Split (1)

train · 2.09M rows

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833	dbpedia	3	50	https://www.keolisna.com/locations/boston-massachusetts	en	Keolis Commuter Services Operator of Commuter Rail	https://www.keolisna.com…1.25.54%20PM.png		[ "https://www.keolisna.com/hs-fs/hubfs/KEOLIS_R.png?width=1800&height=463&name=KEOLIS_R.png", "https://www.keolisna.com/hubfs/Screenshot%202023-07-21%20at%201.25.54%20PM.png", "https://www.keolisna.com/hubfs/KEOLIS_YHC_SHOOT-29reduced.jpg", "https://www.keolisna.com/hubfs/Commuter%20Rail%20Purple10-2-2019%20(1).png", "https://www.keolisna.com/hubfs/KEOLIS_R.png" ]	[]	[]	[ "" ]	null	[]	null	Keolis Commuter Services is the contracted operator of Commuter Rail on behalf of our transit partner, the MBTA.	en	https://www.keolisna.com…Blue_Favicon.gif		https://www.keolisna.com/locations/boston-massachusetts	Boston Keolis Commuter Services operates the Massachusetts Bay Transportation Authority’s 14 commuter rail lines serving the Greater Boston region and Rhode Island. Since Keolis began operations in 2014, the Commuter Rail’s on-time performance and reliability are better than ever, contributing to its best in the nation ridership return. As the nation’s fifth-busiest rail system, MBTA Commuter Rail serves nearly 90,000 passengers on weekdays.
833	dbpedia	3	11	https://www.loc.gov/collections/railroad-maps-1828-to-1900/articles-and-essays/history-of-railroads-and-maps/the-beginnings-of-american-railroads-and-mapping/	en	The Beginnings of American Railroads and Mapping	http://www.loc.gov/static/images/favicons/open-graph-logo.png	http://www.loc.gov/static/images/favicons/open-graph-logo.png	[ "https://www.loc.gov/static/images/logo-loc-new-branding.svg", "https://www.loc.gov/static/images/social-media/facebook.svg", "https://www.loc.gov/static/images/social-media/twitter.svg", "https://www.loc.gov/static/images/share/link.svg", "https://www.loc.gov/static/collections/railroad-maps-1828-to-1900/images/boston.gif", "http://lcweb2.loc.gov/gmd/gmd370/g3701/g3701p/rr001730.gif", "https://www.loc.gov/static/images/share/email.svg", "https://www.loc.gov/static/images/social-media/facebook.svg", "https://www.loc.gov/static/images/social-media/twitter.svg", "https://www.loc.gov/static/images/social-media/youtube.svg", "https://www.loc.gov/static/images/social-media/pinterest.svg", "https://www.loc.gov/static/images/social-media/flickr.svg", "https://www.loc.gov/static/images/social-media/instagram.svg", "https://www.loc.gov/static/images/social-media/itunesU.svg", "https://www.loc.gov/static/images/congress-gov.svg", "https://www.loc.gov/static/images/copyright-gov.svg" ]	[]	[]	[ "" ]	null	[]	null	Railways were introduced in England in the seventeenth century as a way to reduce friction in moving heavily loaded wheeled vehicles. The first North American "gravity road," as it was called, was erected in 1764 for military purposes at the Niagara portage in Lewiston, New York. The builder was Capt. John Montressor, a British engineer known to students of historical cartography as a mapmaker.	en		The Library of Congress	null	Railways were introduced in England in the seventeenth century as a way to reduce friction in moving heavily loaded wheeled vehicles. The first North American "gravity road," as it was called, was erected in 1764 for military purposes at the Niagara portage in Lewiston, New York. The builder was Capt. John Montressor, a British engineer known to students of historical cartography as a mapmaker. Surveying and mapping activities flourished in the United States as people began moving inland over the inadequately mapped continent. The settlement of the frontier, the development of agriculture, and the exploitation of natural resources generated a demand for new ways to move people and goods from one place to another. Privately owned toll or turnpike roads were followed first by steamships on the navigable rivers and by the construction of canals and then in the 1830s by the introduction of railroads for steam-powered trains. The earliest survey map in the United States that shows a commercial "tramroad" was drawn in Pennsylvania in October 1809 by John Thomson and was entitled "Draft Exhibiting . . . the Railroad as Contemplated by Thomas Leiper Esq. From His Stone Saw-Mill and Quarries on Crum Creek to His Landing on Ridley Creek." Thomas Leiper was a wealthy Philadelphia tobacconist and friend of Thomas Jefferson, who owned stone quarries near Chester. Using his survey map, Thomson helped Reading Howell, the project engineer and a well-known mapmaker, construct the first practical wooden tracks for a tramroad. Thomson was a notable land surveyor who earlier had worked with the Holland Land Company. He was the father of the famous civil engineer and longtime president of the Pennsylvania Railroad, John Edgar Thomson, who was himself a mapmaker. In 1873 the younger Thomson donated his father's 1809 map to the Delaware County Institute of Science to substantiate the claim that the map and Leiper's railroad were the first such work in North America. In 1826 a commercial tramroad was surveyed and constructed at Quincy, Massachusetts, by Gridley Bryant, with the machinery for it developed by Solomon Willard. It used horsepower to haul granite needed for building the Bunker Hill Monument from the quarries at Quincy, four miles to the wharf on the Neponset River. These early uses of railways gave little hint that a revolution in methods of transportation was underway. James Watt's improvements in the steam engine were adapted by John Fitch in 1787 to propel a ship on the Delaware River, and by James Rumsey in the same year on the Potomac River. Fitch, an American inventor and surveyor, had published his "Map of the Northwest" two years earlier to finance the building of a commercial steamboat. With Robert Fulton's Clermont and a boat built by John Stevens, the use of steam power for vessels became firmly established. Railroads and steam propulsion developed separately, and it was not until the one system adopted the technology of the other that railroads began to flourish. John Stevens is considered to be the father of American railroads. In 1826 Stevens demonstrated the feasibility of steam locomotion on a circular experimental track constructed on his estate in Hoboken, New Jersey, three years before George Stephenson perfected a practical steam locomotive in England. The first railroad charter in North America was granted to Stevens in 1815. Grants to others followed, and work soon began on the first operational railroads. Surveying, mapping, and construction started on the Baltimore and Ohio in 1830, and fourteen miles of track were opened before the year ended. This roadbed was extended in 1831 to Frederick, Maryland, and, in 1832, to Point of Rocks. Until 1831, when a locomotive of American manufacture was placed in service, the B & O relied upon horsepower. Soon joining the B & O as operating lines were the Mohawk and Hudson, opened in September 1830, the Saratoga, opened in July 1832, and the South Carolina Canal and Rail Road Company, whose 136 miles of track, completed to Hamburg, constituted, in 1833, the longest steam railroad in the world. The Columbia Railroad of Pennsylvania, completed in 1834, and the Boston and Providence, completed in June 1835, were other early lines. Surveys for, and construction of, tracks for these and other pioneer railroads not only created demands for special mapping but also induced mapmakers to show the progress of surveys and completed lines on general maps and on maps in "travelers guides". Planning and construction of railroads in the United States progressed rapidly and haphazardly, without direction or supervision from the states that granted charters to construct them. Before 1840 most surveys were made for short passenger lines which proved to be financially unprofitable. Because steam-powered railroads had stiff competition from canal companies, many partially completed lines were abandoned. It was not until the Boston and Lowell Railroad diverted traffic from the Middlesex Canal that the success of the new mode of transportation was assured. The industrial and commercial depression and the panic of 1837 slowed railroad construction. Interest was revived, however, with completion of the Western Railroad of Massachusetts in 1843. This line conclusively demonstrated the feasibility of transporting agricultural products and other commodities by rail for long distances at low cost. Early railroad surveys and construction were financed by private investors. Before the 1850 land grant to the Illinois Central Railroad, indirect federal subsidies were provided by the federal government in the form of route surveys made by army engineers. In the 1824 General Survey Bill to establish works of internal improvements, railroads were not specifically mentioned. Part of the appropriation under this act for the succeeding year, however, was used for "Examinations and surveys to ascertain the practicability of uniting the head-waters of the Kanawha with the James river and the Roanoke river, by Canals or Rail-Roads." In his Congressional History of Railways, Louis H. Haney credits these surveys as being the first to receive federal aid. He /collections/railroad-maps-1828-to-1900/articles-and-essays/history-of-railroads-and-maps/notes/ that such grants to states and corporations for railway surveys became routine before the act was repealed in 1838. The earliest printed map in the collections of the Library of Congress based on government surveys conducted for a state-owned railroad is "Map of the Country Embracing the Various Routes Surveyed for the Western & Atlantic Rail Road of Georgia, 1837". The surveys were made under the direction of Lt. Col. Stephen H. Long, chief engineer, who ten years earlier had surveyed the routes for the Baltimore and Ohio . Work on the 138-mile Georgia route from Atlanta to Chattanooga started in 1841, and by 1850 the line was open to traffic. Its strategic location made it a key supply route for the Confederacy. It was on this line that the famous "Andrews Raid" of April 1862 occurred when Union soldiers disguised as railroad employees captured the locomotive known as the General.
833	dbpedia	0	13	https://libguides.uml.edu/early_lowell/cultural_resources	en	The Town & the City: Lowell before and after The Civil War	https://libguides.uml.edu/ld.php?screenshot=ecaehd.png&size=facebook&cb=1723300165	https://libguides.uml.edu/ld.php?screenshot=ecaehd.png&size=facebook&cb=1723300165	[ "https://libapps.s3.amazonaws.com/customers/10/images/libguide_header_nov_2021_copy_v.2_resize.png", "https://libapps.s3.amazonaws.com/accounts/85660/images/Inventory_points.png" ]	[]	[]	[ "" ]	null	[ "Brad MacGowan" ]	null	Originally created to be a digital archive for Lowell documents from 1826 to 1861, this website has grown to cover many periods and events in Lowell's history. Massachusetts Historical Commission database and interactive maps - Lowell before 1861 (from MACRIS)	en	//d2jv02qf7xgjwx.cloudfront.net/apps/common/favicon/apple-touch-icon.png		https://libguides.uml.edu/early_lowell/cultural_resources	The links in each record will open that file in the Massachusetts Cultural Resources Information System (MACRIS) database. The resources on this webpage listed below with links were selected from the MACRIS site using Lowell and the years 1861 and earlier. These are the same resources that are on the spreadsheet. Use the MACRIS website for broader searches of cultural resouces in Lowell and other Massachusetts cities and towns. MACRIS is searchable using many criteria - City/Town Address Historic Name Resource Type Architect/Maker Use Type Architectural Style Areas of Significance Designation Type Construction Year/Year range Also use the MACRIS MAPS feature - Type "Lowell" in the Town/City search box on the right, then click Search, then click on the "Lowell, Masachusetts" link that appears below the box. On the map, you can click on the color-coded geometric symbols for specific information about the resource - Also, you can enter the Search ID in the Enter Search ID box in the upper left next to MACRIS MAPS. The Search ID is listed in the MHC ID column in the spreadsheets below (e.g., LOW.804)
833	dbpedia	2	0	https://en.wikipedia.org/wiki/Boston_and_Lowell_Railroad	en	Boston and Lowell Railroad	https://upload.wikimedia…Railroad_map.jpg	https://upload.wikimedia…Railroad_map.jpg	[ "https://en.wikipedia.org/static/images/icons/wikipedia.png", "https://en.wikipedia.org/static/images/mobile/copyright/wikipedia-wordmark-en.svg", "https://en.wikipedia.org/static/images/mobile/copyright/wikipedia-tagline-en.svg", "https://upload.wikimedia.org/wikipedia/en/thumb/9/99/Question_book-new.svg/50px-Question_book-new.svg.png", "https://maps.wikimedia.org/img/osm-intl,a,a,a,290x240.png?lang=en&domain=en.wikipedia.org&title=Boston_and_Lowell_Railroad&revid=1181172651&groups=_68db6311c65116e876ba4098b78b459758a21ad6", "https://upload.wikimedia.org/wikipedia/commons/thumb/8/8c/1855_Boston_and_Lowell_Railroad_map.jpg/220px-1855_Boston_and_Lowell_Railroad_map.jpg", "https://upload.wikimedia.org/wikipedia/commons/thumb/8/82/Boston_and_Lowell_Railroad_1887.png/300px-Boston_and_Lowell_Railroad_1887.png", "https://upload.wikimedia.org/wikipedia/commons/thumb/8/8c/Winchester_Center_station_platforms%2C_September_2004.jpg/250px-Winchester_Center_station_platforms%2C_September_2004.jpg", "https://upload.wikimedia.org/wikipedia/commons/thumb/7/77/Open_Access_logo_PLoS_transparent.svg/9px-Open_Access_logo_PLoS_transparent.svg.png", "https://upload.wikimedia.org/wikipedia/commons/thumb/7/77/Open_Access_logo_PLoS_transparent.svg/9px-Open_Access_logo_PLoS_transparent.svg.png", "https://upload.wikimedia.org/wikipedia/commons/thumb/9/95/Locomotive_J_1211_front.jpg/32px-Locomotive_J_1211_front.jpg", "https://upload.wikimedia.org/wikipedia/en/thumb/8/8a/OOjs_UI_icon_edit-ltr-progressive.svg/10px-OOjs_UI_icon_edit-ltr-progressive.svg.png", "https://login.wikimedia.org/wiki/Special:CentralAutoLogin/start?type=1x1", "https://en.wikipedia.org/static/images/footer/wikimedia-button.svg", "https://en.wikipedia.org/static/images/footer/poweredby_mediawiki.svg" ]	[]	[]	[ "" ]	null	[ "Contributors to Wikimedia projects" ]	2004-12-21T20:30:29+00:00		en	/static/apple-touch/wikipedia.png		https://en.wikipedia.org/wiki/Boston_and_Lowell_Railroad	Former railroad in Massachusetts, United States Boston and Lowell RailroadOverviewLocaleBoston to Lowell, Massachusetts and beyond into New Hampshire and VermontDates of operation1835–1887SuccessorBoston and Maine RailroadTechnicalTrack gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge The Boston and Lowell Railroad was a railroad that operated in Massachusetts in the United States. It was one of the first railroads in North America and the first major one in the state. The line later operated as part of the Boston and Maine Railroad's Southern Division. The Boston and Lowell Railroad was preceded by the Middlesex Canal. Converting the canal to a railroad would eliminate the issue of transportation being unavailable during the winter, when the canal froze. Patrick Tracy Jackson led the task of convincing the state legislature to fund the project. This proved difficult, as the investors of the Middlesex Canal were against building a new form of transportation designed to replace their canal.[1] Because, prior to 1872, there was no provision in Massachusetts state law for chartering railroads, all had to be chartered by special acts of legislature. This made it slow and inefficient to charter a railroad because the politicians had to agree; the issue would become partisan. This also meant that the legislature would not let the investors build the line unless they could show it was completely necessary. The investors were successful because they convinced the legislature that the canal was inherently incapable of providing what they needed: reliable, year-round freight transport. Investors in the Boston and Lowell Railroad received a charter on June 5, 1830, with no provision for reparations to the Middlesex Canal's investors. It was a favorable charter because in addition to the right to build and operate a railroad between Lowell and Boston, it gave a thirty-year monopoly on the right to have a railroad there. The people along the road and in terminal-end cities bought large amounts of stock, financing half the company. The Board of Directors of the Boston and Lowell Railroad, armed with a charter, now had the task of surveying and building the line. They brought in James Fowle Baldwin, son of Col. Loammi Baldwin, who had engineered the Middlesex Canal, to do the surveying, and charged him with finding a gently sloped path from Lowell to Boston, with few grade crossings and well away from town centers. This latter point ended up being quite inconvenient later on. No one had any idea of the future possibility of railroads acting as public transportation, or if they did they were not paid any attention by the builders or financiers of the road. The right-of-way that Baldwin surveyed did well in each of these characteristics. The path sloped up at a gentle ten feet per mile at the maximum, and there were only three grade crossings over the entire 26-mile (42 km) distance. The path was close to the older Middlesex Canal path, but was straighter - as boats can turn more sharply than trains. To achieve this superior linearity, it needed small amounts of grade elevation in places. The route ignored Medford center entirely, going through West Medford instead, and totally bypassed Woburn and Billerica. This would have to be corrected later with various spurs (the one to Medford being built off the Boston and Maine Railroad), but were always sources of annoyance to both riders and operators. The proposed route was accepted by the Board of Directors of the Boston and Lowell Railroad, and work began on the building phase. The road was begun from both ends at once, and some sources say that they both started on the right hand side of the right-of-way, missing in the middle and having to put in an embarrassing reverse curve to tide them over until they built the other side. Yankee and Irish laborers were hired to construct the railroad, which was made especially difficult and because the Directors wanted to make the road using the best techniques then known. This, for them, meant laying imported British iron rails with a 4-foot-deep (1.2 m) wall of granite under each rail. They did this because it was commonly believed that the train would sink into the ground if the rails did not have strong support.[citation needed] The first track was completed in 1835, and freight service began immediately. On May 27, 1835, it made its maiden trip to Boston, with Patrick Tracy Jackson, George Washington Whistler, and James Baldwin aboard.[2] The solid granite roadbed proved to be much too rigid, jolting the engine and cars nearly to pieces. Repairs on the locomotives (there were two at the time) would sometimes take most of the night, trying to get them ready for the next day's service. The much poorer Boston and Worcester Railroad could not afford a granite bed and so was built with modern wooden ties. This turned out to be far superior, so the owners of the Boston and Lowell decided they would upgrade their entire roadbed to wood when they added a second track. The original Boston terminal was at the north corner of Causeway Street and Andover Street (halfway between Portland and Friend streets), at the westernmost edge of the current North Station. The bridge over the Charles River to access it was the first movable railroad bridge in the United States. [1] The original Lowell terminal was at the south corner of Merrimack Street and Dutton Street. The quantity of freight traffic on the Boston and Lowell Railroad was large from the start (as was expected) with Lowell's textile companies bringing in raw materials and sending out finished goods. The high level of passenger traffic, however, was not anticipated.[3]: 92 Trains traveled on unwelded rails which were laid on a granite roadbed, which made for an extremely bumpy ride. The railroad switched to wooden ties.[3]: 84 The Boston and Lowell was faced with a new problem; it had a reputation for speed which made it very popular and highly competitive with stagecoaches. Many people wanted to go not only from Lowell to Boston but to places in between. The Boston and Lowell ordered another locomotive and cars for local passenger rail in 1842, and had them make six stops along the route. Passenger rail proved to be almost as profitable as freight.[4] The first locomotives on the B&L were copies of the successful Planet class 2-2-0 built locally in Lowell.[5] Another railroad was chartered in the early 1840s whose fortunes would be closely tied to those of the Boston and Lowell. This was the Boston and Maine Railroad. This railroad ran down from Portland, Maine, through a bit of southern New Hampshire, to Haverhill in northeastern Massachusetts, connected to the Boston and Lowell in Wilmington, and then used Boston and Lowell track to Boston. This route was conceptualized in 1834, but took a long time to be built, mostly because, unlike the Boston and Lowell, it did not have a secure base of funding like the Lowell textile companies. It took two years to get to Andover, another year to get to Haverhill, three more to get to Exeter, New Hampshire, and did not get to Portland until 1852. This extra traffic on the Boston and Lowell Railroad, especially with the line still over granite, provided the extra impetus to double track and upgrade. In 1838, the B&L began two years of extensive track improvements, first laying a second track on wood, and with that one built, going back and re-laying the old track on the more forgiving wood as well. Boston and Lowell traffic continued to increase, and even with double tracks the schedule became tight enough that the Boston and Maine trains, as renters, began to be pushed around to annoying hours, often having to wait over an hour in Wilmington before being allowed to proceed on to Boston. The B&M soon tired of what they perceived as selfishness and decided to build its own track to Boston from Haverhill so that it would not have to rely on the B&L. The B&L tried to fight the B&M in court but failed because the monopoly granted in its charter was only good for traffic between Boston and Lowell. The shortcut, part of today's Haverhill/Reading Line, was started in 1844 and was in use by 1848. While the B&M was building it, they were still running their trains to Boston on the B&L. This made for a lot of conflict, with the B&L trying to squeeze every last penny out of the B&M before it lost the opportunity. The B&M tried to deal with this in court, and got the judge to forbid the B&L from raising rates until the case was done, but by the time they were close to an agreement, the bypass was complete. With B&M business gone, the B&L realized how much they had been relying upon their renters. Additionally, the Lowell mills began to decline somewhat and there was less freight traffic for the line to move. Over the next four decades, the B&L declined until the more successful B&M leased it on April 1, 1887. The B&L built or leased many branches to serve areas not on its original line. Immediately before its lease by the B&M in 1887, it had five divisions—the Southern Division (including the original line), the Northern Division, the White Mountains Division, the Vermont Division, and the Passumpsic Division. Additionally, it leased the Central Massachusetts Railroad in 1886. The main part of the Southern Division was the mainline between Boston and Lowell. Charlestown The Charlestown Branch Railroad was not itself taken over by the B&L, but as originally built in 1840 it was a short spur from the B&L to wharves in Charlestown. In 1845 the Fitchburg Railroad leased it and incorporated it into their main line. Mystic River The Mystic River Branch served the Mystic River waterfront on the north side of Charlestown. Woburn Loop The Woburn Branch Railroad (aka the Woburn Loop) opened in 1844, connecting Woburn to the main line towards Boston. The Horn Pond Branch Railroad was a short freight-only branch off the Woburn Branch to ice houses on Horn Pond. The northern loop, built in 1885, continued the line back north to the main line at North Woburn Jct. in South Wilmington. The Horn Pond branch line was abandoned in 1911, the northern loop in 1961, and the original line in 1982. Stoneham The Stoneham Branch Railroad was built in 1862 to connect to Stoneham. Lowell and Lawrence The Lowell and Lawrence Railroad was chartered in 1846 to build a line between Lowell and Lawrence, which opened in 1848. In 1858 the B&L leased the line. Salem and Lowell The Salem and Lowell Railroad was chartered in 1848 as a branch from the Lowell and Lawrence at Tewksbury Junction to the Essex Railroad at Peabody, along which it used trackage rights to Salem. The line was opened in 1850 and operated by the Lowell and Lawrence until 1858, when the B&L leased it along with the Lowell and Lawrence. Wilmington (Wildcat) Branch The Wilmington Branch, now known as the Wildcat Branch, was built just west of the original Boston and Maine Railroad alignment to connect the main line at Wilmington to the Salem and Lowell at Wilmington Junction, providing a shorter route between Boston and Lawrence. Lexington and Arlington (Middlesex Central Railroad) The Lexington and West Cambridge Railroad was chartered in 1845 and opened in 1846, connecting the Fitchburg Railroad at West Cambridge to Lexington, although the "West Cambridge" in the name referred to what is now the town of Arlington. It was operated by the Fitchburg from opening, and leased to the Fitchburg from 1847 to 1859. The line was reorganized as the Lexington and Arlington Railroad in 1868, following the renaming of Arlington. The B&L bought the line in 1870 and built a new connection to their main line at Somerville Junction. The Middlesex Central Railroad was chartered in 1872 and opened in 1873, extending the line from Lexington to Concord. It was leased from completion to the B&L. An extension west to the Nashua, Acton and Boston Railroad at Middlesex Junction was built in 1879.[6] Billerica and Bedford The Billerica and Bedford Railroad was built in 1877 as a narrow gauge line between the Middlesex Central at Bedford and the B&L at North Billerica. It was sold and abandoned in 1878, and the rails were taken to Maine for the Sandy River Railroad. A new standard gauge branch was built by the B&L in 1885, mostly on the same right-of-way.[6] Lowell and Nashua The Lowell and Nashua Railroad was chartered in 1836 as an extension of the B&L from Lowell north to the New Hampshire state line. The Nashua and Lowell Railroad, chartered in 1835, would continue the line in New Hampshire to Nashua. The two companies merged in 1838 to form a new Nashua and Lowell Railroad, and the road opened later that year. In 1857 the B&L and N&L agreed to operate as one company from 1860, and in 1880 the B&L leased the N&L. Stony Brook The Stony Brook Railroad was chartered in 1845 and opened in 1848, connecting the Nashua and Lowell at North Chelmsford with Ayer. The N&L leased the Stony Brook in 1848. Nashua to Keene The Wilton Railroad was chartered in 1844. It opened a line from Nashua west to Danforth's Corner in 1848, to Milford in 1850 and to East Wilton in 1851. Since completion it was operated by the N&L. The Peterborough Railroad was chartered in 1866 to continue the Wilton Railroad northwest to Greenfield, New Hampshire. In 1873 the N&L leased it; the road opened in 1874. The Manchester and Keene Railroad was chartered in 1864 and opened in 1878, continuing the Peterborough Railroad west from Greenfield to the Connecticut River Railroad in Keene. In 1880 the company went bankrupt, and it was operated by the Connecticut River Railroad until 1882, when it was bought half-and-half by the B&L and the Concord Railroad. Central Massachusetts Railroad The Massachusetts Central Railroad was chartered in 1869 to build a line east–west across the middle of the state, between the Boston and Albany Railroad and the Fitchburg Railroad. The first section opened in 1881, splitting from the B&L's Lexington and Arlington Branch at North Cambridge Junction, and the company was reorganized as the Central Massachusetts Railroad in 1883. The B&L leased the line in 1886, a year before the B&M leased the B&L. Northern Division The Boston, Concord and Montreal Railroad was chartered in 1844, and opened in stages from 1848 to 1853, eventually running from Concord to Woodsville, New Hampshire. That railroad, along with its branches, became part of the B&L Northern Division in 1884, when the B&L leased the BC&M. The Northern Railroad was also chartered in 1844, opening in 1847 from Concord to Lebanon, New Hampshire, and later extending to White River Junction, Vermont. The B&L leased it in 1884 as another part of its Northern Division. The only connection between the Southern and Northern divisions was at Hancock Junction, where the Manchester and Keene Railroad (Southern) and Peterborough and Hillsborough Railroad (Northern) met. In 1889 the BC&M merged with the Concord Railroad to form the Concord and Montreal Railroad, taking it out of B&M control until 1895, when the B&M leased the C&M. White Mountains Division The White Mountains Railroad was chartered in 1848 and opened a line from Woodsville to Littleton, New Hampshire, in 1853. Along with extensions and branches, it was leased to the Boston, Concord and Montreal Railroad in 1859 and consolidated into it in 1872, becoming its White Mountains Division. In 1884 the B&L leased the BC&M and the old White Mountains Railroad became the B&L's White Mountains Division. The Northern and White Mountains Divisions were connected at Woodsville. Vermont Division The Essex County Railroad (chartered 1864), Montpelier and St. Johnsbury Railroad (chartered 1866) and Lamoille Valley Railroad (chartered 1867) were consolidated into the Portland and Ogdensburg Railroad in 1875 as their Vermont Division. The line was finished in 1877, and in 1880 it was reorganized as the St. Johnsbury and Lake Champlain Railroad, which was taken over by the B&L as their Vermont Division. The line did not stay in the B&M system, and the easternmost part was leased to the Maine Central Railroad in 1912. The White Mountains and Vermont Divisions were connected at Scott's Mills, New Hampshire. Passumpsic Division The Connecticut and Passumpsic Rivers Railroad was organized in 1846 and opened a line from White River Junction on the Northern Railroad to the border with Quebec, Canada, in 1867, junctioning the Northern and White Mountains Divisions at Wells River and the Vermont Division at St. Johnsbury. The Massawippi Valley Railway, leased in 1870, continued to Sherbrooke, Quebec, where it junctioned the Grand Trunk Railway among others. The B&L leased the line on January 1, 1887, three months before the B&M acquired the B&L. Over the next 70 years or so, things were reasonably stable and constant for the Lowell Line as a part of the B&M's Southern Division. Passenger train round trips per day hovered in the low 20s, and while freight from Lowell itself did not last too long, the Lowell line got some traffic from railroads that connected from the west. In the early 20th century, the economics of railroading began to change. With the advent of the internal combustion engine, trains slowly began to lose their advantage as a transportation option. Automobiles and trucks began to increase in popularity as highways improved, siphoning ridership and freight traffic off railroads. The advent of the Interstate Highway System tipped the economic balance by increasing mobility as factories and offices were now able to be located further away from the fixed routes of the railroads. The decline in both passenger and freight traffic occurred at a point when the B&M, like most other railroads, had just switched over to diesel locomotives, meaning that they had large debts. The pressure from the debts and the large infrastructure costs associated with operating a disparate passenger and freight network amongst declining traffic forced the B&M to cut costs. The most noticeable effect to the general public was the reductions in passenger operation. In the late 1950s, the B&M began to eliminate routes and substituted Multi-Unit diesel-powered passenger cars on many of its routes. The effort did not succeed, as the B&M was bankrupt by 1976. As its fortunes declined, the B&M shed its passenger operation in 1973 by selling the assets to the MBTA. The new state agency bought the Lowell line, along with the Haverhill and all other commuter operations in the Greater Boston area. Along with the sale, the B&M contracted to run the passenger service on the Lowell line for the MBTA. After bankruptcy, the B&M continued to run and fulfill its commuter rail contract under the protection of the Federal Bankruptcy Court, in the hopes that a reorganization could make it profitable again. It emerged from the court's protection when newly formed Guilford Transportation Industries (GTI) bought it in 1983. When GTI bought the B&M, commuter rail service was in jeopardy. The MBTA had owned the trains and the tracks since 1973, but it had outsourced the operation to the B&M. When GTI bought the B&M in 1983, it had to honor the B&M contract, but GTI management was very much against passenger rail, and, in 1986, as soon as the contract expired, they let the job go to Amtrak. From 1986 until 2003, Amtrak managed the entirety of Boston's commuter rail. It did decently, though at times had strained relations with the MBTA. Quibbles centered on equipment failures, numbers of conductors per train, and who took responsibility when trains are late. Because of these bad relations and Amtrak's repeated announcements that the contract was unreasonable, few people were surprised at Amtrak's decision not to bid again for the commuter rail contract when it came up for renewal in 2003. When the MBTA asked for new bids on the commuter rail operation contract, Amtrak did not bid, but Guilford and the Massachusetts Bay Commuter Railroad Company did. The MBCR ended up getting the contract and began operating the commuter rail in July 2004. Guilford's main line between Mattawamkeag, Maine, and Mechanicville, New York, now uses the Stony Brook Branch and the old main line north of Lowell. At Lowell, it shifts to the B&M's original Lowell Branch to get to the B&M main line towards Maine. During the years since B&M's bankruptcy, highway congestion has increased significantly, resulting in growing demand for passenger and freight options. During this time frame, the MBTA has been slowly investing in some infrastructure changes in its rail operations. In 1995, a new North Station was opened. In 2001, it opened the Anderson Regional Transportation Center on the Boston & Lowell to centralize ridership and provide a superstation with convenient access to Interstates 93 and 95 (Route 128). In southern Maine, frustration with bus service drove the state to explore restarting passenger service, resulting in contracting with Amtrak to operate the Downeaster, which runs from North Station to Haverhill and up to Portland. Due to scheduling conflicts with the MBTA, the Downeaster runs up the Lowell Line to Wilmington and then out the old B&M Wildcat Branch to the Haverhill/Reading Line. This route allows the Downeaster to pass a commuter train on the Haverhill/Reading Line without schedule conflicts. The route is also historically significant because it is the same route that the original B&M used to Portland. Milepost City Station Opened Closed Notes 0.0 Boston North Station 1893 Replaced original terminal on Nashua Street. 0.8 Boston Engine Terminal A flag stop for railroad employees only 0.5 Cambridge East Cambridge By 1846[7] By 1865 Original location at Prison Point Bridge 0.9 By 1865 1927 Closed when North Station approaches were realigned 1.8 Somerville Prospect Hill 1840s 1927 Originally Milk Row; closed when North Station approaches were realigned 2.4 Winter Hill January 1, 1863[8] February 19, 1937[9] 2.8 Somerville Junction By 1850 c. 1946 Formerly Somerville and Taylor's Ledge.[10] Junction with Lexington Branch and Central Massachusetts Branch. 3.6 North Somerville By 1850 May 18, 1958 Formerly Willows Bridge 4.0 Medford Tufts University By 1850 September 15, 1977 May 18, 1958 October 1979 Formerly Stearns Steps, College Hill, and Tufts College 4.6 Medford Hillside By 1850 May 18, 1958 Formerly Medford Steps 5.5 West Medford By 1838 Originally Medford Gates 5.9 Gorham Brooks' By 1846 Early flag stop for Woburn Branch trains[7] 7.3 Winchester Wedgemere By 1850 Previously called Mystic, Bacons Bridge, and Symmes Bridge 7.8 Winchester Center Junction with Woburn Branch. Originally South Woburn. 9.0 Winchester Highlands 1877 June 1978 Originally Winchester Heights 9.8 Woburn Montvale January 1, 1942 Junction with Stoneham Branch; originally East Woburn. 10.5 Walnut Hill January 17, 1965 Originally Woburn and Water Place 10.9 Lechmere Warehouse 1979 1996 11.6 Mishawum September 24, 1984 Originally North Woburn 12.7 Anderson/Woburn April 28, 2001 Former station was South Wilmington 13.9 Wilmington North Woburn Junction Junction with Woburn Loop (never a station) 15.2 Wilmington c. 1836 Junction with Wildcat Branch 17.0 Silver Lake June 27, 1965 19.2 Billerica East Billerica June 27, 1965 Originally Billerica & Tewksbury 21.8 North Billerica Junction with Billerica and Bedford Branch. Originally Billerica Mills. 23.3 Lowell South Lowell 1932[11][12] 24.6 Bleachery June 14, 1959[13] Junction with Lowell and Lawrence Railroad, Lowell Branch (B&M), and Framingham and Lowell Railroad (NYNH&H) 25.3 Lowell Junction with Nashua and Lowell Railroad; formerly called Middlesex Street 26.0 Merrimack Street 1905 Wall & Gray. 1871 Atlas of Massachusetts. Map of Massachusetts. USA. New England. Counties - Berkshire, Franklin, Hampshire and Hampden, Worcester, Middlesex, Essex and Norfolk, Boston - Suffolk,Plymouth, Bristol, Barnstable and Dukes (Cape Cod). Cities - Springfield, Worcester, Lowell, Lawrence, Haverhill, Newburyport, Salem, Lynn, Taunton, Fall River. New Bedford. These 1871 maps of the Counties and Cities are useful to see the extent and names of the rail lines. Beers, D.G. 1872 Atlas of Essex County Map of Massachusetts Plate 5. Click on the map for a very large image. This map and the 1871 map of Middlesex County shows the original Boston and Lowell Railroad route through Billerica, Wilmington, Woburn, Winchester, and Medford. It also show the slightly later competing track of the Boston and Maine Railroad through Andover, Reading, Wakefield, Melrose, and Malden. The Wildcat Branch connector in Wilmington is shown in the 1872 maps but not the 1871 map. Also see detailed map of 1872 Essex County Plate 7. Changes to Transit Service in the MBTA district (PDF) Railroad History Database 1886 Boston and Lowell Railroad Map Railways portal MBTA - The Lowell Line
833	dbpedia	3	46	https://millmuseum.org/railroads-and-mills/	en	Railroads and Mills	https://millmuseum.org/w…-EARLY-1900s.jpg	https://millmuseum.org/w…-EARLY-1900s.jpg	[ "https://i0.wp.com/millmuseum.org/wp-content/uploads/2022/12/cropped-museumlogo-TRANSPARENTcorners.png?fit=964%2C960&ssl=1", "https://i0.wp.com/millmuseum.org/wp-content/uploads/2019/03/TRAIN-AT-WILLIMANTIC-c.-EARLY-1900s.jpg?resize=286%2C215&ssl=1", "https://i0.wp.com/millmuseum.org/wp-content/uploads/2022/02/Railroad-Map-2.jpg?resize=800%2C759&ssl=1", "https://i0.wp.com/millmuseum.org/wp-content/uploads/2020/06/McDonald-12.jpg?resize=1080%2C776&ssl=1", "https://i0.wp.com/millmuseum.org/wp-content/uploads/2022/07/US-CT1891_p137_WILLIMANTIC_WILLIMANTIC_LINEN_COMPANY.jpg?resize=754%2C517&ssl=1", "https://i0.wp.com/millmuseum.org/wp-content/uploads/2022/07/Smithville-Mill.png?resize=684%2C432&ssl=1", "https://millmuseum.org/wp-content/plugins/woolementor/assets/img/loader.gif" ]	[]	[]	[ "" ]	null	[]	2019-03-14T17:43:12+00:00	Railroads and the MillsJamie H. EvesThe Industrial Revolution relied on cheap transportation of goods in bulk. The textile factories that dominated eastern Connecticut during its Industrial Age (c. 1800-1985) needed to haul in the raw cotton, wool, and silk from which they made their products, and carry away the finished thread and cloth, and after…	en	https://i0.wp.com/millmu…it=32%2C32&ssl=1	Windham Textile and History Museum - The Mill Museum	https://millmuseum.org/railroads-and-mills/	One important artifact of the Age of Rail in Connecticut is a large-scale, cloth-backed, elegantly engraved 1902 wall map titled “The National Publishing Company’s Railroad, Post Office, Township and County Map of Massachusetts, Rhode Island and Connecticut, with Distances in Figures Compiled from the Latest Government Surveys and Original Sources.” It provides a snapshot of rail transportation at the turn of the century, when the railroads were at their height. According to the map, a century ago a dense web of rail lines crisscrossed Connecticut. The “trunk line” (“main line”) was owned by the busy, prosperous New York, New Haven, and Hartford Railroad Company (N. Y. N. H. & H.), which snaked eastward along Long Island Sound from New York City to New Haven in a series of lazy, undulating loops. In New Haven, it split into two smaller trunks, one continuing east along the Sound to Providence, Rhode Island, the other heading north, first to Hartford and then across the state line to Springfield, Massachusetts. Numerous “branch lines” (“short lines”) – some owned by the N. Y. N. H. & H. and others by smaller companies – split off from the two trunks, linking all eight of Connecticut’s counties into one efficient, integrated system. All told, only 27 of the state’s 168 towns (16%) were without rail service – and every one of these was a small, rural, hill community like Goshen, Bethlehem, Voluntown, or Union. Well over 95% of the state’s residents lived within ten miles of a train station. Hartford, New Haven, Waterbury, and Willimantic were the state’s rail “hubs,” with eight, six, six and six “spokes,” respectively. Hartford was the state capital, an important river port, and a center for the manufacture of precision machines. New Haven was a seaport. Waterbury was a center for metal manufacturing. And Willimantic produced cloth and thread. Bridgeport (machines and textiles), Manchester (textiles), and Norwich (textiles) also had important rail connections. For about a century, from the mid-1800s to the mid-1900s, railroads and trolleys functioned as the chief means of moving large quantities of people and freight in Connecticut and the rest of the United States. The earliest American railroads were horse-drawn short lines, such as John Montressor’s “gravity road” around Niagara Falls and John Thompson’s “tramroad” in Pennsylvania. But the invention of the coal-powered steam engine by the Scottish engineer James Watt in the 1760s, together with its successful application to riverboats by the New York inventor Robert Fulton in 1807, launched an eventual switch from horses to steam and made railroads practical. The first steam railroad in North America was the Baltimore and Ohio (B. & O.); construction on the B. & O. had begun in 1828, but the company switched from horses to steam in 1831. Other railroads quickly followed: the Mohawk and Hudson Railroad in 1832, the South Carolina Canal and Rail Road Company in 1833, the Columbia Railroad of Pennsylvania in 1834, and the Boston and Providence Railroad in 1835. In Connecticut, the Age of Rail commenced in the 1840s with the construction of the New York and New Haven Railroad (N. Y. & N. H.), the forerunner of the N. Y. N. H. & H. The company received its state charter in 1844, was organized in 1846, and opened in 1849. Like most American railroads, the N. Y. & N. H. was a privately owned business – a corporation – but it nevertheless relied on government subsidies for survival. Indeed, without government support, long-distance railroads rarely made a profit. The N. Y. & N. H.’s 450-mile looping route along Long Island Sound from New Haven to New York – with stops in West Haven, Milford, Stratford, Bridgeport, Fairfield, Southport, Westport, Norwalk, Darien, Stamford, and Greenwich – can be viewed on an elegant, detailed 1845 “Map Exhibiting the Experimental and Located Lines for the New-York and New-Haven Rail-Road,” at the Library of Congress’s superb “American Memory” website at http://memory.loc.gov. In 1872 the New York and New Haven merged with the New Haven and Hartford Railroad to form the giant N. Y. N. H. & H. It continued to grow, and by the early 1900s had absorbed more than twenty-five other railroad companies, owned 2,047 miles of track in Connecticut, New York, Rhode Island, and Massachusetts, and was an important cog in the corporate empire of the Connecticut-born tycoon J. P. Morgan. A good map of the mature, turn-of-the-century Connecticut railroad network – “Map of the Railroads of Connecticut to Accompany the Report of the Railroad Commissioners, 1893” – can be viewed at the “American Memory” website. To find out more about trains and Willimantic, I visited the Thomas R. Dodd Research Center at the University of Connecticut, where I looked through old train schedules of the New York, New Haven, and Hartford Railroad (N.Y.N.H.&H.) that are preserved as part of the Dodd Center’s Connecticut Electric Railway Association Collection. Although these schedules applied only to passenger trains and not to freight trains, they nevertheless provided insight into the history of railroads in Willimantic. According to the schedules, in the 1920s and 1930s, as many as twelve N.Y.N.H.&H. passenger trains left Willimantic each day. One route – which in January, 1927, departed twice a day, at 6:45 and 11:00 AM – was a local, heading southwest to Middletown, with stops along the way at Chestnut Hill, Leonard’s Bridge, Amston, Westchester, Lyman Viaduct, East Hampton, Cobalt-Middle Haddam, and Portland. A second route in 1927, departing Willimantic only once a day, at 9:25 AM, traveled east to Pomfret and Putnam before crossing the state line into Rhode Island. It arrived at Providence at 11:47 and Boston at 12:09, covering 140 miles in about two hours and forty-five minutes, an average speed of about 50 miles an hour. A third route in 1927, to Hartford, was the busiest, with seven trains departing daily, at 7:10, 10:08, and 11:29 AM, and at 2:23, 3:45, 6:11, and 8:09 PM. The morning trains were locals, with regular stops at Andover, Bolton, and Manchester, and whistle stops (the train stopped only if someone requested it) at Hop River, Rockville Junction, Talcottville, Buckland, and Burnside. The afternoon trains had fewer stops. After a brief layover in Hartford (between 20 and 30 minutes), the train continued on to Meriden, New Haven, and New York. The trip from Willimantic to Hartford took about an hour; the journey to New York lasted about four hours and 30 minutes. Unlike the other two routes, this one also operated on Sundays, although with fewer runs. The passenger trains that stopped in Willimantic featured a combination of parlor cars and coaches, but no sleepers. Sleepers did run on the other Boston-to-Hartford-to-New York route – the one that went through Springfield, Massachusetts, instead of Willimantic – but passengers were told that their berths would not be available until 9:00 at night, and that they had to be out of them by 6:40 in the morning. Nevertheless, railroad’s relicts remain on the land, inviting historical inspection. Several passenger and freight lines still run, including the Amtrack commuter line along Long Island Sound, which uses the old N. Y. N. H. & H. tracks. Most of the bed of the old branch line from Hartford to Providence still exists, too, converted by the state into a horse, bicycle, and walking trail. It is a venerable route. According to Hans DePold, the town historian of Bolton, one of the towns along the trail, a group of Connecticut businessmen first drew up plans for a Hartford-to-Providence railroad in 1833, at the very dawn of the Age of Rail. Fifteen years later in 1847, they chartered the Hartford & Providence Railroad, renamed the Hartford, Providence & Fishkill when they decided to extend the line west to Fishkill, New York, on the Hudson River. Construction began almost immediately, and by 1849 – the same year that the New York and New Haven opened for business – the railroad connected Hartford to Willimantic. However, like most of the early railroads, it struggled financially. Eventually, the larger, wealthier New Haven and Hartford Railroad Company absorbed it. Now part of a larger system, the line remained in operation until 1956. Today, hikers routinely walk along portions of the old H. P. & F. bed between Bolton and Willimantic, a distance of about 14 miles. Relict evidence shows that, like other railroads, the H. P. & F. significantly altered the environment through which it passed. Although all of the steel rails and most of the heavy wooden ties have been removed, the bed and other artifacts remain, providing ample evidence of the railroad’s impact. The top of the bed was approximately ten feet wide, and amazingly level. To save fuel, the steep, craggy Connecticut hills were graded into gentle slopes, and the route was laid out with straight lines and wide, easy turns. Rather than detour around the hills, the construction crews dynamited deep “cuts” through hilltops and rocky outcrops, creating artificial gorges that remain cool, moist, and shady even on hot summer days. To cross the “lows,” the crews built high, sloping, raised beds, often several hundred feet wide at the base, which tower above the land. Even when the terrain was relatively level, beds were still elevated several feet above the surface, to make sure the tracks remained dry. In the cuts, deep ditches running along each side of the track drained excess water. Elsewhere, the beds sloped slightly to one side, where a single ditch disposed of the runoff. Mosses grow on the craggy, gray shale walls of the cuts. In the spring rivulets of cold, clear meltwater trickle noisily over the exposed rocks. Immense amounts of fill were needed to construct these beds – far more than would have been supplied from the limited amounts of rock and gravel the crews removed from the cuts. Where had it all come from? Hikers see little evidence of trackside borrow pits. Indeed, numerous stone fences indicate that farmers’ fields and pastures occupied most of the land beyond the railroad’s right-of-way, and these seem unlikely sources of fill. Scooping out parts of the bed with your hands, a hiker can unearth numerous gravel-sized particles of red sandstone, common enough in the Connecticut Valley around Hartford, but rare in the eastern hills around Bolton and Willimantic. Perhaps the company had commenced constructing the railroad at Hartford and, inching eastward, used their trains and newly laid tracks to haul the fill from the Valley. If so, they had reversed the pattern of nature, moving earth from lower to higher elevations. Other relicts are also visible. Chunks of coal lay in the ditches. A few gaunt, silver-gray telegraph poles pitch at eccentric angles, most with five crosstrees, indicating that, in addition to the telegraph wires, they possibly carried telephone and even electric wires as well. Although the surrounding countryside is thickly wooded, ample evidence exists that such was not the case a hundred years ago. The stone fences that snake through the woods indicate that the entire area was once open farmland. This means that the railroad would have had to make accommodations for those farmers whose fields lay on both sides of the tracks. Indeed, at several locations old farm roads, now abandoned, cross the railroad, their locations marked by rusty steel gates. The historian Leo Marx characterizes railroads, trains, and other nineteenth-century technologies as “machines in the garden.” Hikers walking along the old railroad bed, climbing into the high, flinty hills surrounding Bolton Notch, may reflect that he is right. One imagines the countryside as it must have looked a century ago – an open, undulating land of farms and fields, with only a few trees, and the great sweeping vistas of the Hop River Valley below. The green, pastoral landscape would have offered a compelling contrast to the sooty black trains, the billowing clouds of coal smoke, the piercing whistle of the steam engines, the loud chuffing of gears, and the rhythmic clacking of the steel wheels on the rails.
