from its opening day. The Kenmore cutback was replaced with a pocket track at Blandford Street.

The Commonwealth Avenue line was planned to be eventually converted to use high-platform metro stock (like the other subway lines), and was to move into a tunnel under Commonwealth Avenue, while the Beacon Street line was to use the short turn loop rather than continuing into the Boylston Street subway. Streetcar passengers would make a cross-platform transfer to subway trains, similar to the then-recently-opened Ashmont station. The streetcar tracks were placed on a wooden structure in the station and at the surface incline pending the future tunnel extension.[13] Over the years, it became clear that the Commonwealth Avenue line was unlikely to be converted to heavy rail service. In the 1980s, the wooden structure was removed and the cavity was filled with dirt and concrete.[14]: 44 

Bus service to Kenmore began in 1933 as replacement for the Ipswich Street line.[15][16] Buses originally stopped at the curb, which required them to cut across multiple lanes of traffic to loop from inbound to outbound. In early 1939, the Chamber of Commerce proposed a busway in the center of the square, with direct access to the station mezzanine below.[17] Mayor Maurice J. Tobin initially supported the plan, but soon refused to allow the city to pay for it.[18][19] The proposal was raised again in 1943, and Tobin awarded a $24,063 contract on June 28.[20][21] The busway, which had a concrete platform and a wooden shelter, opened along with a direct stairway to the mezzanine on November 4, 1943.[22][23]

MBTA era

[edit]
The new busway shelter in 1968

Service on the Highland branch (now the D branch) began on July 4, 1959. Until its shutdown in 1969, the A branch to Watertown Yard shared the B-branch tracks, running along Commonwealth Avenue to Packard's Corner, where it branched off onto Brighton Avenue.[1] A $314,300 reconstruction of the busway and $342,000 in station modernization work began in 1967.[24] The new busway shelter had red brick walls with a fluted concrete-and-plastic canopy; an escalator from mezzanine to busway was added.[25] The busway work was finished in April 1968, with the modernization completed in 1970.[26][27] The work included the addition of abstract murals depicting neighborhood scenes on the station signs.[28][29]

The station was closed for two months in 1996, after the Muddy River overflowed its banks, completely submerging the platform and some of the mezzanine.[30][31] During the closure, substitute service was provided by commuter rail trains between Riverside and South Station.[1] A similar flood previously occurred on October 6, 1962, requiring closure of the station for five days.[32][33] In 2019, the MBTA installed steel doors at the Fenway portal to prevent future flooding.[5]

Renovation

[edit]
The renovated outbound platform in 2018

The MBTA began its Light Rail Accessibility Program in 1996.[34]: 30  Design for renovations to make Kenmore accessible began in May 1996, with construction then expected to last from 2002 to 2004.[34]: 14 [35] Preliminary designs for a conical glass-covered busway shelter to replace the old rectangular shelter were released in 2001.[35] Separately, the south entrance to the station was moved inside the Boston University-funded Hotel Commonwealth during its 2002-03 construction.[36] A $22.7 million construction contract was ultimately issued on November 10, 2004, with construction starting in January 2005.[34]: 9 [37] Temporary bus stops on Beacon Street were used during construction.[38]

Work included construction of the busway shelter, raising the platforms, and addition of three elevators and three escalators.[39][34]: 31  The project also involved streetscape improvements with trees and brick sidewalks, intended to make Kenmore Square resemble Beacon Hill and the Back Bay as a break from its rough reputation.[36][35]

The work was originally to be completed in early 2007, but delays mounted. A lawsuit settled by the MBTA in 2006 required changes to how accessibility renovations were designed.[39] Previously undocumented utilities delayed excavation, and keeping the station open during construction presented difficulties.[35] Two sets of stairs had to be kept open during the baseball season, which was prolonged when the Red Sox went to the playoffs in 2005, 2006, 2008, and 2009.[35][34]: 10  The metal frame of the shelter was erected in 2006, but the fasteners for the glass had to be redesigned, delaying progress by several months.[35] By November 2007, the project was projected to be completed in late 2008 – almost two years late – with the cost increased to $32 million.[35]

The station ultimately became accessible in January 2010.[34]: 30 [40] The total cost was $50.6 million; the original base contract had increased from $22.7 million to $40.7 million, almost entirely because of change orders for which the MBTA was at fault.[34]: 8, 30  Art panels featuring Red Sox players on station signs were unveiled at a ribbon-cutting ceremony on April 22, 2010.[41][42]