833	dbpedia	3	66	https://www.lowellsun.com/ci_31693136/derailed-mbta-train-raises-new-transportation-concerns/	en	Derailed MBTA train raises new transportation concerns	http://www.lowellsun.com/wp-content/uploads/?p=39475&w=1200&h=785#038;preview_id=39475	http://www.lowellsun.com/wp-content/uploads/?p=39475&w=1200&h=785#038;preview_id=39475	[ "https://www.lowellsun.com/wp-content/uploads/2019/08/sun-masthead.svg", "https://secure.gravatar.com/avatar/?s=85&d=mm&r=g", "https://www.lowellsun.com/wp-content/uploads/2024/08/US-NEWS-HEALTH-ICE-RINK-FUMES-DMT.jpg?w=525", "https://www.lowellsun.com/wp-content/uploads/2024/08/US-NEWS-HEALTH-NATIV-16x9-1.jpg?w=620", "https://www.lowellsun.com/wp-content/uploads/2024/08/LOW-L-Shea-080924-01.jpg?w=377", "https://www.lowellsun.com/wp-content/uploads/2024/08/GettyImages-1228006741.jpg?w=525", "https://www.lowellsun.com/wp-content/uploads/2019/08/sun-masthead.svg" ]	[]	[]	[ "" ]	null	[ "Samantha J. Gross" ]	2018-02-25T00:00:00+00:00	BOSTON — It’s been a few days since a Red Line MBTA train derailed in Boston, spurring a nightmare of shattered windows, plumes of smoke and jam-packed shuttle buses between Dorchester and South Boston. The derailment has lawmakers thinking about the state’s transportation system and how to make it safer, or at least avoid chaos […]	en	https://www.lowellsun.co…te-icon.png?w=32	Lowell Sun	https://www.lowellsun.com/ci_31693136/derailed-mbta-train-raises-new-transportation-concerns/	BOSTON — It’s been a few days since a Red Line MBTA train derailed in Boston, spurring a nightmare of shattered windows, plumes of smoke and jam-packed shuttle buses between Dorchester and South Boston. The derailment has lawmakers thinking about the state’s transportation system and how to make it safer, or at least avoid chaos akin to Wednesday’s situation. On the commuter rail however, Greater Lowell riders have little to worry about. Lisa Battiston, an MBTA spokeswoman, said the Red Line derailment had “no impact” on commuter rail service. Since Keolis became MBTA’s commuter rail partner in 2014, there has been not a single derailment on either the Fitchburg or Lowell lines, the French company told the Sun. Keolis spokesman Justin Thompson said they avoid such accidents by regularly inspecting and replacing tracks, ties and trimming vegetation. Since 2014, Keolis has replaced 150,000 feet of rail ties — enough to cover the length of the Boston Marathon. The company has also replaced 57,000 feet of rail in the past year, regularly runs a car over the tracks to inspect rail shape and “de-stresses” rails in hot weather to reduce damage. For the month of February the Fitchburg and Lowell lines have been on time 91.7 and 92.2 percent respectively. The last time a commuter train derailed in Fitchburg was at the Intermodal Station in December 2013. There were no injuries. A PanAm freight train derailed on the Fitchburg line Friday, causing commuter rail delays. Despite the Red Line’s nonexistent effect on the commuter rail, the fiasco still got local lawmakers thinking about the state’s transportation needs. “The subway derailment raises serious concerns about the state of the commonwealth’s infrastructure,” said Sen. Eileen Donoghue, a Lowell Democrat. “The commonwealth must continue to make the necessary investments in maintenance to ensure that our existing transport system serves commuters as safely and as efficiently as possible.” Transportation has been a longstanding issue in the state, however, Sen. Barbara L’Italien noted. Funding is “the big issue,” she said. “One of the issues that we have in Massachusetts is that we have not fully invested in maintaining our trains and our subways,” said the Andover Democrat. “We have underfunded our commuter rail and subway system for many, many years. You have issues with malfunctioning, damaged equipment because it hasn’t been maintained.” Rep. Tom Golden said Lowell and Fitchburg commuters are lucky that there haven’t been derailments, but that it “doesn’t mean we shouldn’t be asking questions.” “If you’re on the Lowell to Boston line, you’re looking at it every day to make sure it’s safe,” the Lowell Democrat said. “People need to feel confident. It’s one thing to have delays that are inconveniences, but safety is of the utmost importance.” Sen. Cindy Friedman said commuters should feel safe knowing that commuter rail tracks and MBTA subway trains are very different. “(Red Line) trains are 30 years beyond their normal life. Those tracks are old, old, old,” the Arlington Democrat said. “They are really two different beasts. Commuter rail, I think of, as much more up-to-date system.” Gov. Charlie Baker even said that although the Red Line situation was handled well by officials, there’s more work to be done. “(The MBTA) needs to do some homework on why this happened and figure out if there is some issue that needs to be considered along the rest of the lines and the rest of the tracks to make sure that we don’t have some terrible situation like this lurking somewhere else on the tracks,” he told the State House News Service after a Washington Post Live event Wednesday. The MBTA’s operating budget for fiscal year 2018 was $1.989 billion. A proposed ballet question– alternately known as Fair Share, Proposition 80 or the “Millionaire Tax”– that would amend Chapter 44 of the Massachusetts Constitution would change a 1917 law that requires a flat income tax for everyone, currently 5.1 percent. That additional tax revenue will earmark funds for transportation among other things, according to the proposal. The Tax Foundation, an independent tax policy nonprofit, filed a brief with the Supreme Judicial Court of Massachusetts in January, arguing that the question should not appear on the ballot for violating state constitutional prohibitions, including a “specific appropriation” or taking revenue and using it to pay a particular demand, like transportation. In an interview about this proposal, Donoghue said regardless of the ultimate fate of the ballot question, she “intends to work through the budget process to fight for sufficient funding to address the real education and transportation needs of the commonwealth’s residents.” Friedman, a support of the proposal, said it makes sense, since “education and transportation are critical” to the growth of the commonwealth. L’Italien also noted the funding from the proposal as a way to “modernize” the current system. “The Fair Share Tax would earmark funding for education and transportation,” she said. “If it’s successful, it would be a source of funds to help the capital improvement of the damaged, non-maintained equipment.” Sen. Dean Tran said to avoid derailment, a maintenance plan and schedule must be reviewed and brought up to date regularly. The Fitchburg Republican also noted that funding cannot come from proposal. “We cannot rely on money from the Fair Share Amendment as it is unconstitutional to earmark money from an amendment,” he said. “We need to have a reliable source of funding. The people deserve to feel safe on public transportation.” Raymond Jamieson, of Chelmsford, feels the trains are pretty safe, “it’s just the cost that’s a problem,” he said Saturday afternoon before boarding a commuter rail train in Lowell. He, his grandchildren and other family members were headed into Boston to see Disney on Ice. Jamieson said he drives to Sullivan Square and takes the T to work everyday. He said it costs too much — $8 for parking and $10 for each train trip — to use the commuter rail daily. Tammy Williamson, of Hudson, N.H., said she only uses the commuter rail every now and then, but has never had a problem and generally finds the trains to be safe and clean. “The cost could be better, but I think everyone thinks that,” she said before getting on a train to Boston Saturday. Lovely Casimir, of Boston, uses the commuter rail when visiting friends in Fitchburg. “The commuter line works. The others? No. There is always uncertainty,” Casimir said. “They lack communication. … I had to go to work this week and the red line stopped. They made us sit in the train for 20 minutes straight and then told us to wait for a shuttle bus which didn’t show up.” Aleesa Byrne, of Fitchburg, said she uses the train infrequently, but has few complaints. Sun reporter Alana Melanson and Sentinel & Enterprise reporter Peter Jasinski contributed to this story.
833	dbpedia	1	90	https://www.jefftk.com/p/medford-branch-railroad	en	Medford Branch Railroad	https://www.jefftk.com/m…ch_route-big.png	https://www.jefftk.com/m…ch_route-big.png	[ "https://www.jefftk.com/medford_branch_route.png", "https://www.jefftk.com/medford_branch/medford_branch_1-tn.jpg", "https://www.jefftk.com/medford_branch/medford_branch_10-tn.jpg", "https://www.jefftk.com/medford_branch/medford_branch_2-tn.jpg", "https://www.jefftk.com/medford_branch/medford_branch_3-tn.jpg", "https://www.jefftk.com/medford_branch/medford_branch_4-tn.jpg", "https://www.jefftk.com/medford_branch/medford_branch_6-tn.jpg", "https://www.jefftk.com/medford_branch/medford_branch_7-tn.jpg", "https://www.jefftk.com/medford_branch/medford_branch_8-tn.jpg", "https://www.jefftk.com/medford_branch/medford_branch_9-tn.jpg", "https://www.jefftk.com/park_street_railroad_station.png", "https://www.jefftk.com/park_street_railroad_station_aerial.png" ]	[]	[]	[ "history", "trains", "transit" ]	null	[ "Jeff Kaufman" ]	null	When they were building the boston and lowell railroad in the early 1830s, railroads were very new. In choosing the route to lowell they made the decision to bypass medford square and instead go through the much less populated west medford, primarily because people didn't like how smoky, noisy, and loud railroads were and wanted to keep them away from people. The boston and maine railroad's boston	en			https://www.jefftk.com/p/medford-branch-railroad	When they were building the boston and lowell railroad in the early 1830s, railroads were very new. In choosing the route to lowell they made the decision to bypass medford square and instead go through the much less populated west medford, primarily because people didn't like how smoky, noisy, and loud railroads were and wanted to keep them away from people. The boston and maine railroad's boston to haverhill line, built a decade later, went through the middle of malden center, partly because by that time people had seen that having a railroad nearby could benefit them. The a branch railroad to connect medford center to boston and elsewhere via the haverhill line started as soon as the haverhill line was complete. It started as a separate company, but merged into the boston and maine almost immideately (started 1845, boston and maine advertising service on it 1847-03-01). By 1917, passenger service on the railroad was suffering, primarily because of competition from streetcars [1]. The medford end of the branch last saw significant traffic during the 1956-1963 construction of interstate 93 (the northern expressway), hauling large amounts of dirt to build up the embankment. [2] No provision was made for the branch to cross 93, and so at that point it must have been cut back, probably to park street station. [3] I've seen some maps that show rails to spring st, so it was probably cut back to there before being cut back to the present end at amaranth ave. The route looks like: On saturday, rick and I walked along the railbed, from pembroke st to park st and then from amaranth st to the fellsway. It was neat to see how the right of way, inactive for around 50 years, was still open, just back yards, pools, and gardens. Rick wanted to look at a bridge, where park st crossed the railroad, but there was just a small rise in the road as it crossed the railbed. Rick thinks they must have filled in the bridge recently; I couldn't tell. Possible orange line branch? Update 2012-03-27: Joe Mondello writes: I lived on Park Street in Medford (just down the street from the Park Street Station), and have been collecting several old postcards and photographs regarding this railroad. ... It's enjoyable to see that someone is interested in the history of this small section of railroad. I grew up when the tracks existed when Friend Lumber existed (I used to take the tracks when I went to Zayre's (a blast from the past!)). ... The Park Street Station was a club called "The Redskins" (basically a bar) in the 1980's, and converted to an elderly Health Care Facility now. He also sent in some pictures and maps: [1] Medford Historical Society Papers, Volume 20, 1917 [2] railroad.net forums [3] There is a wonderful old railroad station on washington st between park st and dudley st: Looking at an aerial view, you can see the mostly empty right of way running in front of it: There was another station (in addition to medford square), glenwood station, near spring st, but I didn't see any sign of it.
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While it would make the station	en	https://commonwealthbeac…_Red-1-32x32.png	CommonWealth Beacon	https://commonwealthbeacon.org/transportation/changing-the-mindset-on-commuter-rail/	Earlier this year, the MBTA announced a misguided approach to renovating the Auburndale Commuter Rail station. While it would make the station ADA-compliant, it would do so in a way that foreclosed the possibility of improving service there, and might degrade service on the entire Framingham-Worcester Line. A few weeks later the T floated a proposal to eliminate weekend commuter rail service for a year. That idea was withdrawn after numerous elected officials, including the Commonwealth’s entire congressional delegation, announced their opposition. Both of these misguided ideas suggest an unfortunate lack of vision for the future of the commuter rail system. Without an expansive and service-oriented vision for commuter rail, Massachusetts will not be able to encourage the kind of modal shift that is an essential element of a sustainable transportation system. Today’s commuter rail system is still designed around the 1950s mission of moving white-collar workers from their homes in the suburbs to nine-to-five jobs in downtown Boston. The current system is built on the premise that people must organize their lives around its schedule. It has failed to adapt to present-day riders’ need for flexibility, such as dropping children off for school before catching a train, or traveling mid-day, or going to and from a second-shift job. The system also runs too slowly to be a compelling option for many potential riders who choose to drive instead. Sadly, riders and officials look at the current state of the system and suggest minor changes, presuming the status quo will continue for decades. Much more than the status quo is possible—is indeed desirable and necessary—and we must demand more. We can and must replace our current commuter rail system with a world-class regional rail system. What would a world-class regional rail system for the Boston area look like? It would allow access to all parts of Boston and the surrounding region. It would be fast and run frequently all day, seven days a week. It would ensure that every station was accessible to all riders. It would be priced to be available to all riders, not just those with white-collar jobs. It would use electric rather than diesel power to provide faster service while producing less pollution in city neighborhoods where there is already a high incidence of asthma in children. All this would dramatically increase ridership. Although there’s no definitive measure of current ridership levels, with numbers ranging from 104,000 to 144,000 daily rides, estimates from TransitMatters technical experts suggest regional rail could add 100,000 to 200,000 new daily riders. That’s like adding a whole new subway line’s worth of ridership, more than the Blue Line (about 60,000 trips on a typical weekday) and possibly as much as the Orange Line (about 200,000 trips). This proposed transformation of what we know as commuter rail is within our grasp. We know how to achieve all these goals. First, trains need to get from one end of the line to the other in less time. Because there are a lot of stops, the trains have to be able to accelerate (and brake) faster than our current trains, which are pulled by diesel locomotives. The best technology for this is electric-powered train cars where each car has its own motor, similar to subway cars, but with a much higher top speed. These train cars are called Electric Multiple Units (EMUs), and are in widespread use in Connecticut, New York, and New Jersey. EMUs are powered by overhead electrical wires, the same as Amtrak uses from Boston to New York. EMUs would enable a train to go from Providence to South Station making all stops in about 43 minutes, versus about 75 minutes now. Forty-three minutes is faster than you can drive from Providence to South Station without traffic on I-95 and I-93, and anyone who has made that drive knows there is heavy traffic during rush hour and at many other times of day. EMUs are also much more reliable than diesel locomotives, making service run better and saving on maintenance. In Japan, where the railroads have prioritized reliability over everything, nearly all passenger trains are EMUs, from local commuter lines to the bullet trains. Faster, more reliable trains can be run closer together, similar to subway trains. Given enough trains, analysis done by members of TransitMatters indicates that at peak times it should be practical to run trains every 10 minutes within Route 128, and every 20 minutes outside it. Many lines currently get a train no more often than every 30 minutes at rush hour and 2 hours—or longer—off-peak. Another component of a full regional rail system would be to connect South Station and North Station. That would allow riders living north of Boston to easily get to jobs located near South Station, and provide riders living south of Boston easy access to the North Station area and to the Orange and Green lines northbound. Letting trains run through Boston also makes it easy to take trips like Providence to Reading, or Fitchburg to Quincy, with at most one quick change of train in Boston. Other measures needed for a full regional rail system can be started now and will improve existing commuter rail service as soon as they are completed. For example, one reason current commuter rail trips take so long is because at many stations people have to climb stairs from low-level platforms onto the train. It seems like a small thing, but it can add many minutes to a trip, and so each station will need high-level platforms to speed boarding; high-level platforms are also needed to make stations accessible to all riders. Another deficiency in the existing system is that parts of some lines only have one track rather than two, which makes it more challenging to run a frequent schedule. A regional rail system like the one I envision here—with electric trains on lines with two tracks everywhere, stopping at stations with high-level platforms and running through downtown—makes service to many destinations fast and convenient. But there is one final piece of the puzzle: fares. Currently, riding commuter rail costs far more than nearby bus and subway lines. For instance, a Red Line trip from Braintree to South Station costs $2.25, and includes free bus transfers. A commuter rail trip between those same stations costs $6.75, which is three times as much, and doesn’t include any free transfers. Fare disparity results in the economic stratification of the entire transit system, where commuter rail is for the well-off, and buses and subways are for the less well-off. A well-planned and equitable fare policy for regional rail and the entire transit system would allow people at all income levels to get where they need to go. With fare policy equity, Gateway Cities such as Worcester, Lowell, and Lawrence would in effect become integrated parts of Boston’s urban core. Building this system will require significant new capital expenditures, because no significant improvement to the system is cost-free. But the capital expenditures that would be needed to fulfill our vision are not as much as might be expected. For example, many of the existing commuter rail locomotives and coaches will need to be replaced at some point whether or not we switch to EMUs, and those which are still in good shape can be used to provide rail service in central and western Massachusetts. Additional funding could come via one or a combination of several methods. One possibility is a regional transit district approved by voters in a ballot initiative. Legislation seeking to authorize such local initiatives is pending before the Legislature. A congestion charge, which is a toll paid by drivers entering the congested parts of the region during peak times, could generate significant revenue, as could carbon pricing on non-residential parking within the commuter rail service area. Lastly, value capture coupled with transit-oriented zoning around stations could also raise funds, as in the deal Somerville recently struck with a major Union Square developer that puts $5.5 million towards the Green Line Extension. Regional rail will also impact operational costs. Running more trains will require more engineers. On the flip side, switching to proof of payment will reduce the need for conductors, just as Red and Orange Line trains that used to have an attendant to operate the doors now run with only a driver. And since EMUs are widely used and are much more reliable than diesel locomotives, maintenance costs can be expected to decline significantly. Starting now, all commuter rail projects should be judged by whether they bring us closer to this expanded vision of regional rail. For instance, Auburndale station should be rebuilt with two platforms rather than one, allowing more trains to stop there. Weekend commuter rail service should be continued with improved schedules. Starting now, we should be building for our future. Our mobility future should include a sustainable, world-class regional rail system as a critical integrated component of the entire system. The MBTA is more than a subway and bus system—it is (or can be) the primary link between the urban core, the metropolitan Boston region, and adjacent Gateway Cities. The regional rail system that we envision can respond to the needs of a geographic area that is home to about 75 percent of the Commonwealth’s population and includes many areas that offer opportunities for affordable housing but which are not reachable by today’s rapid transit. That fact alone ought to make a commitment to building a reliable regional rail network a matter of importance and urgency. This approach will improve mobility, reinforce economic activity, and establish a more equitable approach to rail travel throughout Greater Boston and surrounding areas. Andy Monat serves on the board of TransitMatters, a transit advocacy group, and is the creator of MBTAinfo, a transit tracking application. TransitMatters members Jim Aloisi, Peter Brassard, Josh Fairchild, Alon Levy, and Ari Ofsevit contributed to this article.
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]	2006-12-24T04:23:37+00:00		en	/static/apple-touch/wikipedia.png		https://en.wikipedia.org/wiki/Streetcars_in_North_America	History of street cars in North America Streetcars or trolley(car)s (North American English for the European word tram) were once the chief mode of public transit in hundreds of North American cities and towns. Most of the original urban streetcar systems were either dismantled in the mid-20th century or converted to other modes of operation, such as light rail. Today, only Toronto still operates a streetcar network essentially unchanged in layout and mode of operation. Older surviving lines and systems in Boston, Cleveland, Mexico City, Newark, Philadelphia, Pittsburgh, and San Francisco were often infrastructure-heavy systems with tunnels, dedicated right-of-way, and long travel distances. Most of these older streetcar systems are largely rebuilt as light rail systems. About 22 North American cities, starting with Edmonton, Calgary and San Diego, have installed new light rail systems, some of which run along historic streetcar corridors. A few recent cases feature mixed-traffic street-running operation like a streetcar. Portland, Oregon, Seattle, and Salt Lake City have built both modern light rail and modern streetcar systems, while Tucson, Oklahoma City and Atlanta have built new modern streetcar lines. A few other cities and towns have restored a small number of lines to run heritage streetcars either for public transit or for tourists; many are inspired by New Orleans' St. Charles Streetcar Line, generally viewed as the world's oldest continuously operating streetcar line. History [edit] Main article: History of trams Omnibuses and horsecars [edit] From the 1820s to the 1880s urban transit in North America began when horse-drawn omnibus lines started to operate along city streets. Examples included Gilbert Vanderwerken's 1826 omnibus service in Newark, New Jersey. Before long Omnibus companies sought to boost profitability of their wagons by increasing ridership along their lines. Horsecar lines simply ran wagons along rails set in a city street instead of on the unpaved street surface as the omnibus lines used. When a wagon was drawn upon rails the rolling resistance of the vehicle was lowered and the average speed was increased. A horse or team that rode along rails could carry more fare paying passengers per day of operation than those that did not have rails. North America's first streetcar lines opened in 1832 from downtown New York City to Harlem by the New York and Harlem Railroad, in 1834 in New Orleans, and in 1849 in Toronto along the Williams Omnibus Bus Line. These streetcars used horses and sometimes mules. Mules were thought to give more hours per day of useful transit service than horses and were especially popular in the south in cities such as New Orleans, Louisiana.[1] In many cities, streetcars drawn by a single animal were known as "bobtail streetcars" whether mule-drawn or horse-drawn.[2][3] By the mid-1880s, there were 415 street railway companies in the U.S. operating over 6,000 miles (9,700 km) of track and carrying 188 million passengers per year using animal-drawn cars.[citation needed] In the nineteenth century Mexico had streetcars in around 1,000 towns and many were animal-powered. The 1907 Anuario Estadístico lists 35 animal-powered streetcar lines in Veracruz state, 80 in Guanajuato, and 300 lines in Yucatán.[4] Although most animal-drawn lines were shut down in the 19th century, a few lines lasted into the 20th century and later. Toronto's horse-drawn streetcar operations ended in 1891. New York City saw regular horsecar service last until 1917. In Pittsburgh, Pennsylvania, the Sarah Street line lasted until 1923. The last regular mule-drawn cars in the United States ran in Sulphur Rock, Arkansas, until 1926 and were commemorated by a U.S. Postage Stamp issued in 1983.[5] The last mule tram service in Mexico City ended in 1932, and a mule-powered line in Celaya, survived until May 1954.[6] In the 21st century, horsecars are still used to take visitors along the 9-kilometre (5.6 mi) tour of the 3 cenotes from Chunkanán near Cuzamá Municipality in the state of Yucatán.[7][8] Disneyland theme park in Anaheim, Cal., has operated a short horsecar line since it opened in July 1955. Similarly, Disney World theme park in Orlando has operated a short horsecar line since it opened in Oct 1971. At both parks, they run from 8-9am to 1:30-2pm, and, depending on the season, sometimes 5-7pm. Early power [edit] During the nineteenth century, particularly from the 1860s to the 1890s, many streetcar operators switched from animals to other types of motive power. Before the use of electricity the use of steam dummies, tram engines, or cable cars was tried in several North American cities. A notable transition took place in Washington, D.C., in the U.S. where horsecars were used on street railways from 1862 to the early 1890s. From about 1890 to 1893 cable drives provided motive power to Washington streetcars, and after 1893 electricity powered the cars.[9] The advantages of eliminating animal drive power included dispensing with the need to feed the animals and clean up their waste. A North American city that did not eliminate its cable car lines was San Francisco and much of its San Francisco cable car system continues to operate to this day. In this transition period some early streetcar lines in large cities opted to rebuild their railways above or below grade to help further speed transit. Such system would become known as rapid transit or later as heavy rail lines. Electrification [edit] The World Cotton Centennial was held in New Orleans, Louisiana, from December 16, 1884, to June 2, 1885. It featured displays with a great deal of electric light illumination, an observation tower with electric elevators, and several prototype designs of electric streetcars.[10] Montgomery, Alabama, established its electric streetcar system nicknamed the Lightning Route on April 15, 1886.[11] Another early electrified streetcar system in the United States was established in Scranton, Pennsylvania, by November 30, 1886; it was the first system to be run exclusively on electric power, giving Scranton the nickname "The Electric City".[12][13] In 1887 an electric streetcar line opened between Omaha and South Omaha, Nebraska.[14] The Omaha Motor Railway Company began operation in 1888.[14] Along the east coast a large-scale electric street railway system known as the Richmond Union Passenger Railway was built by Frank J. Sprague in Richmond, Virginia, and was operating by February 2, 1888. The Richmond system had a large impact upon the burgeoning electric trolley industry. Sprague's use of a trolley pole for D.C. current pick up from a single line (with ground return via the street rails) set the pattern that was to be adopted in many other cities. The North American English use of the term "trolley" instead of "tram" for a street railway vehicle derives from the work that Sprague did in Richmond and quickly spread elsewhere. Los Angeles built the largest electric tramway system in the world, which grew to over 1600 km of track. A horse-drawn tramway was commenced in L.A. in 1872. In the first decade of the 1900s, Henry Huntington was behind this development. Trams ran in the city as well as to outlying settlements. Lines radiated from the city as far south as Long Beach. Cars could be coupled, running in multiple-unit operation. All was abandoned by 1961.[15] Growth [edit] See also: Trolley park and Setback (land use) By 1889 110 electric railways incorporating Sprague's equipment had been started or were planned on several continents. By 1895 almost 900 electric street railways and nearly 11,000 miles (18,000 km) of track had been built in the United States. The rapid growth of streetcar systems led to the widespread ability of people to live outside of a city and commute into it for work on a daily basis. Several of the communities that grew as a result of this new mobility were known as streetcar suburbs.[16][17] Another outgrowth of the popularity of urban streetcar systems was the rise of interurban lines, which were basically streetcars that operated between cities and served remote, even rural, areas. In some areas interurban lines competed with regular passenger service on mainline railroads and in others they simply complemented the mainline roads by serving towns not on the mainlines. The largest of these was the Pacific Electric system in Los Angeles, which had over 1,000 miles (1,600 km) of track and 2,700 scheduled services each day.[18] The Hagerstown and Frederick Railway that started in 1896 in northern Maryland was built to provide transit service to resorts and the streetcar company built and operated two amusement parks to entice more people to ride their streetcars. The Lake Shore Electric Railway interurban in northern Ohio carried passengers to Cedar Point and several other Ohio amusement parks. The Lake Compounce amusement park, which started in 1846, had by 1895 established trolley service to its rural Connecticut location. Although outside trolley service to Lake Compounce stopped in the 1930s, the park resurrected its trolley past with the "Lakeside Trolley" ride from 1997-2024, when the car was returned to the Shoreline Trolley Museum.[19] In the days before widespread radio listening was popular and in towns or neighborhoods too small to support a viable amusement park streetcar lines might help to fund an appearance of a touring musical act at the local bandstand to boost weekend afternoon ridership. Many of Mexico's streetcars were fitted with gasoline motors in the 1920s and some were pulled by steam locomotives. Only 15 Mexican streetcar systems were electrified in the 1920s.[4] Strikes [edit] Between 1895 and 1929, almost every major city in the United States suffered at least one streetcar strike. Sometimes lasting only a few days, more often these strikes were "marked by almost continuous and often spectacular violent conflict,"[20] at times amounting to prolonged riots and civil insurrection. Streetcar strikes rank among the deadliest armed conflicts in American labor union history. Samuel Gompers of the American Federation of Labor called the St. Louis Streetcar Strike of 1900 "the fiercest struggle ever waged by the organized toilers"[21] up to that point, with a total casualty count of 14 dead and about 200 wounded. The San Francisco Streetcar Strike of 1907 saw 30 killed and about 1000 injured.[20] Many of the casualties were passengers and innocent bystanders. The 1929 New Orleans streetcar strike was one of the last of its kind. The rise of private automobile ownership took the edge off its impact, as an article in the Chicago Tribune observed as early as 1915.[22] Decline [edit] The increased use of automobiles during the 1920s contributed to the decline of many streetcar lines in North America, and the decline continued during the Great Depression of the 1930s.[23] The onset of World War II held off the closure of some streetcar lines as civilians used them to commute to war related factory jobs during a time when rubber tires and gasoline were rationed. After the war automobile use continued to rise and was assisted in the 1940s and 1950s by the passage of the Trans-Canada Highway Act of 1948 and growth of provincial highways in Canada as well as the Federal Aid Highway Act of 1956 in the United States. By the 1960s most North American streetcar lines were closed, with only the exceptions noted above and discussed below remaining in service. During the same time all streetcar systems in Central America were scrapped as well. The survival of the lines that made it past the 1960s was aided by the introduction of the successful PCC streetcar (Presidents' Conference Committee car) in the 1940s and 1950s in all these cities except New Orleans. City buses were seen as more economical and flexible: a bus could carry a number of people similar to that in a streetcar without tracks and associated infrastructure. Many transit operators removed some streetcar tracks but kept the electric infrastructure so as to run electrified trackless trolley buses. Many such systems lasted only as long as the first generation of equipment, but several survive to the present. Purported conspiracies [edit] Main article: Great American streetcar scandal The abandonment of city streetcar systems in the mid-twentieth century led to accusations of conspiracy which held that a union of automobile, oil, and tire manufacturers shut down the streetcar systems in order to further the use of buses and automobiles.[24] The struggling depression-era streetcar companies were bought up by this union of companies who, over the following decades, dismantled many of the North American streetcar systems. While it is true that General Motors, Firestone Tire, Standard Oil of California, Phillips Petroleum, and some other companies funded holding companies that purchased about 30 more of the hundreds of transit systems across North America, their real goal was to sell their products — buses, tires, and fuel — to those transit systems as they converted from streetcars to buses. During the time the holding companies owned an interest in American transit systems, more than 300 cities converted to buses. The holding companies only owned an interest in the transit systems of less than fifty of those cities.[25][26][27][28] GM and other companies were subsequently convicted in 1949 of conspiring to monopolize the sale of buses and related products via a complex network of linked holding companies including National City Lines and Pacific City Lines. They were also indicted, but acquitted of conspiring to monopolize the ownership of these companies. The former verdict was upheld on appeal in 1951.[29] Renaissance [edit] Light rail [edit] The systems described in the paragraphs above and below are genuine streetcars or tramways, with smaller vehicles and mixed-traffic street running (i.e. no separation from other vehicles), such as those in New Orleans and San Francisco. However, a greater number of North American cities have built light rail systems in recent decades, some of which operate partially in the right-of-way of city streets, but which mostly operate in exclusive rights-of-way. A few North American 'light rail' systems date to the "first" streetcar era, such as Boston's Green Line, Cleveland's Blue and Green Lines, Mexico City's Xochimilco Light Rail, and the light rail system in Newark, New Jersey, and so can be considered "holdovers" or "legacies" from that era. The term light rail was devised in 1972 by the Urban Mass Transportation Administration (UMTA; the precursor to the U.S. Federal Transit Administration) to describe new streetcar transformations which were taking place in Europe and being planned in North America.[30] Some notable distinctions between light rail systems and their streetcar predecessors were that: Light rail lines may run at least partially along exclusive rights of way instead of only along or in streets (i.e. without street running). A light rail line is more likely to run multiple unit trains instead of single cars. A light rail line may use high level platforms instead of in street level stops. These design differences mean that light rail systems tend to have higher passenger capacities and higher speeds than their streetcar predecessors. The pioneering "modern" North American light rail system, Edmonton LRT, was started in Edmonton in 1974 and became operational on April 22, 1978[31] – it used mostly European technology, did not use street running, and operated in tunnels in the downtown area (which accounted for much of the high expense of building that system). It was soon followed by light rail systems in San Diego and Calgary in 1981 that used similar vehicles but which avoided the expense of tunnels by using surface alignments and, on a few sections, even partial street running, in reserved lanes (restricted to transit vehicles only). The development of light rail systems in North America then proliferated widely after 1985, mostly in the United States, but also in Canada and Mexico. Including streetcars, light rail systems are operating successfully in over 30 U.S. cities, and are in planning or construction stages in several more. Heritage and modern streetcars [edit] New public transit streetcar services also returned, at least in the United States, around the same time as the emergence of the new light rail transit. Prior to 2001, the new streetcar systems that opened in North America for public transit were so-called heritage streetcar systems, alternatively known as "vintage trolley" or "historic trolley" lines. While Detroit and Seattle were the first cities to open heritage lines in 1976 and 1982, their heritage lines ultimately closed in 2003 and 2005, respectively. The first heritage system to be successful was Dallas' M-line which opened in 1989. Memphis opened what ultimately became a larger heritage streetcar system in 1993, while San Francisco restored one of its defunct streetcar lines (F Market & Wharves) using heritage streetcar operations in 1995. These heritage systems were followed in the 2000s by new heritage streetcar lines in Kenosha, Tampa, and Little Rock, and the restoration of a defunct streetcar line using heritage streetcars in Philadelphia (SEPTA Route 15) in 2005. Other cities in both the United States and Canada opened new heritage streetcar lines that operated only on weekends or seasonally, primarily as tourist services, and so didn't provide true "public transit" service. Truly modern streetcar systems arose in the United States, starting in 2001, in Portland, Oregon. This was followed by new streetcar lines in Seattle, Salt Lake City, Tucson, and Atlanta. These systems were completely new in every way, operating on new track built specifically for them, and operating with "modern" streetcar vehicles rather than the "heritage" vehicles used in places like Dallas, Memphis and San Francisco. Transportation vs. development [edit] In 2015, the Mineta Transportation Institute released a peer-reviewed research report[32] which used key informant interviews to examine the experiences on modern-era streetcars operating in Little Rock, Memphis, Portland, Seattle, and Tampa. The research revealed that in these cities, the primary purpose of the streetcar was to serve as a development tool (in all cities examined), a second objective was to serve as a tourism-promoting amenity (in Little Rock and Tampa), and transportation objectives were largely afterthoughts with the notable exception of Portland, and to a lesser degree, Seattle.[32] Surviving first-generation streetcar systems [edit] Not all streetcar systems were removed after World War II. The San Francisco cable car system and New Orleans' streetcars are the most famous examples of the survival of a "legacy" streetcar system in the United States to the present day. In addition to New Orleans' streetcars, Toronto's conventional electric streetcar system also avoided abandonment, as did portions of the streetcar systems in San Francisco, Boston, Newark, Philadelphia, Pittsburgh, and Cleveland,[33] as well as Mexico City. The Newark, Philadelphia, and Boston systems run into subways downtown, while the Pittsburgh and San Francisco systems have tunnels under large hills that had no acceptable road alternatives for bus replacements. The St. Charles Avenue line in New Orleans runs down the park-like "neutral ground" in the center of St. Charles Avenue, while the surviving Xochimilco line in Mexico City, the interurban lines in Cleveland, and almost all of the above-ground portions of the Boston system have similar rights-of-way, and, thus, are generally treated as "light rail" lines in modern contexts rather than as "streetcar" lines. The only electric system to survive without using these alternatives to street running was Toronto's. The surviving legacy systems using PCC streetcars have since replaced their PCC cars with modern light rail vehicles, although restored vintage PCC cars are still in regular operation on Boston's Ashmont-Mattapan High Speed Line, and as well as on San Francisco's restored F Market heritage line. New Orleans' streetcar system also continues to operate a few surviving Perley Thomas cars (along with replica cars). All of the other legacy systems have received new equipment and most have upgraded to modern light rail vehicles. Some of these cities have also rehabilitated lines, and Newark, New Orleans, and San Francisco have added trackage and new lines in recent years; San Francisco also restored a streetcar line with heritage service in 1995 (see Heritage streetcar systems section, below). In Philadelphia, a former trolley line (SEPTA Route 15, aka. the Girard Avenue Line), that was "bustituted" in 1992, resumed trolley service in 2005 using rebuilt historic cars (see below); two other former Philadelphia trolley lines have been proposed for a resumption in trolley service in the 2010s though such plans have stalled. In Canada, most cities once had a streetcar system, but today the Toronto Transit Commission (TTC) is the only traditional operator of streetcars, and maintains the Western Hemisphere's most extensive system in terms of track length, number of cars, and ridership. The city has added two new streetcar lines in recent years (510 Spadina in 1990, and 509 Harbourfront in 2000), and is upgrading its other lines. Its traditional fleet of CLRVs and ALRVs were replaced by the newer Bombardier Flexity low-floor models, and expansion is planned in combination with the city's plans for the rejuvenation of its waterfront. The table below lists the surviving first-generation "legacy" streetcars in those nine North American cities: City/Area served Country State /Province System Year opened Year last expanded System length Stops Lines Type of vehicle System description Boston USA MA Green Line[note 1][note 2] 1897[34] 2022[35] 22.6 mi (36.4 km)[36] 66[36] 4[36] Kinki Sharyo, AnsaldoBreda, and CAF USA LRVs Light rail / Streetcar (with subway) Ashmont–Mattapan High Speed Line[note 1] 1929[34] n/a 2.6 mi (4.2 km)[36] 8[36] 1[36] PCC streetcars (1943–46) Heritage light rail[note 3] Cleveland USA OH Blue and Green Lines[note 4] 1913[37] / 1980 1996 15.3 mi (24.6 km)[38] 34[38] 2[38] Breda LRVs Converted to Light rail Mexico City MEX DF Xochimilco Light Rail[note 1] 1910 / 1986 1988 8.0 mi (12.9 km) 18[39] 1[39] Concarril and Bombardier LRVs Converted to Light rail Newark USA NJ Newark Light Rail (NJ Transit)[40][41][note 1] 1935 2006 7.0 mi (11.3 km)[40] 17[41] 2[41] Kinki Sharyo Converted to light rail (with subway) New Orleans USA LA New Orleans Streetcars[42][43] 1835 2016[44] 22.3 mi (35.9 km)[42][43] many stops 4[42] Perley Thomas cars and replicas Streetcar[note 3] Philadelphia USA PA Routes 101 and 102[note 1] 1906 11.9 mi (19.2 km)[45] 52[46] 2[46] Kawasaki K cars Light rail Subway–Surface Trolley Lines[note 1] 1906 1972 19.8 mi (31.9 km)[45] 16[46][note 5] 5[46] Kawasaki K cars Streetcar (with subway) Pittsburgh USA PA The T: Pittsburgh Light Rail 1904 / 1984 2012[47] 26.2 mi (42.2 km)[47] 53[47] 2[47] Siemens SD-400 and CAF LRVs Converted to light rail (with subway) San Francisco USA CA Muni Metro[note 1] 1917 / 1980[48] 2022[49] 35.7 mi (57.5 km)[48] 120[48][note 6] 6 (+1)[48] Breda and Siemens S200 LRVs Streetcar (with subway) San Francisco cable car system[50][51][note 7] 1878[note 7] 1952 5.2 mi (8.4 km) 62 3[50][note 7] Historic cable cars Cable car[note 3] Toronto CAN ON Toronto streetcar system[note 1] 1861[52] 2016[53] 51 mi (82 km)[54] 708[54] 11[54] Bombardier Flexity Outlook[55] Streetcar Notes Second-generation streetcar systems [edit] Newly built systems using modern streetcars have so far only opened in cities in the United States, and are summarized in the table below (listed in order of opening): City/Area served Country State /Province Streetcar system Year opened Year last expanded System length Stops Lines Type of vehicle Portland USA OR Portland Streetcar 2001[56] 2015[57][56] 7.35 mi (11.83 km)[56] 76[56] 2[56] Škoda 10 T, Inekon Trams 12-Trio, United Streetcar 100 Seattle USA WA Seattle Streetcar 2007[58] 2016[59] 3.8 mi (6.1 km)[58][60] 17[61] 2[61] Inekon Trams 12-Trio, Trio Type 121 Salt Lake City USA UT S Line 2013[62] n/a 2.0 mi (3.2 km)[62] 7[62] 1[62] Siemens S70 Tucson USA AZ Sun Link 2014[63] n/a 3.9 mi (6.3 km)[63] 22 1 United Streetcar 200 Atlanta USA GA Atlanta Streetcar 2014[64] n/a 2.7 mi (4.3 km)[64] 12[64] 1[64] Siemens S70 Dallas USA TX Dallas Streetcar 2015[65] 2016[66] 2.45 mi (3.94 km)[67] 6[67] 1[67] Brookville Liberty[68][69] Charlotte USA NC CityLynx[70] 2015 2021 4.0 mi (6.4 km) 17 1 Siemens S700 Washington, D.C. USA DC DC Streetcar[71] 2016[72] n/a 2.4 mi (3.9 km)[71] 8[71] 1[71] Inekon 12-Trio; United Streetcar model 100 Kansas City USA MO KC Streetcar[73] 2016[74] n/a 2.2 mi (3.5 km)[75][76] 16[75] 1[75] CAF Urbos 3[76] Cincinnati USA OH Cincinnati Bell Connector[77] 2016[78] n/a 3.6 mi (5.8 km)[79] 18[79] 1[79] CAF Urbos 3[76] Detroit USA MI QLine[80] 2017[81] n/a 3.3 mi (5.3 km)[81] 20 1 Brookville Liberty[82] Milwaukee USA WI The Hop[83] 2018[84] 2024 2.5 mi (4.0 km)[citation needed] 21[citation needed] 2 Brookville Liberty[85] Oklahoma City USA OK Oklahoma City Streetcar[86] 2018[87] n/a 4.8 mi (7.7 km)[88] 22[88] 2[88] Brookville Liberty[89] Tempe USA AZ Tempe Streetcar 2022[90] n/a 3.44 mi (6 km) 14 1 Brookville Liberty[91] United States [edit] In 2001, Portland, Oregon, which already had a successful light rail system (MAX), became the first city in the North America in more than 50 years to open a new streetcar system served by modern vehicles,[92][93] with the opening of the Portland Streetcar. It uses low-floor cars built in the Czech Republic, but the system's first U.S.-assembled streetcar was delivered in 2009.[94] The line serves as a downtown circulator between the central city core, the Pearl District and Northwest Portland, Portland State University, and in 2005 was extended to the South Waterfront district, a new mixed-use development along the Willamette River shoreline. Running almost entirely on streets and without any separation from other traffic on most sections, it complements the MAX light rail system, which covers much longer distances and serves as a regional, higher-capacity rail system for the metropolitan area. The MAX system also runs along streets in central Portland, but is separated from traffic (other than buses) even in those areas, via reserved light-rail-only lanes. Construction of a second streetcar line, to the city's east side, began in 2009,[95] and the new line opened in September 2012.[96] The new Portland system and several of the new heritage streetcar systems have been intended, in part, as a way of influencing property development in the corridors served, in such a way as to increase density while attracting residents interested in relatively car-free living.[97] The Portland Streetcar is considered to have been very successful in this regard.[98] The second "second-generation" streetcar system opened in North America was in 2007, in Seattle,[99] where the city's transportation department led the project to construct the South Lake Union Streetcar, but contracted with local transit authority King County Metro to operate the service. Connecting the neighborhood south of Lake Union with the transit core of downtown Seattle, it operates every 15 minutes and is served by three low-floor streetcars of the same type as some of those in Portland. Residents of the area began referring to the system as the "South Lake Union Trolley" giving it the amusing but unfortunate acronym of "SLUT".[100] A line serving First Hill opened in January 2016[59] and feeds Central Link, the light rail system that opened in 2009. Construction of an extension that will connect the two lines[101] is set to begin in early 2018.[102] A new rail line which opened in Tacoma, Washington in 2003, Tacoma Link, is sometimes referred to as a streetcar line because of its short length and use of single vehicles (rather than trains) of the same type as the low-floor streetcars used in Portland. However, the line is separated from other traffic over most of its length, making it a light rail line, which is what its operator (Sound Transit) considers it to be.[103] In development [edit] Some 70 U.S. cities have studied the idea of bringing back streetcars as transit,[97] although to date the number that have come to fruition has been small. In the 2000s, one factor in this was lack of funding support for streetcar development from the Federal Transit Administration (FTA) under the Bush administration.[104][105] However, under the Obama administration, the FTA indicated it would provide funding for streetcar projects in cities interested in building new systems.[105][106][107][108] Under construction [edit] The following table lists the new modern streetcar systems that are currently under construction: City/Area served State System Planned opening System length Type of vehicle Orange County CA OC Streetcar[109] 2023[110][111][112] 4.1 mi (7 km) Siemens S700[113][114][a] Omaha NE Omaha Streetcar[116] 2026–2027[116] 3.0 mi (5 km) CAF Urbos 3[117] The systems listed above will use modern streetcars. For new heritage streetcar systems that are under construction, see relevant section below. Planned or proposed [edit] In addition to the streetcar systems currently under construction, a number of additional streetcar systems are in the planning stages in the United States.[118] Examples of cities with streetcar systems in the active planning stages include Los Angeles,[119] New York City,[120] Sacramento,[121] and Saint Paul.[122] Heritage streetcar systems [edit] Main article: Heritage streetcar Heritage streetcar systems are sometimes used in public transit service, combining light rail efficiency with tourists' nostalgia interests. Proponents claim that using a simple, reliable form of transit from 50 or 100 years ago can bring history to life for 21st century visitors. Prior to 2001, the new streetcar systems that opened in North America had been heritage lines, alternatively known as vintage trolley or 'historic' trolley lines. Several cities built new heritage streetcar lines, starting from the 1980s onward. Some heritage systems operate only with limited hours, and/or only on weekends, or seasonally, and thus are simply tourist- or history-oriented excursion services. Other heritage systems operate daily, running throughout the entire day, year-round, thus providing true public transit service. New heritage streetcar systems providing daily, year-round service included ones opened in Seattle (the Waterfront Streetcar – opened in 1982, but closed in 2005), Galveston (1988, service suspended in 2008 after Hurricane Ike), but reopened in 2021, Dallas (McKinney Avenue Transit Authority) (1989), Memphis (1993) and Kenosha, Wisconsin (2000). Other new heritage streetcar lines have opened in Tampa in 2002 and Little Rock in 2004. All of these were newly constructed systems, but all have been served by historic streetcars or replicas of historic streetcars. The El Paso Streetcar is a new heritage system that opened in November 2018, using six restored PCC streetcars that have survived from the city's previous streetcar system,[123] which closed in 1974,[124] but serving a new route. Systems offering regular public transit [edit] The following two tables list all of the currently operating heritage streetcar systems offering regular public transit service: New heritage streetcar systems: City/Area served Country State /Province Heritage streetcar system Year opened Year last expanded System length Stops Lines Type of vehicle Dallas USA TX McKinney Avenue Transit Authority 1989 2015[125] 4.6 mi (7.4 km) 40 1 [various] El Paso USA TX El Paso Streetcar[126] 2018[127] n/a 4.8 mi (7.7 km)[127] 27[127] 2[126] restored PCC streetcars[126] Little Rock USA AR Metro Streetcar (formerly River Rail Streetcar)[128] 2004[129] 2007[129] 3.4 mi (5.5 km)[128] 15[130] 2[130] Birney-type streetcars Memphis USA TN MATA Trolley[131] 1993[131] 2004[131] 6.3 mi (10.1 km) 13[132] 1[132] [various], plus replicas from Gomaco Trolley Company Tampa USA FL TECO Line Streetcar[133] 2002 2010 2.7 mi (4.3 km)[133] 11[134] 1[134] Birney-type streetcars Heritage service restored to formerly defunct streetcar lines: City/Area served Country State /Province Heritage streetcar system Year opened Year last expanded System length Stops Lines Type of vehicle Philadelphia USA PA SEPTA Route 15 (Girard Avenue Trolley) 2005 2012 8.4 mi (13.5 km)[46] 48 1 SEPTA PCC II San Francisco USA CA F Market & Wharves[50][135] 1995[135][136] 2000 6.2 mi (10.0 km)[50] 32[50] 1[50] PCC streetcars and ex-Milan Peter Witt streetcars E Embarcadero[137] 2015[137] n/a 18[137] 1[137] Double-ended PCC streetcars[137] Closed systems [edit] The heritage Detroit Downtown Trolley in Detroit, Michigan, operated from 1976 until 2003. The Detroit trolley faced a steep decline in ridership after the Detroit People Mover system was installed in 1987. The carbarn for the former narrow gauge trolley was demolished in 2004, and the tracks have subsequently been removed. The Waterfront Streetcar in Seattle, Washington, was a heritage line that operated from 1982 until 2005, when the line's carbarn was demolished to make room for the Olympic Sculpture Park. Operations on the Galveston Island Trolley heritage system, suspended since September 2008, due to extensive damage caused by Hurricane Ike, were restarted on October 1, 2021, running on Fridays, Saturdays and Sundays from 10:00 a.m. to 7:00 p.m.[138][139] Vancouver, British Columbia had the Vancouver Downtown Historic Railway which was a tourist-based heritage system that opened in 1998 and which used to operate on weekends and holidays from May to mid-October; however, the system closed in 2012, most likely permanently. The Waterfront Red Car in the San Pedro section of Los Angeles, California, was a heritage line that operated from 2003 until closure in 2015 due to the realignment of Sampson Way leading into Ports O' Call Village.[140][141] Restoring trackage was deemed cost prohibitive. Operations on the tourist-oriented heritage River Street Streetcar in Savannah, Georgia have been suspended since 2016, officially on a temporary basis and due to interfering construction works. It is unclear when, if ever, the service will resume.[142] From 2015 to July 2019, the CityLynx Gold Line in Charlotte operated with replica heritage streetcars sourced from the former Charlotte Trolley. The streetcars were withdrawn from service in July 2019, and will be retired and sold after their replacement with modern vehicles in early 2021.[143] Other tourist-oriented heritage trolley systems that have closed are the Charlotte Trolley (1996–2010), the Portland Vintage Trolley (1991–2014), the Whitehorse Waterfront Trolley (2000–2019), and the Old Pueblo Trolley (1993–2011) in Tucson, Arizona. List of primarily tourist heritage systems in North America [edit] The following table lists primarily tourist-oriented heritage streetcar systems (i.e. systems not designed primarily for public transit – and thus heritage systems that often operate only seasonally): City/Area served Country State /Province Heritage streetcar system Year opened System length Remarks Astoria USA OR Astoria Riverfront Trolley[144] 1999 3 mi (4.8 km) Seasonal: Operates noon to 7 p.m. daily, from Memorial Day to Labor Day. Denver USA CO Platte Valley Trolley[145] 1989 1.2 mi (1.9 km) Seasonal: Operates noon to 3:30 p.m. Friday–Sunday only, from May to October. Edmonton CAN AB High Level Bridge Streetcar[146] 1979 1.9 mi (3.1 km) Seasonal: Operates usually 11:00 a.m. to 3:40 p.m. daily, from Victoria Day in May to Labour Day in September, and on Friday–Sunday from Labour Day to Canadian Thanksgiving in October. El Reno USA OK Heritage Express Trolley[147][148] 2001 0.9 mi (1.4 km) Operates 10:00 a.m. to 5:00 p.m., Wednesday–Saturday, and 1:00 p.m. to 5:00 p.m, Sunday. Propane gas-powered, not electric. Fort Collins USA CO Fort Collins Municipal Railway[149] 1984 1.5 mi (2.4 km) Seasonal: Operates noon to 5 p.m. weekends only, from May to September. Fort Smith USA AR Fort Smith Trolley[150] 1991 0.75 mi (1 km)[151] Operates daily May through October (10:00 a.m. to 5:00 p.m., Monday–Saturday, and 1:00 p.m. to 5:00 p.m, Sunday) and on weekends November through April. Kenosha USA WI Kenosha Streetcar service[152] 2000[152] 2.0 mi (3.2 km)[152] Seasonal: Operates 10:05 a.m. to 5:35 p.m. Saturday-Sunday all year, 10:05 a.m. to 2:05 p.m. Monday-Friday in March, 11:05 a.m. to 6:35 p.m. Monday-Friday from April to December, and closed Monday-Friday from January to February. Lowell USA MA Lowell National Historical Park streetcar[153][154] 1984 1.2 mi (1.9 km) Seasonal: Operates daily, between March and November. Minneapolis USA MN Como-Harriet Streetcar Line[155] 1971 1 mi (1.6 km) Seasonal: Operates daily, from May to September, and on weekends through November.[156] Nelson CAN BC Nelson Electric Tramway[157] 1992 0.75 mi (1.21 km) Seasonal: Operates 11:10 a.m. to 4:40 p.m. daily, between Easter weekend and Canadian Thanksgiving in October. Portland USA OR Willamette Shore Trolley[158] 1990 6 mi (9.7 km) Seasonal: Operates 1 p.m. to 4 p.m. weekends only, from May to October, plus certain dates in December. St. Louis USA MO Loop Trolley[159] 2018[160] (suspended 2019–2022)[161] 2.2 mi (3.5 km) Operates 11 a.m. to 7 p.m. Thursdays through Sundays,[161] from about April to October only. San Diego USA CA San Diego Trolley Silver Line 2011 2.7 mi (4.3 km) Operates 9:52 a.m. to 1:52 p.m. Tuesdays and Thursdays, and 10:52 a.m. to 3:22 p.m. weekends, only. Surrey CAN BC Fraser Valley Heritage Railway[162] 2013 4.6 mi (7.4 km) Operates 10:00 a.m. to 3:00 p.m., weekends only. Museums [edit] Unlike a heritage system, a streetcar museum may offer little or no transport service. If there are working streetcars in a museum's collection, any service provided may be seasonal, not follow a schedule, offer limited stops, service only remote areas, or otherwise differ from a regularly scheduled heritage line. Some North American streetcar museums include: See also [edit] General articles [edit] System lists [edit] List of rail transit systems in the United States (current systems only; list is not limited to streetcar/tram systems) List of tram and light rail transit systems (world list of current systems) Specific systems [edit] Operating [edit] Not operating [edit] Car builders and types [edit] Structures [edit] Standing [edit] Not standing [edit] Notes [edit] References [edit]
833	dbpedia	3	27	https://www.visit-massachusetts.com/state/train-information/	en	Find information on Train Schedules, Routes, Stations Massachusetts			[ "https://pixel.quantserve.com/pixel/p-7bJ2vzN1pYUEE.gif", "https://www.visit-massachusetts.com/Content/images/brand-logo.svg", "https://www.visit-massachusetts.com/adservimage/10698.jpg", "https://www.visit-massachusetts.com/adservimage/15802.jpg", "https://www.visit-massachusetts.com/adservimage/10694.jpg", "https://www.visit-massachusetts.com/adservimage/10692.jpg", "https://www.visit-massachusetts.com/adservimage/10696.jpg", "https://www.visit-massachusetts.com/adservimage/10697.jpg", "https://www.visit-massachusetts.com/adservimage/18761.jpg" ]	[]	[]	[ "Massachusetts trains serve interstate", "Amtrak", "and local travelers" ]	null	[]	null	A travel guide to all train staions and schedules in Massachusetts. Find train routes, schedules, and train stations for Amtrak and regional train service	en	/favicon.svg		https://www.visit-massachusetts.com/state/train-information/	Framingham (FRA) Amtrak Station 441 Waverly Street Framingham, MA, 01701 Phone: 800-872-7245 Schedules may change without notice; always call ahead to confirm. The Lakeshore Limited offers daily trips from New York to Chicago, passing through Boston. Boston-Back Bay (BBY) Amtrak Station Copley Square - Stuart and Dartmouth Streets Boston, MA, 02116 Phone: 800-872-7245 Schedules may change without notice; always call ahead to confirm. Regional Route offers downtown-to-downtown service along the Northeast Corridor from Boston to Newport News, VA, with many departures every day. Car service is available from Kingston, RI, to Newport, RI. Seasonal ferry service to Martha’s Vineyard is available from Kingston. Duration of full trip is 12 hours. Acela Express offers fast service from Boston to Washington. Hourly service downtown to downtown during peak morning and afternoon rush hours between New York and Washington, D.C., and intermediate cities. Length of full trip is 7 hours. Boston – South Station (BOS) Amtrak Station Summer Street and Atlantic Avenue Boston, MA, 02210 Phone: 800-872-7245 Schedules may change without notice; always call ahead to confirm. Regional Route offers downtown-to-downtown service along the Northeast Corridor from Boston to Newport News, VA, with many departures every day. Car service is available from Kingston, RI, to Newport, RI. Seasonal ferry service to Martha’s Vineyard is available from Kingston. Duration of full trip is 12 hours. Acela Express offers fast service from Boston to Washington. Hourly service downtown to downtown during peak morning and afternoon rush hours between New York and Washington, D.C., and intermediate cities. Length of full trip is 7 hours. The Lakeshore Limited offers daily trips from New York to Chicago, passing through Boston. Pittsfield (PIT) Amtrak Station Depot Street Pittsfield, MA, 01201 Phone: 800-872-7245 Schedules may change without notice; always call ahead to confirm. The Lakeshore Limited offers daily trips from New York to Chicago, passing through Boston. Boston – North Station (BON) Amtrak Station 135 Causeway Street Boston, MA, 02114 Phone: 800-872-7245 Schedules may change without notice; always call ahead to confirm. The Downeaster offers four round trips every day from Boston North Station to Brunswick, ME. Intermediate stops include Woburn and Haverhill, MA; Exeter and Durham, NH; Wells, Saco, and Old Orchard Beach, ME. Length of full trip is 2 hours. Worcester (WOR) Amtrak Station 2 Washington Square Worcester, MA, 01604 Phone: 800-872-7245 Schedules may change without notice; always call ahead to confirm. The Lakeshore Limited offers daily trips from New York to Chicago, passing through Boston. Haverhill (HHL) Amtrak Station Washington Street at Railroad Square Haverhill, MA, 01832 Phone: 800-872-7245 Schedules may change without notice; always call ahead to confirm. The Downeaster offers four round trips every day from Boston North Station to Brunswick, ME. Intermediate stops include Woburn and Haverhill, MA; Exeter and Durham, NH; Wells, Saco, and Old Orchard Beach, ME. Length of full trip is 2 hours. Westwood -- Route 128 (RTE) Amtrak Station 50 University Avenue Westwood, MA, 02090 Phone: 800-872-7245 Schedules may change without notice; always call ahead to confirm. Regional Route offers downtown-to-downtown service along the Northeast Corridor from Boston to Newport News, VA, with many departures every day. Car service is available from Kingston, RI, to Newport, RI. Seasonal ferry service to Martha’s Vineyard is available from Kingston. Duration of full trip is 12 hours. Acela Express offers fast service from Boston to Washington. Hourly service downtown to downtown during peak morning and afternoon rush hours between New York and Washington, D.C., and intermediate cities. Length of full trip is 7 hours. Springfield (SPG) Amtrak Station 66 Lyman Street Springfield, MA, 01103 Phone: 800-872-7245 Schedules may change without notice; always call ahead to confirm. The Vermonter route runs daily from Washington, D.C., to St. Albans, VT. Major stops include New Haven and Hartford, CT; Springfield, MA; and St. Albans, VT. Duration of full trip is 14 hours. The Lakeshore Limited offers daily trips from New York to Chicago, passing through Boston. Stops in Massachusetts include Boston-South Station, Boston-Back Bay, Framingham, Worcester, Springfield and Pittsfield. Amherst (AMM) Amtrak Station 13 Railroad Street Amherst, MA, 01002 Phone: 800-872-7245 Schedules may change without notice; always call ahead to confirm. The Vermonter route runs daily from Washington, D.C., to St. Albans, VT. Major stops include New Haven and Hartford, CT; Springfield, MA; and St. Albans, VT. Duration of full trip is 14 hours.
833	dbpedia	1	45	https://www.falmouthedic.org/brief-history-falmouth-station	en	A Brief History of the Falmouth Station — Falmouth EDIC	https://images.squarespace-cdn.com/content/v1/576a9fd22e69cf8e27a22264/1482506754481-DN2OIPYLAYX1NB3GZZJD/favicon.ico?format=100w	https://images.squarespace-cdn.com/content/v1/576a9fd22e69cf8e27a22264/1482506754481-DN2OIPYLAYX1NB3GZZJD/favicon.ico?format=100w	[ "https://images.squarespace-cdn.com/content/v1/576a9fd22e69cf8e27a22264/1466622174494-ZP5TSRW316374IG9VVDL/EDIC-LOGO.png", "https://images.squarespace-cdn.com/content/v1/576a9fd22e69cf8e27a22264/1466622174494-ZP5TSRW316374IG9VVDL/EDIC-LOGO.png", "https://images.squarespace-cdn.com/content/v1/576a9fd22e69cf8e27a22264/1536161368428-IYSK1K7EEZVHECGKX3BE/StationBA.jpg", "https://images.squarespace-cdn.com/content/v1/576a9fd22e69cf8e27a22264/1583161121351-VU8LMZQ8NDUZMH5TQFPQ/Woods-Hole-Railroad-Yard.jpg", "https://images.squarespace-cdn.com/content/v1/576a9fd22e69cf8e27a22264/1583161143369-8EOTHVEO169L9WXNFVPT/Steamship-Marthas-Vineyard.jpg", "https://images.squarespace-cdn.com/content/v1/576a9fd22e69cf8e27a22264/1583161327637-5AZ53C68X7KHKLIIXSB0/Falmouth-Coal-Company.jpg", "https://images.squarespace-cdn.com/content/v1/576a9fd22e69cf8e27a22264/1583161399333-WA1ILBJUH1184YS2TQZ2/Flying-Dude.jpg", "https://images.squarespace-cdn.com/content/v1/576a9fd22e69cf8e27a22264/1583161649207-3TKREDX3FLQTJQ6WHW5S/Camp-Edwards-Barrack-Construction.jpg", "https://images.squarespace-cdn.com/content/v1/576a9fd22e69cf8e27a22264/1583161701097-DJBUA6MUYHO7XBYJFUE7/Original-Falmouth-Station.jpg", "https://images.squarespace-cdn.com/content/v1/576a9fd22e69cf8e27a22264/1583161911440-V5UPULZFBBNTMZ2HXKMB/Falmouth-Station-1914.jpg", "https://images.squarespace-cdn.com/content/v1/576a9fd22e69cf8e27a22264/1583161945156-J7L93XPMT9LGJABCQCJR/Falmouth-Station-2017.jpg", "https://images.squarespace-cdn.com/content/v1/576a9fd22e69cf8e27a22264/1536153997329-VHAQTT7SHK7AAGD42H10/Take-Our-Survey.jpg" ]	[]	[]	[ "" ]	null	[]	null		en	https://images.squarespace-cdn.com/content/v1/576a9fd22e69cf8e27a22264/1482506754481-DN2OIPYLAYX1NB3GZZJD/favicon.ico?format=100w	Falmouth EDIC	https://www.falmouthedic.org/brief-history-falmouth-station	Cape Cod Central Railroad The first New England railroads, a trio of lines radiating from Boston to Lowell, Worcester, and Providence, were completed in 1835, and rail service reached Plymouth in 1845. A line from Middleborough to Wareham and then to Sandwich was completed in May 1848. Cape Cod did not get a railroad connection until the Old Colony Rail Road completed its line to Wareham and Sandwich. In 1854 the line was extended to Barnstable, Yarmouth, and then the port of Hyannis, where steamers docked for trips to the islands. Tracks were extended to Wellfleet in January 1871 and to Provincetown in July 1873. This expansion in southeastern Massachusetts should be viewed against the rapid industrialization of the U.S. after 1865, with earlier efforts marking incremental progress in the use of the railroad to further economic growth. The railroad age had started in the 1830s in Great Britain, when lines were laid to haul both passengers and freight (often ore from mines). But even earlier, in Quincy Massachusetts in 1826, the Granite Railroad used three horse-pulled wagons riding on iron-covered wooden rails to haul stone from a quarry to a dock at Boston Harbor. After the Civil War, every town wanted to be connected to the railroad. In the 1880s seventy-one thousand miles of track were laid, most of it west of the Mississippi, a boom enabled in part by the federal land grants offered in the 1872 Morrill Act. The taking, or granting, of land for railroad right-of-way was central to the growth of the many lines that crisscrossed the Northeast and the Midwest. Joseph Story Fay, a Boston merchant, was the first of the summer visitors and one of the most generous. Early recognizing the importance of bringing the railroad to Woods Hole, he divided his own property for its construction. When he had purchased a large farm in Woods Hole in 1850, Falmouth and Woods Hole were still served by stage lines with four horses on each stage. In 1861 a group of businessmen in Falmouth petitioned the legislature to grant a charter for a line from Cohasset Narrows (Buzzards Bay) to Woods Hole, and approval was given on April 11, 1861. The next day, the Confederates fired on Fort Sumter in Charleston, South Carolina and construction was postponed. In 1864 a new name, The Cape Cod Central Railroad, was approved by the legislature, but the first train arrived in Falmouth and Woods Hole only on July 18, 1872. This new line was 17.5 miles from Cohasset Narrows with stations at North Falmouth, West Falmouth, Falmouth, and Woods Hole. Freight trains were also central to this period of intense railway activity. The Falmouth Station was a very active spot in town with the freight yards often filled with freight cars. Many businesses were dependent on the railroad, including Falmouth Coal Co., Lawrence Grain Co., and Wood Lumber Co. Every evening Sam Cahoon sent carloads of iced fresh fish from Woods Hole to Boston and New York. Strawberry growers in East Falmouth sent carloads of iced fresh strawberries to Boston, where they became a welcome addition to urban markets and a major source of revenue for local growers. In 1890 Captain Lewis H. Lawrence built a grain mill on the west side of the railroad tracks and a railroad siding was constructed to bring freight cars to the mill. Frederick T. Lawrence, Jr., the grandson of Captain Lawrence, described this siding in The Book of Falmouth (p. 79): “The railroad’s freight platform extended to within 42 feet of the Lawrence Bros. mill. It was large enough to unload wagons, autos, cement and the annual circus. Later it was expanded east to an entrance off Palmer Avenue with the addition of three tracks.” The Pacific Guano Company on Long Neck, now Penzance Point, in Woods Hole was an initial beneficiary of the railroad. The company produced fertilizer for almost 25 years, processing guano from islands in the Pacific and the Gulf of Mexico with fish meal made from locally caught fish. In 1872 it produced and shipped out by rail 16,000 tons of fertilizer. The processing plant closed in 1889, primarily because inorganic fertilizers took over the market. Another beneficiary of the railroad extension was the Falmouth Coal Company. Wilbur Dyer came from Westfield, Maine to Falmouth in 1912 as the railroad station master, and later established the Falmouth Coal Company. His son, Arnold, notes that when the family arrived both the old and new Stations were standing before the older building was demolished. In 1924, Wilbur Dyer bought two independent coal companies that included the land behind the Enterprise office where there were coal bins and later oil tanks alongside a rail siding. His grandson, Wilbur (Bill) Dyer, continues with the fourth generation of the business as the Falmouth Energy Company. The Flying Dude In 1884 several industrialists asked the Old Colony Railroad to offer a private train by subscription from Boston to Falmouth and Woods Hole. The inaugural trip of The Flying Dude left Boston at 3:10 pm on June 13, 1884, and arrived in Woods Hole at 4:50 pm in time for the 5:00 ferry to Martha’s Vineyard. For thirty-two years there were enough paying passengers for this railroad service to run from June to early October each year. Though subscription trains had become common in this age of industrial barons, the Dude was described in a 1904 Enterprise as “the finest train in New England.” Conductor Augustus Messer was a dignified presence on the Dude from 1890 to 1904, and spent thirty-two years on the Boston to Woods Hole run. He was familiar with all the passengers, including President Grover Cleveland, who alighted at Gray Gables near the Summer White House in Bourne. In 1904 the former conductor started his first run of the season and suffered a stroke from which he never recovered. The Flying Dude made its last trip on October 2, 1916. Societal Impacts The following excerpts were published in the Falmouth Enterprise on July 1, 1905: “At noon, Monday, St. Barnabas Episcopal Church in this village was the scene of one of the most brilliant weddings ever solemnized in this town for Miss Mary Emmons, and John Parkinson, Jr. The young couple are society leaders on the summer set in Falmouth and Buzzards Bay and have known each other since childhood. Many guests for the wedding came by a special train that left Boston at 9:25 in the morning, reaching here at 11:45 and the guests were taken in carriages to the church. The ceremony was witnessed by upwards of 200 guests. The bridal party took carriages to the summer home of the father of the bride, where a wedding breakfast was served and the nuptial festivities continued until late in the afternoon. The reception was held in the parlor and the guests were served refreshments on tables on the lawn. The bride and groom took their departure on the 2:27 train for Boston.” Falmouth Station The original Falmouth Station was built in 1872 of wood and provided service for more than forty years. In 1914, a new “fancy” brick station was constructed with stone cornices, a red tiled floor and an iron and glass canopy. However, after the construction of the interstate highways in the 1950s and the increasing use of cars and buses to get to Falmouth and Woods Hole, rail service declined to the point that the station was scheduled to be razed. A group of concerned citizens petitioned that the station be saved. Improvements to the Falmouth Station were completed in 1989 with funding from the Commonwealth of Massachusetts and included improved facilities in the ticket area, exterior landscaping, and handicap access. The most recent refurbishment was completed in 2017 under the auspices of the Falmouth Economic Development and Industrial Corporation (EDIC) with funding from the Massachusetts Department of Transportation (which owns the property and leases it to EDIC in a 99-year lease). The Station serves Peter Pan Bus Lines (with service from Woods Hole and Falmouth to Boston, Logan Airport, Providence and New York City); the Cape Cod Regional Transit Authority, with service Woods Hole to Falmouth and other towns on the Cape; the seasonal Trolley to Woods Hole; and the local taxi companies. The station backs up to the celebrated Shining Sea Bikeway built on the original railroad right-of-way in the 1970s and runs for more than ten miles from Woods Hole to North Falmouth. The Bikeway attracts many visitors—bikers and walkers of all ages—to the area. The bike path crosses Depot Avenue by the handsomely restored Falmouth Station, where bikers can stop for refreshment and a short rest.
833	dbpedia	2	10	https://massbytrain.com/lines/	en	Discover Lines on the Commuter Rail	https://massbytrain.com/…TA-fav-32x32.png	https://massbytrain.com/…TA-fav-32x32.png	[ "https://massbytrain.com/wp-content/themes/kcs/img/MBT_Logo_Landscape_Purple.svg", "https://massbytrain.com/wp-content/themes/kcs/img/MBT_Logo_Stacked_White.svg", "https://massbytrain.com/wp-content/uploads/2024/04/mobile-logo.png", "https://massbytrain.com/wp-content/uploads/2024/04/fairmount-1024x575.jpg", "https://massbytrain.com/wp-content/uploads/2024/05/AdobeStock_388086069.jpeg", "https://massbytrain.com/wp-content/uploads/2024/05/20230622_WooSox_AshGreen_134-1024x684.jpg", "https://massbytrain.com/wp-content/uploads/2024/05/7115821177_cb350568db_k-1024x683.jpg", "https://massbytrain.com/wp-content/uploads/2024/05/AdobeStock_640785234.jpeg", "https://massbytrain.com/wp-content/uploads/2024/05/AdobeStock_346948429.jpeg", "https://massbytrain.com/wp-content/uploads/2024/04/DSC9572-1024x683.jpg", "https://massbytrain.com/wp-content/uploads/2024/05/mill-no-5_lights-683x1024.jpg", "https://massbytrain.com/wp-content/uploads/2024/04/fairmount-1024x575.jpg", "https://massbytrain.com/wp-content/uploads/2024/04/Image-4-1024x683.jpg", "https://massbytrain.com/wp-content/uploads/2024/05/AdobeStock_594090396.jpeg", "https://massbytrain.com/wp-content/uploads/2024/05/AdobeStock_112387068.jpeg", "https://massbytrain.com/wp-content/uploads/2024/05/AdobeStock_227814428-1024x683.jpeg", "https://massbytrain.com/wp-content/uploads/2024/05/3840x2160_CR-15-1024x576.jpg", "https://massbytrain.com/wp-content/uploads/2024/05/file-3.jpg", "https://massbytrain.com/wp-content/themes/kcs/img/backtotop.svg", "https://massbytrain.com/wp-content/themes/kcs/img/MBT_Logo_Stacked_White.svg", "https://massbytrain.com/wp-content/themes/kcs/img/keolis-footer-1.png", "https://massbytrain.com/wp-content/themes/kcs/img/keolis-footer-2.png" ]	[]	[]	[ "" ]	null	[]	2024-04-26T18:45:06+00:00	Discover the Commuter Rail’s 12 lines leading you through Boston, Eastern MA, Central MA, and RI. Explore the city & have a weekend getaway.	en	https://massbytrain.com/…TA-fav-32x32.png	Keolis Commuter Services	https://massbytrain.com/lines/	Need help trip planning? Give us a call at 617-222-3200. © 2024 Massachusetts Bay Transportation Authority, all rights reserved. Website designed and developed by Sperling Interactive. The itineraries provided herein are for informational purposes only. Neither Sperling Interactive, Keolis Commuter Services, LLC (Keolis) and or the Massachusetts Bay Transportation Authority (MBTA) are responsible for transporting a rider to any end destination other than those Commuter Rail Stations identified within the “Schedules” tab highlighted herein. Sperling Interactive, Keolis, and or the MBTA are not responsible for any changes, errors, omissions, or cancellations of any of the itineraries, events, locations, promotions, or services of any kind highlighted herein. Riders should reach out to the providers directly to obtain more information related to the same.
833	dbpedia	3	65	https://www.citizenscount.org/issues/commuter-rail	en	Commuter Rail \| NH Issue Brief	https://www.citizenscoun…mmuterrail_0.jpg	https://www.citizenscoun…mmuterrail_0.jpg	[ "https://www.citizenscount.org/sites/default/files/logo/citizens-count-logo_400x91.png", "https://www.citizenscount.org/sites/default/files/styles/article_300x200/public/featured-image/commuterrail_0.jpg?itok=HucMyxnL", "https://www.citizenscount.org/sites/default/files/styles/thumbnail/public/2022-08/alnoba-logo.png?itok=vxQOm2IB", "https://www.citizenscount.org/sites/default/files/styles/thumbnail/public/2023-06/bnh-logo_150x75.png?itok=-P2KyEYx", "https://www.citizenscount.org/sites/default/files/styles/thumbnail/public/2022-02/couch-foundation-logo_150x75.png?itok=RBkAInM7", "https://www.citizenscount.org/sites/default/files/styles/thumbnail/public/sponsors/two-international-logo_150x75.png?itok=di5L3Qbu", "https://www.citizenscount.org/sites/default/files/styles/thumbnail/public/2020-07/andersen-tax-logo_150x75.png?itok=l0BYZn-e", "https://www.citizenscount.org/sites/default/files/styles/thumbnail/public/sponsors/peter-paul-wines-logo.png?itok=eWanDLCM", "https://www.citizenscount.org/sites/default/files/styles/thumbnail/public/sponsors/meridianlogo.jpg?itok=b5Zr4wMr", "https://www.citizenscount.org/sites/default/files/styles/thumbnail/public/2022-05/bank-of-america-logo_150x75.png?itok=KVFrZkKW", "https://www.citizenscount.org/sites/default/files/styles/thumbnail/public/2022-11/northeast-delta-dental-logo_150x75_2022.png?itok=m6KHbKvB", "https://www.citizenscount.org/sites/default/files/styles/thumbnail/public/sponsors/Emerson_1.jpg?itok=WEjUvq1L", "https://www.citizenscount.org/sites/default/files/styles/thumbnail/public/sponsors/lindt-logo_1.jpg?itok=D012VfWQ" ]	[]	[]	[ "" ]	null	[]	null	There is currently no commuter rail system in New Hampshire. However, the state has looked into the possibility of extending rail service from Massachusetts into the Granite State. Commuter rail studies and options In November 2014 the New Hampshire Rail Transit Authority (NHRTA) released the results of a feasibility study for southern New Hampshire commuter rail. The study examined three rail options: a line connecting Nashua to Massachusetts, a line extending to Manchester, and a line extending all the way to Concord.	en	/sites/default/files/logo/favicon.png	Citizens Count	https://www.citizenscount.org/issues/commuter-rail	In January, the New Hampshire Executive Council is taking up a contract for a study looking at bringing commuter rail to the state.There is a common misconception that the state has not studied this idea recently; however two lengthy studies have been completed in the past six years. A 43 page study was done in 2007 by the Passenger Rail Taskforce which looked at service to Manchester and another of similar length was done in 2010 by TranSystems for the NH Rail Authority, NHDOT and the Nashua Rail Planning Commission which looked at the entire corridor to Concord. While neither study recommends for or against introducing commuter rail, they provide a wealth of information as to how much the route would cost. From the studies it is clear that constructing the route in its entirety to Concord would cost roughly $300 million and require subsidies of $11 million a year to operate. Since there has been discussion of extending rail either just into Nashua, or just as far north as Manchester with service to Nashua, cost estimates for these, calculated from data in the studies, have been included as well. Q: What is the Capital Corridor Project? A: It is a proposal to extend commuter rail service north from Lowell, MA to Concord, NH, with intermediate stops in Nashua, Manchester Boston-Regional Airport and downtown Manchester. Trains would run into North Station in Boston. Q: How Much Would it Cost to Build? A: Costs are highly dependent on the scope of the improvements, such as single or double tracking the line or how far the line would run. (i.e. just to Nashua or Manchester or all the way up to Concord.) NHDOT in the 2013-2022 Ten Year plan estimates the capital costs the cost at roughly $265 million[1] if the Corridor were completed in its entirety, while the most recent study puts the cost at closer $330 million in 2013 dollars.[2] Lowell to Nashua: $53-$66 million Lowell to Manchester with service to Nashua: $159-$200 million Lowell to Concord with service Nashua and Manchester: $265-$330 million Q: Won’t Massachusetts Pay for the Upgrades for the Section of Track from Lowell to the State Line? A: Probably not. According to the Joint Statement of Principles Concerning Proposed New Hampshire Capital Corridor Service[3], signed between Massachusetts and New Hampshire in 2001, the state of New Hampshire is responsible for all capital improvements required, including those needed in Massachusetts. Furthering the point, Governor Deval Patrick’s recently released transportation proposal does not include the extension of commuter rail service north of Lowell, indicating a lack of interest in Boston for expansion on that line.[4] Q: How Much Would it Cost to Run? A: Once built, there are two different kinds of costs: operating expenses and ongoing capital expenses. Operating expenses are the day to day costs, such as salaries for employees and fuel for the locomotives. A number of factors that go into projecting operating expenses, such as the number of trains in service and how many runs a day they are completing. TranSystems[5] based their study on 5 round trips per day and the Passenger Rail Taskforce Study[6] with 4 round trips per day. Lowell to Nashua: $2.7 million per year Lowell to Manchester with service Nashua: $8 million per year Lowell to Concord with service Nashua and Manchester: $13.25 million per year In addition to operating expenses, there are also ongoing capital expenses beyond just building the railroad. Track needs to be replaced, locomotives breakdown, coaches need to be refurbished and so forth. Lowell to Nashua: $600,000 per year Lowell to Manchester with service Nashua: $1.8 million per year Lowell to Concord with service Nashua and Manchester: $3 million per year Q: Would the State Need to Subsidize Commuter Rail? A: Yes. Both the TranSystems[7] study and the Passenger Rail Taskforce Study[8] highlight the need for ongoing subsidies to keep the train from going bankrupt. These two studies estimate that passenger fares will cover between 30% and 50% of operating costs. In addition, there are ongoing capital costs that need to be paid for as well. Taking those into account, estimates of total subsidies needed every year are as follows: Lowell to Nashua: $1.9 - $2.6 million per year Lowell to Manchester with service Nashua: $5.8 - $7.5 million per year Lowell to Concord with service Nashua and Manchester: $9.25 - $12.25 million per year Q: Where Would the State Get the Money to Pay for the Train? A: The studies are largely silent on the specific sources of funding for either the capital costs or the operating subsidies, aside from relying on Federal money. For the roughly $300 million in construction costs, the state would likely have to depend on either Federal grants or borrow the money through a bond issue. The New Hampshire Rail Transit Authority does have the authority to both solicit Federal dollars and issue bonds. Last month however, the State Treasurer urged lawmakers to limit capital bonding to under $125 million, making the latter unlikely.[9] Money from the Federal CMAQ program (Congestion Mitigation and Air Quality) can be used in the initial startup years to help cover the shortfall in operating costs. However, without special Congressional approval, it can only be used for a few years, not indefinitely. After the CMAQ money runs out, the state would have to find a source of money to cover the entirety of the shortfall itself. Q: Couldn’t the State Use Money from the Gas Tax to Pay for Both Construction and the Subsidy? A: No. Part II, Article 6-a of the NH Constitution[10] forbids the use of money from the Highway Fund on anything other than highways. In a particularly relevant case, the New Hampshire Supreme Court ruled unanimously in a suit brought by the New Hampshire Motor Transport Association (NHMTA v NHDOT 2004) that the state could not use highway funds to extend commuter rail into Nashua.[11] Q: How Does the Downeaster, which Runs from Brunswick ME, Through the NH Seacoast into Boston, Address These Costs? A: The capital costs of constructing the rail line were financed by issuing bonds, backed by the State of Maine, which were repaid with tax dollars. Federal CMAQ money is used to cover some of the operating losses. Under normal circumstances, CMAQ money is only allowed for the first several years of service, however, through special Congressional approval, Maine is allowed to use funds long after they would have otherwise been phased out. The remainder of the operating loss is covered by a state tax on rental cars. The Downeaster covers roughly 53% of its operating costs through fares.[12] Links to Past Studies: http://www.nh.gov/dot/org/projectdevelopment/planning/typ/documents... http://www.massdot.state.ma.us/Portals/0/docs/infoCenter/docs_mater... http://www.unionleader.com/article/20130108/NEWS06/130109259 http://www.nh.gov/constitution/formofgov.html http://www.courts.state.nh.us/supreme/opinions/2004/motor050.htm http://www.kjonline.com/news/senate-oks-downeaster-subsidy_2012-03-... This article was originally published by the Josiah Bartlett Center for Public Policy, which is not affilitated with the Live Free or Die Alliance.
833	dbpedia	1	93	https://preservation.mhl.org/445-lowell-street	en	Andover Historic Preservation	https://preservation.mhl…PG?itok=Txe8ZZ8W		[ "https://preservation.mhl.org/sites/default/files/styles/medium/public/images/survey/445%20Lowell%20St%20b.JPG?itok=Syk3vKtn", "https://preservation.mhl.org/sites/default/files/styles/galleryformatter_slide/public/images/survey/Haggetts%20Station%20c.%201910.JPG?itok=Txe8ZZ8W", "https://preservation.mhl.org/sites/default/files/styles/galleryformatter_slide/public/images/survey/1906%20Haggetts%20Station.JPG?itok=wdliQol3", "https://preservation.mhl.org/sites/default/files/styles/galleryformatter_thumb/public/images/survey/Haggetts%20Station%20c.%201910.JPG?itok=0ccc8PKt", "https://preservation.mhl.org/sites/default/files/styles/galleryformatter_thumb/public/images/survey/1906%20Haggetts%20Station.JPG?itok=1uRstkku", "https://preservation.mhl.org/sites/default/files/images/Andover-Preservation-Commission-logo.png", "https://preservation.mhl.org/sites/default/files/images/Andover%20Center%20for%20History%20and%20Culture%20logo%20150.png", "https://preservation.mhl.org/sites/default/files/files/MHL_150.png" ]	[]	[]	[ "" ]	null	[]	null		en	https://preservation.mhl.org/sites/default/files/favicon_0.ico		https://preservation.mhl.org/445-lowell-street	445 Lowell St – Haggett Station Depot The Lowell - Lawrence Rail Road line was built in 1847-1848 from Tewksbury to the new city of Lawrence. Lawrence was established in 1845 on the Merrimack River by annexing land from Andover on the south and Methuen on the north side of the river. The great dam was constructed at the falls just west of the Andover Bridge and canals dug along the banks to deliver water power to the mills. At this time only the Boston to Lowell Railroad and the Andover–Wilmington Rail line to Haverhill were in operation. The lines would merge to become the Boston and Maine Railroad. To service the rapidly growing city the Andover line was relocated to connect to Lawrence in 1848. A spur line off the Lowell line cut through Tewksbury and West Parish in Andover to connect to the central station in Lawrence. Andover Advertiser, May 14, 1869 - A Target station has been established on the Lowell & Lawrence Railroad, near the William place, in West Andover. A published photo from the collection of the Beverly Historical Society states 1866 as the date it was built. The station at Haggett’s Pond served as a stop for summer visitors to Bailey’s Grove on the pond, a popular picnic ground. Ice house also dotted the shore line on the west side of the pond. Ice could be shipped out to the cities faster and in larger quantities. The station also provided transportation for students attending Punchard High School on Bartlet Street in Andover Center. They would travel to Lawrence then switch to a train back to Andover Depot. In the 1890’s a Trolley car could also be used from Lawrence down Main St in Andover. Ridership dropped on this line after WWI in part due to automobile ownership. Aug.15, 1924 Andover Townsman - pg. 4. Haggetts Pond Train Discontinued. The Haggetts Station was located on the north side of Lowell Street and the line ran along the west side of the Seth Chase farm that stood on the site at 38 Haggetts Pond Road. After Chase died his daughters sold the property to the American Woolen Company in 1923. William M. Wood, President of the A.W.Co., purchased several farms in West Andover as part of his development plan of Shawsheen Village. The farms were to provide milk, eggs and produce for the residents of the village. Mr. Wood died in February 1926 and the land holdings were sold off that summer. George M. Hunter purchased the Chase property on Aug. 10, 1926 and the parcel contained 8.23 acres extending from Lowell St. to Haggetts Pond Rd. George worked for the American Woolen Co. as a Manager of their bag and burlap mill in Lawrence. He lived at #440 Lowell Street with his bride Beatrice (Monroe) Hunter and in 1920 also owned #442 and #444 Lowell Street. George Matthew Hunter was born June 28, 1873 in Lawrence, son of John & Marion Maria (Colquhoun) Hunter, both Scottish immigrants. George was the youngest of three children to John and Marion, two brothers; John W. b. July 18, 1866 d. Sept. 28, 1873 and Alexander b. 1868. His mother Marion died on Feb. 23, 1875. The 1880 census lists George Hunter age 7, as adopted son, living with his grandfather John Colquhoun age 75 and his two children, Alexander age 25 a butcher and Elizabeth age 28 mill worker. George would continue to live with his Aunt Elizabeth Colquhoun. In 1900 they had moved to Andover and rented at 234 Main St. George is an upholsterer. George later went to work for the American Woolen Co., lived in Methuen. The 1920 Census lists George on (#444) Lowell St., age 45, with his Aunt Elizabeth now 75. George married on June 21, 1922 to Beatrice Elizabeth Monroe b. Aug. 12, 1895 in Bradford, MA dau. of Joseph W. & Grace Jane (McGillivray) Monroe. We believe the Haggetts Pond Depot was part of the 8.25 acre parcel and moved by George to 48 Haggetts Pond Rd in 1927. The old station was converted into cottage home and in 1930 Andrew Kerr Innes, wife Grace I., and three children are renting the home. Grace Innes was the sister of Bernice Hunter. George died on Dec. 22, 1928 and Bernice inherited the property. She remained in the home at 440 Lowell St and sold the Station house Andrew K. & Grace Innes on Oct. 30, 1943.