References

[edit]
  1. ^ a b c Belcher, Jonathan. "Changes to Transit Service in the MBTA district" (PDF). Boston Street Railway Association.
  2. ^ "A Guide to Ridership Data". MassDOT/MBTA Office of Performance Management and Innovation. June 22, 2020. p. 8.
  3. ^ "Green Line Closure Travel Options". Massachusetts Bay Transportation Authority. December 15, 2024. Archived from the original on December 18, 2024.
  4. ^ "2025 System Map". Massachusetts Bay Transportation Authority. December 15, 2024.
  5. ^ a b "Green Line D Bus Shuttles, January–March 2019". Massachusetts Bay Transportation Authority. January 9, 2019. Archived from the original on January 14, 2019.
  6. ^ "Large Gains Shown by Elevated Road". Boston Globe. December 17, 1922. p. 7 – via Newspapers.com. Open access icon
  7. ^ "Lechmere-Kenmore Train Service All Day". Boston Globe. October 5, 1923. p. 10 – via Newspapers.com. Open access icon
  8. ^ "Added "L" Service on Beacon-St Line". Boston Globe. December 13, 1929. p. 19 – via Newspapers.com. Open access icon
  9. ^ "Several Changes in "L" Service Effective Today". Boston Globe. June 7, 1930. p. 9 – via Newspapers.com. Open access icon
  10. ^ "Crash of Trolleys Blocks Governor Sq". Boston Globe. July 25, 1930. p. 8 – via Newspapers.com. Open access icon
  11. ^ Chasson, George Jr. (1987). Lonto, Arthur J. (ed.). "Boston's Main Line El: The Formative Years 1879-1908". Headlights. 49. Electric Railroader's Association: 25–26.
  12. ^ "Lake St, Reservoir, to Lechmere trains". Boston Globe. February 5, 1931. p. 7 – via Newspapers.com. Open access icon
  13. ^ Cudahy, Brian J. (1972). Change at Park Street Under; the story of Boston's subways. Brattleboro, Vt.: S. Greene Press. ISBN 978-0-8289-0173-4.
  14. ^ Clarke, Bradley H.; Cummings, O.R. (1997). Tremont Street Subway: A Century of Public Service. Boston Street Railway Association. ISBN 0938315048.
  15. ^ Fifteenth Annual Report of the Public Trustees of the Boston Elevated Railway for the Year Ending December 31, 1933. Boston Elevated Railway. 1934. p. 11 – via Internet Archive.
  16. ^ Barber, Richard (March–April 1984). "Fifty Years Ago... The Last Days of Cypress Street Carhouse". Rollsign. Vol. 21, no. 3/4. Boston Street Railway Association. pp. 3–7.
  17. ^ "C. of C. Proposes Traffic Project at Kenmore Sq". Boston Globe. January 6, 1939. p. 28 – via Newspapers.com. Open access icon
  18. ^ "Kenmore Bus Terminal Bill Favored by Mayor". Boston Globe. March 9, 1939. p. 10 – via Newspapers.com. Open access icon
  19. ^ "Tobin Against Paying for New Busway". Boston Globe. April 3, 1939. p. 20 – via Newspapers.com. Open access icon
  20. ^ "Rep. Desmond Fails to Have Lowell Utility Rate Scale Investigated". Boston Globe. March 17, 1943. p. 13 – via Newspapers.com. Open access icon
  21. ^ "Boston Firm to Build Kenmore Sq. Busway". Boston Globe. June 28, 1943. p. 3 – via Newspapers.com. Open access icon
  22. ^ "Kenmore Busway Station Open Today". Boston Globe. November 4, 1943. p. 8 – via Newspapers.com. Open access icon
  23. ^ "This Time in History". Rollsign. Vol. 55, no. 11/12. Boston Street Railway Association. November–December 2018. p. 14. ISSN 0035-7898.
  24. ^ "New Busway to Beautify Kenmore Sq". Boston Globe. May 4, 1967. p. 12 – via Newspapers.com. Open access icon
  25. ^ "Something New in Kenmore Square". Boston Globe. February 23, 1968. p. 2 – via Newspapers.com. Open access icon
  26. ^ A Chronicle of the Boston Transit System. Massachusetts Bay Transportation Authority. 1981. p. 8 – via Internet Archive.
  27. ^ "Now It's HeaT With the Big T". Boston Globe. April 10, 1968. p. 11 – via Newspapers.com. Open access icon
  28. ^ Alonso, Jessica (April 5, 1977). "Art from underground". Boston Globe. p. 20 – via Newspapers.com. Open access icon
  29. ^ Durso, Holly Bellocchio (June 2011). Subway Spaces as Public Places: Politics and Perceptions of Boston's T (MCP). Massachusetts Institute of Technology. p. 55. hdl:1721.1/66801.
  30. ^ Julie Masis (26 August 2007). "River's revival is more than a pipe dream". The Boston Globe. Retrieved 29 August 2007.
  31. ^ Scott Moore; George Chiasson; Jonathan Belcher (15 November 1995). "The Green Line Flood of 1996". NETransit. Archived from the original on 25 July 2008. Retrieved 29 August 2007.
  32. ^ Moskowitz, Eric (18 November 2012). "Starts and Stops: MBTA receives first of long-delayed rail cars". Boston Globe. Retrieved 18 November 2012.
  33. ^ Clarke, Bradley H. (1981). The Boston Rapid Transit Album. Cambridge, Mass.: Boston Street Railway Association. p. 16.
  34. ^ a b c d e f g Official Audit Report – Issued June 16, 2014: Massachusetts Bay Transportation Authority, For the period January 1, 2005 through December 31, 2012 (PDF) (Report). Auditor of the Commonwealth. June 16, 2014.
  35. ^ a b c d e f g deLuzuriaga, Tania (November 24, 2007). "Problems set back Kenmore makeover". Boston Globe.
  36. ^ a b Kennedy, Patrick L.; Keefe, David (January 24, 2013). "Tracing the Changing Face of Kenmore Square". BU Today.
  37. ^ "Construction To Begin At Kenmore Square Station" (Press release). Massachusetts Bay Transportation Authority. March 17, 2005.
  38. ^ "Transit Updates". Massachusetts Bay Transportation Authority. May 30, 2005. Archived from the original on May 31, 2005.
  39. ^ a b Abel, David (April 5, 2009). "Next stop: All aboard". Boston Globe.
  40. ^ "Rapid Transit/Key Bus Routes Map v.6" (PDF). Massachusetts Bay Transportation Authority. January 2010. Archived from the original (PDF) on March 31, 2010.
  41. ^ "MBTA Kenmore Station, April 22, 2010". Massachusetts Bay Transportation Authority. April 22, 2010 – via Flickr.
  42. ^ Moskowitz, Eric (April 25, 2010). "Kenmore station upgrades done, finally". Boston Globe. p. B2 – via Newspapers.com.Open access icon
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