833	dbpedia	2	29	https://www.wbur.org/news/2022/03/23/the-next-mbta-extension	en	We asked, you answered: Where should the next MBTA extension go?	https://wordpress.wbur.o…01-1000x667.jpeg	https://wordpress.wbur.o…01-1000x667.jpeg	[ "https://wordpress.wbur.org/wp-content/uploads/2022/03/0223_glx-testing01.jpeg", "https://wordpress.wbur.org/wp-content/uploads/2022/01/0215_nik-decosta-klipa01-1000sq-600x600.jpg" ]	[]	[]	[ "" ]	null	[ "Nik DeCosta-Klipa" ]	2022-03-23T00:00:00	MBTA officials are aiming to complete the Green Line Extension this summer. So, what's next? WBUR readers weighed in on where they think the next big T expansion should go.	en	https://static.wbur.org/images/icons/favicon.ico		https://www.wbur.org/news/2022/03/23/the-next-mbta-extension	After years — actually, decades — of waiting, Somerville's first Green Line trolley left Union Square on Monday, as the MBTA officially opened the first branch of the Green Line Extension. T officials are also aiming to open the longer leg of the project through central Somerville to Tufts University in Medford by the end of the summer. So ... what's next? Yes, the T is already facing a lot of challenges when it comes to long-term funding (especially after the COVID-19 pandemic put a dent in its revenue stream). And for now, they're focused on projects to make service better, such as rolling out new cars and ways to pay fares. But some residents and elected officials aren't satisfied with merely fulfilling the 1990s pledge of extending the Green Line into Somerville and (just barely) Medford. And while the expansion of transit can bring new challenges like rising rents, the Union Square station opening this week illustrated the enthusiasm many local residents have for public transit arriving in their neighborhoods — and the connectivity it brings. So, we asked WBUR readers where the next MBTA extension should be. The responses were as wide-ranging as those fictitious future T maps. Here are the highlights: Keep the Green Line Extension going This was actually part of the original Green Line Extension plan (before the project was scaled back after projected cost overruns): extend the Medford branch past Tufts along the Lowell commuter rail line to Route 16/the Mystic Valley Parkway. MBTA officials are still eyeing this extension — which would connect West Medford to the rapid transit system — as part of their long-term vision. And several readers called on the MBTA to follow through. "We in Medford were promised a green line at Route 16 and we are still waiting," Jaye Raye wrote. "It was part of a deal. I lived in Porter Square when they added a T stop there. It transformed that neighborhood." During a ribbon-cutting ceremony Monday, Somerville Mayor Katjana Ballantyne, as well as her predecessor, Joe Curtatone, lent their support to the idea — even garnering enthusiastic applause from Gov. Charlie Baker. "It has to happen," Curtatone said. Several readers also suggested extending the Green Line from Union Square to link up with the Red Line and commuter rail at Porter Square. MBTA documents suggest a Porter Square extension is possible, though officials have been mum on the subject. The idea was also mentioned Monday by Ballantyne and Curtatone, though it got a more muted response from Baker. Advertisement Next up: The Blue Line Readers also want to see the Blue Line go a little further — on both ends. Connecting the Blue Line to the Red Line at the Charles/MGH station is on the MBTA's list of things to do by 2030. Rob Astyk writes that it's "long overdue." "Whatever it takes, that connection needs to be made to a much modernized and genuinely [handicap] accessible Charles Station," Astyk wrote. Several readers called for the Blue Line to be extended from Revere to Lynn, an idea state officials and lawmakers have bandied about for decades, as the North Shore's population has continued to grow. MBTA documents say a Blue Line extension to Lynn could induce more transit-oriented development, "give the region’s workforce another option to live within reach of Boston’s jobs and dramatically improve access for Lynn’s existing transit-dependent population." "Maybe even out to Salem," one Instagram follower wrote. Red Line to Arlington and beyond Why stop at Alewife? Several readers suggested extending the Red Line to Arlington. Kevin Carter took it one step further and suggested extending it up Route 2 from Alewife all the way to the I-95 rest area in Lexington. Meanwhile, an Instagram follower suggested another alternative terminus: "Burlington Mall." In fact, MBTA officials had planned to extend the Red Line to Route 128 via Arlington Heights when they were working on the subway line's last extension in the 1970s and 1980s (at the time, the Red Line ended at Harvard Square). However, the plan was squashed amid a backlash from Arlington residents, who feared it would bring increased traffic to the area. Ultimately, officials decided to add just three more stops to the Red Line: Porter, Davis and Alewife. Even some proponents of taking the Red Line deeper into the suburbs north of Boston are doubtful on the prospects of reviving the effort. "Too many 'NIMBYers' to make this happen, but one can dream," WBUR reader David Kuznick wrote. Southward extensions On the other side of the river, reader Lara Saavedra suggested extending the Orange Line from Forest Hills to Hyde Park and Roslindale. Multiple people also suggested converting the Silver Line bus into a subway line. "Give Roxbury ACTUAL rapid transit," one Instagram follower wrote. For now, however, MBTA officials are looking at lower-cost ways of speeding up service, with infrastructure changes like bus-only lanes to Roslindale and Roxbury. And it's worth noting: several readers implored the MBTA to focus on improving service on its current network, such as more frequent and reliable service. To a certain degree, the governor — who often vents that his administration doesn't get credit for upgrading old track signals and switches — agrees with that perspective. "You open up a new Green Line station somewhere and everybody shows up with the media and it's all brass bands and bugles," Baker said during a Greater Boston Chamber of Commerce event Tuesday, adding that the GLX is a "great project." "But there's two big pieces to public transportation," he added. "One is 'where it goes' and the second is 'how it gets there.' And everybody likes to talk about the 'where it goes' part. What people really don't like to talk very much about — because it's boring and it's complicated and it's difficult — is the 'how it gets there' part." We hear you, governor. That said ... Big, bold and outside the box Readers also came through with a number of ambitious expansion proposals, like Astyk's idea to wrap the Red Line around to connect with the Orange Line at Forest Hills. David Cole also suggested lengthening the the Orange Line further north along the Haverhill commuter rail line to Melrose and Wakefield. "For the next big MBTA project, let’s get the North-South Rail Link done!" Miriam Lezak wrote, urging officials to get to work on the proposed downtown tunnel allowing commuter rail trains to actually run through Boston. "Circle line!" exclaimed an Instagram user, referring to the more lofty idea of constructing an underground rail loop around Boston's inner suburbs. (For now, the closest thing the MBTA is considering is extending the Silver Line through Everett, Somerville and Cambridge, and maybe — maybe — eventually exploring passenger service on the Grand Junction rail line.) And as the MBTA works on electrifying the commuter rail, Janice Cagan-Teuber envisions a more futuristic version of regional rail running on magnetic levitation. "I would love to see Mag-Lev rail traveling the Turnpike, I-93, I-95, Route 3 south to Cape Cod and north to Nashua," Cagan-Teuber wrote. "All with stations along the way." Far off? Maybe. But then again, some didn't believe the Green Line Extension would ever arrive either. In the meantime, let's keep up the work on those signals and switches.
833	dbpedia	3	6	http://emergingamerica.org/exhibits/steamboat-barnet/map-boston-lowell-railroad-system-and-its-principal-connections-circa-1890	en	Map of the Boston & Lowell Railroad System and its Principal Connections, circa 1890	http://emergingamerica.org/sites/default/files/favicon_0.ico	http://emergingamerica.org/sites/default/files/favicon_0.ico	[ "http://emergingamerica.org/modules/gtranslate/gtranslate-files/blank.png", "http://emergingamerica.org/modules/gtranslate/gtranslate-files/blank.png", "http://emergingamerica.org/modules/gtranslate/gtranslate-files/blank.png", "http://emergingamerica.org/modules/gtranslate/gtranslate-files/blank.png", "http://emergingamerica.org/modules/gtranslate/gtranslate-files/blank.png", "http://emergingamerica.org/modules/gtranslate/gtranslate-files/blank.png", "http://emergingamerica.org/modules/gtranslate/gtranslate-files/blank.png", "http://emergingamerica.org/modules/gtranslate/gtranslate-files/blank.png", "http://emergingamerica.org/themes/child_theme/img/emerging_america_logo.jpg", "http://emergingamerica.org/sites/default/files/inline-images/Screen%20Shot%202019-05-29%20at%2010.57.09%20AM.png", "http://emergingamerica.org/themes/child_theme/img/facebook-social-share.png", "http://emergingamerica.org/themes/child_theme/img/twitter-social-share.png", "http://emergingamerica.org/sites/default/files/styles/large/public/steamboat-media/rr003460.jpg?itok=cuckPWfV", "http://emergingamerica.org/sites/default/files/emerging_america_logo_white.png", "http://emergingamerica.org/sites/default/files/TPS-headerID_horiz_member_wht.png", "http://emergingamerica.org/sites/default/files/inline-images/ces_logo_white.png" ]	[]	[]	[ "" ]	null	[]	2024-10-01T12:00:00+00:00	This map represents the spread of the railroad system in the Northeast by the end of the nineteenth century. It shows the northern United States showing cities and towns and the railroad network with emphasis on the main line. This line was chartered in 1830 and opened in 1835. In 1841 a second track was laid. From the collections of the Library of Congress	en	/sites/default/files/favicon_0.ico		http://emergingamerica.org/exhibits/steamboat-barnet/map-boston-lowell-railroad-system-and-its-principal-connections-circa-1890	Everyone is a learner! The offices of the Collaborative for Educational Services are on Pocumtuc land, part of the Nipmuc Nation. Learn about your own community using the Native Land interactive map.
833	dbpedia	3	73	https://www.nashuacitystation.org/railroad/	en	New Hampshire Railroads			[ "https://www.nashuacitystation.org/images/logo.png", "https://www.nashuacitystation.org/images/railroad-boston-and-maine-railroad.jpg", "https://www.nashuacitystation.org/images/railroad-boston-and-maine-corporation.jpg", "https://www.nashuacitystation.org/images/railroad-mbta.jpg", "https://www.nashuacitystation.org/images/railroad-guilford-rail-system.jpg", "https://www.nashuacitystation.org/images/railroad-pan-am-railways-1.jpg", "https://www.nashuacitystation.org/images/railroad-boston-and-maine-railroad-acton-branch.jpg", "https://www.nashuacitystation.org/images/railroad-boston-and-maine-railroad-keene-branch.jpg", "https://www.nashuacitystation.org/images/railroad-boston-and-maine-railroad-new-hampshire-main-line.jpg", "https://www.nashuacitystation.org/images/railroad-boston-and-maine-railroad-worcester-nashua-and-portland-main-line.jpg", "https://www.nashuacitystation.org/images/railroad-boston-and-maine-railroad.jpg", "https://www.nashuacitystation.org/images/railroad-grand-trunk-railway.jpg", "https://www.nashuacitystation.org/images/railroad-maine-central-railroad.jpg" ]	[]	[]	[ "" ]	null	[]	null		en			http://www.nashuacitystation.org/railroad/	The first railroad to be constructed in New Hampshire was the Nashua & Lowell Railroad, extending Massachusetts's first railroad between Boston and Lowell. By train, goods could now travel between the mill cities and down to Boston in under an hour, rather than the day it took to travel by horse-drawn wagon or canal. Besides being faster, railroads provided reliable year-round service as canals would freeze during the winter and stagecoach paths would become muddy and be nearly impassible during spring thaws. As technology improved from the first trains of the 1830s, trains were able to haul more people and goods faster and farther - but so did other modes of transportation. As the car and truck industry developed along with the railroads, and highways were built parallel to most railroad routes, the short distances between communities in New England lent itself to trucking and personal automobiles being the economical choice. Today, the railroad network in New Hampshire is a fraction of what it once was, but it still does what it was built for well - moving bulk commodities and products long distances efficiently. Nashua Railroads • N.H. Class 1 Railroads • N.H. Shortline and Regional Railroads Nashua's Railroads Past and Present Railroad Companies Rail Lines New Hampshire's Fallen Flag Class 1 Railroads New Hampshire's early railroad history can be found within these pages. New Hampshire's Regional, Shortline, and Tourist Railroads
833	dbpedia	2	87	https://www.mma.org/	en	Massachusetts Municipal Association (MMA)	https://www.mma.org/wp-c…ocial5-32x32.jpg	https://www.mma.org/wp-c…ocial5-32x32.jpg	[ "https://www.mma.org/wp-content/uploads/2018/07/MMA-mobile-Logo-export-281x120.png", "https://www.mma.org/wp-content/uploads/2018/07/MMA-Logo-on-Transparent-1.png", "https://www.mma.org/wp-content/uploads/2018/04/MA.png", "https://www.mma.org/wp-content/uploads/2024/08/gov-signs-housing-bill-aug6.jpg", "https://www.mma.org/wp-content/uploads/2022/04/saferoads-sidewalk-bikelane-road-stock-510x340.jpg", "https://www.mma.org/wp-content/uploads/2024/07/bcec-omni-sum24-510x340.jpg", "https://www.mma.org/wp-content/uploads/2024/08/gov-wage-equity-signing-510x340.jpg", "https://www.mma.org/wp-content/uploads/2024/04/lexington-and-concord-istock-510x340.jpg", "https://www.mma.org/wp-content/uploads/2023/12/solar-istock-510x340.jpg", "https://www.mma.org/wp-content/uploads/2024/08/MassOfficeDisability-logo-510x340.png", 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"https://www.mma.org/wp-content/themes/mma/images/info_ico_envelope_hover.png", "https://www.mma.org/wp-content/uploads/2018/07/Viv-1.png" ]	[]	[]	[ "" ]	null	[]	2018-04-02T07:30:58+00:00		en	https://www.mma.org/wp-c…ocial5-32x32.jpg	Massachusetts Municipal Association (MMA)	https://www.mma.org/	Where 400-plus members – cities, towns, school districts and more – realize the greatest possible value for their insurance dollar. $210 Million: Credits, discounts, grants & rewards returned to members since fiscal 2010. 4.5 out of 5-star satisfaction rating from members Learn more Great Jobs in Our Cities and Towns Municipal government is a great place to work! Cities and towns deliver a wide range of essential, quality-of-life services directly to residents: education, public safety, public works, libraries and much more. Municipalities offer a safe and stable work environment and great benefits. If you want to do work that really matters, local government may be the place for you! Sample job descriptions Job listings
833	dbpedia	1	46	https://brucefreemanrailtrail.org/	en	Visit the Trail	https://brucefreemanrail…2044-scaled.jpeg		[ "https://brucefreemanrailtrail.org/wp-content/uploads/2019/04/Logo-for-website-201903.png", "https://brucefreemanrailtrail.org/wp-content/uploads/IMG_2044-scaled.jpeg", "https://brucefreemanrailtrail.org/wp-content/themes/responsive/core/icons/twitter-icon.png", "https://brucefreemanrailtrail.org/wp-content/themes/responsive/core/icons/facebook-icon.png", "https://brucefreemanrailtrail.org/wp-content/themes/responsive/core/icons/rss-icon.png", "https://brucefreemanrailtrail.org/wp-content/themes/responsive/core/icons/email-icon.png" ]	[]	[]	[ "" ]	null	[]	2011-03-27T00:00:00	Visit the Bruce Freeman Rail Trail in Lowell, Chelmsford, Westford, Carlisle, Acton, Concord, Sudbury and Framingham in Massachusetts.	en		Friends of the Bruce Freeman Rail Trail	https://brucefreemanrailtrail.org/	The Bruce Freeman Rail Trail is a rail trail through the communities of Lowell, Chelmsford, Westford, Carlisle, Acton, Concord, Sudbury, and Framingham in Massachusetts — following the 25-mile route of the old New Haven Railroad Framingham & Lowell line. The trail has a 10-foot wide pavement with a 2-foot wide packed shoulder on each side.The Bruce Freeman Rail Trail is open to non-motorized uses such as cycling, jogging, walking, rollerblading, and skiing. Maps with parking information Lowell, Chelmsford, Westford, Acton Trail Map Phase 1 & Phase 2A (PDF) Concord Trail Map Phase 2B & Phase 2C (PDF) Phase 1 – 6.8 miles in Lowell, Chelmsford, and Westford, opened in 2009. Lowell Parking Crosspoint Towers, 900 Chelmsford St., Lowell (Weekends and holidays Only) Chelmsford Parking Stop & Shop lot, 299 Chelmsford St., Chelmsford Chelmsford Center for the Arts, 1A North Rd. (Rt. 4), Chelmsford Chelmsford Center Artwalk, Cushing Place, Chelmsford (public restrooms, seasonal) Byam School (off school hours), 25 Maple Rd, Chelmsford Town Land at Heart/Baptist Pond, 2 Pond St., Chelmsford (public restrooms, seasonal) Phase 2A – 4.9 miles in Westford, Carlisle, Acton, opened on April 3, 2018. Acton Parking Across from 1000 Main Street (Rte. 27), Acton NARA Park off Rte. 27, Acton (seasonal public restrooms) At Goulds’ Plaza (behind Donelan’s Supermarket) on Great Road (Rte. 2A), Acton (public restrooms, seasonal) Patriot Square, 179 Great Road across from Pedal Power Bike and Ski, Acton (Weekends and holidays only) One handicap parking space behind Pedal Power Bike and Ski, 176 Great Road, Acton Ice House Pond, 120 Concord Road, Acton Phase 2B – .88 miles in Concord – Rte 2 Bridge, opened in May 2023. Phase 2C – 2.5 miles in Concord, opened on September 27, 2019. Concord Parking Commonwealth Ave, near the rotary & Concord MCI, Concord West Concord Center, trail parking near Nashoba Brook, Concord One handicap parking space near Williams Road, Concord Phase 2D (Sudbury from the Sudbury/Concord line to the MassCentral Rail Trail – 4.4 miles). Construction began in January 2023 and is expected to be completed by 2025. Phase 3 Sudbury purchased the 1.4 miles of CSX rail corridor from the CSX Corporation, from the MassCentral, just north of Route 20 to the Framingham line on November 30, 2020. This final section in Sudbury is under design and now scheduled for construction starting in 2029. Framingham has purchased the remaining 3.2 miles of the CSX corridor in that municipality and is working on the design. (updated June 2024)
833	dbpedia	2	13	http://masscases.com/cases/sjc/68/68mass1.html	en	BOSTON AND LOWELL RAILROAD CORP. vs. SALEM AND LOWELL RAILROAD CO., 2 Gray 1, 68 Mass. 1	http://masscases.com/favicon.ico	http://masscases.com/favicon.ico	[ "http://www.masscases.com/images/cases-logo-blue-on-white-64x64.jpg" ]	[]	[]	[ "" ]	null	[]	null					null	BILL IN EQUITY, filed on the 14th day of June 1852, by the Boston and Lowell Railroad Corporation, against the Salem and Lowell Railroad Company, the Boston and Maine Railroad, and the Lowell and Lawrence Railroad Company. The bill alleged that by an act passed on the 5th of June 1830, (St. 1830, c. 4,) a charter of incorporation was granted to the plaintiffs by the legislature of this commonwealth, (which was set forth at length in the bill,) and by the first section of which John F. Loring and others named, their associates, successors and assigns, are made a body corporate, under the name of the Boston and Lowell Railroad Corporation, with power to sue and be sued, and have a common seal; and are "vested with all the powers, privileges and immunities, which are or may be necessary to carry into effect the purposes and objects of this act, as hereinafter set forth. And the said corporation are hereby authorized and empowered to locate, construct and finally complete a railroad, at or near the city of Boston, and thence to Lowell in the county of Middlesex, in such manner and form as they shall deem to be most expedient; and for this Page 3 purpose the said corporation are authorized to lay out their road, at least four rods wide through the whole length; and for the purpose of cuttings, embankments, and stone and gravel, may take as much more land as may be necessary for the proper construction and security of said road." Section 2 provides that the capital stock of said corporation shall consist of one thousand shares; and by Â§ 3 the president and directors are authorized to lay assessments to the amount of five hundred dollars on each share. The act also contains the following provisions: "SECTION 5. Be it further enacted, that a toll be and hereby is granted and established, for the sole benefit of said corporation, upon all passengers and property of all descriptions which may be conveyed or transported upon said road, at such rates per mile as may be agreed upon and established from time to time by the directors of said corporation. The transportation of persons and property, the construction of wheels, the form of cars and carriages, the weight of loads, and all other matters and things in relation to the use of said road, shall be in conformity to such rules, regulations and provisions as the directors shall from time to time prescribe and direct, and said road may be used by any person who shall comply with such rules and regulations: Provided, however, that if, at the expiration of four years from and after the completion of said road, the net income or receipts from tolls and other profits, taking the four years aforesaid as the basis of calculation, shall have amounted to more than ten per cent. per annum upon the cost of the road, the legislature may take measures to alter and reduce the rate of tolls and other profits in such manner as to take off the overplus for the next four years, calculating the amount of transportation upon the road to be the same as the four preceding years; and at the expiration of every four years thereafter the same proceedings may be had." "SECTION 6. Be it further enacted, that the directors of said corporation for the time being are hereby authorized to erect toll houses, establish gates, appoint toll gatherers, and demand toll upon the road when completed, and upon such parts thereof Page 4 as shall be from time to time completed; and they shall, from year to year, make a report to the legislature of their acts and doings, receipts and expenditures, under the provisions of this act." "SECTION 12. Be it further enacted, that no other railroad than the one hereby granted shall, within thirty years from and after the passing of this act, be authorized to be made, leading from Boston, Charlestown or Cambridge to Lowell, or from Boston, Charlestown or Cambridge to any place within five miles of the northern termination of the railroad hereby authorized to be made: Provided, that the State may authorize any company to enter with another railroad, at any point of said Boston and Lowell Railroad, paying for the right to use the same, or any part thereof, such a rate of toll as the legislature may from time to time prescribe, and complying with such rules and regulations as may be established by said Boston and Lowell Railroad Corporation, by virtue of the fifth section of this act: Provided, also, that it shall be in the power of the government, at any time during the continuance of the charter hereby granted, after the expiration of ten years from the opening for use of the railroad herein provided to be made, to purchase of the said corporation the said railroad, and all the franchise, property, rights and privileges of the said corporation, on paying therefor the amount expended in making the said railroad, and the expenses of repairs, and all other expenses relating thereto, with interest thereon, at the rate of ten per cent. per annum, deducting all sums received by the corporation from tolls or any other source of profit, and interest, at the rate of ten per cent. per annum thereon, that shall have been received by the stockholders; and after such purchase, the limitation provided in this section shall cease, and be of no effect." The bill then alleged that said act of incorporation was duly accepted, and the plaintiffs became a corporation, possessed of all the rights, powers and privileges conferred by said charter; that subsequently certain other acts, in addition to said first named act, were passed by the legislature; (copies of which Page 5 were annexed to the bill) that the same were duly accepted by the plaintiffs, with the exception of the second proviso of the St. of 1836, c. 146; and that thereby a contract, conformable to the terms of said charter, and of the acts thus accepted, was created between the Commonwealth and the plaintiffs. The acts, copies of which were so annexed to the bill, were the following: St. 1830, c. 79, increasing the plaintiffs' capital stock to twelve hundred shares: St. 1832, c. 87, by the first section of which the government of the Commonwealth, at any time after the expiration of twenty years from the opening for use of the plaintiffs' road, may purchase the road, franchise, &c. of the corporation, on paying all expenses, and such additional sum as, together with the net profits received by them, will be equal to ten per cent. on the original cost: St. 1834, c. 1, by which the capital stock of the corporation is increased to twenty four hundred shares: St. 1836, c. 146, by which their capital stock is further increased 600 shares of $500 each; provided, among other things, that the legislature, after twenty years from the opening of said railroad for use, may purchase the road, franchise, &c. by paying such a sum as, together with the whole sum received by said corporation from tolls and all other sources of profit, will reimburse them the amount of capital paid in, for constructing and keeping in repair said railroad, and other necessary expenses, with a net profit thereon of ten per cent. per annum; "and provided also, that the legislature may, at all times, exercise the same powers in relation to altering, amending or repealing the said original act of incorporation, or any act in addition thereto, as are contained in the forty-fourth chapter of the revised statutes; except that the tolls shall not be so fixed or altered, as to reduce the net profits arising from all sources to less than ten per cent. per annum; and provided also, that the said last named proviso shall be null and void, unless the same shall be assented to by a majority of the stock holders of said corporation, within thirty days from the time when this act shall take effect:" St. 1838, c. 95, by the first section of which the plaintiffs are authorized to increase their capital stock by an amount not exceeding $300,000, in shares Page 6 of $500 each: And Sts. 1847, cc. 185, 253, which do not contain any provisions material to the understanding of this case. The bill then alleged that the plaintiffs, confiding in said acts and the privileges therein granted to them, proceeded at great cost and expense to construct and complete the said railroad, and had ever since maintained and employed the same for the transportation of persons and property, and had derived there from just and reasonable gains and profits; and had in all respects conformed to the provisions and requirements of said acts, which by them were to be kept and performed; and were consequently entitled to enjoy the privileges and receive the tolls in said acts granted to them, and especially to enjoy the privileges granted in the twelfth section of their said charter, namely, that no other railroad should, within thirty years from and after the granting of their said charter, be authorized to be made, leading from Boston or Charlestown or Cambridge to Lowell, or from either of said places to any place within five miles of the northern termination of their said road; and also to enjoy the right of conveying and transporting persons and property by railroad from Boston and Charlestown to Lowell, and from Lowell to Boston and Charlestown, without hindrance, competition or interruption from any other corporation or corporations, authorized to own a railroad between other places, by making use of their railroads, or portions of their lines of railroad, to establish a nearly parallel railroad communication from Lowell to Boston or Charlestown, and from Boston or Charlestown to Lowell, and with a terminus in Lowell, or within five miles of the terminus of the plaintiffs' road in Lowell. The bill then alleged that by St. 1845, c. 159, which was duly accepted by the Boston and Maine Railroad and the Boston and Maine Railroad Extension Company, said two corporations, previously established by the laws of this commonwealth, were united, and became one corporation, under the name of the Boston and Maine Railroad, and the owners and proprietors of the railroad known as the Boston and Maine Railroad, constructed and leading from Boston into the State of Maine Page 7 and running through the town of Wilmington, and having its southern terminus in Boston: That by St. 1846, c. 157, certain persons were made a corporation by the name of the Lowell and Andover Railroad Company, with powers to construct a railroad from Lowell to a point in or near Andover, and to enter with their road upon a part of the Boston and Lowell Railroad in Lowell, and use the same; that said act was duly accepted and said road built and constructed by said corporation from Lowell to Andover; and that the terminus of said road in Lowell was constructed within half a mile of the northern termination of the plaintiffs' road; and that by St. 1848, c. 14, which was accepted by said corporation, it was provided that it should take and be known by the name of the Lowell and Lawrence Railroad Company: That by St. 1848, c. 223, certain persons were made a corporation by the name of the Salem and Lowell Railroad Company; that said act was duly accepted, and said corporation constructed their railroad from a point at or near Salem to a point on said Lowell and Lawrence Railroad, in the town of Tewksbury, where they effected a junction of their said road with the Lowell and Lawrence Railroad, and used the track of the Lowell and Lawrence Railroad Company to their terminus in Lowell, and in so doing constructed their railroad through the town of Wilmington, and there intersected the Boston and Maine Railroad. And copies of these acts were annexed to the bill. The bill then alleged that by means of the said junction of the road of the Lowell and Lawrence Railroad Company with the road of the Salem and Lowell Railroad Company at Tewksbury, and by the intersection of the said last named road with the road of the Boston and Maine Railroad at Wilmington, the rail and other material of a line of railroad communication, nearly parallel with the plaintiffs' road, was created between Lowell and Boston, through Charlestown, only about one mile and six tenths of a mile longer than the plaintiffs' road, and at no point more than three miles and one third of a mile distant therefrom, having one terminus in Lowell within half a mile of the northern terminus of the plaintiffs' road, and a station house Page 8 for passengers in Charlestown, and the southern terminus in Boston a half a mile nearer to the centre of business in Boston than the southern terminus of the plaintiffs' road, by which line passengers and property could be conveyed and transported from Lowell to Charlestown or Boston, and from Boston or Charlestown to Lowell. But the plaintiffs well hoped that no such use of said roads, or portions thereof, would be made or suffered by the defendant corporations, and that the plaintiffs would be permitted peaceably, without interruption, molestation or interference, to have and enjoy the profit, benefit and advantage secured and intended to be secured to them by their act of incorporation, and the acts in addition thereto, of transporting passengers and property from Boston to Lowell, and from Charlestown to Lowell, and from Lowell to Boston, and from Lowell to Charlestown, and free from the competition of any other railroad, authorized to be made by the Commonwealth, extending from Boston, Charlestown or Cambridge, to any place within five miles of the northern terminus of the plaintiffs' road; and free from the competition of any other corporation or corporations, authorized by the legislature to run railroads between other places and to intersect and to unite with each other, but making use of their roads, or portions thereof, for establishing a railroad between Boston and Lowell, nearly parallel with the plaintiffs' road, and for transporting passengers from Boston and Charlestown to Lowell, and from Lowell to Boston and Charlestown, on the railroad thus established. The bill then alleged that the defendants, combining, colluding and confederating together to deprive the plaintiffs of the reasonable gains and profits which they were entitled to receive from the transportation of passengers and property over their road, and to hinder them in the enjoyment of the rights and privileges to which they were entitled by virtue of their said contract with the Commonwealth, and especially under the twelfth section of their charter, did enter into a certain mutual agreement, understanding or arrangement to convey, and cause to be conveyed, passengers and property over portions of their said roads, by means of said junctions and intersections, from Page 9 Boston and Charlestown to the terminus of the Lowell and Lawrence Railroad in Lowell, and from Lowell to Boston and Charlestown, and by causing cars, and trains of cars, to run over said portions of each of their said roads at such times that passengers could exchange out of the cars of the Salem and Lowell Railroad Company into the cars of the Boston and Maine Railroad, and from the cars of the last mentioned railroad company into the cars of the Salem and Lowell Railroad Company, at said intersection at Wilmington; and in pursuance of said agreement and understanding, did, on or about the 28th of June, 1851, commence transporting, and had ever since continued to transport passengers and property over their said lines of road as aforesaid, from Boston and Charlestown to Lowell and from Lowell to Boston and Charlestown, using therefor the road of the Lowell and Lawrence Railroad Company from its terminus in Lowell to the place of its junction with the road of the Salem and Lowell Railroad Company in Tewksbury, and thence using therefor the road of the last mentioned company to its intersection with the road of the Boston and Maine Railroad in Wilmington, and thence using the said road of the last mentioned corporation; and for the purpose of more effectually injuring and competing with the plaintiffs in the transportation of passengers between said places, the defendants had from time to time, since entering into their said agreement and confederacy, published, and caused to be published, and still continued to publish and advertise the said route between Boston and Lowell, so made and formed as aforesaid by portions of their said roads, as a railroad route between Boston and Lowell, by publishing notices thereof in newspapers printed in said cities of Boston and Lowell, and by posting up printed notifications thereof in public places in said cities and in divers of the station houses on the roads of the defendant corporations; and had advertised and sold, and still continued to advertise and sell tickets for the transportation of passengers between said cities over said portions of their roads, and also season tickets and package tickets for the use of families and firms; and had employed and still did employ agents to divert and Page 10 dissuade passengers from travelling between said cities upon and over the plaintiffs' road, and to induce them to travel over the said roads of the defendant corporations; and by means of the premises had succeeded in deterring and preventing many persons from using the plaintiffs' road for the purpose of being transported from Boston and Charlestown to Lowell, and from Lowell to Boston and Charlestown, and in depriving the plaintiffs of the gain and profits which would have accrued to them from the transportation of such passengers between said cities over their said road; and that the defendant corporations, not content with the injury they had thus inflicted, and were still continuing to inflict upon the plaintiffs, had recently combined and mutually agreed, and now threatened and intended to transport and convey passengers and property between Boston and Lowell, and Charlestown and Lowell, over said portions of said roads, by means of cars, and trains of cars, to run entirely through without being changed, from the said terminus in one of said cities to the said terminus in the other, and without the necessity of the passengers being removed from one train of cars into another at Wilmington; all of which acts and doings, and threatened acts and doings, were and would be a nuisance to the rights and franchise of the plaintiffs, legally acquired as aforesaid under their said charter and acts in addition thereto. The bill then alleged the protest of the plaintiffs against said acts done and threatened, a demand on the defendants to desist and to account with the plaintiffs for the gains and fares received for the transportation of passengers and property as aforesaid, and the defendants' refusal, and that the defendants claimed the right of such transportation under their acts of incorporation, and under Sts. 1851, c. 196, and 1852, c. 118; whereas the plaintiffs denied that said acts did or could legally confer upon the defendants any such powers. The following is a copy of the statute of 1851, c. 196: "An act to provide additional railroad accommodations for the town of Wilmington and the vicinity. "SECTION 1. The ninth section of an act approved by the Governor on the sixteenth day of March in the year one Page 11 thousand eight hundred and forty four, entitled 'An act to establish the Boston and Maine Extension Company,' is hereby repealed. "SECTION 2. So much of the eighth section of chapter two hundred and twenty three of the laws of the year one thousand eight hundred and forty eight, incorporating the Salem and Lowell Railroad Company, as provides that the cars of the said corporation shall not be permitted to stop for the purpose of receiving or delivering passengers or merchandise, at any point upon their track within one mile of the Boston and Maine Railroad, is hereby repealed. "SECTION 3. Nothing in this act contained shall be so construed as to authorize the cars of the said Boston and Maine Railroad Company, or of any other corporation or persons, to be drawn from said last mentioned road over the road of the said Salem and Lowell Railroad Company; or the cars of the said Salem and Lowell Railroad Company, or of any other corporation or person, to be drawn from said last mentioned road over the road of the said Boston and Maine Railroad Company." Section 9 of the act of March 16th 1844, (St. 1844, c. 172,) repealed by the first section of the above act, was in these words: "No depot or stopping place shall be established be tween Andover and Reading, without the consent of the Boston and Lowell Railroad Corporation." And section 8 of St. 1848, c. 223, incorporating the Salem and Lowell Railroad Company, referred to in the second section of the above act, is thus: "Said corporation may cross the track of the Boston and Maine Railroad; but no connection shall ever hereafter be formed between the tracks of said last named railroad corporation and those of the corporation hereby created; nor shall the cars of the corporation hereby created be permitted to stop, for the purpose of receiving or delivering passengers or merchandise, at any point upon their own track, within one mile of the track of said Boston and Maine Railroad; and the supreme judicial court of this commonwealth shall have power to restrain by injunction any attempts which shall be made, Page 12 directly or indirectly, by the corporation hereby created, or by the Boston and Maine Railroad Corporation, to violate the conditions of this section. All injunctions as aforesaid may be granted by any justice of the supreme judicial court, according to the ordinary course of proceeding in courts of equity." The other statute relied on by the defendants, (St. 1852, c. 118,) is as follows: "An act in relation to the Boston and Maine Railroad Company and the Salem and Lowell Railroad Company. "SECTION 1. The Boston and Maine Railroad Company may enter upon and use the Salem and Lowell Railroad, according to law. "SECTION 2. The Salem and Lowell Railroad Company may enter upon and use the Boston and Maine Railroad, according to law: Provided, that nothing contained in this act shall be construed to impair the rights of any person or corporation. "SECTION 3. All acts and parts of acts, inconsistent with this act, are hereby repealed." The bill then prayed for a discovery and an account, for specific relief by injunction, and for general relief, and for due process. The three defendant corporations each filed a general demurrer. And the parties afterwards agreed, that the case should be heard and considered by the court, at the argument upon the bill and demurrer, as if a supplemental bill had been filed by the plaintiffs, charging the doing by the defendants of the several acts and things, which they were charged in the original bill with combining, threatening and preparing to do, and a general demurrer filed to such supplemental bill. This case was argued at Boston in February 1854. J. Parker & S. H. Phillips, (G. Minot was with them,) for the defendants. I. The only grant of a franchise in the plaintiffs' charter is in Â§ 1. A franchise is a branch of the sovereign prerogative, subsisting in the subject by a grant from the sovereign. 2 Bl. Com. 37. 3 Cruise Dig. tit. 27, Â§ 1. Finch, 164. The provision in Â§ 12 is not a grant of exclusive limits, nor of the exclusive right of railroad transportation within Page 13 certain defined limits; it is not a grant of a franchise, nor of any kind of property; but merely an executory contract. Charles River Bridge v. Warren Bridge, 7 Pick. 344, and 11 Pet. 420. Richmond, Fredericksburg & Potomac Railroad v. Louisa Railroad, 13 How. 71. Tuckahoe Canal v. Tuckahoe & James River Railroad, 11 Leigh, 70, 71. Dyer v. Tuskaloosa Bridge, 2 Porter, 296. Boston & Lowell Railroad v. Boston & Maine Railroad, 5 Cush. 385. Piscataqua Bridge v. New Hampshire Bridge, 7 N. H. 57. Livingston v. Van Ingen, 9 Johns. 507. Gibbons v. Ogden, 9 Wheat. 1. "A grant is a contract executed." Fletcher v. Peck, 6 Cranch, 137. A grant by the State passes nothing by implication. 5 Cruise Dig. (Greenl. ed.) tit. 34, Â§ 11, & note. II. If the provision in Â§ 12 be regarded merely as a contract, the plaintiffs' bill cannot be sustained. The plaintiffs pray for relief against an alleged nuisance. But a nuisance implies some right of property in the party injured. 3 Bl. Com. 217. Finch, 188. Fitz. N. B. 184. And the provision in Â§ 12 being merely a contract between the Commonwealth and the plaintiffs, the acts done by a third party, under authority from the legislature, subsequently obtained, do not constitute a nuisance. But assuming that there are grounds upon which, in cases of this nature, a court of equity will interfere, the alleged contract will not support this bill. 1. The contract is void; for the legislature have no right, by making such a contract, to deprive themselves of any of the essential attributes of sovereignty, such as the power to create revenues for public purposes, to provide for the common defence, to provide safe and convenient ways for the public necessity and convenience, to take private property for public uses, and the like. 3 Cruise Dig. (Greenl. ed.) tit. 27, Â§ 29, note. 17 Vin. Ab. Prerogative, M. b. pl. 20. Bract. l. 2, c. 5. Chit. Prerog. 384. Charles River Bridge v. Warren Bridge, 11 Pet. 420. Attorney General v. Richards, 2 Anst. 605. Hale de Jure Maris, 12. Attorney General v. Burridge, 10 Price, 370, 372. Commonwealth v. Alger, 7 Cush. 53. Weston v. Sampson, 8 Cush. 347. Peck v. Lockwood, 5 Day, 22. Gough v. Bell, 1 Zab. 156. Page 14 Arnold v. Mundy, 1 Halst. 1. Monongahela Navigation Co. v. Coons, 6 W. & S. 107, 112. Shrunk v. Schuylkill Navigation Co. 14 S. & R. 71. Susquehanna Canal v. Wright, 9 W. & S. 9. Rundle v. Delaware & Raritan Canal, 14 How. 92. Callender v. Marsh, 1 Pick. 418. Hollister v. Union Co. 9 Conn. 436. Lansing v. Smith, 8 Cow. 146. Brick Presbyterian Church in New York v. New York, 5 Cow. 538. Goszler v. Georgetown, 6 Wheat. 593. Brewster v. Hough, 10 N. H. 138. Fletcher v. Peck, 6 Cranch 143, by Johnson, J. The true precedents to be sought in England are those which concern the powers of the crown, and not those which concern the powers of parliament; for parliament may change the constitution of England. 2. The defendants not being parties or privies to the original contract, this bill cannot be maintained against them. The provision of Â§ 12 is not a covenant real, which runs with, or is annexed to the thing granted - if indeed any thing can be said to be annexed to a franchise. Keppell v. Bailey, 2 Myl. & K. 517, 535. Duke of Bedford v. British Museum, 2 Myl. & K. 562. 4 Cruise Dig. (Greenl. ed.) tit. 32, c. 26, Â§Â§ 23, 24, & note. Spencer's case, 1 Smith Lead. Cas. 22, & Amer. notes. Clark v. Swift, 3 Met. 390. 3. If the Commonwealth is bound by this contract, it is not bound to respond in damages, nor are its agents liable to an injunction, but the remedy against the Commonwealth must be sought in the ordinary mode. The Commonwealth cannot be sued nor enjoined. United States v. McLemore, 4 How. 288. The agents of the Commonwealth cannot be restrained by injunction from constructing a state work within the prohibited limits; the damages thereby occasioned are damnum absque injuria. 1 Pick. 418, 9 Conn. 436, and 8 Cow. 146, above cited. The bill should at least allege an application to the Commonwealth for compensation. III. Even if the provision in Â§ 12 be regarded as a grant of property, the plaintiffs' bill cannot be sustained. 1. It alleges a mere taking of private property for public uses, under the right of eminent domain. If Â§ 12 is to be treated as a grant of property, it must be considered a grant of the Page 15 monopoly of all railroad business between two lines extending from points, distant respectively five miles east and west of the northern terminus of the plaintiffs' road, to the extreme outer limits of Charlestown and Cambridge; and any part of this grant may be taken from the plaintiffs for public uses, upon compensation being made. A franchise may be taken for public uses. Boston Water Power Co. v. Boston & Worcester Railroad, 23 Pick. 360. White River Turnpike v. Vermont Central Railroad, 21 Verm. 590. West River Bridge v. Dix, 6 How. 507. Richmond, Fredericksburg & Potomac Railroad v. Louisa Railroad, 13 How. 71. So easements and other rights may be taken. Ellis v. Welch, 6 Mass. 246. Parks v. Boston, 15 Pick. 203. The general laws of the Commonwealth provide ample means for securing compensation, and a jury trial, to owners of private property taken for public uses. Rev. Sts. c. 39, Â§Â§ 56, 57; c. 24, Â§Â§ 13Â38. If the acts of the defendants, securing a continuous line of railroad communication between Boston and Lowell, constitute the "making" of another railroad within the prohibited limits, as contended by the plaintiffs; and the plaintiffs under Â§ 12 acquired any property which is so taken; then, as the defendant corporations, by Rev. Sts. c. 39, Â§ 45, and the provisions of their respective charters, are each made subject to all general legislation, the plaintiffs' damages must be estimated by the county commissioners, under Rev. Sts. c. 39, Â§ 56. 2. The plaintiffs have a distinct and more appropriate remedy, under Sts. 1851, c. 233, Â§ 55, and 1852, c. 312, Â§Â§ 42, 86, by which any person whose private right or interest has been injured, or is put in hazard, by the exercise, by any private corporation, or any persons claiming to be a private corporation, of a franchise or privilege not conferred by law, may apply to this court for leave to file an information in the nature of a quo warranto. This case cannot be controlled by the consideration that in the somewhat analogous case of Charles River Bridge v. Warren Bridge, 6 Pick. 376, this court assumed jurisdiction in equity; because the plaintiffs in that case could not have availed themselves of either of the remedies open to the present Page 16 plaintiffs. A court of full equity powers having once obtained jurisdiction does not lose it when new powers are given to courts of law. 1 Story on Eq. Â§Â§ 64 i, 80. Atkinson v. Leonard, 3 Bro. C. C. 218. But this would seem to be otherwise in Massachusetts, for the jurisdiction of this court in equity in any particular case is made by statute to depend on there being no plain, adequate and complete remedy at law. Rev. Sts. c. 81, Â§ 8. Mere diminution in the value of property will not furnish ground for relief in equity. Attorney General v. Nichol, 16 Ves. 338. Earl of Ripon v. Hobart, 3 Myl. & K. 169. IV. Assuming that the legislature might lawfully make such a contract, or even grant of property, as is asserted to be contained in Â§ 12, the plaintiffs' bill states no violation of any contract or grant. Every grant of a franchise, or in the nature of a franchise, must be construed strictly. Earl of Leicester's case, 3 Dyer, 362 a. Gennings v. Lake, Cro. Car. 169. United States v. Arredondo, 6 Pet. 738, 739, & cases cited. Beaty v. Knowler, 4 Pet. 168. Providence Bank v. Billings, 4 Pet. 514. Charles River Bridge v. Warren Bridge, 11 Pet. 420. Richmond, Fredericksburg & Potomac Railroad v. Louisa Railroad, 13 How. 81. The limitation, imposed upon the future action of the legislature, amounts only, in terms, to a prohibition against authorizing, within thirty years from 1830, any other railroad to be made, leading from Boston, Charlestown or Cambridge, to any place within five miles of the northern terminus of the Boston and Lowell Railroad. No such railroad has been made or authorized. And there is no charge of any such thing in the bill. The bill does not state that the granting of an act of incorporation to either of the defendant corporations was per se a violation of Â§ 12; nor that the granting of a charter to the Salem and Lowell Railroad Company, which completed the chain, was per se such a violation; nor that the connection at Wilmington was per se such a violation. But the only statement is that the use of the roads or portions of the roads of the defendants in connection is illegal, and a violation of Â§ 12. The legislature never covenanted that existing roads should not be used; but merely that no roads Page 17 within the prohibited limits should be authorized to be made. The plaintiffs' charter seems to contemplate the use of the road by other corporations, paying toll. C. G. Loring & R. Choate, (J. G. Abbott was with them,) for the plaintiffs. I. The act of the legislature incorporating the plaintiffs, and their acceptance thereof, and acting and investing property under it, created a contract between the Commonwealth and the plaintiffs. Dartmouth College v. Woodward, 4 Wheat. 518. West River Bridge v. Dix, 6 How. 507. Charles River Bridge v. Warren Bridge, 11 Pet. 420, and 7 Pick. 507. Fletcher v. Peck, 6 Cranch, 135. New Jersey v. Wilson, 7 Cranch, 164. Terrett v. Taylor, 9 Cranch, 50. Green v. Biddle, 8 Wheat. 92. Providence Bank v. Billings, 4 Pet. 560, Gordon v. Appeal Tax Court, 3 How. 133. Osborn v. Bank of United States, 9 Wheat. 738. Gardner v. Newburgh, 2 Johns. Ch. 162. Livingston v. Van Ingen, 9 Johns. 585, 589. Cayuga Bridge v. Magee, 6 Wend. 85. Cayuga Bridge v. Stout, 7 Cow. 33. Croton Turnpike v. Ryder, 1 Johns. Ch. 615. Chesapeake & Ohio Canal v. Baltimore & Ohio Railroad, 4 Gill & Johns. 3. Enfield Toll Bridge v. Hartford & New Haven Railroad, 17 Conn. 40. Washington Bridge v. The State, 18 Conn. 53. Hartford Bridge v. East Hartford, 16 Conn. 149. Piscataqua Bridge v. New Hampshire Bridge, 7 N. H. 35. Wales v. Stetson, 2 Mass. 146. The plaintiffs' bill is well maintained without the aid of Â§ 12. The legislature having determined that a public exigency existed, requiring a railroad from Boston to Lowell, and having, in the exercise of the power of eminent domain, and in consideration of the plaintiffs' undertaking to make such a road at their own expense, granted a right to the plaintiffs to construct one, have thereby exhausted their power on that subject, and cannot grant another road for a similar servitude. Such grant would be in derogation of the vested rights of the plaintiffs. And the grant and establishment in Â§ 5 of a toll, for the sole benefit of the plaintiffs, with a power reserved to reduce it to ten per cent. annually on the capital invested, restrains the legislature from directly or indirectly abolishing the toll, or reducing it below ten per cent. Page 18 But whatever might be the plaintiffs' rights, without Â§ 12, that section amounts to a grant of the exclusive privilege of conveying passengers and freight between Lowell and Boston, &c. and was one which the legislature had a constitutional right to make, that body being the sole judges of its necessity and utility; and this exclusive right, so granted, when accepted by the plaintiffs, became a portion of their property, and entitled to protection like other property. Cases above cited. Const. of Mass. c. 1, art. 4. Richmond, Fredericksburg & Potomac Railroad v. Louisa Railroad, 13 How. 71. Gibbons v. Ogden, 17 Johns. 488, and 4 Johns. Ch. 150. Newburgh & Cochecton Turnpike v. Miller, 5 Johns. Ch. 101. Moor v. Veazie, 31 Maine, 360, and 32 Maine, 343. This section is to receive that construction, which will best carry into effect the intent of the parties to it. From the words of this section, and the spirit of the whole act, it clearly appears that the intention of the plaintiffs was to secure an exclusive right for a certain number of years, before investing their money in building a railroad, and that the intention of the legislature was to grant them such exclusive privilege, in order to induce them to make such investment. The meaning of the legislature being clear upon the face of the act, all technical rules as to the construction or form of particular terms are to be disregarded; especially since the effect of the act is to make a contract between the State and the plaintiffs. Dwarris on Sts. 694, 695. Huidekoper v. Douglass, 3 Cranch, 70. Charles River Bridge v. Warren Bridge, 7 Pick. 462, 521, and 11 Pet. 597, 601. Wilkinson v. Leland, 2 Pet. 662. Chesapeake & Ohio Canal v. Baltimore & Ohio Railroad, 4 Gill & Johns. 3. Co. Lit. 56 a. Plowd Saunders's case, 5 Co. 12. Somerset v. Dighton, 12 Mass. 384. Whitney v. Whitney, 14 Mass. 92. Stanwood v. Peirce, 7 Mass. 460. Com. Dig. Parliament, R. 10-28. Bac. Ab. Statute, I. 5. Boulton v. Bull, 2 H. Bl. 499. Bac. Max. reg. 3. 1 Bl. Com. 88. 2 Inst. 496, 497. 1 Kent Com. (6th ed.) 460 & note. Hartford Bridge v. East Hartford, 16 Conn. 176. Enfield Toll Bridge v. Hartford & New Haven Railroad, 17 Conn. 56, 57. Page 19 The stipulation in Â§ 12 is not a mere executory contract, but rather a description and extension of the grant contained in Â§ 1, making it a grant of an exclusive right to have a railroad between the limits defined, for thirty years. But if a mere contract executory, it is analogous to a covenant for quiet enjoyment, or a covenant against interruption by the grantor; it is a promise on the part of the legislature, for a consideration, that no competing road shall be made for thirty years, and is a contract which gives a peculiar character and value to the property granted; and the entire act, including this provision, was accepted by the plaintiffs, as a whole. Whatever is the subject of property may be taken by the legislature under the right of eminent domain. But if it were true that the legislature cannot take an executory contract for public uses, they can take the plaintiffs' road and all their property to which the contract relates. So that the power of the legislature to take is not affected by this provision; but, at most, only the measure of compensation. This provision, which is a grant, license and contract with the plaintiffs, is, as against all others, an ordinance, obligatory strictly as law, irrepealable, or at least unrepealed, a legislative command to all to recognize and respect the plaintiffs' rights and privileges, and equivalent to a standing general law, that no person or corporation shall be authorized to make a competing road. Suarez de Leg. Lib. 1, c. 14, Â§ 9; c. 17, Â§ 13; Lib. 8, c. 6, Â§ 1; c . 22, Â§ 2; c. 23, Â§ 1. II. The power to establish a competing line of railroad between Boston and Lowell cannot be acquired except by express grant from the legislature. And the legislature have manifested no intention to repeal Â§ 12 of the plaintiffs' charter. Repeal by implication is not favored. Chesapeake & Ohio Canal v. Baltimore & Ohio Railroad, 4 Gill & Johns. 6. Loker v. Brookline, 13 Pick. 348. Haynes v. Jenks, 2 Pick. 176. Snell v. Bridgewater Cotton Gin Manufacturing Co. 24 Pick. 297, 298. Goddard v. Boston, 20 Pick. 410. Bowen v. Lease, 5 Hill, 221. Planters' Bank v. The State, 6 Sm. & Marsh. 628. The true rule of construction of the several acts relating to the plaintiff and Page 20 defendant corporations is, to take them all together, and give them such a construction, if possible, as will best protect the rights and privileges of each. The several roads of the defendants were established for distinct purposes, as appears by their charters, in two of which are express restrictions on any union which might affect the plaintiffs' rights. And a use of their roads, for the purposes complained of, is in fraud, not only of the plaintiffs' rights, but of the very acts of the legislature under which the right to make such use is claimed. Dig. Lib. 1, Tit. 3, Â§ 29. The act complained of is the causing to exist and be operated a railroad, leading from Boston to Lowell, almost parallel with the plaintiffs' road, and competing with it, on systematic design, for the through travel between those cities. The appropriating of portions of the three roads of the defendant corporations to a permanent new use, as a continuous road from Boston to Lowell, is a "making" of a road leading from Boston to Lowell, within the meaning of Â§ 12. Richardson's, Johnson's and Worcester's Dictionaries, verb. "Make." Dig. Lib. 50, c. 16, Â§ 218. Thompson v. New York & Harlem Railroad, 3 Sandf. Ch. 656. And the fact that the three sections of the defendants' roads are still used as parts of their distinct roads does not affect the case. Nor does the fact that the road so made is not all under the control of one corporation; for it works the same mischief to the plaintiffs, and in the same way, as if it were. The St. of 1852, c. 118, particularly relied on by the defendants, expressly requires the use by the Boston and Maine Railroad and the Salem and Lowell Railroad Company, of each other's roads, to be "according to law," that is, in a manner that will not conflict with existing laws, or interfere with rights previously granted by the legislature. And the provision, that this act shall not be construed to impair the rights of any person or corporation, in terms covers the right of the plaintiff corporation; one of the most important of which is the exclusive right of transportation between Boston and Lowell. Every statute is to be so construed, if possible, as to accord with the Constitution. The St. of 1852, upon the defendants' Page 21 construction, impairs the obligation of the contract between the Commonwealth and the plaintiffs. A law which in its practical operation impairs the obligation of a contract is as unconstitutional as one which in terms impairs such obligation. See cases cited ante, 17. Nor does the St. of 1852 declare the existence of a public exigency, as is requisite to authorize the legislature to exercise the power of eminent domain. Although the legislature may be the exclusive judges of the existence of the exigency, they must distinctly declare its existence, in order to authorize them to appropriate private property to the public use. And no compensation to the plaintiffs for the injury occasioned to their property is provided for in the act itself, or by any general law. III. The infringement by the defendants of the plaintiffs' exclusive franchise of railroad transportation between Boston and Lowell is a nuisance to the plaintiffs' rights; and the proper remedy is by this process in equity for an injunction. 2 Eden on Injunctions, 271-276. Com. Dig. Chancery, D. 12. Jeremy on Eq. 310. Croton Turnpike v. Ryder, 1 Johns. Ch. 615. Newburgh & Cochecton Turnpike v. Miller, 5 Johns. Ch. 101. Livingston v. Van Ingen, 9 Johns. 585. Gardner v. New burgh, 2 Johns. Ch. 162. Ogden v. Gibbons, 4 Johns. Ch. 174. Frewin v. Lewis, 4 Myl. & C. 255. Osborn v. Bank of United States, 9 Wheat. 841. Charles River Bridge v. Warren Bridge, 6 Pick. 376. Piscataqua Bridge v. New Hampshire Bridge, 7 N. H. 35. Hartford Bridge v. East Hartford, 16 Conn. 149. Enfield Toll Bridge v. Hartford & New Haven Railroad, 17 Conn. 40. Yard v. Ford, 2 Saund. 171. Gates v. M'Daniel, 2 Stew. 211. Rev. Sts. c. 81, Â§ 8. The plaintiffs' remedy is not upon the Rev. Sts. c. 39; for the bill proceeds not upon the ground of a lawful taking, but of a wrongful intrusion, not authorized by the statutes under which the defendants claim. Besides; the provisions of the Rev. Sts. c. 39, clearly have reference to an actual taking, and not to the injury to a franchise occasioned by a new use of roads already made. Such taking is not a taking by authority of the legislature, but by agreement of the corporations among themselves. Page 22 The remedy by information in the nature of a quo warranto, given by Sts. 1851, c. 233, Â§ 52, and 1852, c. 312, Â§ 42, cannot take away the jurisdiction of this court as a court of equity. Varet v. New York Ins. Co. 7 Paige, 560. King v. Baldwin, 17 Johns. 384. White v. Meday, 2 Edw. Ch. 486. Wilson v. Kilcannon, 1 Overton, 201. And the remedy under these statutes would afford no adequate relief for the injury sustained; for the defendants could not in that way be held to account, or to pay the damages sustained by the plaintiffs. J. Parker, in reply. If the legislature, by the mere grant in Â§ 1 of the right to build a railroad between Boston and Lowell, deprived themselves of the power to establish another road for a similar servitude, as was suggested for the plaintiffs, then Â§ 12, which purports to bind the legislature for thirty years only, is unnecessary. But there is no authority to support this construction. If it were sound, the Charles River Bridge would have been saved; for the grant was as ample as that contained in Â§ 1 of the plaintiffs' charter, and the Warren Bridge was for the same servitude. 7 Pick. 344. See also Piscataqua Bridge v. New Hampshire Bridge, 7 N. H. 57, and Thompson v. New York & Harlem Railroad, 3 Sandf. Ch. 625. Nor does the mere grant of a right to take tolls exclude other grants of a similar character with the same right. And the provision in Â§ 5 of the plaintiffs' charter, by which the legislature may reduce the tolls to ten per cent., can hardly operate to enlarge the grant itself so that the legislature may not make other grants affecting the tolls. If such might be its operation, the reservation of the power to reduce the tolls would serve to give the plaintiffs a much better right than they would have with an unlimited right to take tolls. But the plaintiffs claim to sustain their bill mainly on the provisions of Â§ 12, and in order to determine what rights they have under it, the court must ascertain the true character of that section. It has been called by the counsel "a grant," "a contract," "a law" and "an ordinance;" and it has been said to give exclusive privileges, the nature of which has been differently stated in different parts of the argument. But the Page 23 defendants say that Â§ 12 contains, not a grant, but a covenant; an executory, and not an executed contract. It may be quite important what character is impressed upon it. If it is a grant of the exclusive right of transportation from Boston to Lowell, then, if valid, it would restrain all transportation between those places by any other road, however indirect. If it is an executed contract, having the character of a grant of exclusive limits, then the plaintiffs have, by that section, a franchise or property, subject to the power of eminent domain, and which may be taken when the public exigencies require it. But if it is a mere executory contract, and valid as such, it is a contract of restraint, and the plaintiffs can have no property in a restraint upon the legislature, which can be taken for the public use. A stipulation not to do is an executory contract, as much as an obligation to do a particular thing Fletcher v. Peck, 6 Cranch, 136. Dartmouth College v. Woodward, 4 Wheat. 682. It will be borne in mind that the stipulation in Â§ 12 is for something outside of and beyond the matter granted in Â§ 1. It is as if a grantor, after having granted a tract of land, had made an agreement in a subsequent part of the deed, restraining himself from a particular use of his other lands adjoining. The plaintiffs' charter, while it has to a certain extent the form of a statute or law, is in effect a deed, or grant, or contract. For present purposes, it has the character of a deed. In Â§ 1 is a grant of a franchise. The act also contains conditions and restrictions upon this grant, and prescribes the mode in which it is to be used. In Â§ 12 is a covenant of the grantor. This covenant cannot enlarge the grant, although it might be referred to if the words of the grant were ambiguous. Corbin v. Healy 20 Pick. 516. Mills v. Catlin, 22 Verm. 98. In order to give the plaintiffs ' construction to Â§ 12, as a part of the grant, we must not only change its form, but its substance; not only its terms, but its operation and effect. A stipulation on the part of the legislature, that no other railroad from Boston to Lowell shall be authorized to be made, is one thing, clear and explicit. Any other railroad, not from Page 24 Boston to Lowell, may be authorized, and may transport passengers or freight without paying damages to the plaintiffs. But that being its character, if it is a valid agreement, the legislature cannot, by virtue of any right of eminent domain, grant another railroad from Boston to Lowell, even with a provision for the payment of damages. The stipulation would be broken the instant when such authority was given by the legislature. But any party, who could agree with the landholders, might build a railroad, and use it as a common carrier, if it could be done without interfering with the public highways. 11 Leigh, 72. And if there was such interference, the plaintiffs would have no concern with that. Upon that construction, the restraint is upon the legislature. A grant of an exclusive right to build a railroad from Boston to Lowell is another thing, essentially different. If that is the character of the plaintiffs' right, not only may railroads be granted running from either place to other places, without any provision for the payment of damages to the plaintiffs, but another road might be granted from Boston to Lowell, the law making provision for the assessment of such damages as the plaintiffs should sustain by the new grant. There would, in that view, be no breach of any stipulation by the grant authorizing such other road to be built. But no party could build a road without a grant and payment of damages. The grant of the exclusive right would operate to restrain every one from building, unless he could show authority to take a part of the plaintiffs' franchise. The restraint would be upon individuals as well as upon the government. There are two very important distinctions, therefore, between these two constructions; one relating to what will constitute a breach, and the other relating to the extent and operation of the grant. Upon what principle are the court authorized to change this covenant to a grant, and thus change its effect and operation, not merely from covenant to grant, but so that it gives other and different rights, and causes other and different restraints? The difference between this case and that of the Piscataqua Bridge is shown by reference to 7 N H. 64, 65, 68, 69. There Page 25 the contract of the State with the plaintiffs was executed, and they had a property in the exclusive grant, and there was no mere stipulation or covenant of the State not to authorize another bridge within certain limits. The question of the right of the legislature to part with the power of eminent domain was not decided in that case, nor in 13 How. 75, 81; and that the legislature cannot surrender it was admitted by Justices Story and Thompson, in 11 Pet. 643, 644, 646, 650. A mere executory contract of restraint cannot be taken under the right of eminent domain. [THOMAS, J. Why not, if it is property?] There is no property in a mere contract not to do an act, which is capable of being taken. To take the restraint is to break the contract. In fact, we do not see how any mere executory contract can be taken for the public use. [SHAW, C. J. If a state makes a contract to convey land in five years, cannot the land be taken for a fort, if the public exigency requires it, within the five years?] Certainly. There the land is taken, not merely the agreement to convey. But admitting the stipulation in Â§ 12 to operate as a grant of property, if the defendants have only used their roads for a new purpose, as stated in the bill, it is no infringement of the stipulation. If they have thereby made a new road, as was said by the plaintiffs' counsel, it was under authority of the St. of 1852, c. 118, and of previous acts; and the plaintiffs' remedy, if their property is thus taken, is under Rev. Sts. c. 39, Â§ 56. By the St. of 1852, the restrictions of former acts are removed, and the Boston and Maine Railroad and the Salem and Lowell Railroad Company are each authorized to enter on the road of the other "according to law." By earlier statutes, any railroad corporation may contract with any other, whose road enters upon or is connected with its road, to do all the transportation over said road. St. 1838, c. 99, Â§ 1. And every railroad corporation is required at reasonable times, and for a reasonable compensation, to draw over its road the cars, &c. of any other corporation, authorized by the legislature to enter with its road upon, or to unite the same with the road of such corporation. St. 1845, c. 191, Â§ 2. This last statute will not Page 26 allow the defendant corporations to refuse to draw each other's cars because they happen to come from and to Boston and Lowell. The clause in the St. of 1852, that nothing therein contained shall be construed to impair the rights of any person or corporation, is only the usual formal clause; and if intended, as it is said, for the very purpose of protecting the plaintiffs, it is strange that it was not more distinctly expressed. The authority conferred by the legislature to do the act of taking the property of another is a sufficient declaration that the public exigency requires it. It is not indispensable that the provision for compensation, if necessary, should be inserted in the same act which authorizes the taking. It is sufficient that the general laws of the Commonwealth make ample provision for compensation. Rev. Sts. c. 39, Â§Â§ 45, 56. Dodge v. County Commissioners, 3 Met. 380. If the plaintiffs cannot recover any damages, it is because the damages occasioned to them, by the use of the defendants' roads as a road between Boston and Lowell, are merely incidental to a lawful use of the defendants' roads, and afford no ground for compensation. If any part of the plaintiffs' franchise has been taken, it was by the Lowell and Andover Railroad Company, when they entered upon and used the plaintiffs' road pursuant to their charter, as alleged in the bill; and for such taking the plaintiffs have already had their damages assessed. The plaintiffs had no other property which was taken by the defendants under their respective charters, nor any property in the restrictions, imposed by those charters, on the use by the defendants of their several roads, although such restrictions might incidentally benefit the plaintiffs. The plaintiffs had no stipulation against the right of the defendants, like other railroad corporations, under general laws, to enter upon and use each other's roads. They had no stipulation against the defendant's right of selling tickets from one distant point to another, over several railroads, at a cheaper rate than if tickets were bought for each road separately. And what the defendants might lawfully do, they might lawfully advertise that they would do. The legislature were not bound to impose restrictions on the defendants in the Page 27 first instance, and having now taken them off, the defendants have the same rights as if the restrictions had never existed. SHAW, C. J. [Note p27] The first question usually considered in cases of equity is, whether the court has jurisdiction; and it has not been omitted in the present case. The subject of controversy is a mere naked, incorporeal right, claimed by the plaintiffs, to have and enjoy a right to maintain a railroad, and take the tolls and profits thereof, a right created and granted to them by the government of the State; and they allege, whether correctly or not is hereafter to be considered, that the defendants have disturbed them, in the enjoyment of this incorporeal right. It is a right or title, which, if it exist at all, is purely a statute right. It is created by law, it exists only in contemplation of law, it is invisible, intangible and incapable of a physical possession, and depends on the law for its protection. It involves no complicated inquiry into facts; it depends mainly upon the enactment, the validity and legal construction of legislative acts. If the right exists and has been invaded, the appropriate and specific remedy, that which shall prevent the continuing invasion, is by injunction, and this can be afforded only in equity. On these grounds, we are of opinion that such a case is within the ordinary scope of equity jurisdiction, and that the jurisdiction is peculiarly appropriate to such a case. An injunction will generally be granted to secure the enjoyment of a statute privilege, of which the party is in actual possession, unless the right is doubtful. Croton Turnpike v. Ryder, 1 Johns. Ch. 611. Newburgh & Cochecton Turnpike v. Miller, 5 Johns. Ch. 101. Livingston v. Van Ingen, 9 Johns. 507. In regard to the limited equity jurisdiction of this court, it is proper to state, that if the plaintiffs are disturbed in the enjoyment of their franchise or incorporeal right, such a disturbance is technically a nuisance. "If a ferry is erected on a river, so near another ancient ferry as to draw away its custom, it is a nuisance to the owner of the old one." 3 Bl. Com. 219. By statute, in this commonwealth, the court has jurisdiction in Page 28 equity in all cases of waste and nuisance; Rev. Sts. c. 81, Â§ 8; and so it was considered in the early and analogous case of Charles River Bridge v. Warren Bridge, 6 Pick. 376. II. The next question, material to be considered, is, what are the rights of the plaintiffs, under their act of incorporation? This was one of the earliest acts, providing for the establishment of railroads in this commonwealth, for the transportation of passengers and merchandise; so early indeed, and with so little foresight of the actual accommodations as they were afterwards provided and found necessary, that it was rather regarded as an iron turnpike, upon which individuals and transportation companies were to enter and run with their own cars and carriages, paying a toll to the corporation for the use of the road only; and the act authorized the corporation to make suitable rules and regulations, as to the form of cars, the times of running, &c. which might be found necessary to render such use of the railroad safe and beneficial. Of course, neither the government nor the undertakers had any experience, and could not form any accurate or even approximate estimates of the cost of the work, or the profits to be derived from it. And it appears by the act itself, and its various additions, that the capital was increased from time to time, from $500,000 to $1,800,000. With this want of experience, and with an earnest desire on the part of the public to make an experiment of this new and extraordinary public improvement, it would be natural for the government to offer such terms, as would be likely to encourage capitalists to invest their money in public improvements; and after the experience of capitalists, in respect of the turnpikes and canals of the Commonwealth, which had been authorized by the public, but built by the application of private capital, but which as investments had proved in most instances to be ruinous, it was probably no easy matter to awaken anew the confidence of moneyed men in these enterprises. In construing this act of incorporation, we are to bear in mind the time and circumstances under which it was made, but more especially to take into consideration every part and clause Page 29 of the act, and deduce from it the true meaning and intent of the parties. The act, like every act and charter of the same kind, is a contract between the government, on the one part, and the undertakers, accepting the act of incorporation, on the other; and therefore what they both intended, by the terms used, if we can ascertain it, forms the true construction of such contract. It conferred, on the persons incorporated, the franchise of being and acting as a corporation, and the authority to locate, construct and finally complete a railroad, at or near the city of Boston, and thence to Lowell. That this was regarded as a public improvement, and intended for the benefit of the public, is manifest from the whole tenor of the act, more especially from the authority to take property, on paying a compensation in the usual manner, which would otherwise be wholly unjustifiable. It is equally manifest, from the whole tenor of the act and the nature of the subject, that the work would require a large outlay of capital. How then are the undertakers to be compensated for the work, thus provided for the public, at their expense? This is answered by Â§ 5, which provides that a toll is granted, for the sole benefit of such corporation, upon all passengers and property of all descriptions, which may be conveyed or transported on said road, at such rates as the company, in the first instance, shall fix. This is in every respect a public grant, a franchise, which no one could enjoy but by the authority of the government. This grant of toll is subject to certain regulations, within the power of the government, if it should become excessive. We are then brought to a consideration of Â§ 12, upon which the stress of the argument in the present case has seemed mainly to turn. It provides that no other railroad than the one hereby granted shall, within thirty years, be authorized to be made, leading from Boston, Charlestown or Cambridge to Lowell, or from Boston, Charlestown or Cambridge to any place within five miles of the northern termination of the railroad Page 30 hereby authorized, that is, the termination at Lowell. The question is, does this provision confer any exclusive right, interest, franchise or benefit on this corporation? It is found in the same act; the whole is presented at once to the consideration of the corporators, to be accepted or rejected as a whole; and this would of course constitute a consideration in their minds, in determining whether to accept or reject the charter. If it adds any thing to the value and benefit of the franchise, such enhanced value is part of the price which the public propose to pay, and which the undertakers expect to receive, as their compensation for furnishing such public improvement. This is a stipulation of some sort, a contract, by one of the contracting parties, to and with the other; in order to put a just construction upon it, we must consider the character and relations of the contracting parties, the subject matter of the stipulation, and its legal effect upon their respective rights. It was made by government, in its sovereign capacity, with subjects, who were encouraged by it to advance their property for the benefit of the public. It was certainly a stipulation on the part of the government, regulating its own conduct, and putting a restraint upon its own power to authorize any other railroad to be built, with a right to levy a toll; but without an authority from the government, no other company or person could be authorized so to make a railroad and levy toll, and of course no other such road could lawfully be made. It was, therefore, equivalent to a covenant for quiet enjoyment against its own acts, and those of persons claiming under it. This is, in fact, all that the government could stipulate. It could not covenant with the corporation, for quiet enjoyment against strangers and intruders, against the unauthorized and illegal disturbance of their rights by third parties; against these, they would have their remedy in the general laws of the land. But it has been argued that this stipulation, as it appears in the charter, is a mere executory covenant or undertaking, and is not an executed contract. But we think it may be both; so far as it confers a present right, it is executed; so far as it amounts to a stipulation that the covenantor will not disturb the enjoyment Page 31 of the right granted, it may be deemed executory. So a deed, conveying land, transfers, on its delivery, all the title and interest which the grantor can confer, and is also a stipulation that the benefit granted shall not be revoked or impaired. And this is held to apply to the grants of governments as well as to those of individuals. Fletcher v. Peck, 6 Cranch, 87. He who has the power of conferring a right or a franchise lying solely in grant, and who stipulates, for a valuable consideration, that another shall have and enjoy it, undisturbed and unmolested by any act or permission of his, in effect grants such right or franchise. But more especially, when such right is conferred by the community in the form of a statute, having all the forms of law, and sanctioned by the government, acting in behalf of all the people, and having power to bind them by law, such right would seem to be clothed with as much solemnity, and to have the same force and effect, as if it were the grant of an exclusive right in terms. We are therefore of opinion, that under this form of words, that no other railroad should be authorized to be made for thirty years, the government, as far as it was in their power, intended to engage with the corporation, that no other direct railroad between Boston and Lowell should be legally made; leaving them to guard themselves from unauthorized and illegal disturbance, by the general laws, in the course of the ordinary administration of justice. This is strengthened by the consideration, that as their whole remuneration would depend upon tolls, uncertain in amount, it was intended that they should be to some extent secure against any authorized road, taking the same travel, and of course the same tolls. There is a provision in the close of this Â§ 12, which, in our judgment, adds some weight to this conclusion. There is a right reserved to the Commonwealth, after a certain term of years, to purchase the railroad, and all the rights of the corporation, on reimbursing them the whole cost, with ten per cent. profit, and then follows this provision: "And after such purchase, the limitation provided in this section [that no other railroad shall be authorized to be made] shall cease, and be of no effect." From this provision it is manifest that the restriction, as it is Page 32 termed, was imposed upon the government, and of course upon all the subjects, for the benefit of this corporation; and after the government should have succeeded to their rights, by purchase, then there would be no longer any occasion to impose any restriction on the government; it might do what it would with its own, and it would then be at liberty to make any other grant or not, at its pleasure. This carries a strong implication, that until such purchase, and so long as the income from tolls would enure to the benefit of the proprietors, the exclusive right, so far as these restrictions upon other railroads to take the same travel and the same tolls made it exclusive, should stand part of the charter. III. But it is strongly urged, that if the legislature intended to grant such exclusive right, and the terms of the whole act, taken together, will bear and require that construction, and they did grant such exclusive right, and did restrain succeeding legislatures from making any grant or contract inconsistent with it, the provision itself was beyond the power of the legislature, and was void. We readily concede that, for general purposes of legislation, the legislature, rightly constituted, has full power to make laws, to repeal former laws, and of course the last legislative act is binding, and necessarily repeals all prior acts, which are repugnant. But in addition to the lawmaking power, the legislature is the representative of the whole people, with authority to control and regulate public property and public rights, to grant lands and franchises, to stipulate for, purchase and obtain all such property, privileges, easements and improvements, as may be necessary or useful to the public, to bind the community by their contracts therefor, and generally to regulate all public rights and interests. It is under this authority that lands are granted, either in fee or upon any other tenure, that the uses of navigable streams and waters are regulated, the right to build over navigable waters, to erect bridges, turnpikes and railroads, and other similar rights and privileges, are granted and justified. Page 33 Of the necessity and convenience of all roads and other public works and improvements, of their fitness, and the best mode of providing them, the established government of the State, acting by the legislature for the time being, must necessarily judge and determine. They must decide whether it is best to provide for them, by funds from the public treasury; or to procure individuals to advance their own funds for the purpose, to be reimbursed by tolls; and to make just and adequate provisions, incident to each. Supposing ferries or bridges are obviously necessary over a long and broad river; it is equally obvious that no public convenience would require them to be built parallel and close to each other; on the contrary, such erections would be an unnecessary waste of property. Would it not be for the legislature to decide within what stated and fixed distances from each other public convenience would require them? If they were erected by funds drawn directly from the State, the legislature would plainly have the power to determine such distances, and provide that no one should be built within the distances thus fixed. May they not, with a due regard to the public exigencies and public interests, do the same thing, when such public works are erected by individuals, at the instance and procurement of the government, for public use? Were it otherwise; and were all such grants and stipulations repealable by a subsequent legislature, because they are in the form of laws; then the unlimited power of the legislature to alter and change the laws, sometimes called, rather extravagantly, the omnipotence of parliament, would be a source of weakness, and not of strength. In making such grants and stipulations, no doubt great caution and foresight are requisite on the part of the legislature, a just estimate of the public benefit to be procured, and the cost at which it is to be obtained; and as great changes in the state of things may take place in the progress of time, a great increase of travel, for instance, on a given line, which changes cannot be specifically foreseen, it is the part of wisdom to provide for this, either by limitation of time, reservation of a power to reduce tolls, should they so increase, at the rates first fixed, as to become excessive, Page 34 or of a right to repurchase the franchise, upon equitable terms, so that the contract shall not only be just and equal in the outset, but within reasonable limits continue to be so. In the charter of the Boston and Lowell Railroad Corporation, the government reserved the right, both to regulate the tolls and to purchase the franchise, upon terms fixed and making part of the contract. When such a contract has been made by the legislature, upon considerations of an equivalent public benefit, and where the grantees have advanced their money to the public, upon the faith of it, the State is bound, by the plain principles of justice, faithfully to respect all grants and rights, thus created and vested by contract. Such a power of regulating public rights is everywhere recognized, as one distinguishable from that of legislation, a power incident and necessary to all well regulated governments, and when rightly exercised, is within the constitutional power of the legislature, and binding upon the government and people. The court are of opinion that these principles are well established by authorities, a few of which only are cited. Piscataqua Bridge v. New Hampshire Bridge, 7 N. H. 35. Livingston v. Van Ingen, 9 Johns. 507. In the case of Charles River Bridge v. Warren Bridge, both in this court and in the Supreme Court of the United States, it was not doubted that a state would be bound by a grant of an exclusive right to a bridge or ferry, made in terms by the legislature; on the contrary, the validity of such grant was implied. The controversy turned on the question, whether by the simple grant of a toll bridge or ferry, from one terminus to another, any exclusive right could be implied, to take toll for that line of travel, so as to bar the legislature from granting a right to build a bridge to and from other termini, on the same line of travel. 7 Pick. 344. 11 Pet. 420. In Fletcher v. Peck, 6 Cranch, 135, the court say: "When a law is in its nature a contract, when absolute rights have vested under that contract, a repeal of the law cannot devest those rights." So any law granting privileges to others, repugnant to those previously granted, which, if available, would be Page 35 a repeal by implication, is obnoxious to the same objection. That, which cannot be repealed in express terms, cannot be repealed by implication, by the enactment of laws repugnant to the provisions of the former act. The same defect of power which invalidates the one, has the same effect upon the other. IV. But it is earnestly insisted that the grants to the defendant corporations do warrant and justify them in setting up the line of transportation by railroad, by the union of the several sections of their respective railroads; and that it may be regarded as lawfully done, under the right of the government to appropriate private property for public use. It is fully conceded that the right of eminent domain, the right of the sovereign, exercised in due form of law, to take private property for public use, when necessity requires it, of which the government must judge, is a right incident to every government, and is often essential to its safety. And property is nomen generalissimum, and extends to every species of valuable right and interest, and includes real and personal property, easements, franchises and incorporeal hereditaments. Even the term "taking," which has sometimes been relied upon as implying something tangible or corporeal, is not used in the Massachusetts Declaration of Rights; but the provision is this: "Whenever the public exigencies require that the property of any individual should be appropriated to public uses, he shall receive a reasonable compensation therefor." Declaration of Rights, art. 10. Here again the term "appropriate" is of the largest import, and embraces every mode by which property may be applied to the use of the public. Whatever exists, which public necessity demands, may be thus appropriated. It was held in the Supreme Court of the United States, that a franchise to build and maintain a toll bridge might be so appropriated; and that the right of an incorporated company, to maintain such a bridge, under a charter from a state, might, under the right of eminent domain, be taken for a highway. West River Bridge v. Dix, 6 How. 507. The same point was afterwards decided in the same court, in the case of a railroad. Richmond, Fredericksburg & Potomac Railroad v. Louisa Railroad, Page 36 13 How. 83. Such appropriation is not regarded as impairing the right of property, or the obligation of any contract; on the contrary, it freely admits such right, and in all just governments provision is made for an adequate compensation, which recognizes the owner's right. Nor does it appear to us to make any difference, whether the land, or any other right or interest thus appropriated, be derived directly from the government, or acquired otherwise; for the reason already stated, that it does not revoke the grant or annul or impair the contract, but recognizes and admits the validity of both. If, for instance, government, through its authorized agent, had contracted to convey land to an individual, and afterwards, and before the title passed, it should be necessary to appropriate such land to public uses, such taking would not impair the obligation of the contract; the individual would have the same right to compensation, for the loss of his equitable title to the land, as he would have had for the land itself, if the title to it had passed. If therefore, in the great advancement of public improvements, in the great changes which take place, in the number of inhabitants, in the number of passengers and quantity of property to be transported, or in great and manifest improvements in the mode of travel and locomotion, it becomes necessary to appropriate, in whole or in part, a franchise previously granted, the existence of which is recognized and admitted, we cannot doubt that it would be competent for the legislature, in clear and express terms, to authorize the appropriation of such franchise, making adequate compensation for the same. But we cannot perceive in the acts of incorporation of the three defendant corporations, or in any of the acts in addition thereto, any act of the government, taking or appropriating any of the rights, franchises or privileges of the plaintiff corporation, under the right of eminent domain. The characteristics of such an act of appropriation are known and well understood. It must appear that the government intend to exercise this high sovereign right, by clear and express terms, or by necessary implication, leaving no doubt or uncertainty respecting such Page 37 intent. It must also appear, by the act, that they recognize the right of private property, and mean to respect it; and under our constitution, the act conferring the power must be accompanied by just and constitutional provisions for full compensation to be made to the owner. If the government authorizes the taking of property, for any use other than a public one, or fails to make provision for a compensation, the act is simply void; no right of taking as against the owner is conferred; and he has the same rights and remedies against a party acting under such authority, as if it had not existed. In general, therefore, when any act seems to confer an authority on another to take property, and the grant is not clear and explicit, and no compensation is provided by it, for the owner or party whose rights are injuriously affected, the law will conclude that it was not the intent of the legislature to exercise the right of eminent domain, but simply to confer a right to do the act, or exercise the power given, on first obtaining the consent of those thus affected. Compared with these tests, there is no provision, in any legislative act to which we have been referred, which authorizes the defendant corporations to appropriate or use any of the rights of the plaintiffs. On the contrary, the latest act, and that most relied on, St. 1852, c. 118, negatives any such intent. It provides, that "the Boston and Maine Railroad Company may enter upon and use the Salem and Lowell Railroad, according to law. The Salem and Lowell Railroad Company may enter upon and use the Boston and Maine Railroad, according to law: Provided, that nothing contained in this act shall be construed to impair the rights of any person or corporation." This act carefully limits what the terms might otherwise seem to grant, so that it shall not impair the rights of these plaintiffs. Whatever therefore these rights are, under their charter, they are not diminished or affected by any act of legislation, intending or professing to appropriate them to public use. We think therefore that, whatever may be the power of the legislature, there is no intention manifested on their part, Page 38 to appropriate any part of the plaintiffs' franchise, right or privilege, to public use; and of course those rights and privileges remain as they were granted and established by their charter; and this brings us back to the question before considered, what was the extent of those rights? As the result of the whole case, the court are of opinion that the Boston and Lowell Railroad Corporation acquired by their charter and act of incorporation a right, at their own charge and expense, but for the public accommodation and use, to locate and construct a railroad from the city of Boston to Lowell, for the transportation and conveyance of persons and property between those places by railroad cars, and to levy and receive, for their own benefit and reimbursement, certain tolls, for the carriage of persons and property; and that, as a part of their franchise, privilege and right, and the better to secure to them a just and reasonable compensation and reimbursement, by the tolls so granted, the Commonwealth did, by the said act of incorporation, grant to and stipulate with the said corporation, that no other railroad, within the time therein limited, and not yet elapsed, should be authorized to be made, leading from Boston, Charlestown or Cambridge, (Charlestown then embracing the territory now composing the town of Somerville,) to any place within five miles of the northern termination of said railroad at Lowell. Without such authority of the legislature, we think that no such railroad within the limits prescribed could be lawfully made by other persons or corporations; and therefore this grant and stipulation, to a certain extent exclusive, was a part, and a valuable part of the plaintiffs' franchise; and that this grant and stipulation it was competent for the legislature, in behalf of the public, to make; and that the same was a valid grant and contract. We are also of opinion that the legislature have not, since the granting of said charter, by right of eminent domain, taken, or manifested any intention to take, any part of the right and franchise of the plaintiffs for public use, and that no act or charter has been granted to the three defendant corporations, either or all of them, to take or use any part of the right and Page 39 franchise of the plaintiffs; and if in any manner the acts of the defendants, under color of their acts of incorporation, do infringe upon the rights of the plaintiffs, such infringement is not warranted by either or all of the same acts, it is unlawful, and constitutes a disturbance and nuisance to the plaintiffs, for which they are entitled to a remedy. We are also of opinion that the several defendant corporations, having been incorporated and chartered to establish railroads between several termini, according to their respective acts of incorporation, have no right, by the use and combination of several sections of their respective railroads, to establish a continuous and uninterrupted line of transportation by railroad, of persons and property, between Lowell and Boston; and that the actual establishment of such a continuous line of transportation by railroad is substantially making a railroad, other than that authorized to be made by the plaintiffs, to their injury, and contrary to the rights conferred on them by their charter. Demurrer overruled. After the foregoing opinion was delivered, the plaintiffs applied for a temporary injunction. On this application a hearing was had, and depositions were read and arguments made for both parties. And the court, on the 1st of February 1855, issued an injunction, to continue in force while this suit was pending, or until the further order of the court, "to enjoin and restrain the said defendant corporations, and each of them, and their several officers, agents and servants, and all persons in the employment of the said defendant corporations, or either of them, [under the penalty of thirty thousand dollars,] against carrying, transporting or conveying any persons, or property of any kind, by one continuous line of conveyance by railroad cars proceeding from Lowell, or from any point within five miles of the northern terminus of the Boston and Lowell Railroad, and from thence to Boston in the County of Suffolk, or to Charlestown, Cambridge or Somerville in the County of Middlesex, or from said Boston, Cambridge, Charlestown or Somerville, to said Lowell, or any point within five miles of the northern terminus of the Page 40 Boston and Lowell Railroad, by one continuous line of conveyance by railroad cars, between the said termini; and from doing any act or acts towards the effecting or accomplishing such transportation of persons or property, by connecting together, or using in connection certain sections of their respective railroads, as follows, namely: The section of the Boston and Maine Railroad lying between Boston and its intersection with the Salem and Lowell Railroad at Wilmington; that section of the Salem and Lowell Railroad which lies between the last named point and the intersection of said Salem and Lowell Railroad with the Lowell and Lawrence Railroad in Tewksbury; and that section of the Lowell and Lawrence Railroad, between said last mentioned place of intersection and its termination in Lowell; or by any variation or alteration of said places of junction and intersection, or in any other mode, using any sections of said several railroads in such manner as to form a continuous line of conveyance by railroad of persons or property between the said termini. And the said three defendant corporations, their officers, agents, servants, and all persons employed by them, are enjoined and prohibited from using or employing any of the means heretofore stated towards the formation, establishment or maintenance of any such continuous line of conveyance of persons or property, in any of the modes following, to wit: "1st. By any agreement or understanding between themselves, to the effect that either of said corporations shall have the use of the cars of either of the other of said corporations, on its own section of railroad, in such a manner as to form one continuous and uninterrupted transportation of persons or passengers over the said sections of said different railroads, or any two of them, without change of cars or loss of time, or either of them. "2d. Or by taking passengers at one of the said termini to be carried or transported to the other of said termini, without change of cars at the places where any one of the said sections of the said several railroads intersects with either of the other of the said sections; or in any other mode from engaging, Page 41 procuring, employing and using any car or cars, at their common expense or otherwise, for the conveyance of persons or property, for running and passing upon or over the said sections of their respective railroads without change of cars, from either of said termini to the other. "3d. Or by receiving money at either of said termini, as fare or compensation for the passage of any person from one of the said termini to the other, or by selling a ticket for the entire passage, or by taking, at one and the same time and place, payment for said tickets on the several sections of the said respective railroads of the different corporations, or by taking payment in a car, on one section, for a passage on any other section or sections of the same line. "4th. Or by advertising any notice, in any newspaper, pamphlet, written or printed paper, card, circular letter, or by printing or posting up, or causing to be printed or posted up any handbill, placard, or other like paper, giving notice that passengers or merchandise may be carried and transported by railroad through from one of the said termini to the other by one continuous line, or that a passage may be had from one of said termini to the other without change of cars and without stoppage or detention at the said several points of intersection. "5th. Or by painting, or in any way placing upon their cars or any or either of them, the words "Boston and Lowell," or "Lowell and Boston," or by continuing the same or similar words on their said cars or any one of them, or in any other way giving information that a direct and uninterrupted passage by railroad may be had between said termini; or from entering into any other arrangement, or doing any other act, the intent and purpose of which may be to effect a continuous line of travel by railroad for passengers and merchandise in a direct and uninterrupted course between said termini; or from agreeing to use, or actually using the sections or any sections, constituting parts of the lines of their respective railroads, in such manner as form a continuous line of travel or transportation of persons or property from the one to the other of the said termini." Page 42 The following is a copy of the statute of 1855, c. 386, passed on the 18th of May 1855: "An act to establish an independent line of railroad communication between Boston and Lowell. "SECTION 1. The Lowell and Lawrence Railroad Company, the Salem and Lowell Railroad Company and the Boston and Maine Railroad are hereby authorized to make arrangements between themselves for the use in common of those sections of their several railroads which lie between Lowell and Boston, to wit: That section of the Lowell and Lawrence Railroad which lies between Lowell and the point of junction with the Salem and Lowell Railroad in Tewksbury; that section of the Salem and Lowell Railroad which lies between said last named point and a convenient point of junction with the Boston and Maine Railroad in Wilmington; and that section of the Boston and Maine Railroad which lies southwardly of said last named point. And the above named corporations, in conformity to such arrangements, may use said sections of their several railroads, or permit the same to be used, for the transportation of persons and property. "SECTION 2. Any person or corporation who may sustain damage by reason of any acts done by the three corporations above named, or either of them, in pursuance of the authority granted by this act, may have the same estimated in the manner now provided by law for the estimation of damages caused by the laying out, making and maintaining of a railroad; but the application shall be made to the county commissioners of the county of Middlesex; and either party, being dissatisfied with such estimate of damages, shall apply for a jury, the jury shall be taken from such towns in said county as any justice of the court of common pleas shall direct, and the sheriff shall apply to some one of said justices for such direction, and it shall be the duty of said justice to name the towns from which the jury shall be taken in the manner prescribed by law. "SECTION 3. The three railroad corporations named in the first section of this act are authorized to run trains through from Lowell to Boston, and from Boston to Lowell, over the three aforesaid sections of railroad, without change of cars or loss of time, for the conveyance of passengers and merchandise over any portion of the line between Boston and Lowell, and to sell tickets, and to receive payment of money in their cars for the transportation of passengers as aforesaid, and to make joint tariffs for the transportation of merchandise: provided, that this section shall not be construed to permit said corporations, or either of them, to transport passengers or freight from Boston, Charlestown, Cambridge or Somerville, to any point within five miles of the northerly terminus of the Boston and Lowell Railroad, or from any point within five miles of the northerly terminus of said last named railroad to Boston, Charlestown, Cambridge or Somerville. "SECTION 4. The first two sections of this act shall take effect when the same shall have been accepted by all the corporations therein named; but the last two sections shall take effect from and after the passage of this act."
833	dbpedia	1	11	https://www.britannica.com/technology/railroad/Boston-railroads	en	Railroad - Boston, Expansion, Industry	https://cdn.britannica.c…mmuter-train.jpg	https://cdn.britannica.c…mmuter-train.jpg	[ "https://cdn.britannica.com/mendel/eb-logo/MendelNewThistleLogo.png", "https://cdn.britannica.com/mendel/eb-logo/MendelNewThistleLogo.png", "https://cdn.britannica.com/28/233928-004-9B0CF806/high-speed-railway-commuter-train.jpg", "https://cdn.britannica.com/34/4734-004-E5A545D9/New-Castle-work-Richard-Trevithick-locomotive-1803.jpg", "https://cdn.britannica.com/11/134311-004-96FDA660/steam-locomotive-De-Witt-Clinton-state-New.jpg", "https://cdn.britannica.com/72/166572-138-1080B711/discussion-history-railroad-impact-documentary-Binding-Ties.jpg?w=400&h=225&c=crop", "https://cdn.britannica.com/64/226664-138-2963DE35/how-was-the-transcontinental-railroad-built.jpg?w=400&h=225&c=crop", "https://cdn.britannica.com/10/134310-004-68E7790C/Countess-of-Dufferin-Philadelphia-Baldwin-Locomotive-Works-1877.jpg", "https://cdn.britannica.com/12/134312-004-9C64865C/Andrew-Onderdonk-Labourers-track-Canadian-Can-BC-1883.jpg", "https://cdn.britannica.com/37/146737-004-1EBBE20E/Gotthard-Base-Tunnel-Sedrun-Switz-drilling-miners-Oct-15-2010.jpg", "https://cdn.britannica.com/78/190378-004-83A4E7C6/Gotthard-Base-Tunnel-Train-opening-June-1-2016.jpg", "https://cdn.britannica.com/42/4742-004-D86E6AB3/Trial-run-Transrapid-06-Ger-Lingen.jpg", "https://cdn.britannica.com/22/129522-050-53E9BF43/bullet-train-Front-station-High-speed-Switzerland-2009.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/39/100339-131-4C4A8CE2/Chhatrapati-Shivaji-Terminus-Mumbai-India-UNESCO-World-2004.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/22/232222-050-C7D008B3/Hand-ballot-box-vote-election.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/26/109326-131-4CFA0261/pet-macaw-parrot-Bird-bird-companionship-beak.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/28/161228-131-45F0812F/Grove-giant-sequoia-trees-California-Sequoia-National.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/82/156482-131-AEEBFEFC/New-York-York.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/58/156058-131-22083D0A/Adolf-Hitler.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/46/172446-131-3351BF8A/David-Cameron-Barack-Obama-talk-United-Kingdom-June-17-2013.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/16/191216-131-B288FFB5/Tulips-sculpture-group-colour-coating-stainless-steel-2004.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/01/190901-131-2048BEEC/vector-illustration-sport-pentathlon-competition-series-Fencing.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/73/124073-131-EA3EACC6/Tug-of-war-US-Naval-Academy-Maryland-Annapolis-2005.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/34/193634-131-F5FF783D/factories-Industrial-Revolution-workers-house-machines.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/58/105358-131-083D7290/Battle-of-Gettysburg-Picketts-Charge-attempts-South-3-1863.jpg?w=200&h=200&c=crop" ]	[]	[]	[ "railroad", "encyclopedia", "encyclopeadia", "britannica", "article" ]	null	[ "Thomas Clark Shedd", "Geoffrey Freeman Allen" ]	1999-07-26T00:00:00+00:00	Railroad - Boston, Expansion, Industry: Three Massachusetts railroads were chartered and under construction in 1830, at first showing a strong affinity for British practice. The Boston and Lowell, Boston and Providence, and Boston and Worcester railroads radiated from the metropolis to towns no more than 70 km (45 miles) away. In 1835, when all were operating, Boston became the world’s first rail hub. As in Europe the pattern of having a metropolitan station for each line was established, though Boston had by the end of the century created a North Union Station and a South Station and an elevated railway to join them by rapid	en	/favicon.png	Encyclopedia Britannica	https://www.britannica.com/technology/railroad/Boston-railroads	Expansion into the interior The first phase of American railroad development, from 1828 until about 1850, most commonly involved connecting two relatively large cities that were fairly close neighbours. New York City and New Haven, Connecticut, Richmond, Virginia, and Washington, D.C., or Syracuse, New York, and Rochester, New York, were examples of this phase of eastern railroad development. By 1852 this first phase was followed by six crossings of the Appalachian mountain chain, which were essentially incremental alignments of railroads first proposed to tie neighbouring cities together, and there was a need for a new strategy of routing. What followed was an extension of railroads into the interior of the continent and from the Atlantic to the Pacific.
833	dbpedia	2	44	https://criernewsroom.com/opinion/2022/10/20/the-commuter-rail-should-extend-its-boston-lines-into-new-hampshire/	en	The Commuter Rail should extend its Boston lines into New Hampshire	https://criernewsroom.co…t-2.18.11-PM.png	https://criernewsroom.co…t-2.18.11-PM.png	[ "https://criernewsroom.com/wp-content/uploads/2015/01/Female-Leaderboard1.gif", "https://criernewsroom.com/wp-content/uploads/2016/09/crierMast-Web.png", "https://criernewsroom.com/wp-content/uploads/2016/09/crierMast-Web.png", "https://criernewsroom.com/wp-content/uploads/2016/09/crierMast-Web.png", "https://criernewsroom.com/wp-content/uploads/2022/10/Screen-Shot-2022-10-20-at-2.18.11-PM-900x602.png", "https://criernewsroom.com/wp-content/uploads/2015/01/online-ad-22.gif", "https://criernewsroom.com/wp-content/uploads/2015/01/Male-Leaderboard2.gif" ]	[]	[]	[ "" ]	null	[ "Kellan Barbee" ]	2022-10-20T00:00:00	For New Hampshire residents, there are two main ways to travel to Boston; buses from Manchester, Concord, or Londonderry, or driving their own cars. Both options can be time-consuming, expensive, and impractical, especially for daily commutes. Since the 1980s, there have been increasing calls to revive a long-lost third option; commuter rail. Historically, many New...	en	https://criernewsroom.co…erSmartphone.jpg	The Saint Anselm Crier	https://criernewsroom.com/opinion/2022/10/20/the-commuter-rail-should-extend-its-boston-lines-into-new-hampshire/	For New Hampshire residents, there are two main ways to travel to Boston; buses from Manchester, Concord, or Londonderry, or driving their own cars. Both options can be time-consuming, expensive, and impractical, especially for daily commutes. Since the 1980s, there have been increasing calls to revive a long-lost third option; commuter rail. Historically, many New Hampshire towns maintained passenger rail services. Prior to World War I, there were over one-thousand miles of commuter rail crisscrossing the state. As the century progressed, many rail lines were shut down as the United States became more car dependent. Currently, New Hampshire has roughly four-hundred miles of rail that is in use, mainly for freight purposes. The proposal that has garnered the most support from the public, as well as elected officials, is the so-called Capital Corridor project. This proposal is simple: it involves extending an MBTA line that currently terminates in Lowell to one of the following cities: Nashua, Manchester, or Concord. A state-sponsored study concluded the best options would be Nashua or Manchester. All three options would continue the bus services from various New Hampshire locations to Boston as currently practiced. A Lowell to Nashua rail would be the cheapest option, while a Lowell to Concord would be the most costly. Expanding the rail to Concord also increases the number of expected passengers. Opponents argue the price tag that comes with the project, reaching two-hundred million dollars in some estimates, as more than enough reason to not pursue this undertaking. This price tag may look large at first glance, but the benefits of expanding commuter rail are not only worth the price, but they also outweigh the potential negatives. The commuter rail solves what was once an unsolvable problem: traffic. New Hampshire’s highways become parking lots every weekend, holiday, and weekday afternoon. Anyone who has been unfortunate enough to be trapped in the endless sea of cars knows this issue all too well. Opponents of expanding commuter rail point to the different forms of transportation already used as a perfectly fine alternative. It is true that alternative transportation exists, but not to the scale required to alleviate the traffic. Reliable high-speed commuter rail is the solution to this age-old problem. With a steady alternative route, many commuters who choose to drive now would use this new option for a variety of reasons, ranging from ease of access to cost. A commuter rail also has the potential to send large positive shockwaves throughout the economies of New Hampshire and Massachusetts. With this new transportation system increasing the flow of people between the two states, both states would see increases in many categories, namely population, jobs, and available housing. Estimates from the New Hampshire Department of Transportation place the amount of new housing and jobs between two thousand and three thousand. The new commuter rail would also decrease noise and environmental pollution. With the many highways traversing the state, New Hampshire creates significant pollution from car exhausts. These cars also create noise pollution in otherwise quiet cities and towns. A commuter rail solves both of these problems by decreasing the number of cars on New Hampshire roads and highways in a way no other type of transportation system can. New Hampshire deserves a solution to all these problems that have plagued it for too long. We deserve a proven solution that works. New Hampshire had commuter rail decades ago, but, now that demographics have changed, there is a great opportunity that should be seized to bring it back. A commuter rail benefits everyone and harms nobody. The increase in tax revenue, increase in housing units, and increase in the number of available jobs all make the case for a commuter rail. The only negative is the price tag, but it is a price we can afford. Cities, states, and the federal government all spend more than what bringing the commuter rail to the Granite State would cost numerous times over every year on trivial matters. Studies have been commissioned and completed, and they have found that a commuter rail would be an invaluable good done to the economy and the people of New Hampshire. The high-speed commuter rail is a modern twenty-first century transportation method that deserves support.
833	dbpedia	2	52	https://www.frrandp.com/p/the-map.html	en	Abandoned & Out of Service Railroad Lines Map	https://blogger.googleus…dRailroadMap.jpg	https://blogger.googleus…dRailroadMap.jpg	[ "https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiZhoSPQzRyI3aWGZk37LF7H3TQ40iNGpgYwcdEOpHZeciJQNmfrFJqafQ9sm3AuZuX1E7WA3k2i7HBS33Zg9rC3DMgJErDIZ6fftqExzTnMjWIQt3dgVWBP7EhZhmvc7tOeDhyphenhyphenOpb8XONrEXUc8hAttadITAlwDHlmruOX6zX28h8O02BIS2wyRIE7DxI/w640-h494/AbandonedRailroadMap.jpg", "https://www.blogger.com/img/blogger_logo_round_35.png", "https://www.blogger.com/img/blogger_logo_round_35.png", "https://www.blogger.com/img/blogger_logo_round_35.png", "https://www.blogger.com/img/blogger_logo_round_35.png", "https://www.blogger.com/img/blogger_logo_round_35.png", "https://resources.blogblog.com/img/blank.gif", "https://www.blogger.com/img/blogger_logo_round_35.png", "https://www.blogger.com/img/blogger_logo_round_35.png", "https://www.blogger.com/img/blogger_logo_round_35.png", 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]	2020-06-30T20:55:00-05:00	An interactive, continuously updated map of abandoned and out-of-service historical railroad lines and corridors across the entire world.	en	https://www.frrandp.com/favicon.ico		https://www.frrandp.com/p/the-map.html	Looking for abandoned railroad tracks near you? Here's our map of abandoned and out-of-service railroad lines, where hopefully you can discover some history hiding in plain sight! It is most accurate in North America, but we are adding new lines across the world almost every day. As a crowdsourced endeavor, this map is incomplete, and will almost certainly remain incomplete. Please provide your knowledge! Know of some lines we don't have? Help us out and Submit a line to the map! If you find this resource valuable, consider leaving a one-time, monthly or yearly contribution to support this website. Your generous donations help sustain the memory and visibility of this and other maps. As always, nothing is expected, all is appreciated! The abandoned railroad map is a valuable resource for anyone interested in learning about the history of transportation. The map shows the location of abandoned railroads all over the world, and it provides information and links about the history of each railroad line, to the best of our ability. This is a crowd-sourced, and thus continuously updated map, of abandoned railroad lines across the world, in addition to unbuilt and unfinished railroads in various states of completion. The map is a great way to learn about the development of transportation over time. It shows how railroads were once the primary means of long-distance overland travel, and it shows how they have been replaced by other modes of transportation, such as cars and airplanes. The map is also a great way to find abandoned railroads to explore. Many abandoned railroads have been converted into hiking and biking trails, and they offer a unique opportunity to experience the history of transportation firsthand. This map is most accurate in North America, and as a crowd-sourced project, remains incomplete across the world. For the purposes of this map; the legal descriptions of railroad property, i.e: rail-banked, out of service, disused, mothballed and abandoned are ignored. An out-of-service line that is still owned by a railroad company would still appear on this map, as the point of the map is to show were trains no longer run, not its current legal status. Looking for operating Heritage and Tourist Trains? Here's a link to that map! This map is owned and maintained by Forgotten Lands, Places and Transit, any data gathered from this map should provide a link to the map, as well as a citation. This data is viewable free of charge. Any commercial use, or reproduce, of this data needs prior approval. Email railtrace91@gmail.com for inquiries. This is the imaged version of the map in North America: © Forgotten Lands, Places and Transit, 2024
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"https://upload.wikimedia.org/wikipedia/en/thumb/4/4a/Commons-logo.svg/30px-Commons-logo.svg.png", "https://login.wikimedia.org/wiki/Special:CentralAutoLogin/start?type=1x1", "https://en.wikipedia.org/static/images/footer/wikimedia-button.svg", "https://en.wikipedia.org/static/images/footer/poweredby_mediawiki.svg" ]	[]	[]	[ "" ]	null	[ "Contributors to Wikimedia projects" ]	2005-06-06T11:41:02+00:00		en	/static/apple-touch/wikipedia.png		https://en.wikipedia.org/wiki/Lowell_Line	MBTA Commuter Rail line Lowell LineOverviewStatusOperationalOwnerMassachusetts Bay Transportation AuthorityLocaleNortheastern MassachusettsTerminiStations9ServiceTypeCommuter railSystemMBTA Commuter RailTrain number(s)300–342 (weekday) 1300-1317 (Saturday) 2300-2317 (Sunday)Operator(s)Keolis North AmericaDaily ridership6,485 (October 2022)[1]HistoryOpened1835 (Boston & Lowell Railroad)TechnicalLine length25.4 miles (40.9 km)[2]CharacterElevated and surface-levelTrack gauge4 ft 8+1⁄2 in (1,435 mm) The Lowell Line is a railroad line of the MBTA Commuter Rail system, running north from Boston to Lowell, Massachusetts. Originally built as the New Hampshire Main Line of the Boston & Lowell Railroad and later operated as part of the Boston & Maine Railroad's Southern Division, the line was one of the first railroads in North America and the first major one in Massachusetts. All stations are accessible except for West Medford, Winchester Center, and Mishawum. History [edit] Boston and Lowell Railroad [edit] The Boston and Lowell Railroad started freight operations in 1835, with traffic from the Lowell mills to the Boston port. Demand for the express passenger service exceeded expectations, and in 1842 local service was added as well. The line north of Lowell was first owned by the Boston, Concord & Montreal Railroad, which was chartered in 1844. Trackage was completed as far as Wells River, Vermont, in 1853. The Boston & Maine Railroad (B&M) acquired the railroad in 1895.[3][4] The line served as the route for Boston to Montreal service during the Golden Age of Rail (roughly 1880 to 1940). The Ambassador, the train from Boston's North Station to Montreal, ran through Concord, New Hampshire, along this line until 1966.[5] This line, along with the New Englander, via Concord, White River Junction, Montpelier, ran through the northwestern section of Vermont prior to entering Quebec, Canada. The Alouette and Red Wing trains travelled to Montreal via Concord, Plymouth, Wells River and Newport in northeastern Vermont prior to entering Quebec. (The route via Wells River, St. Johnsbury and Newport was the more direct route of the two itineraries.)[6] For this itinerary the Montreal route was marketed as an Air-line railroad. Massive cutbacks on May 18, 1958, included the end of Stoneham Branch service and the closure of Medford Hillside, Tufts College, and North Somerville stations.[7] Cuts on June 14, 1959, ended service north of Woburn on the Woburn Loop; trains for points north were rerouted via the mainline to the east. Boston–Lowell local service was halved to seven daily round trips; Tyngsboro, Bleachery, and South Wilmington stations were closed.[7][8] B&M passenger service to Boston on the line was shortened from Concord, New Hampshire to Lowell in 1967.[9] MBTA era [edit] In 1973, the MBTA bought the Lowell line, along with the Haverhill and all other local Greater Boston passenger lines. Along with the sale, the B&M contracted to run the passenger service on the Lowell line for the MBTA. After bankruptcy, the B&M continued to run and fulfill its commuter rail contract under the protection of the United States Bankruptcy Court, in the hopes that a reorganization could make it profitable again. It emerged from the court's protection when newly formed Guilford Transportation Industries (GTI) purchased it in 1983. For approximately thirteen months in 1980–81, daily passenger service was provided to Concord. Two round-trips were operated on each weekday and one on weekend days. Originally, there were intermediate stops in Manchester and Nashua. A stop in Merrimack was added later. Service was discontinued when federal funding was withdrawn.[10] Anderson Regional Transportation Center opened on April 28, 2001, replacing Mishawum as the Lowell Line's primary park-and-ride station for Route 128. Mishawum was reduced to limited reverse-peak service.[9] On December 15, 2001, the Amtrak Downeaster began operating over the line south of Wilmington.[9] In October 2006, the MBTA added four short turn round trips that terminated at Anderson RTC.[11] The line was shut down on weekends in July through September 2017 for the installation of Positive Train Control equipment in order to meet a 2020 federal deadline.[12] Substantially reduced schedules due to the COVID-19 pandemic were in effect from March 16 to June 23, 2020, and from December 14, 2020, to April 5, 2021.[9] On January 23, 2021, reduced schedules went into place with no weekend service on seven lines, including the Lowell Line.[9] Weekend service on the seven lines resumed on July 3, 2021.[13] As of February 2022 , the line has 21+1⁄2 round trips on weekdays and nine on weekends.[14] By October 2022, the line had 6,485 daily riders – 59% of pre-COVID ridership.[1] In June 2022, the MBTA indicated it was considering improvements to a siding in Woburn, which would allow 30-minute headways between Boston and Anderson/Woburn by 2024.[15] Until December 2020, a small number of Haverhill Line trains ran via the Wildcat Branch and the inner Lowell Line, making stops between Anderson/Woburn and West Medford.[16][17] Some Haverhill Line trains resumed using this routing on April 5, 2021, but no longer make stops on the Lowell Line.[18][19] From September 9 to November 5, 2023, all outer Haverhill Line service was routed over the Wildcat Branch during signal work on the inner part of the Haverhill Line. The diverted trains stopped only at Anderson/Woburn.[20] Beginning May 20, 2024, weekday midday inbound Haverhill Line trains were again temporarily routed over the Wildcat Branch during construction work, again stopping only at Anderson/Woburn.[21][22] The Medford Branch of the Green Line Extension, which opened on December 12, 2022, runs along the Lowell Line through Somerville and part of Medford. There are five Green Line stations on the branch, but no additional commuter rail stops were added.[9] Proposed expansion to New Hampshire [edit] MBTA Commuter Rail service connecting Concord, Manchester and Nashua from the Lowell Line used to exist in New Hampshire until subsidies were ceased in 1967.[10] The service came back in 1980 for a quick 13 month return, but the program grant was cut by the Reagan administration in 1981, and commuter rail service has remained not available.[10] In October 2010, the New Hampshire Department of Transportation received a $2.24 million federal grant to study an extension of the Lowell Line to Concord.[23] In January 2011, a bill was introduced into the New Hampshire legislature to end the proposed extension and give up a potential $4.1 million grant into its planning.[24] The MBTA acquired trackage rights from Pan Am in May 2011 as part of a larger transaction.[25] The project was estimated to cost $246 million in a 2014 NHDOT report.[26] Extending service to NH was projected to provide an expected 34 trains a day to Nashua and 16 a day to Manchester, connecting commuters from Nashua to Boston as low as 54 minutes and commuters from Manchester to Boston in as low as 1 hour and 25 minutes with 3,120 passengers a day.[27][28] Proponents of the extension see expanded rail services as a link to Boston’s growing economy while opponents consider the project to be extraneous and expensive.[29][30] In December 2020, a $5.5 million contract was awarded to AECOM for preliminary engineering and design work, environmental and public engagement services, and final design, for the project to extend MBTA commuter rail service to southern New Hampshire.[31] The project called for the extension of the Lowell Line up through Nashua and Manchester along an existing rail alignment.[28][32][26] The proposed expansion would include four new stops: South Nashua, Crown Street in Nashua, Bedford, and Manchester.[28] In January of 2022, the Manchester Board of Mayor and Aldermen approved the location for new facilities to house layover trains adjacent to the Manchester Transit Authority facilities.[33] By autumn 2022, the study was being carried out by AECOM and the State of New Hampshire to design and make a financial plan for the project by 2023. In December 2022, the New Hampshire Executive Council voted to cease state funding for an extension of the AECOM study; the study reported an updated project cost of $782 million.[34][35][36] The MBTA rail extension project to Manchester is currently in the pre-decisional stage, and is awaiting approval by the NH government.[37] Operations [edit] Track speeds [edit] North of Wilmington, the line is authorized for a maximum of 60 miles per hour (97 km/h). South of Wilmington, the line has an unusual asymmetrical speed limit. The northbound track supports up to 70 miles per hour (110 km/h) where curvature allows, while the southbound track has a maximum of 60 miles per hour (97 km/h). Additional speed restrictions are in place at Wilmington, through the grade crossings in West Medford, and in the North Station terminal area.[38] Other services [edit] Amtrak's Downeaster service to Maine, along with some Haverhill Line express trains, run on the Lowell Line from North Station to Wilmington, then follow the Wildcat Branch to the Haverhill Line. This routing is used to avoid the inner Haverhill Line, which has a number of single-track sections. The line is the designated freight clearance route into Boston from the north; all stations with high-level platforms must either have mini-high platforms or a freight passing track. Pan Am Railways runs freight on the line, including local freights based out of Lawrence Yard and DOBO (a Dover to Boston through freight). Station listing [edit] State Fare zone Location Miles (km)[2][39][40] Station Connections and notes MA 1A Boston 0.0 (0.0) North Station Amtrak: Downeaster MBTA Commuter Rail: Fitchburg Line, Haverhill Line, and Newburyport/Rockport Line MBTA subway: Orange Line, Green Line (D and E branches) MBTA bus: 4 EZRide Somerville 0.8 (1.3) Commuter Rail Maintenance Facility Flag stop for MBTA employees only Medford 4.0 (6.4) Tufts University Open September 1977 to October 1979 5.5 (8.9) West Medford MBTA bus: 94,95 1 Winchester 7.3 (11.7) Wedgemere 7.8 (12.6) Winchester Center Temporarily closed on January 8, 2021 MBTA bus: 134 Former junction with Woburn Branch (closed 1981) 9.0 (14.5) Winchester Highlands Closed June 1978[9] Woburn 10.5 (16.9) Walnut Hill Closed January 18, 1965[9] 10.9 (17.5) Lechmere Warehouse Open 1979 to 1996[9] 2 11.6 (18.7) Mishawum Flag stop with limited reverse commute service. Indefinitely closed on December 14, 2020. 12.7 (20.4) Anderson/Woburn Amtrak: Downeaster Logan Express 3 Wilmington 15.2 (24.5) Wilmington LRTA: 12 Junction with the Wildcat Branch 17.0 (27.4) Silver Lake Closed January 18, 1965[9] Billerica 19.2 (30.9) East Billerica Closed January 18, 1965[9] 5 21.8 (35.1) North Billerica LRTA: 3/4, 13 6 Lowell 25.5 (41.0) Lowell LRTA: 1/8, 2, 3/4, 5, 6/9, 7, 10, 11, 12, 13, 14, 15, 16, 17, 18, 20 MVRTA: 24 Chelmsford 28.7 (46.2) North Chelmsford Closed June 30, 1967 NH Nashua 39.0 (62.8) Nashua Closed June 30, 1967; open from January 28, 1980 to March 1, 1981[9] Merrimack 46.1 (74.2) Merrimack Open from April 1980 to March 1, 1981[9] Manchester 55.5 (89.3) Manchester Closed June 30, 1967; open from January 28, 1980 to March 1, 1981[9] Concord 73.3 (118.0) Concord Closed June 30, 1967; open from January 28, 1980 to March 1, 1981[9] Currently operating station Woburn Branch [edit] Location Miles (km)[2][39][40] Station Connections and notes Winchester 7.8 (12.6) Winchester Center Junction with mainline Woburn 9.0 (14.5) Cross Street Closed February 1, 1981[41] 9.8 (15.8) Woburn Closed February 1, 1981[41] Currently operating station References [edit] KML is from Wikidata
833	dbpedia	2	72	https://www.boston.com/news/local-news/2024/05/21/june-is-around-the-corner-and-so-are-more-mbta-disruptions/	en	June is around the corner, and so are more MBTA disruptions	https://bdc2020.o0bc.com…c1ba-768x432.jpg	https://bdc2020.o0bc.com…c1ba-768x432.jpg	[ "https://www.facebook.com/tr?id=989222871864976&ev=PageView&noscript=1", "https://www.boston.com/wp-content/themes/bdc-2020/dist/images/boston-com-logo.png", "https://bdc2020.o0bc.com/wp-content/uploads/2024/05/OML67B3NUTVS2BG5JJV5ZPRRTY-664cd2221c1ba-768x432.jpg", "https://boston.com/wp-content/uploads/2024/08/Screenshot-2024-08-23-at-1.37.48 PM-66c8d71059447.jpg?width=190", "https://bdc2020.o0bc.com/wp-content/uploads/2024/08/IMG_3045-66c89cc22fa79-768x432.jpg?width=190", "https://boston.com/wp-content/uploads/2024/08/Screenshot-2024-08-23-at-11.51.42 AM-66c8be4146344.jpg?width=190", "https://bdc2020.o0bc.com/wp-content/uploads/2024/08/HK5EOP5QUVSDCLDIG5B44YOSEQ-66c9cab890587-768x432.jpg?width=190", "https://bdc2020.o0bc.com/wp-content/uploads/2024/08/Pachinko-Season-2-Streaming-Apple-TV-66c90dbe89899-768x432.jpg?width=190", "https://bdc2020.o0bc.com/wp-content/uploads/2024/08/F7OUC2NS4J2NJKGFOWTHFFD35E-66c8c12fe411d-768x432.jpg", "https://bdc2020.o0bc.com/wp-content/uploads/2024/08/s3___bgmp-arc_arc-feeds_generic-photos_to-arc_tlumackimbtaaccident798-66c285be831af-150x150.jpg", "https://bdc2020.o0bc.com/wp-content/uploads/2024/07/F7OUC2NS4J2NJKGFOWTHFFD35E-66895f8c51792-150x150.jpg", "https://www.facebook.com/tr?id=813236348753005&ev=PageView&noscript=1" ]	[]	[]	[ "" ]	null	[ "Adora Brown" ]	2024-05-21T00:00:00	Major changes are hitting the Orange, Red, and several Commuter Rail lines.	en	https://bdc2020.o0bc.com…7eee-150x150.png	Boston.com	https://www.boston.com/news/local-news/2024/05/21/june-is-around-the-corner-and-so-are-more-mbta-disruptions/	Major changes are hitting the Orange, Red, and several Commuter Rail lines. Some MBTA service will once again screech to a halt as more construction is planned for the month of June. The repair work will impact the Orange Line, Red Line, and several Commuter Rail lines. Here’s what to know: Orange Line The Orange Line will be down between Wellington and Back Bay from May 28 to June 6 all day, every day. Shuttle service will be available from Wellington to North Station, but riders will be expected to use the Green Line from North Station to Back Bay. A handful of downtown Orange Line stations will be completely closed with no shuttle service: Tufts Medical Center, Chinatown, Downtown Crossing, State, and Haymarket. Beginning at 8:45 p.m. on Friday, June 7, and continuing all day throughout the weekend (June 8-9), the Orange Line will be down between Oak Grove and North Station. Comparable service will be available if riders take the Haverhill Commuter Rail Line, but the train will only stop at Oak Grove, Malden Center, and North Station. For riders seeking another stop, shuttle buses will be available. The shuttle bus will make all stops between Oak Grove and North Station. Fares are free on the Haverhill Line with limited stops. However, the Haverhill Line will run under a special Construction Schedule throughout the summer starting May 20. From June 22-30, all day and every day, the Orange Line will be down between Wellington and North Station. Similar to the earlier June shutdowns, the Haverhill Line has a few comparable stops at Oak Grove, Malden Center, and North Station as an alternative to a shuttle bus. The shuttle bus will make all stops between Wellington and North Station. Free fares will be available at Wellington and North Station. Red Line The Red Line will shut down on the first and last weekends of the month between Alewife and Harvard (June 1-2 and June 29-30). Shuttle buses will make all stops between Alewife and Harvard. The MBTA offers a few alternative routes as well: Bus Route 77 will be fare-free. The Fitchburg Commuter Rail Line will be fare-free between Porter and North Station. Beyond Porter, regular fares resume. Two more weekends will also be impacted. During the weekends of June 8-9 and June 15-16, the Red Line will be down between Broadway and Braintree. These changes do not impact the Ashmont branch between JFK/UMass and Ashmont. Shuttle bus service will be available between Broadway and Braintree for all stations. Riders can also utilize the Commuter Rail express shuttle bus to go directly from South Station to Braintree for the Greenbush, Kingston, and Middleborough/Lakeville Commuter Rail lines. Beginning at 8:45 p.m. on Friday, June 28, and continuing all-day throughout the weekend (June 29-30), the outbound/northbound station of Kendall/MIT will be completely closed. If you are traveling outbound and need to stop at Kendall/MIT, the MBTA instructs riders to go an additional stop to Central and then take an inbound train back to Kendall/MIT. If you are traveling outbound starting from Kendall/MIT, the MBTA instructs riders to take the train inbound to Charles/MGH and then transfer to the outbound platform. To clarify, outbound trains will completely bypass the Kendall/MIT platform. Fare gates will be open at Central inbound for a free transfer. Commuter Rail The Kingston, Middleborough, and Greenbush Commuter Rail lines run adjacent to the Red Line. Thus, they will also be impacted by the construction. An express bus is available during the weekends of June 8-9 and June 15-16 to replace service between South Station and Braintree. An express bus will take riders directly between Braintree and South Station. No stops will be made in between. Regular Commuter Rail fares will be collected between Kingston, Middleborough, Greenbush, and Braintree stations. The Needham Commuter Rail Line will be suspended between Needham Heights and South Station during the weekends of June 1-2 and June 8-9. Additionally, the same stops will be impacted all day, every day from June 28-July 1. Bus Routes 35, 36, 37, and 59 will be fare-free. Free shuttle bus service will be available between Needham Heights and Newton Highlands on the Green Line (D branch). Free shuttle bus service will be available between Needham Heights and Forest Hills on the Orange Line. Riders can show their June mTicket for access to the Green Line at Needham Heights and the Orange Line at Forest Hills. The Kingston Commuter Rail Line will be down between Kingston and Halifax stations during the weekend of June 22-23. A free shuttle bus will operate between these two stations. The Haverhill Commuter Rail Line will be under a special construction schedule beginning May 20 through the end of the summer. Mid-day inbound trains will operate express from Ballardville to North Station.
833	dbpedia	0	84	https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/10*.html	en	The Road of the Century â¢ ChapterÂ 10			[ "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/Utility/empty.gif", "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/Utility/Flags/greyed/Italy.gif", "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/HELP/thumbnail.gif", "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/Utility/Icons/up.gif", "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/Utility/Icons/home_small.gif", "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/previous.gif", "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/next.gif", "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/Utility/Icons/WP_small.gif", "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/112B3.jpg", "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/219.jpg", "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/240D3.jpg", "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/144C.jpg", "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/237.jpg", "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/Utility/Bullets/WP.gif", "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/240C2.jpg", "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/Utility/Bullets/WP.gif", "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/243.jpg", "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/thumbnail.gif", "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/Gazetteer/Places/America/United_States/_Topics/history/railroads/thumbnail.gif", "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/Gazetteer/Topics/history/American_and_Military/thumbnail.gif", "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/Utility/Icons/home.gif", "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/Gazetteer/Places/America/United_States/New_York/_Topics/history/thumbnail.gif", "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/Utility/searches/Google/logo*.gif", "https://penelope.uchicago.edu/Thayer/E/Gazetteer/Places/America/United_States/_Topics/history/_Texts/HARROC/Images/Utility/W3C_validation/401.png" ]	[]	[]	[ "" ]	null	[]	null	By AlvinÂ F. Harlow. The entire book is online here. Part of a large American history site: 6100Â webpages, 86Â books, 37,000Â pages of print.	en	https://penelope.uchicag…ons/railroad.png		null	Â p213Â ChapterÂ X The Pride of Michigan Surely the most heroic promoters in America were those who procured from the Legislature of the Michigan Territory â where pioneers were beginning to hew a commonwealth out of mighty forests â the charter for the Detroit &Â Pontiac inÂ 1830. Probably five-sixths of Michigan was then a wilderness. Its capital, the muddy little town of Detroit, though more than a century old â it had been founded as a French trading post by Cadillac inÂ 1701 â was still a raw frontier village. Only seventeen or eighteen years earlier, it had been fought over by Americans and British in the War ofÂ 1812. It is doubtful that many of its inhabitants knew what a railroad was or had ever heard of one. Massachusetts was just chartering its first three railroad corporations that same year, and four other infant projects in the East had just tried out or were trying their first locomotives. The Detroit &Â Pontiac promoters got nowhere with their project; it was a dream, the "baseless fabric of a vision." But in the village of AnnÂ Arbor there was a far-seeing pioneer citizen named James Kingsley who considered the creation of an east-andâwest railroad through the second tier of counties a project of prime necessity and labored hard to bring it about. Emigration was streaming westward, and he saw the importance of keeping the settlers in touch with the East, especially through the territory of Michigan. He first tried inÂ 1830 to induce Congress to cut a canal across the lower part of the state, and when he failed in that, he procured the incorporation inÂ 1832 of the Detroit &Â St.Â Joseph Railroad, with a visionary capital of $1,500,000. This was the first charter that was really acted upon, and it was important in that it afterward by transformation became the Michigan Central. The charter demanded the beginning of construction within two years, but the time had to be extended. In September,Â 1834, Â p214Â at a meeting at AnnÂ Arbor, a little more than $400 in cash was raised to help pay the expense of a survey of the line, which was to run from Detroit through AnnÂ Arbor, Jackson, Battle Creek and Kalamazoo to St.Â Joseph on Lake Michigan; and the last-named town was to be connected by steamboat with the promising young port of Chicago. After a brief flurry of enthusiasm, Detroit's interest in the project waned, but Kingsley and AnnÂ Arbor, by dint of gong-beating and public meetings, kept the thing alive. That intelligent little city may well be described as the mother of the Michigan Central Railroad, and Kingsley as its father. Nevertheless, another year and more dragged by. In December,Â 1835, at another meeting at AnnÂ Arbor, a stock-subscription committee was sent forth, which was to solicit local signatures on the promise that some of the corporation's offices be located in AnnÂ Arbor and that construction be begun simultaneously there and at Detroit. By hard labor, $9,000 was raised in AnnÂ Arbor, $70,000 in Detroit, and amazingly enough, $100,000 at an intervening hamlet with the curious name of Ypsilanti (named for a family of patriots in the Greek struggle for independence), which was really subscribed by Eastern capitalists who were promoting the town. It was guessed that this would build and equip the â¢36Â miles between Detroit and AnnÂ Arbor. The Territorial Supreme Court had decided at its very outset that cities, towns and counties were incompetent to lend money to railroad companies, in which respect Michigan was unique among states; and that cramped all early projects fearfully. Work began on the D.Â &Â St.Â J., but proceeded slowly, and when Michigan was admitted to statehood on JanuaryÂ 28, 1837, the grading had been done only from Detroit to Dearbornville (now Dearborn). On that and one locomotive, one passenger car, the wheels for some freight cars and enough strap rails and spikes to lay â¢30Â miles of track, the company had expended $102,000. The public was irked by the slow progress of the work, and was clamoring for action. It was at this time that Michigan Territory, following the lead of Pennsylvania, Indiana and Illinois, went slightly mad. It had been having a boom. The Erie Canal had for several years been pouring immigrants into and through it, most of them from NewÂ England and NewÂ York, with a sprinkling of foreigners â English, Irish, German. Some of the best steamboats in America now plied Lake Erie from Buffalo to Toledo and Detroit, aÂ few even Â p215Â continuing the long detour through Lake Huron, the Straits of Mackinaw and Lake Michigan to Chicago. Money was coming into the territory; the difficulty was to produce enough goods to exchange for it. The young community had prospects, too; it was promised statehood soon. The national government had given it land for school purposes and public buildings, certain moneys to aid in public improvements, â¢500,000 acres of land to be sold to settlers or used in promoting transportation, and finally, a driblet of cash from a small surplus in the national treasury, which Washington had decided to parcel out among the states. The Legislature ofÂ 1836, pondering these modest boons, hearing how Indiana and Illinois were bonding themselves to build canals and railroads whose income was expected to take care of all states and render taxation unnecessary, decided that Michigan must do likewise. Why should transportation go from Detroit to Chicago by that â¢700âmile detour via Mackinaw, paying practically nothing to Michigan in the process? Railroads across lower Michigan âÂ instead of those bottomless mud roads â would cut the Detroit-Chicago journey to little more than aÂ third of the lake route. Moreover, it would drain some business from the lake shipping through Michigan's ports, thereby increasing their importance and income. Watching the course of cocksure Indiana and Illinois, Michigan legislators â probably none of whom had ever heard the word "socialism" â thought the state should own all transportation. The new governor, StephensÂ T. Mason, who took his seat on that January day inÂ 1837 when Michigan became a state, agreed with this; and so on MarchÂ 20 Michigan embarked on the wildest adventure of all the midwestern states, bonding herself for $5,000,000 to build railroads and canals; this by a commonwealth with a population of little more than 100,000, the great majority of whom were still backwoodsmen living in log cabins, almost their only assets being strong hands and willing hearts. The governor was authorized to invite proposals from every railroad company in the state â for several had now been chartered â for the sale of their charters and whatever start they had made towards construction; which, goodness knows, was very little, indeed. The charters and assets of those which wished to sell â which included the Detroit &Â St.Â Joseph â were picked up at bargain figures; the D.Â &Â St.Â J. gladly sold out for $116,902, but the state had to produce $22,800 more to settle claims against the company. AÂ Board of Commissioners was appointed, $550,000 Â p216Â was appropriated for surveys, and these were launched for the three railroads planned; the Northern, running from Port Huron â where the lake of that name sends its cold, green water rushing into the bottleneck of the St.Â Clair River â "to the navigable waters of the Grand River;" the Central, from Detroit to the mouth of the St.Â Joseph River over the route already planned by the AnnÂ Arbor folk; and the Southern, from the navigable waters of the River Raisin (which flows into Lake Erie) to New Buffalo, in the extreme southwestern corner of the state. Some canals, too, were spoken of, but were never constructed. By JanuaryÂ 1, 1838, trains were running to Dearbornville and a station had been built at the Campus Martius, where later the Detroit City Hall was erected. Late in January, the rails crept into Ypsilanti; but by that time, nearly $300,000 had been expended, it was estimated that $1,400,000 more would be required to carry the track to St.Â Joseph, â¢153Â miles away, and official brows were beginning to be furrowed. But for the moment care must be forgotten in the celebration of what had been accomplished. The D.Â &Â St.Â J. had just turned over to the state two "elegant" passenger cars, of 24âseat capacity each, and in these the governor, Legislature and other distinguished guests were somehow to make the trip to Ypsilanti. But wait a minute! The Legislature, with the all-tooâcommon ineptitude of legislators of those days (correction: strike out "of those days") decreed the eastern terminus of the Southern road to be "the navigable waters of the River Raisin," instead of carrying it on aÂ few miles to the port of Monroe, at the mouth of the Raisin. Accordingly a company was chartered, the River Raisin &Â Lake Erie (on some of the shinplaster currency which it issued, it reversed its name to Lake Erie &Â River Raisin), to build a line from the terminus of the Southern road to the port. The company had had two passenger cars built in Troy,Â N.Â Y., to its specifications, the president had inspected them while they were building, and paid transportation charges on them to Monroe;1 but shortly after this "an agent for the Detroit &Â St.Â Joseph succeeded in purchasing of the manufacturers these same cars for his road." Why this was permitted to take place is not explained. Early Station: Detroit. Anyhow, when the state took over the D.Â &Â St.Â J. and brought those cars out to Detroit to haul the governor, Legislature and Â p217Â distinguished guests over to Ypsilanti for the big celebration, a felt-hatted sheriff from Monroe County appeared with a writ of replevin and seized the cars as the property of the River Raisin &Â Lake Erie. We are told that one car was put on a sled and started towards the wharves, but stuck in the mud, the horses balked, and it had to be left there until morning. Next morning, with some more horses, the driver started again, and "after some resistance" by Detroit partisans, the car reached a wharf. Here a counter-writ was flourished by the Detroit party, but there was a flaw in the instrument, it seems, so the car was loaded on a schooner and removed to the Canadian side of the river. As it appeared pretty doubtful that the Monroe contingent would be able to take their other car away from the Detroit stalwarts, a compromise was effected; the River Raisin Company was to have the car it had seized, but was to permit Detroit to retain the other car until after the celebration. At this the schooner for some reason came trustfully back to the Detroit side, whereupon the local bully-boys promptly repudiated their agreement and rallied to recapture the car. While eyes were being blacked on the wharf, someone cut the mooring-rope, the schooner managed to push off again and reach midstream, where she anchored until a steamer came along, took off the car and delivered it triumphantly at Monroe. With only one car available for the celebration, that affair had to be postponed until local artisans could knock together another car, this one seatingÂ 36. It was christened Governor Mason, and as the road's only locomotive had also been named for the governor, that gentleman must have been a bit self-conscious as he took his seat in the car on that February day. In addition to the two cars whose presence we can account for, several more were required for legislators and so on, and though the current account is modestly vague about them, one suspects that they were freight cars with benches in them. Laboring hard, the engine limped into Ypsilanti in three hours; then, after much oratory and eating, it started back. But enÂ route, it began to wheeze and groan, and at Dearbornville, it gave out completely. Some of the higher dignitaries waited for horses to be brought, to draw the cars into Detroit, while others walked the remaining â¢nine miles. There must have been some pretty gloomy conversation among those pedestrians as they trudged through the winter night. No more than two and aÂ half millions had been realized from the state's loan when the panic ofÂ 1837 threw bond-buyers into bankruptcy Â p218Â and blighted the grandiose schemes of all the midwestern states, though they could not be made to believe it for years thereafter. In Michigan, the Northern Railroad had been graded aÂ few miles out of Port Huron â and that was the end of that. On the Southern, â¢68Â miles of track had actually been built. The Central seemed the best bet of the three, and the state, halting work on its other projects, put all its eggs into this one basket. But even there, progress was discouraging. Twenty months were required to complete the â¢eight miles from Ypsilanti to AnnÂ Arbor. By superhuman effort the track was pushed to Jackson, â¢39Â miles farther, by January,Â 1842; to Battle Creek in November,Â '45 and to Kalamazoo in January,Â '46 â and there the string ran out. The state had so little money (and no credit) to put into it that as the head crawled forward, the tail was falling apart. It was laid with strap rail, of course, some â¢one-half inch thick, some â¢three-quarter inch; and the first â¢30Â miles had been based on undersills of oak, elm, anything that was near the right of way, regardless of qualification. It had almost no repairing facilities, few real depots or other buildings, and scanty, ramshackle equipment. It was at the moment about the sorriest looking railroad property in the world. But Young Lochinvar â this one came out of the East instead of the West, as did the original â was already on the spot, eager to rescue it. In Steelways of NewÂ England we have told in part the story of JohnÂ W. Brooks. AÂ bouncing youngster of twenty-six, native of Massachusetts with railroad experience, he had found the East too slow for him and gone west, looking for something more exciting. One glance at the decrepit Michigan railroad, and he knew he had found his job. He went back to Boston, as fast as one could go by lake boat, primitive railroad and stagecoach, to try raising money to buy the railroad. But he had practically no acquaintance among financiers, and his boyish, pink-cheeked face and his naivete in going about, asking strangers for two or three millions to buy a broken-down railroad out in the wilderness, got him nowhere at all. But Brooks was not easily discouraged. Failing in Boston, he went down to NewÂ York and talked to officials of the Farmers Bank and Trust Company, remorseful buyer of a large quantity of those defaulted Michigan bonds, which by that time had begun to smell pretty badly. The bank was quite naturally eager to see someone buy the railroad and restore the state's credit, and was willing to give aid. Brooks now had something to talk Â p219Â about. He returned to Detroit and consulted a lawyer whom he had met there, one JamesÂ F. Joy, native of New Hampshire, who had emigrated to the new state and was building up as good a practice as one could expect in a town of about 14,000 population. Brooks and Joy conferred with state officials and legislators, who were willing to sell and give them a charter, but being mostly Yankee-born themselves, drove a sharp bargain. They asked $2,000,000 for the tottering, â¢143âmile railroad and specified that the buyer must complete it to Lake Michigan in three years and lay it with â¢60âpound Târails from end of the end; which meant that the whole structure must rebuilt from the ground up. Brooks and Joy accepted the stipulations, the Michigan Central Railroad was chartered, and six months was allowed for the formation of the company, acceptance of the charter and payment of $500,000 on the purchase price. Brooks now hurried back to Boston, and this time, with his charter and his powerful NewÂ York backing, he made a dent on the granite conservatism of State Street. John Murray Forbes, friend of Emerson and one of the finest types of NewÂ England business man, was his first and greatest catch; then by hard labor he enlisted JohnÂ E. Thayer, of a noted Boston banking family, Captain DavidÂ A. Neal of Salem, head of the Eastern Railroad; ThomasÂ H. Perkins and Josiah Quincy, prominent NewÂ England railroad men, Erastus Corning, president of the Utica &Â Schenectady, and others. He barely got under the wire within his six months' allowance for organization. Forbes was elected president and Brooks superintendent. Thayer was the chief financial man, and the principal office of the company was in Boston. Brooks labored with whirlwind energy, and despite his wealthy collaborators, with straitened means, to complete his task within the prescribed time. The road's total receipts in December-Â p220Â January-February,Â 1846â7, were only $53,000. One should not neglect to say that Brooks had able assistance from Attorney Joy, who was on his way towards becoming one of the nation's greatest railroad executives. The first annual report, that forÂ 1847, shows that only â¢thirteen miles had been located west of Kalamazoo, but after that, progress was better. The railhead reached Niles in October,Â 1848, and on AprilÂ 23, 1849, it pushed into the terminus which the promoters had taken away from the Southern railway, the hamlet of New Buffalo in the extreme corner of the state, â¢218Â½Â miles from Detroit and about as far as they could go on a Michigan charter. Meanwhile, as Brooks and Joy had been shrewd enough to insert in their charter a provision that the company might operate steamboats, they built a boat, the Mayflower, which went into service between Buffalo and Detroit in the spring ofÂ '49, and chartered another one to assist her. It was their opinion that other lake boats had been gouging the public unmercifully, all of them, by agreement amongst themselves, charging $6 for cabin passage between Buffalo and Detroit, and $3 steerage. The appearance of the Michigan Central's packets now brought a terrific break in rates. Michigan Central passenger car aboutÂ 1848 However, byÂ 1849 Brooks had succeeded in re-laying only â¢45Â miles of the original line with the heavy Târail; but many bridges had been rebuilt, and the state was lenient in the matter, being only too glad to have such improvement as had been achieved. But Forbes wrote to JoshuaÂ F. Bates (AugustÂ 17, 1850) that it would be economy to replace all the strap with Târail, as it would not only save wear and tear on equipment, but would enable them to make two hours better time between Detroit and New Buffalo â which conveys a faint idea of what a drawback the strap rail was. So this change was presently carried out. 'Forty-nine had been rather a bad year, as Forbes informed Bates: The Michigan Central could whisk passengers from Detroit to Chicago in fromÂ 33 to 36Â hours, and we find it hard to understand why so many travelers preferred the long detour which required four or five and sometimes six days. No doubt many considered that long ride with bed and board at around a dollar aÂ day too good a bargain to miss; and in that more leisurely age, they probably weren't in any great hurry, anyhow. But there was another reason; as Forbes remarked acidly in the annual report, the competition of those boats "cannot be permanently maintained, and is only sustained at present by a system of deception which, in a little time, will react with power in our favor." Brooks and Joy were not satisfied with the terminus at New Buffalo, but thought the rails should push on at least â¢9Â½Â miles further, to Michigan City, and Forbes fell in with the idea. He wrote in the annual report forÂ 1849: It is obviously expedient to have our western terminus upon a line where we can avail of the Railroads which will eventually be built around the head of Lake Michigan to Chicago and South through Indiana towards the Ohio, by the Companies which now hold Charters or by some others. The railroad which he had in mind as a southbound connection was the New Albany &Â Salem (now a part of the Monon) which was to connect the lake at Michigan City with the Ohio opposite Louisville, running via Lafayette. But before the Michigan Central railhead had reached Michigan City on OctoberÂ 30, 1850, new vistas, new complications beckoned it on. The state's Southern road had been bought by private interests, combined with a little concern in northern Indiana, and as the Michigan Southern &Â Northern Indiana, was nosing on towards Chicago. Brooks had long since begun to insist that his own road must also attaint the goal; after all, it was only â¢56Â miles beyond Michigan City. But before they would grant charters and rights Â p222Â of way, Indiana and Illinois politicians did a little horse-trading. The Michigan Central was a millionaire outfit from Boston and NewÂ York; why shouldn't it help local enterprise a little? So, if theÂ MC would buy nice blocks of the securities of the New Albany &Â Salem and the Illinois Central (about to be built from Chicago southward with the aid of a â¢2,500,000âacre land grant), they might have anything they wished. TheÂ MC accordingly advanced $50,000 to the N.Â A.Â &Â S. to enable it to get started, and promised more later. Captain Mackinnon,Â R.Â N.,2 traveled over the Michigan Central inÂ 1851 and considered it "aÂ well conducted and highly creditable affair. With a uniform speed of â¢eighteen miles an hour, it is punctual and safe." But he said Europeans would find it difficult to realize the fact of so good a railway through primeval forests, which he found "extremely dreary;" dark, dank woods, occasional partly cleared fields, dotted with blackened, rotting stumps. Even the "neat and thriving villages" along the way were "half smothered in luxuriant foliage." Wild turkeys, quail, wild pigeons and other game were seen as the train threaded the "dismal solitude." He said that on stopping at one station, such loud cackling and squawking were heard in a carful of cooped chickens that a door was opened, when out darted a fox. It "must have jumped in at the last station without being perceived," and was too frightened to break into the chicken coops. At first the four-wheeled freight cars, each â¢about fifteen feet long, had no brakes. Freight trains had no conductors, the engineers carrying the bills of lading. Passenger trains had schedules, but freight trains ran wild, which, according to old-timers, was true all over the Middle West. In the old files at Detroit the author found a letter ofÂ 1853 to the superintendent from an engineer who was much annoyed by another engine that kept getting in his way: One passenger engine ran out of water one night in a sleet storm. The ground was covered with snow, and the engineer and fireman shoveled this into the tank, but made slow progress, and finally used their last stick of wood. After a considerable tramp, they routed a farmer out of bed, and with much difficulty persuaded him to pull the locomotive into town â¢aÂ mile and aÂ half away with his team. There they found wood and water, returned to the train and drew it into town, where the passengers got breakfast and replenished the car stoves after having spent a miserable night in almost heatless cars. Fortunately, Captain Mackinnon did his tour in summer and encountered no such experiences. There was a time when the Michigan Central was definitely not the pride of the entire population of the state, there being a considerable sector in opposition. It had not been in operation long when it ran into a clash with its rural neighbors that is unique in railroad history. It is impossible at the present time to distribute the blame fairly, or to comprehend the reasoning of those days, when the country was still in pioneer condition, when railroad rights of way were still unfenced, when cattle ran at large and the question whether the owner or the railroad was responsible for their safety was still unsettled. But it appears to us that Brooks, continually under financial strain, may have been a little too uncompromising with farmers who demanded pay for cattle killed by the trains. Â p224Â Other executives found it wiser not to refuse payment entirely, even though they haggled over the figures. The result in Michigan was a growing resentment which, fomented by turbulent characters, became in effect an insurrection. AÂ secret organization was formed â they called themselves "Pioneers" â with the purpose of wrecking trains, shooting into cars, burning depots and other property until the railroad was either brought to terms or put out of business. DuringÂ 1849â50 trains were stoned and shot at, stacks of engine firewood, lumber and ties were burned, obstructions were placed on the track and several locomotives and cars were derailed. For safety's sake, trains were forced to run more slowly, but still had trouble. On one occasion when an engine ran over a timber placed on the track with several of its wheels, but did not leave the rails, a group standing in full view near by, observing the performance, told the engineer frankly, "By God, you can never run your trains safely over this road until you pay up for cattle." When the engineer said that the company might put on armed guards, one Abel Fitch, a farmer, retorted, "Come on, I've got guns and men to useÂ 'em. I'll fight the whole damned company." Fitch and Ammi Filley, a saloonkeeper, were two of the ringleaders, and it was testified at their trials that trains were stoned from their gardens, which lay alongside the track. In November,Â 1850, the company's big freight house in Detroit was burned with a loss of $160,000. There was a low tower on it, and the public were freely admitted to this for what was considered a fine view of the town and the river. Someone planted a slow match up there, which flared up in the night and destroyed the building, together with ten freight cars, 15,000Â barrels of flour, 25,000Â bushels of wheat, 2,000Â bushels of corn and much miscellaneous freight. Meanwhile a company agent, Darius Clark, had joined the conspirators' organization, taken the oaths and attended all meetings, procuring evidence which landed 38Â men, among them some fairly well-toâdo and influential farmers, in jail in April,Â 1851. After a hard-fought trial, twelve of the accused were given prison terms. Clark's life was threatened, and the company removed him to safety, making him its agent in NewÂ York. The grudge-holders, however, were not yet satisfied. The company's shops were burned after the trials, and three years later the Detroit passenger station was mysteriously destroyed by fire. There were still bucolic grievances. InÂ 1853, at Parma, for example, Â p225Â horses were being frightened by a windmill belonging to the railroad, and their owners, claiming that the company was liable, were demanding damages for injuries to their wagons and themselves. The Great Western, the Canadian railroad which was building a line from Niagara Falls to Windsor, opposite Detroit, but needed money, was another concern which the Michigan Central would have liked to aid, but the Legislature would not permit the company to buy stock in a foreign corporation. So the directors urged their stockholders to do so, and as we have seen, Brooks headed a delegation which persuaded some of the railroads between Albany and Buffalo to subscribe to Great Western stock, and thus aid in completing a vital link between their two systems, and obviating the disastrous winter stoppages. To appreciate its necessity, said the MCÂ directors in their report in June,Â 1852, it was only necessary to glance at their tables of winter earnings for some years back: The moment Lake Erie closes, Michigan becomes isolated from the seaboard, and our Railroad traffic is instantly reduced to about half the amount of our operating expenses, and sometimes even lower, until the melting ice sets us free again. To be sure, they added, some of this was caused by the "execrable winter highways" across the Illinois prairies, but when both obstructions were removed by the completion of railroads then under way, "we shall commence an entirely new era in our winter business." They hoped that the Great Western would be completed before the winter ofÂ 1853â54, "thus leaving us shut up but one more winter." An additional reason for impatience was that one of their Lake Erie steamboats had been destroyed with considerable loss, and with a rail connection just around the corner, they were not keen about building any more boats. At the other end of the line, the company was having a bitter fight to get into Chicago or even the state of Illinois. It had won some friends in Indiana by aiding the New Albany &Â Salem, incidentally urging that company to obtain many local subscriptions to its stock, even if only for one share, as this "will give us strength in the Indiana Legislature." But it still had to battle against the Michigan Southern &Â Northern Indiana Railroad, the Illinois Legislature and the city of Chicago. GeorgeÂ B. Upton, the treasurer, wrote to Brooks inÂ 1851, "What IÂ suppose we desire is to get our foot in, so that we shall have the exclusive right Â p226Â of bringing passengers or freight away from Chicago, that are to come east." Which shows how unrealistic the thinking of a NewÂ Yorker in his ivory tower could be. It was lucky to get into Illinois at all. The Michigan Southern tried to obstruct its right of way and its aid of that NAÂ &Â S through the courts, proceedings which the Central directors characterized as "of a vexatious and frivolous character .Â .Â . which have uniformly been instituted by them, and thus far, as uniformly decided in our favor." By way of retort, the Central tried to have the Michigan Southern thrown out of Michigan. The grades of both the Central and the Southern had reached the Illinois state line by the end ofÂ 1850, and there they halted, glaring at everyone, while opposition to their entrance into that state volleyed and thundered from premises which appear utterly incredible to us now. Chicago, suffering from an inferiority complex, was convinced that the railroads were trying to do her wrong. Early inÂ 1851 it was rumored â and widely believed in Chicago that the Michigan Southern might run directly west from Michigan City to a connection with the Rock Island at Joliet, thus by-passing Chicago. As for the Michigan Central, its buying of some stock in the Illinois Central and hoping to use the IC's track for â¢twelve or fourteen miles, from Calumet or Kensington into the city gave rise to the report that these roads, too, were preparing a "cut-off" â aÂ through route from Detroit to Cairo which would leave Chicago "far off the line to the north" â â¢twelve miles off! Each road had not only a cult of bitter opponents in Chicago but one of partisans; and many of the opponents belonged to aÂ third group who opposed both railroads on the ground that they would injure the retail business of the city! Anyone who has swallowed whole the thesis that the voice of the people represents the highest wisdom of the nation has only to study the record to blush for his error. The Chicago Democrat, which had preserved its balance and inveighed against "the useless quarrels of last winter, when our citizens paired off between the two Michigan companies, and by defeating both, compelled them to resort to indirect means to get here," remarked on OctoberÂ 20, 1851, that "The cut-off humbug has exploded. .Â .Â . Upon what subject the agitators and busybodies in our city will go off half-cocked next remains to be seen." But despite the "explosion," hordes of people still believed in the cutoff story. As late as March,Â 1852, after the Legislature and the Council had yielded, and Michigan Central rails were approaching Â p227Â Calumet, a mass meeting â with parades â was held, to lay plans for fighting the junction of the two roads and so leaving Chicago out in the cold. But they were too late. The Council had made a deal, greatly to its own advantage, with theÂ IC; in fact, it had really been tough with that company â giving it permission to run along the lake front and establish a terminal there only on condition that it protect the city from the incursions of the lake, which had recently destroyed bulkheads and bitten into downtown streets. To build a permanent barrier against the turbulent lake meant enormous expense to the railroad, and not only did theÂ IC hesitate, but the Michigan Central threatened to withdraw from the joint track arrangement. But after some pondering, it accepted the situation, and thereafter through the years shared with the Illinois Central the millions of expense required for the purpose. And so the two roads drove their iron into Chicago in the spring ofÂ 1852, with stages carrying the mails from the railheads into the city in shorter and shorter time, and men betting on the progress as on a horse race. The Southern beat the Central by aÂ few weeks. On MayÂ 20, the first Michigan Central trains entered a temporary station at Thirteenth Street. The tracks from there up the lake front to Randolph Street were later constructed on piles driven into the water's edge. This was the only structure until the city's great fire ofÂ 1871, when the track was ballasted and protected on the lake side with broken brick and stone from the ruined buildings.4 The effects of the new lines were so different from the gloomy prophecies of recent months as to make the obstructionists look silly. Those two railroads connecting it with the East gave Chicago just about the greatest sudden boost in its history. Enormous jumps in realty values were reported; aÂ corner lot sold for $16,000, a â¢twenty-foot front forÂ $3,000. AÂ man bought â¢ten acres in the outskirts of the city forÂ $950 inÂ 1849 and sold the tract inÂ '52 for $10,000. The city's population, only 39,000 inÂ 1850, was figured atÂ 60,000 by the end ofÂ '52. Late that year the Sherman House reported being compelled to turn away as many as 60Â wouldâbe guests in aÂ day. There was an acute housing shortage. The Michigan Central directors spoke as true prophets in their report forÂ 1852 when they called Chicago "aÂ city destined to be the converging point of the passengers from the whole northwest Â p228Â and from a large portion of the west." They might have added from the East and the South, too. It was the railroads rather than the lake that made Chicago what it is; the nation's second city, as well as the greatest railroad center on the globe. InÂ 1854 the New Albany &Â Salem went into service, and inÂ '55 the Cincinnati Express began running from Chicago over the Michigan Central to Michigan City, thence viaÂ N.Â A.Â &Â S. to Lafayette, and beyond that, by other roads to Indianapolis and Cincinnati. And inÂ 1854, with enormous fanfare, the Great Western was opened, and the Central's link with NewÂ York thus completed. Forbes, retiring from the presidency inÂ '55, wrote that when the company took over the road nine years before, Detroit was three days' travel from the seaboard in summon and five or six days in winter. Now it could be reached in 27Â hours, while from NewÂ York to Chicago required only 36Â hours; remarkable time, considering the ferries necessary at Albany, Niagara, and Detroit. (The Niagara bridge, completed that year, eliminated one of the ferries.) The last of the strap rail had not been removed from the line until the year the road entered Chicago, and thereafter it became a speedway; in the latter 1850's it was running some of the fastest trains on the continent. InÂ 1855 it began stringing telegraph wires, to be used in the operation of trains, far in advance of the railroads of NewÂ England or many others in the East, and inÂ 1860 the directors reported warmly that four years' experience with the telegraph had "settled the question of its great importance in operating the road." InÂ 1846 Detroit and Chicago had only 14,000 population apiece; nine years later Detroit claimed 55,000 and Chicago 80,000 â both exaggerated, we suspect, but it seemed likely that Detroit had at least trebled and Chicago quintupled its population in that decade, and transportation had largely been responsible. InÂ 1846, said Forbes, the road as then existing might with good management have produced a gross income of $400,000 yearly. InÂ '55 the â¢269âmile line was doing a $2,500,000 business; and as proof that it was keeping the line hot, it was using from 95 to 100Â locomotives. When it first reached Chicago, the competition with the Michigan Southern &Â Northern Indiana and its connecting lines eastward was terrific; solicitors and advertisers were skittering all over the East, delegating travelers with literature. One of these, Orson Brooks, wrote to the home office in July,Â 1852: Such competition was too wearing, and by November,Â 1857, we find the Central and Southern in a pooling arrangement under which all passenger receipts between Chicago and the East were divided equally, as well as all freight business above 58Â percent done by the Central and 42Â percent by the Michigan Southern. Both companies withdrew their steamers from Lake Erie and depended upon rails alone for their eastern connections. JohnÂ W. Brooks, who, more than any other one man, had made the Michigan Central the success it was, succeeded Forbes as president inÂ 1855. He started out conservatively. The stockholders' meeting in June,Â 1856, heard "with satisfaction" that there would be no considerable construction during the year, and urged the directors not to undertake any thereafter to the extent of more than one percent of the capital stock, or without asking the approval of the stockholders. But there was no need for concern; the company's trunk-line building days were over. Thereafter, it confined itself to aiding feeder lines, some of which later became its appendages. The first road it aided in this way was the Amboy, Lansing &Â Traverse Bay, incorporated inÂ 1857 and popularly known as the "Ram's Horn Road." Newspapers nearly always referred to it thus, and the muezzin's call of the bus driver at the benton House in Lansing was "All aboâoâard! Owosso and Detroit train over the Ram's Horn leaves the station in 55Â minutes. Bus goin' right down." It had such a hard time getting into Lansing that the State Republican in April,Â 1862, urged citizens to go out in person and help complete the grading â which some of them did. InÂ 1862, the Michigan Central arranged with the New Albany &Â Salem (or Louisville, New Albany &Â Chicago, as it began to be called) to operate the northern division of that road between Â p230Â Michigan City and Lafayette, â¢91Â miles. By agreement with the railroads between Lafayette and Cincinnati, the Central supplied the cars for two through trains between Chicago and Cincinnati, though they had to travel a roundabout course below Indianapolis. The imminent completion of the Indianapolis Cincinnati Railroad was expected to increase this business greatly. But in June,Â 1865, the Central stockholders were much alarmed because "the traffic of the Chicago and Cincinnati line via our road to Michigan City is in great danger of being destroyed by the opening of a shorter line between those cities" (the Lafayette and Chicago line). They asked the directors to consider the question of building a â¢22âmile cutoff to the New Albany road, thus "forever fixing this as the best line between Chicago and Cincinnati." What naivete is in that word, "forever!" The cutoff was not constructed. Brooks gave up the presidency inÂ 1867 and went east to damage his reputation and whiten his hair by trying to complete that bÃªte noire, the Hoosac Tunnel. JamesÂ F. Joy, the transplanted Yankee, by that time one of the nation's noted rail executives, succeeded him. The directorate re-elected that year is interesting and significant. Besides Joy there were Nathaniel Thayer of Boston, vice-president; Isaac Livermore of Boston, treasurer; three other directors, Brooks, Forbes and Sidney Bartlett of Boston; Erastus Corning of Albany, and GeorgeÂ F. Johnson and Moses Taylor NewÂ York. Five years later the roster was practically the same. For nearly thirty years the main offices of the company remained in Boston. Joy came in at a stirring and precarious time in rail history. AÂ post-war boom was on, and railroads were being built like mad in all directions, including Michigan. As Joy said, none too cheerfully, inÂ 1870, "The extraordinary ease with which money is obtained for railway enterprises, stimulated also by aid from municipalities, has started into life many new railroad companies in Michigan as well as elsewhere." Seeing these projects spring up all around it, the Michigan Central assisted several which appeared likely to be valuable feeders for it, buying their bonds in exchange for promises of business. One of these was the Jackson, Lansing &Â Saginaw, which had been organized inÂ 1865 with a land grant of â¢348,433 acres, to take over the Ram's Horn Road. The Central began operating it by agreement inÂ 1871, and extended it to Mackinaw inÂ 1882. Joy thought it advisable to gather in aÂ number of these in the Â p231Â early years of his incumbency, for most of them were just pining for some great big, strong fellow to propose to them, and there was increasing danger that the Lake Shore might be the gatherer, and thus cut in on the Central's territory; in fact, it did take the Kalamazoo, Allegan &Â Grand Rapids and the Detroit, Hillsdale &Â Indiana from right under the Central's nose. But the Central assisted the Grand River Valley â chartered inÂ 1846 to run from Jackson to Grand Rapids â and began to operate it inÂ 1870. And then there was the Michigan Air Line, a piratical scheme boosted as the shortest line between Buffalo and Chicago, crossing the St.Â Clair River north of Detroit and shooting down athwart the state, missing practically all the important towns. An annoying rival of theÂ MC, of course; but Joy had the philosophy of that elderly Alabama Senator of aÂ few decades ago towards a hostile faction, "If you can't lickÂ 'em, jineÂ 'em!" So he aided the Air Line â though not too much, of course âÂ and then took over all it had succeeded in building or ever would build, the track from Jackson through Three Rivers to South Bend, Indiana. The Detroit &Â Bay City was another one given the helping hand, then gathered into the family. Railroad building in Michigan and northern Indiana had at times a weird, maddening problem to deal with, what they call in those parts a sink-hole. You may read and hear some amazing reports on them in the engineering offices, especially in Detroit. In Kentucky a sink-hole is a pit, usually funnel-shaped, leading to a vertical cave through rock, made by the action of water. But up north it means a pot or funnel in the soil, sometimes extensive, often â¢80 to 100Â feet deep, filled with soupy marl or muck, almost defying filling â aÂ sort of land-maelstrom. There was one on the Ram's Horn in the very outskirts of Lansing which gave months of trouble. In another place, where the track was to cross a small, marshy ravine, a floor of logs was laid, and on it a fill â¢18Â feet high was built; and between a Saturday night and Monday morning the whole thing had disappeared in the ooze. It is asserted that â¢twelve acres of timber surrounding this place were cut and thrown into the sink before they could get a firm foundation. Into two adjacent sink-holes far up the Michigan peninsula a line-builder reported that 2,000Â cars of ballast and thousands of feet of timber were dumped before they could build a dependable track. Thinking they had one of them licked, they left six cars of ballast on it one evening, and next morning they were Â p232Â gone, track and all. In the bottom of one hole up towards Mackinaw railroaders say that a locomotive and tender has been sleeping its last sleep for sixty years. In another near Sedan, Indiana, 80,000 old cross-ties were sunk, as well as some acres of fresh-cut timber. For two years the track was detoured around the place, but at last it was conquered, and fast NewÂ York-Chicago trains now thunder across it without a tremor. As may be imagined, the Kankakee swamp (Gene Stratton Porter's Limberlost) in northern Indiana was a difficult monster to cope with. It is not generally remembered today what that wise old Mr.Â Dooley used to call the "Mitchigan Cinthral" was one of the great innovators of the nineteenth century, usually a step ahead of its competitors in improvements and new devices. Under the dynamic Brooks, even before the Civil War and for years thereafter, it operated some of the fastest trains on the continent. His adoption of the telegraph inÂ 1855 has been mentioned, and it was in his regime that theÂ MC pioneered in the improvement of sleeping car service. The directors inÂ 1860 reported that one "first-class sleeping car," with seats convertible into beds, also three "drovers' sleeping cars," had been built in the company's shops during the year. The cooperation between theÂ MC and the Great Western of Canada became closer, but the GW was built on the favorite Canadian broad gauge, so through trains could not be operated. But inÂ 1866 theÂ GW installed aÂ third rail to create a standard gauge track, and as the MCÂ directors said, "is now changing a portion of its rolling stock to conform to the gauge of our road and its allies." Mr.Â Pullman's greatly improved sleepers now ran through over the two roads between Chicago and Buffalo, and at times even to Albany and NewÂ York. The Great Western installed a big car ferry at Detroit which could carry a whole train across the river, and halted not for ice or blizzard. Pullman that same year installed on this route three of his experimental "hotel cars," the President, Viceroy, and Western World, in which the first dining on wheels was done. The cars were remarkable productions for their day â 75Â feet long, with a small kitchen at one end, a chef and two waiters in addition to the porter. They served fried oysters, steaks, chops, fried potatoes, cold cuts, cheese, tea and coffee. Joel Munsell, who saw the Western World at Albany, declared that it had a wine cellar too, which might have been true. Meals were served in the sections, after the berths had been stowed for the day. Two dining car menu headings of theÂ 1870's. Â p233Â On AprilÂ 8, 1867, the Western World left Chicago with an excursion party and continued through Buffalo over the NewÂ York Central. Great crowds were assembled at Rochester, Syracuse and Utica to marvel at the luxury. Erastus Corning was so taken with it that he wired Commodore Vanderbilt, who had it brought to NewÂ York. There it was promptly chartered by T.Â C.Â Durant, one of the builders of the Union Pacific, to take a party out to his project. At first theÂ MC ran hotel cars only once aÂ week, but predicted a daily line soon, when a passenger might ride from Chicago to NewÂ York without having to leave his car; and that would have been a boon indeed in the days before trains were vestibuled. But a staff of four was expensive, and the 60âton cars were too great a burden to be added to trains drawn by the light locomotives then in service; so after a time the luxurious vehicles were discarded, and passengers began gobbling their ham and oysters and pie at wayside eating houses again. The Michigan Central was not satisfied, however, to give up so easily. It put on lighter sleepers without kitchens â aÂ poster ofÂ 1870 shows that both Pullmans and Wagners were passing over it between NewÂ York and Chicago âÂ and inÂ 1875 it installed modern diners, which had first appeared on the Chicago &Â Alton. Other midwestern roads followed suit, but the NewÂ York Central did not use diners for several years thereafter. Michigan Central poster ofÂ 1870 [AÂ larger, fully readable version opens here (1.4Â MB).] The Michigan Central directors remarked innocently inÂ 1863 that the business of the country through which the East-West trunk lines had increased so greatly that there was traffic for all, "making unnecessary the fierce competition formerly prevailing;" which is quite delightful in view of the fierce competition that prevailed time and again thereafter. "During the last six months ofÂ 1871," for example, to quote a Lake Shore report of the following year, "aÂ ruinous competition existed on westward-bound freights between the trunk lines (Pennsylvania, Erie and NewÂ York Central and Hudson River) in the course of which the price of freight transportation were reduced to a point almost without precedent." The connecting rails, Michigan Central and Lake Shore, were of course drawn into the fight and had to share in the cuts to aid their cooperators. However, "We have reason to hope," the Lake Shore report went on, "that better counsels will prevail and that our eastward trunk line connections will be slow to renew the warfare which worked such disastrous results inÂ 1871." Â p234Â Joy, quoting this, adds for the MC directors, "This language is applicable to our road as well as theirs, with the exception of the statement .Â .Â . that it has reason to hope that better counsels will prevail. .Â .Â . This warfare, in one form or another, seems to become chronic between those companies, and we have little hope of increased wisdom on that question." The war of the past year, he said, had been worse than that of the year before, "destroying totally the whole value of westbound business for six months of the best season of the year." Furthermore, he added gloomily, "The rapid multiplication of railroads and the intense competition created thereby is affecting seriously the value of the entire railroad property of the country." He had just cause for pessimism. The panic ofÂ 1873 was just around the corner. The Baltimore & Ohio was pushing a railhead furiously towards Chicago (which it reached inÂ 1876), so was the Erie, and a new competitor had arisen in Canada. The Erie &Â Niagara Extension Railway, incorporated in Ontario inÂ 1868, had changed its name to Canada Southern inÂ '69, with intent to build from Niagara to Detroit. But its promoter, Thompson, hawking his hopes about the market, could find no backing in Detroit or Windsor, its neighbor across the river (Terminus of the Great Western), so he planned a through line from Buffalo to Chicago, crossing the Detroit River at Grosse Isle, â¢some fifteen miles below the city. Before he had gotten far with his line in Canada, he leaped across the boundary, procured a charter in Michigan and began inÂ 1872â73 to build his Chicago extension from the Detroit River southwestward. It reached Fayette, Ohio, where the crash ofÂ '73 halted its advance forever. That track was to cross Grosse Isle separated from the mainland by a mere narrow bayou of the Detroit River6 â then bridge another channel to a little eyot called Stony Island, from which a ferry was to cross the main channel of the river to the Canadian shore just above Amherstburg. To make matters still worse, the Grand Trunk, a powerful competitor coming from Portland and Montreal, was building parallel to the Great Western and proposed crossing into Michigan up at Â p235Â Sarnia, at the outlet of Lake Huron, where the swift current kept the river freer of ice than farther down. Joy had worried long over that river crossing problem at Detroit. The ferry, good as it was, was not good enough in the face of mounting competition. InÂ 1871, in conjunction with the Great Western, he organized a tunnel company, procuring charters from Michigan and Ontario. Among the directors one finds the now-familiar names of Nathaniel Thayer of Boston and MorrisÂ K. Jesup of NewÂ York. Shafts were sunk on both sides of the river and the tunnel bore begun. But the diggers encountered such pockets of quicksand and sulphur streams emitting noxious gases which killed two workmen and felled many others that the project was given up after $200,000 had been spent. Joy now determined to make a try for a bridge, though he knew he would have to fight all the shipping interests on the lakes. He first obtained authority from the Dominion Government, which was not so susceptible to "influences" as that of the United States has always been. But when he reached Washington, he found Great Lakes shipping owners and underwriters there in force against him, and he could not prevail. It was one of his few defeats. With the economic collapse ofÂ 1873, the proud Michigan Central, whose stock had sold as high asÂ 130, now had to pass dividends, and saw its shares fall below par in the market. But a new force was gathering strength behind it. As usually stated, it was Commodore Vanderbilt who, in behalf of NewÂ York Central, began buying its stock aboutÂ 1869, when its seemed doubtful whether he or the Erie would gain possession of the Lake Shore. His son William urged his purchases in both roads. The aging Commodore had settled into provincialism in his thinking, and at first saw no reason for owning lines west of Buffalo. "If we take hold of roads running all the way to Chicago," he retorted to William, "we might as well go on to SanÂ Francisco or even to China." But William, strongly seconded by Horace Clark, recognized the growing importance of Chicago as a national solar plexus, and the necessity of not merely fragile traffic agreements with carriers west of Buffalo, but actual control of them; and old Cornelius was wise enough not only to yield to their counsels, but to enter into the plan with enthusiasm. Here let us pause to say that while Cornelius Vanderbilt was one of the greatest entrepreneurs in all railroad history, his colorful, two-fisted personality added not a little in giving him his firmly established place in American memories. But ask certain Â p236Â veteran railroaders and students of the history of the business, and they may tell you that not only first-hand observers' reports, handed down from generation to generation, but a careful analysis of the known facts point to the probability that William Henry Vanderbilt was a greater railroad genius than his father. His reign as absolute monarch of the Central and its dependencies lasted less than nine years, but he exercised an increasingly strong influence over the acts of his dynamic parent for another decade before that. The handwriting on the wall was seen by the Chicago Tribune, which said editorially on SeptemberÂ 22, 1875: It is learned that the contract recently made between the Michigan Central Railroad and Wagner's Palace Car Company has been confirmed by the directors of the road who met in NewÂ York aÂ few days ago. Mr.Â Pullman was present at the meeting, and endeavored to convince the directors that it would be to the interest of the road to continue his cars. He offered to give the company far better terms than those given by Wagner's line. And although both President Joy and General Superintendent Strong7 favored Pullman's cars, yet the influence of Vanderbilt was too strong on the Board, and Wagner's line, which is virtually owned by Vanderbilt, got the contract. There is hardly any doubt that the reports about Vanderbilt having secured a controlling interest in the line are correct. .Â .Â . The election of Mr.Â Sloan to the directory, the substitution of Wagner's sleeping cars in place of Pullman's, and the removal of the headquarters of the road from Boston to NewÂ York prove that Vanderbilt is handling the reins. Owing to the fact that Michigan Central had to pass its dividends during the past few years, it is rumored that Vanderbilt is also negotiating for the purchase of the Canada Southern Railroad, which at the present time can be had very cheap. It is believed that Vanderbilt has long had an eye on these lines so as to control all the Northwestern business, and prevent Boston from making use of the Hoosac Tunnel as a direct route to the West. The Vanderbilts had invested some money in Great Western stock, but a dominant English interest in that company was difficult Â p237Â to get along with, so the Commodore turned to the Canada Southern. That concern inÂ 1876 was bankrupt, owing its employees four months' pay and trying to settle with depreciated paper. In June, the road fell into the Commodore's lap â his last earthly triumph â for a mere guarantee of 5Â percent interest on its bonds. Now only some hooking up at each end, including a short branch from Essex to Windsor, was needed to give theÂ MC a fine, low-grade line from Buffalo or Niagara to Detroit, and they could forget about the Great Western, which, by the way, was Â p238Â deplorably hard up itself, and soon passed into the hands of the Grand Trunk. Early inÂ 1877, it was known that Joy would leave the presidency at the June meeting; and as the Commodore had passed from the scene in January, a committee of stockholders, including Russell Sage, Vermilye &Â Company, D.Â P.Â Morgan, Delafield &Â Fitch and other prominent individuals and firms signed a letter to WilliamÂ H. Vanderbilt, offering him their proxies and in effect, urging him to take over the management of the road. He replied that he did not crave any more managerial duties, but if tendered the proxies, he would use them for what he considered the best interests of the company. His wishes were expressed in the placing of the durable Samuel Sloan, who was all over the map sooner or later, in as president; he had been vice-president for aÂ year past. Thayer was now the only Bostonian left on the directorate, which had taken on a strong NewÂ York coloring. Sloan held the presidency only aÂ year, and then WilliamÂ H. took over. The new ownership had revived the talk of a better crossing at Detroit. General WilliamÂ Sooy Smith in January,Â 1877, had proposed a tunnel whose roof should project slightly above the river bed, which Joy and others denounced as folly. Joy also ridiculed Sooy Smith's estimate of $300,000 for a test tunnel, saying it was far too low. From sad experience, the old man had become very pessimistic regarding a tunnel. InÂ '79 Sooy Smith tried again to revive the project, but found Detroit cold. The bridge alternative was brought up again that year â aÂ very high bridge this time, to give shipping clearance under it (aÂ drawbridge had been discussed inÂ '73). "Meanwhile," raged the Detroit Free Press, "the citizens of Detroit, with utter lack of public spirit, looked on with supreme indifference and seemed to think the affair rather amusing, a sort of show gotten up for their benefit, with no charge for admission." But Detroit awoke with a jolt and its nerves tensed when it heard gossip that Vanderbilt proposed to bypass the city, to use the Canada Southern track as it was, tunnel under the river at Grosse Isle and join the Michigan Central main line at Ypsilanti or thereabouts. Resolutions were now drawn up, petitions were sent to Vanderbilt, editors wrote reams of copy; nevertheless, ground for the tunnel was broken at Amherstburg on AprilÂ 23, 1880, with great ceremony and the whole Vanderbilt tribe present. The Free Press described the personal appearances of all of them: The Canada Southern must have been a well-built road, for they were doing some fast running, even in those days. Engineer Macomber's feat of covering â¢111Â miles in 109Â minutes inÂ 1877 won for him the job of carrying the Vanderbilt party back eastward. He didn't quite equal his former record, but he did run the â¢229Â miles from Amherstburg to the Niagara River at an overall rate of â¢55Â miles an hour. In the midst of all the turmoil, a party of Grand Trunk dignitaries, headed by SirÂ Henry Tyler, the president, and another knight, rolled into Detroit and announced that as they had been unable to come to any satisfactory terms with Vanderbilt, they were going to build their own line from Port Huron across to Chicago. (They later tunneled under the river from Sarnia to Port Huron.) And the Wabash, which was already in Toledo, now thrust out â through a subsidiary company under the presidency of the old lion, JamesÂ F. Joy, whose deceptively benevolent, bearded countenance might easily have been mistaken for that of a Methodist bishop â aÂ tentacle into Detroit, so that it, too, had a line from Detroit to Chicago. The Vanderbilt lines were now also deprived of the business of the Burlington and other Joy lines west of Chicago, Mr.Â Joy having become an ill-wisher. Detroit, too, had no kindly feelings for the great hierarchy. In the Free Press, in those little one-line squibs which newspapers Â p240Â sprinkled down a column in those days, one might read two such items as these in juxtaposition: But when Vanderbilt's diggers found the going too tough at Grosse Isle, or for some other reason abandoned the job there, Detroit's ire was soothed. AÂ â¢22âmile offshoot of the Canada Southern was quickly built from Essex to Windsor and became a part of the main line, the portion between Essex and Amherstburg relapsing into the quietude of an unimportant branch. For aÂ quarter century more the question of the river crossing at Detroit flared up from time to time and subsided again. AÂ "winter bridge" was proposed inÂ 1883, a high-level bridge inÂ 1896 and again inÂ 1904, each time fought by the shipping interests. At long last, the tunnel now in use was built and opened for service inÂ 1910. The Michigan Central report forÂ 1879 shows that there was still terrific competition between lake boats and railroads for heavy freight, two major items of which were coal and salt. The iron ore business of northern Michigan, Wisconsin and Minnesota was still mostly held by the boats. Emigrant travel over the road had been double the volume ofÂ '78, and 165Â percent greater than that ofÂ '77. There had been a great immigration from Europe â German and Scandinavian, mostly â headed for the Northwest. Also, there had been a heavy movement from eastern Canada to Manitoba, and incredibly enough, most of it came over the Michigan Central. It seems a discouraging detour, but the Canadian Pacific had not yet been constructed, and theÂ MC was the nearest way by rail. InÂ 1882, the Canada Southern was formally leased by the Michigan Central for 21Â years. Car ferries were installed at Detroit, the road was double-tracked from end to end and new equipment ordered, including 125Â locomotives and two new dining cars (meals 75Â cents flat) before ever the NewÂ York Central had such conveniences. The new rolling stock was lettered, "Michigan Central â Canada Southern Division;" but this gave offense at Ottawa, where the authorities requested that it be changed to read, "Canada SouthernÂ Ry., operated by the Michigan CentralÂ R.R.," and though it was an expensive job, WilliamÂ H., with his usual tact, good-naturedly made the change. But it Â p241Â wasn't long until the short lease had been replaced by one running 999Â years, which seemed to be conclusive, and within aÂ few years the "Canada Southern" could be quietly erased without further objection. With the breaking of relations with the Great Western, the Grand Trunk, which had taken over that tottering concern, sought to retaliate by threatening to stop the Central's use of its Suspension Bridge at Niagara Falls. Vanderbilt's rejoinder to this was to throw across the gorge quite near it the great cantilever bridge which, with its â¢500âfoot span, was the engineering wonder of the age. Rather than ferry across the river at Buffalo (where there was as yet no bridge) he continued to run all trains over the detour via Niagara. In fact, the railroad boasted of it; aÂ never-absent line in its advertising was, "All trains run via Niagara Falls." Not only that, but even the fastest trains passing by in daylight stopped for five minutes at Falls View or Inspiration Point to give the passengers a long look at the great cataract; and in that more placid age, when people did not imagine themselves so pressed for time, thousands took that route in preference to others for that very reason.8 The practice was kept up until the International Bridge was built at Buffalo, and for some trains long after that. Detroit was still sniping at the NewÂ York control of the road. When the NewÂ York Central train shed at Buffalo fell in early inÂ 1881 â causing only four deaths, by the way â the Free Press foresaw a dread analogy. On FebruaryÂ 9 it remarked: The first Madison Square Garden, it may be remarked, was the old NewÂ York &Â Harlaem station at Twenty-sixth Street and Fourth Avenue. Detroit was granted a new depot in course of time, and finally, inÂ 1914, the present great station and office building which is one of the city's landmarks. With the resignation of WilliamÂ H. Vanderbilt inÂ 1883, there came to the head of the Michigan Central one of the most able and colorful of railroad executives â HenryÂ B. Ledyard, who had long been general manager, who now held the presidency for 22Â years, and then continued as chairman of the board until his death. Crotchety, peppery, as explosive as nitro-glycerine, un-selfâconscious and absorbed in his job almost to the point of monomania, he was like a character from fiction, a great executive who has become almost a legendary figure. AÂ thousand stories are told of his eccentricities; of the silver water-pitcher and goblet kept on a table in his office for his own use and of the frowsy messenger boy who delivered a telegram to him, and while he was signing for it, poured himself a goblet of water and drank it, the discovery of which, in the very act, practically threw the boss into apoplexy; of his visit to NewÂ York to confer with Theodore Shonts, the elevated and subway magnate, and how he poked a Canadian quarter (common currency then in Detroit) into an elÂ window to be changed, and when the functionary refused to accept it, blew up like an atomic bomb, stormed down to Shont's office and wanted the man fired; of how he once had his office building plastered with signs, "Positively no Smoking in this Building," and having seen with great contentment the last sign put in place, returned to his own office, lit a big, black cigar, threw the match into the waste-basket, set it afire, and the Fire Department had to be called to save his half-gutted room. There was human kindness in him, but he hated to expose it. Another story is that of a faithful railroad employee left with some Â p244Â small children and a little home not yet paid for, who went to him and asked if the company could not do something for her. There were no precedents for such a case, and Ledyard was gruff with her, telling her there was nothing he could do, but as a final thought, suggested that she might try another official â let us call him Mr.Â Jones; and when she had left his office, discouraged and in tears, he called Jones before she could reach that gentleman and ordered him to pay off the balance on the mortgage and give her a check forÂ $500. He didn't want to be suspected of such weakness. InÂ 1916, the Michigan Central cleared up aÂ few odds and ends by absorbing several of its dependencies since the earlyÂ 1870's â the Jackson, Lansing &Â Saginaw, Michigan Air Line, Detroit &Â Bay City, Kalamazoo &Â South Haven and others. Of the MC's capital stock, 99.4Â percent is owned by the NewÂ York Central; the old name long ago disappeared from all the rolling stock and stationery, and the road became just a principality of 466Â Lexington Avenue. But to Detroit and Michigan all these are but formalities â slightly disagreeable, it is true, but superficial, ignorable. To them it is still the Michigan Central Railroad. Street cars and buses in Detroit run, not to the NewÂ York Central station, but to the Michigan Central. One may even hear among some of the railroad veterans slightly fleering references to the "goose egg," the oval trademark of theÂ NYC. One suspects, however, that this is not malignant, but in the main nostalgic. Michigan, bless it, even believes that it created the Michigan Central, single-handed. In some histories of Detroit and of Michigan written beforeÂ 1900 you will have difficulty in finding the names of the Bostonians and NewÂ Yorkers who supplied the means and built the railroad; in fact, some of them just are not there. But it must be admitted that most Michigan-written histories, especially those compiled in later years, are more accurate. One cannot but admire and love this loyalty of the state to its great railroad. Working hand in hand, they have done much to make each other what they are. The Author's Notes: 1 According to TalcottÂ E. Wing and CharlesÂ R. Wing, whose History of Monroe County, Michigan, supplies us with most of the material relating to this episode. â 2 Atlantic and Transatlantic, NewÂ York, 1852. â 3 The most colorful list of locomotive names in railroad history is that of the Michigan Central. They were mostly in series or categories. Among the ninety-eight engines inÂ 1858 were the Ranger, Rover, Rambler, Rattler, Racer and Rusher; Bald Eagle, White Eagle, Grey Eagle, Black Eagle, American Eagle, and Golden Eagle; White Cloud, Flying Cloud; North Wind, East Wind, South Wind, West Wind, Trade Wind, Whirlwind; Greyhound, Staghound, Foxhound, Wolfhound; Grizzly Bear, Brown Bear, Black Bear, White Bear; Arab, Mameluke, Circassian, Corsair, Egyptian, Persian, Saxon, Stranger, Foreigner; Storm, Torrent, Hurricane, Cataract; Atlantic, Pacific, Arctic, Baltic, North Sea, South Sea, Red Sea, Caspian Sea, Black Sea, White Sea and many classical names. Not aÂ few of these had been built at the Detroit Locomotive Works, and were good performers. Others came mostly from NewÂ England â Manchester (twenty-eight), Boston, Lowell, Hinkley &Â Drury and Globe â with sixteen from the Michigan Central's own shops, three from Rogers and three from Schenectady. Interesting items in the superintendent's report forÂ 1865 are, "IÂ have also one mongrel engine burning coal .Â .Â . and also have an engine which has been blown up; this IÂ shall build into a coal-burner the coming year.Â .Â .Â ." â 4 The directors' report ofÂ 1861 tells of installing a windmill at Chicago to pump water for the locomotives. â 5 Letter in Detroit archives. â 6 Grosse Isle, now a large, beautifully wooded, rustic residence area for Detroiters, still has relics of this long-ago rail service; its small passenger depot, for example, which has become a public comfort station, while in the river you may see the piers of the bridge which once led to Stony Island, and the now green-clothed cutting through the rock of that little knoll to the ferry landing. â 7 William Barstow Strong, who later, as president of the SantaÂ FÃ©, became one of the greatest of rail builders, adding more than â¢4,700Â miles of track to that system and pushing its eastern terminus into Chicago. â 8 AÂ pretty story is told of the beginning of Falls View Station. Back in theÂ 1870's, Cornelius Sheehy, then superintendent of the Canada Southern, was at Niagara with a photographer, seeking some publicity pictures. His eye fell upon Loretto Academy, a Catholic girls' school, on high ground above the railroad, and he decided that a cupola on the building would be a good place from which to photograph the falls. "Go up there," said he to the photographer, "and ask the nuns to let you take pictures from that cupola." The other man, in awe of the nuns, squirmed and made excuses. "All right," said Sheehy, "I'll askÂ 'em." The permission was readily granted; in fact, the sisters were so gracious about it that upon leaving, the superintendent said to their superior, "My mother graduated from this school; and though I'm not a Catholic, IÂ have a little girl whom I'm entering right now for attendance here when she's twelve years old. And furthermore," he added as an afterthought, "I'm going to make a stop for local trains right down here in front of your building." As the story goes, the higher ups soon saw the advertising value of Falls View and began stopping all day trains there.
833	dbpedia	1	27	https://www.bostonintransit.com/products/boston-lowell-railroad-system-with-principal-connections-1886	en	Boston & Lowell Railroad System with Principal Connections 1886	http://www.bostonintransit.com/cdn/shop/products/wmark-boston_lowellsystemmap1886.jpg?v=1612997620	http://www.bostonintransit.com/cdn/shop/products/wmark-boston_lowellsystemmap1886.jpg?v=1612997620	[ "https://www.bostonintransit.com/cdn/shop/files/Boston-In-Transit-Logo-BookCover.jpg?v=1664889899&width=500", "https://www.bostonintransit.com/cdn/shop/products/wmark-boston_lowellsystemmap1886.jpg?v=1612997620&width=1946", "https://www.bostonintransit.com/cdn/shop/products/wmark-boston_lowellsystemmap1886.jpg?v=1612997620&width=1946", "https://www.bostonintransit.com/cdn/shop/products/wmark-boston_lowellsystemmap1886.jpg?v=1612997620&width=550 550w,//www.bostonintransit.com/cdn/shop/products/wmark-boston_lowellsystemmap1886.jpg?v=1612997620&width=1100 1100w,//www.bostonintransit.com/cdn/shop/products/wmark-boston_lowellsystemmap1886.jpg?v=1612997620 1281w", "https://cdn.shopify.com/s/files/1/2422/2937/files/Custom_Rear_500w.jpg?v=1573661201", "https://cdn.shopify.com/s/files/1/2422/2937/files/Black_Basic_01_500w.jpg?v=1573660979", "https://cdn.shopify.com/s/files/1/2422/2937/files/Black_Basic_02_500w.jpg?v=1573660987", "https://cdn.shopify.com/s/files/1/2422/2937/files/Black_Basic_03_500w.jpg?v=1573660992", "https://cdn.shopify.com/s/files/1/2422/2937/files/Black_Stepped_01_500w.jpg?v=1573660448", "https://cdn.shopify.com/s/files/1/2422/2937/files/Black_Stepped_02_500w.jpg?v=1573660456", "https://cdn.shopify.com/s/files/1/2422/2937/files/Black_Stepped_03_500w.jpg?v=1573660465", "https://cdn.shopify.com/s/files/1/1983/6871/files/Cherry-02-500_480x480.jpg?v=1612994213", "https://cdn.shopify.com/s/files/1/1983/6871/files/Walnut-02-500_480x480.jpg?v=1612994726", "https://cdn.shopify.com/s/files/1/2422/2937/files/Economy_01_500w.jpg?v=1573659112", "https://cdn.shopify.com/s/files/1/2422/2937/files/Economy_02_500w.jpg?v=1573659119", "https://cdn.shopify.com/s/files/1/2422/2937/files/Economy_03_500w.jpg?v=1573659126", "https://cdn.shopify.com/s/files/1/2422/2937/files/Studio_Back_500w.jpg?v=1573659366", "https://cdn.shopify.com/s/files/1/2422/2937/files/Studio_01_500w.jpg?v=1573659842", "https://cdn.shopify.com/s/files/1/2422/2937/files/Studio_03_500w.jpg?v=1573659591", "https://cdn.shopify.com/s/files/1/2422/2937/files/Studio_02_500w.jpg?v=1573659598", "https://cdn.shopify.com/s/files/1/2422/2937/files/Studio_Back_500w.jpg?v=1573659366", "https://cdn.shopify.com/s/files/1/2422/2937/files/1319_raw_edit_500.jpg?v=1580760680", "https://cdn.shopify.com/s/files/1/2422/2937/files/13x19_corner_raw_500.jpg?v=1580760697", "https://cdn.shopify.com/s/files/1/2422/2937/files/13x19_back_raw_500.jpg?v=1580760714" ]	[]	[]	[ "" ]	null	[]	null	Date: 1886Publisher: Boston & Lowell RailroadSource Collection: WardMaps LLC Boston in Transit - The BookFigure 4.15 - Mapping the Boston & Lowell, 1886Stretching from Boston to the northern tip of Lake Champlain, thick black lines represent the lines of the Boston & Lowell. This map was likely one of the l	en		Boston In Transit	https://www.bostonintransit.com/products/boston-lowell-railroad-system-with-principal-connections-1886	____________________________________________ AUTHENTIC PRINTS We sell antique prints (the actual artifact!) as well as fine art reproductions of the maps in our collection. Select "Authentic Print" from the purchase options to purchase the real deal, an artifact produced years ago. Authentic prints are available when we have them. The website will indicate "sold out" if the authentic print is no longer available. Fine art reproductions of every image in our collection are always available. Lead times: Unframed authentic prints are typically ready for shipment or pickup within a few days of order placement. Some authentic prints listed on our website must be brought in from other dealers. 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Custom/Archival Framing Economy/Non-Archival Framing Studio/No Matting Medium/No Matting Framing Why choose Custom/Archival framing? We recommend Custom/Archival frames when framing any authentic print. All authentic prints can fade when exposed to direct or indirect sunlight. Custom/Archival frames feature UV-resistant glazing to protect antique images from fading. Custom/Archival frames feature acid-free mat boards and backing boards that will not damage authentic prints. Store bought frames typically do not use UV-resistant glass nor acid-free materials. A Custom/Archival frame is the best way to protect and display an antique print for the ages. Why choose Economy/Non-Archival framing? Economy/Non-Archival frames are perfect for our fine art reproductions. Since our reproductions are archival (made with archival inks and acid-free papers), UV-resistant glazing nor acid-free boards are required to protect the reproduction. Economy/Non-Archival frames offer a sensible price point and affordable way to bring a framed image into any space. Frame Prices: All frame prices listed below do not include the cost of any reproduction print, shipping, or sales tax. See any individual map page on our site to explore calculated total costs for print + frame + sales tax + shipping. Custom/Archival Small = $125 Custom/Archival Medium = $175 Custom/Archival Intermediate = $225 Custom/Archival Large = $275 Economy/Non-Archival Small (11" x 14") = $60 Economy/Non-Archival Medium (16" x 20") = $80 Studio/No Matting (11" x 14") = $50 Medium/No Matting (13" x 19") = $60 18" x 24" No Matting = $80 (available in store only) Fine Art Reproduction Map + Frame = Total Framed Map Price: Small Print ($14.95) + Economy/Non-Archival ($60) = $74.95 Small Print ($14.95) + Custom/Archival Frame ($125) = $139.95 Studio Print ($19.95) + Studio/No Matting ($50) = $69.95 Medium Print ($29.95) + Medium/No Matting ($60) = $89.95 Medium Print ($29.95) + Economy/Non-Archival ($80) = $109.95 Medium Print ($29.95) + Custom/Archival Frame ($175) = $204.95 Interm. Print ($49.95) + Economy/No Matting* ($80) = $129.95Interm. Print ($49.95) + Custom/Archival Frame ($225) = $274.95 Large Print ($69.95) + Custom/Archival Frame ($275) = $344.95 Available in store only. Pricing Policy: We reserve the right to change, lower, or increase the price of any item at any time. If we lower a price for an item, such as when we run a sale or put an item on clearance, we do not provide retroactive refunds or credits. Frame Sizes: Custom/Archival Small: Add approximately 5" to width and 5" to height of the map. For an 8 1/2 x 11" map, frame size works out to approximately 13" +/- x 16" +/- . * Custom/Archival Medium: Add approximately 6" to width and 6" to height of the map. For a 13" x 19" map, frame size works out to approximately 19" +/- x 25" +/- . Custom/Archival Intermediate: Add approximately 8" to width and 8" to height of the map. For an 18" x 24" map, frame size works out to approximately 26" +/- x 32" +/- . Custom/Archival Large: Add approximately 10" to width and 10" to height of the map. For a 24" x 36" map, frame size works out to approximately 34" +/- x 46" +/- . Economy/Non-Archival Small = 11" x 14" Economy/Non-Archival Medium = 16" x 20" Studio/No Matting = 11" x 14"Medium/No Matting = 13" x 19" These sizes are approximate because we build each custom frame around the size of each map reproduction image size or authentic antique map size. Frame Shipping: Small and Medium Fames are shipped in robust packaging with insurance. As of Jan 1, 2023, we no longer offer shipping of Intermediate and Large Frames. We continue to offer in-store pick up for any frame, regardless of size. Framing Lead Times: Custom/Archival Frames are hand-fabricated to order at our outside fine art framer's shop. They have a lead time of 2-3 weeks before they are ready for shipment or pick up. Economy/Non-Archival Frames are hand-fabricated to order at our outside fine art framer's shop. They have a lead time of 1-2 weeks before they are ready for shipment or pick up. Studio/No-Matting and Medium/No Matting Frames have their final assembly produced in house. They have a lead time of approximately 1 week or less before they are ready for shipment or pick up. __________________________________________________ FRAME TYPES We offer three types of framing, each with various styles. Custom/Archival Framing Economy/Non-Archival Framing Studio/No Matting Medium/No Matting Framing Custom/Archival Frames are constructed from painted wood with UV-resistant glazing to protect an antique map from fading. Custom/Archival frames feature acid-free mat boards and backing boards that will not damage the antique map. Each Custom/Archival frame comes with professional paper backing, hanging wire installed, and even a hook and a nail (see photo below). We offer a variety of styles of Custom/Archival frames. Custom/Archival Frame: Black Basic Smooth black with simple profile Custom/Archival Frame: Black Stepped Smooth black with tiered profile Custom/Archival Frame: Cherry Finish This frame has a reddish-brown color with wood texture. Two versions are photographed. The thinner/smaller profile is used with small and medium frames. The thicker/larger is used with intermediate and large frames. Custom/Archival Frame: Walnut Finish This frame is brown in color with wood texture. Two versions are photographed. The thinner/smaller profile is used with small and medium frames. The thicker/larger is used with intermediate and large frames. Economy/Non-Archival Frames are constructed from painted with with plate glass. They are perfect for our reproduction maps. Since our fine art prints are archival (made with archival inks and acid-free papers), UV-resistant glazing nor acid-free boards are required to protect the reproduction. To keep costs down and offer the highest quality at the lowest price, Economy/Non-Archival frames are available in one style, black with a square profile. Each frame comes with claw hanger on the back. Studio/No-Matting Frames accommodate our Studio 11" x 14" prints and do not include a mat. To keep costs down and offer the highest quality at the lowest price, Medium/No-Matting frames are available in one style, black with a square profile. Each frame comes with claw hanger on the back.
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"https://s2.wp.com/i/logo/wpcom-gray-white.png", "https://pixel.wp.com/b.gif?v=noscript" ]	[]	[]	[ "" ]	null	[ "Alon Levy" ]	2012-01-16T00:00:00	The MBTA commuter rail lines are laid in such a way that there's an inherent tension between providing local service and providing longer-distance intercity service. It's less apparent on the Providence Line because the intercity component, i.e. Boston-Providence, follows immediately just from serving the suburbs between Boston and Providence, but elsewhere there are greater problems.…	en	https://s1.wp.com/i/favicon.ico	Pedestrian Observations	https://pedestrianobservations.com/2012/01/16/improving-the-mbta-regional-vs-intercity-service/	The MBTA commuter rail lines are laid in such a way that there’s an inherent tension between providing local service and providing longer-distance intercity service. It’s less apparent on the Providence Line because the intercity component, i.e. Boston-Providence, follows immediately just from serving the suburbs between Boston and Providence, but elsewhere there are greater problems. Good local service would have intense frequency in the inner portions of commuter lines; unfortunately, most lines only meet right next to the termini, reducing the opportunities to use interlining to create high-frequency inner segments. Good local service also needs many infill stops, while good intercity service needs higher speeds. My proposals for the Providence Line essentially go with intercity service needs, justified by the facts that Providence is a major anchor, that high top speeds are possible on the line, and that the line should also host high-speed trains. Fortunately, the Providence Line has an opportunity for more intense local service using the Stoughton Line to add frequency; while this would end up overserving Canton Junction and Route 128, Readville and points north would get adequate peak service, and acceptable off-peak service. This is not as true on other lines, especially on the North Side, in which there’s a tradeoff between fast service to outlying cities and good service within Cambridge and Somerville. Of course, the issues I’ve focused on in my previous post on the subject – electrification, high platforms, modern rolling stock – are useful for both. A fast-accelerating EMU could connect Boston with the various terminals at the same time as today’s express trains while making all stops as well as some extra infill stops. The problem comes from trying to fit trains into a clockface schedule. On a few lines, for example the Lowell Line, it’s actually easier to close very lightly used stations (Mishawum) or stations that are very close to other stations (Wedgemere). Another issue is outbound extensions. With some, there’s so little traffic beyond the current terminus, or sometimes even beyond a point slightly closer than the current terminus, that the decision should be easy. This contrasts with the MBTA’s approach of proposing more and more outer extensions. With others, the intercity functions make extensions more reasonable, within certain bounds. I believe the following list of judgment calls would be reasonable: 1. Providence Line: no extension required – the line’s natural end is Providence. If Rhode Island wants to provide a low-frequency glorified parking shuttle from Wickford Junction and the airport to Providence, it’s its business, as long as it doesn’t muck up timetabling that’s based on Providence-Boston service. 2. Stoughton Line: an extension to Taunton would work, and possibly even to New Bedford. I’m iffier on Fall River, which has stronger commute ties to Providence; however, Providence-Fall River requires too much new infrastructure to be easy. 3. Franklin Line: either extend it to Milford (which may be easier to serve from the Worcester Line), or cut it back to Franklin. The Forge Park terminus is close to a lot of office park jobs, but the local road network is so sprawled out that it’s not worth the extra few minutes of travel time. 4. Fairmount Line: building infill stations is an excellent idea, though it should be coupled with increase in frequency and service level to make them more useful. One way to improve off-peak frequency is to route all Franklin Line trains along this line, and perhaps add supplementary trains that turn at Readville. The advantage of this is that the Fraknlin and Fairmount Lines used to be one railroad, with a grade-separated crossing over the Providence Line; in contrast, the junction at Readville is flat, making it more operationally cumbersome to have trains cross from one line to the other. 5. Needham Line: no extension necessary – the only possibilities would dismember the line in favor of much lower-density suburbs than Needham. Better would be to eliminate the line entirely and put Needham on a branch of the Green Line, and restore past plans to extend the Orange Line to West Roxbury. This would dismember the line too, but in favor of more service to dense areas rather than less. I don’t know what’s Needham’s commute tie to West Roxbury, but its commute tie to Newton and Brookline is fairly strong, 1,300 vs. 3,400 to Boston and another 3,400 in-town. 6. Worcester Line: Worcester is the natural terminus, so no extension should be entertained. 7. Greenbush Line: Greenbush is the natural terminus. The greatest urbanization is on the coast rather than along the railroad, and this limits the line’s usefulness. 8. Kingston/Plymouth Line: the natural terminus is downtown Plymouth, slightly farther out from the current Plymouth station, which should be renamed North Plymouth or just closed for lack of utility. In addition, Plymouth sends Boston 2,565 commuters, and Kingston only 797. Either the roles of Kingston and Plymouth should be switched – Plymouth would get served all day and Kingston would get only supplemental rush hour trains – or the Kingston branch should be closed, and replaced with a station on the main line. 9. Middleborough Line: for ordinary regional traffic, the line should be marginally cut back, to place the Middleborough station at the center of the town. In fact, there’s a dropoff in commute volume south of Brockton, and yet another south of Bridgewater; Middleborough is a fine terminus, but is not a proper anchor like Providence, Worcester, or especially Plymouth. On the other hand, there’s some potential for intercity traffic to Cape Cod, capturing some commuters as well as vacationers heading the other way. 10. Fitchburg Line: the MBTA’s proposed extension to Gardner looks weak to me, though not completely daft. That entire region of northern Worcester County has much stronger commute tie to Worcester than to Boston, in similar vein to the issue of Fall River’s connection to Providence. The commute tie to Framingham, as in the MBTA plan to have a branch leaving Framingham toward Leominster, is even weaker than that to Boston. It would be better to have a regional line connecting Gardner to Worcester, which would also have the advantage of taking a much more direct route than the freeway network; connecting Fitchburg and Leominster would require more work and compete with I-190 directly. 11. Lowell Line: here an outbound extension is natural and desirable, since Nashua and Manchester have a nontrivial commute tie to Boston and are significant cities in themselves, though as with Cape Cod this would be more of an intercity line. New Hampshire had a plan for such an extension, but it was killed by state Republicans early last year. This is unfortunate, since Nashua in particular has a less than great freeway connection to Boston, which a fast electric train could consistently beat. 12. Haverhill Line: Haverhill is a natural terminus. Although Rockingham County has a strong commute tie to Boston, the greatest part of it comes from very sprawled out towns near I-93, far from the line. 13. Newburyport/Rockport Line: the split at Salem allows natural interlining to give the towns with the strongest commute ties the most frequency. An additional branch to Marblehead would be prudent, providing even more frequency to Lynn, Chelsea, and additional infill stops in Revere. At the north end, Portsmouth looks like a fine intercity terminus, but in fact that part of Rockingham County is a marginal commute market to Boston, better than that feeding into Haverhill but much worse than the I-93 sprawl. Not discussed above are station placement and infill stations. Station placement is relatively easy, since bad cases like Westborough and the aforementioned Middleborough and Kingston look obvious on a map. In addition, such office park stations with terrible ridership as Mishawum and River Works are already treated as such, so almost all trains skip them and their ridership is very low, making them clear candidates for closure. Infill stations are harder. The problem is that on the North Side, the four lines split too early. This means that, while infill stations are possible, it’s hard to give them adequate frequency. Short-turning local trains could help somewhat, but is the most difficult on the two lines that serve Cambridge and Somerville, the Lowell and Fitchburg Lines. It’d be much easier to do this with Lynn (which already benefits from interlining and would benefit even more from a Marblehead branch) or Malden (which has the Orange Line). That said, the Lowell Line might be able to support a local train to Winchester and an intercity train that makes zero or one intermediate stop between North Station and Winchester. The commute market is not great at this distance, though; Belmont has 3,100 Boston-bound commuters, and 290 inbound riders at its two commuter rail stations. A reroute of the Fitchburg Line along the Charles River Branch through Watertown might get more ridership; it would be slower, but it has zero intercity function, compared with strong potential at and east of Brandeis. To succeed, high frequency and short station spacing are required. For an example using the Charles River Branch, see here. On the South Side, the Worcester Line begs for infill between Yawkey and Newtonville, but some of the people it would serve may already be riding the Green Line. The Green Line doesn’t perfectly parallel the line the way the Red Line parallels the Old Colony Line or the Orange Line parallels the Providence Line and the Haverhill Line, though, and there’s room for two or three stations serving Allston, Brighton, and Nonantum. On the other hand, some of these stations would compete with Watertown somewhat, and are less ideally placed in that the Worcester Line has an intercity function whereas the Fitchburg Line doesn’t.
833	dbpedia	3	86	https://railroad.net/extending-lowell-line-to-umass-lowell-t124638.html	en	Extending Lowell Line to UMass Lowell			[ "https://railroad.net/styles/BBOOTS/theme/images/no-avatar.png", "https://railroad.net/styles/BBOOTS/theme/images/no_avatar.gif", "https://railroad.net/download/file.php?avatar=1975_1708317741.jpg", "https://railroad.net/styles/BBOOTS/theme/images/no_avatar.gif", "https://railroad.net/download/file.php?avatar=1975_1708317741.jpg", "https://railroad.net/styles/BBOOTS/theme/images/no_avatar.gif", "https://railroad.net/styles/BBOOTS/theme/images/no_avatar.gif", "https://railroad.net/styles/BBOOTS/theme/images/no_avatar.gif", "https://railroad.net/styles/BBOOTS/theme/images/no_avatar.gif", "https://railroad.net/styles/BBOOTS/theme/images/no_avatar.gif", "https://railroad.net/images/smilies/icon_smile.gif", "https://railroad.net/styles/BBOOTS/theme/images/no_avatar.gif", "https://railroad.net/images/smilies/icon_smile.gif", "https://railroad.net/styles/BBOOTS/theme/images/no_avatar.gif", "https://railroad.net/styles/BBOOTS/theme/images/no_avatar.gif", "https://railroad.net/download/file.php?avatar=275552_1478298731.jpg", "https://railroad.net/styles//BBOOTS//theme/images/no_avatar.gif", "https://railroad.net/download/file.php?avatar=276863_1562857310.jpg", "https://railroad.net/download/file.php?avatar=278220_1716946686.png", "https://railroad.net/download/file.php?avatar=278220_1716946686.png" ]	[]	[]	[ "" ]	null	[]	2013-01-09T13:45:21+00:00		en		RAILROAD.NET	https://railroad.net/extending-lowell-line-to-umass-lowell-t124638.html	Discussion relating to commuter rail, light rail, and subway operations of the MBTA. Moderators: sery2831, CRail
833	dbpedia	3	69	https://news.northeastern.edu/2022/08/09/boston-mbta-problems/	en	What can be done to fix Boston’s MBTA ‘train wreck’?	https://news.northeaster…ngeline_1400.jpg	https://news.northeaster…ngeline_1400.jpg	[ "https://news.northeastern.edu/wp-content/uploads/2024/07/NSF_1400.jpg?w=335", "https://news.northeastern.edu/wp-content/uploads/2024/08/Veep1400.jpg?w=335", "https://news.northeastern.edu/wp-content/uploads/2024/08/080724_AS_campus_feature_006.jpg?w=217", "https://news.northeastern.edu/wp-content/uploads/2023/01/MicrosoftTeams-image-132.jpeg?w=32", "https://news.northeastern.edu/wp-content/uploads/2024/08/ViennaConcert1400.jpg?w=217", "https://news.northeastern.edu/wp-content/uploads/2023/01/tanner-stening.jpg?w=32", "https://news.northeastern.edu/wp-content/uploads/2024/08/lungs_1400.jpg?w=217", "https://news.northeastern.edu/wp-content/uploads/2023/01/060822_AS_Alena_Kuzub_001-1.jpg?w=32", "https://news.northeastern.edu/wp-content/uploads/2024/08/Veep1400.jpg?w=217", "https://news.northeastern.edu/wp-content/uploads/2023/08/Erin_Kayata_001-copy-scaled-e1692651173931.jpg?w=32", "https://news.northeastern.edu/wp-content/uploads/2024/08/WallStreet1400.jpg?w=217", "https://news.northeastern.edu/wp-content/uploads/2023/11/Cyrus_Moulton_001-scaled-1.jpg?w=32", "https://news.northeastern.edu/wp-content/uploads/2024/08/lungs_1400.jpg?w=217", "https://news.northeastern.edu/wp-content/uploads/2023/01/060822_AS_Alena_Kuzub_001-1.jpg?w=32", "https://news.northeastern.edu/wp-content/uploads/2024/07/Southport1400.jpg?w=217", "https://news.northeastern.edu/wp-content/uploads/2024/05/Patrick-Daly.jpg?w=32", "https://news.northeastern.edu/wp-content/uploads/2024/07/AshaPops_PouchesandSeeds.jpg?w=217", "https://news.northeastern.edu/wp-content/uploads/2023/08/Erin_Kayata_001-copy-scaled-e1692651173931.jpg?w=32", "https://news.northeastern.edu/wp-content/uploads/2024/08/GypsyRose1400.jpg?w=217", "https://news.northeastern.edu/wp-content/uploads/2023/08/Erin_Kayata_001-copy-scaled-e1692651173931.jpg?w=32", "https://news.northeastern.edu/wp-content/uploads/2024/08/Noah_Lyles_1400.jpg?w=217", "https://news.northeastern.edu/wp-content/uploads/2023/01/cynthia-hibbert-1.jpg?w=32", "https://news.northeastern.edu/wp-content/uploads/2023/01/cynthia-hibbert-1.jpg?w=32", "https://news.northeastern.edu/wp-content/uploads/2022/08/orangeline_1400.jpg?w=1024", "https://news.northeastern.edu/wp-content/uploads/2023/01/cynthia-hibbert-1.jpg?w=32", "https://news.northeastern.edu/wp-content/uploads/2024/07/Immigrants1400.jpg?w=1024", "https://news.northeastern.edu/wp-content/uploads/2024/08/ViennaConcert1400.jpg?w=1024", "https://news.northeastern.edu/wp-content/uploads/2024/08/Sunderland1400.jpg?w=1024", "https://news.northeastern.edu/wp-content/uploads/2024/08/GypsyRose1400.jpg?w=1024", "https://news.northeastern.edu/wp-content/uploads/2024/08/Veep1400.jpg?w=1024", "https://news.northeastern.edu/wp-content/uploads/2024/08/Borderlands1400.jpg?w=1024" ]	[]	[]	[ "" ]	null	[ "Cynthia McCormick Hibbert", "Alyssa Stone", "Tanner Stening", "Alena Kuzub", "Erin Kayata", "Cyrus Moulton", "Patrick Daly" ]	2022-08-09T00:00:00	The United States as a whole underinvests in public transportation, university experts say, and the “T” is exhibit A.	en	https://news.northeaster…e-touch-icon.png	Northeastern Global News	https://news.northeastern.edu/2022/08/09/boston-mbta-problems/	With derailments, train fires and an unprecedented safety investigation by the Federal Transit Administration, the MBTA in Boston is exhibit A when it comes to the nation’s problematic relationship with public transportation systems. Northeastern University experts blame years of disinvestment in buses, subways and commuter rails on the political view that public transportation is akin to a welfare entitlement and not a fundamental public good like highways and schools. It wasn’t always that way. The wealthy used to compete for service. Now the T’s most famous regular rider—former Gov. Michael Dukakis, Northeastern professor emeritus—says it’s critically important to get back on track for the sake of the environment and the economy. “We never had the maintenance problems we’re seeing now,” says Dukakis, who regularly took the T to work as governor in the 1970s. “They certainly didn’t decide to close the system down when kids were going back to school and people were going back to work.” Several route closures are taking place over the next few weeks, including a shutdown of the new Green Line from Aug. 22 to Sept. 18 and the Orange Line from Aug. 19 to Sept. 19—the longest closure in the MBTA’s history, according to NBC and other media outlets. For observers, analysts and riders, the MBTA system currently resembles a train wreck, literally and figuratively. “It’s really sad, actually,” Daniel Aldrich, a political science and public policy professor at Northeastern University in Boston, says about the condition of the MBTA and public transit in the U.S. Public transit has not been high on the radar of politicians, he says. “We have not seen public transportation as a priority, unlike Canada. It’s the last thing we think about.” The dismal state of affairs has come about because public transit has become an afterthought when it comes to the national transportation system, Aldrich says. “I think most decision makers in North America envision public transit as some sort of service for the poor,” he says. It’s welfare or a handout, Aldrich says, adding that “highways are seen, in contrast, as being for the middle class and every American.” “I’d say the number one reason that Boston public transportation gets little respect is due to the fact that many influencers—the wealthy and privileged—generally don’t use public transportation, unlike other urban areas such as D.C.,” says Sara Wadia-Fascetti, vice provost for the Ph.D Network at Northeastern University. The Pew Research Center says individuals who are lower income, Black, Hispanic, immigrants or under age 50 are especially likely to use public transit on a regular basis. For public transit systems to work, they need to seamlessly blend together different transportation modes, including bicycle parking spaces at bus stops and rail service to airports, Aldrich says. “The crappier the services, the less people want to ride,” Aldrich says. “Then there’s less money for maintenance and upkeep. It’s a really bad vicious cycle.” People who can afford it are likely to give up and turn instead to their cars, taxis or rideshares, he says. Wadia-Fascetti’s family member is a case in point. The weekend closures of the Sumner Tunnel inspired him to give public transportation a whirl after flying into Logan last weekend, she says. His plan was to take a shuttle bus to the Blue Line into Boston, says Wadia-Fascetti, who as a professor in Northeastern’s civil and environmental engineering department helped lead initiatives resulting in advanced technologies and systems to inspect and maintain transportation networks. Rail service—an integral part of a seamless transportation system—extends to Gatwick and Heathrow Airports outside London, to Baltimore-Washington International Airport, San Francisco International Airport, Vancouver International Airport and as of 2015, Toronto International Airport. But not to Logan International Airport in Boston. Her family member was unable to succeed with his plan, Wadia-Fascetti says. “He gave up and called an Uber and then sat in tunnel traffic.” Ever since the Eisenhower administration proposed financing the interstate highway system through a federal bond issue, highways have been the big transportation winner on the national level. “It’s the car culture. We strongly subsidized freeways in the 1950s and 60s to get people out to the suburbs,” Aldrich says. The inner city and its transportation needs became synonymous with poverty. It is cities that end up “massively subsidizing” buses, subways and commuter trains, Aldrich says, a situation that pits municipal dollars for transportation against funds for education. “This is always the fight,” he says. Even so, Dukakis, a former presidential candidate who taught political science at Northeastern University, says he finds the MBTA’s current situation “baffling.” “Why the service has deteriorated so badly, particularly over these past few years, is a mystery to me,” he says. Dukakis says when the MBTA extended the Red Line from downtown Cambridge to Alewife during his administration. “We did it on time. We did it on budget,” he says. “This is all about the people you pick to run things,” he says, giving as examples his transportation secretary Frederick “Fred” Salvucci and the MBTA’s construction director, Francis “Frank” Keville, a graduate of Northeastern University who died in 1988. “The team they put together just did great work,” Dukakis says. For his part, Gov. Charlie Baker told the press this spring that the MBTA has been “wildly underinvested” for “a very long time” and that his administration has spent billions of dollars on capital improvements and maintenance. “I would argue we’ve been playing catch-up since we took office on the T,” Baker said, according to media reports that said he welcomed the FTA’s safety investigation of the MBTA. There is evidence that before car ownership became widespread, public transportation stops were coveted by wealthy individuals as well as those less well off. Wadia-Fascetti says she decided to do some digging about why her town of Winchester has two stops on the Lowell commuter rail less than a mile apart. The Wedgemere Station was built in the 1850s and rebuilt in 1957 despite the fact there was a second new station near the town center about half a mile away, she says. In 1952—while plans for the upgrade were in the works— Massachusetts Department of Public Works commissioner John Volpe, who later became governor, moved within blocks of the Wedgemere Station, Wadia-Fascetti said in an email. “Coincidence? I think not!” she says. In the future, prioritizing public transportation could include shutting down streets to vehicular traffic, creating bus-only lanes and providing reliable wifi on buses, subways and trains, Aldrich says. He says Americans probably won’t follow the example of Japan, where car purchasers have to prove they own or lease a parking spot in order to complete a vehicle purchase. But U.S. cities could follow the example of Manhattan, which charges drivers a city entry fee, Aldrich says. “I’d be thrilled personally,” he says. Dukakis says while progress is slowly being made on extending rail service to southeastern Massachusetts, a major disconnect in the regional rail system—the gap between South and North stations—still needs to be addressed. “It will take thousands of cars off the road,” he says. The planned closure of the Sumner Tunnel from May to September next year will shine a light on the importance of public transportation alternatives to car travel, Wadia-Fascetti says. “Can we use public transportation strategically [by increasing or modifying routes and services] to anticipate these future problems?” she asks. “How can we position public transportation as the savior?” “If that can happen, there may be a different view from the influencers,” Wadia-Fascetti says.
833	dbpedia	2	33	https://www.nhdinnertrain.com/	en	Cafe Lafayette Dinner Train - Scenic Dining in the White Mountains	https://www.nhdinnertrai…e_homeSlide1.jpg	https://www.nhdinnertrai…e_homeSlide1.jpg	[ "https://cldt.kinsta.cloud/wp-content/uploads/2018/09/Cafelafayette_logo_Modified2.png", "https://www.nhdinnertrain.com/wp-content/uploads/2018/09/Cafelafayette_logo_tan_2xsm.png", "https://www.nhdinnertrain.com/wp-content/uploads/2024/01/241839188_3059496910994266_5151128416425053773_n.jpg", "https://www.nhdinnertrain.com/wp-content/uploads/2024/01/406330303_1097467024696451_1792172013154623166_n.jpg", "https://www.nhdinnertrain.com/wp-content/uploads/bb-plugin/cache/44453474_2212057005738265_5925917453765836800_n-portrait-8a32049edc01fa0b25d4b364cac63782-y0of74t2pvxu.jpg", "https://www.nhdinnertrain.com/wp-content/uploads/bb-plugin/cache/248200277_3089200654690558_6893010187921340788_n-portrait-a2f0b8c1bad98f0759a2be42e349fd26-li2yqrxcp6jt.jpg", "https://www.nhdinnertrain.com/wp-content/uploads/2018/09/rolls-300x300.jpg", "https://www.nhdinnertrain.com/wp-content/uploads/2024/01/418057440_1459707878222644_4989222939965986843_n-300x225.jpg", "https://www.nhdinnertrain.com/wp-content/uploads/2024/01/417556559_291214367285660_4233472421525552081_n-300x225.jpg", "https://www.nhdinnertrain.com/wp-content/uploads/2024/01/167929026_2939675616309730_4181953252545698197_n-300x300.jpg", "https://www.tripadvisor.com/img/cdsi/partner/tripadvisor_logo_115x18-15079-2.gif" ]	[ "https://www.youtube.com/embed/aOKXoOAWmB0?feature=oembed" ]	[]	[ "" ]	null	[]	2024-04-03T14:04:38+00:00	Cafe Lafayette Dinner Train is the premiere dining experience in the White Mountains of New Hampshire. Located in North Woodstock, NH	en	https://www.nhdinnertrai…avicon-32x32.png	Cafe Lafayette Dinner Train	https://www.nhdinnertrain.com/	Located in the scenic White Mountains of New Hampshire, a trip on the Cafe Lafayette Dinner Train offers something totally different. Featuring a two hour train ride complete with a 5 course dinner aboard 1950's restored vintage rail cars, the Cafe Lafayette Dinner Train is a dining experience of a lifetime. The Trip: The Cafe Lafayette travels 20 miles along the Pemi River Valley, on a historic timberline dating back to the early 1800's. Once aboard, we head south from our train station in North Woodstock, through the woods, over 3 trestle bridges, through the Jack-O-Lantern golf course, and a Christmas tree farm in Thornton. We then return on the same line back to our train station in North Woodstock.
833	dbpedia	3	90	https://preservation.mhl.org/445-lowell-street	en	Andover Historic Preservation	https://preservation.mhl…PG?itok=Txe8ZZ8W		[ "https://preservation.mhl.org/sites/default/files/styles/medium/public/images/survey/445%20Lowell%20St%20b.JPG?itok=Syk3vKtn", "https://preservation.mhl.org/sites/default/files/styles/galleryformatter_slide/public/images/survey/Haggetts%20Station%20c.%201910.JPG?itok=Txe8ZZ8W", "https://preservation.mhl.org/sites/default/files/styles/galleryformatter_slide/public/images/survey/1906%20Haggetts%20Station.JPG?itok=wdliQol3", "https://preservation.mhl.org/sites/default/files/styles/galleryformatter_thumb/public/images/survey/Haggetts%20Station%20c.%201910.JPG?itok=0ccc8PKt", "https://preservation.mhl.org/sites/default/files/styles/galleryformatter_thumb/public/images/survey/1906%20Haggetts%20Station.JPG?itok=1uRstkku", "https://preservation.mhl.org/sites/default/files/images/Andover-Preservation-Commission-logo.png", "https://preservation.mhl.org/sites/default/files/images/Andover%20Center%20for%20History%20and%20Culture%20logo%20150.png", "https://preservation.mhl.org/sites/default/files/files/MHL_150.png" ]	[]	[]	[ "" ]	null	[]	null		en	https://preservation.mhl.org/sites/default/files/favicon_0.ico		https://preservation.mhl.org/445-lowell-street	445 Lowell St – Haggett Station Depot The Lowell - Lawrence Rail Road line was built in 1847-1848 from Tewksbury to the new city of Lawrence. Lawrence was established in 1845 on the Merrimack River by annexing land from Andover on the south and Methuen on the north side of the river. The great dam was constructed at the falls just west of the Andover Bridge and canals dug along the banks to deliver water power to the mills. At this time only the Boston to Lowell Railroad and the Andover–Wilmington Rail line to Haverhill were in operation. The lines would merge to become the Boston and Maine Railroad. To service the rapidly growing city the Andover line was relocated to connect to Lawrence in 1848. A spur line off the Lowell line cut through Tewksbury and West Parish in Andover to connect to the central station in Lawrence. Andover Advertiser, May 14, 1869 - A Target station has been established on the Lowell & Lawrence Railroad, near the William place, in West Andover. A published photo from the collection of the Beverly Historical Society states 1866 as the date it was built. The station at Haggett’s Pond served as a stop for summer visitors to Bailey’s Grove on the pond, a popular picnic ground. Ice house also dotted the shore line on the west side of the pond. Ice could be shipped out to the cities faster and in larger quantities. The station also provided transportation for students attending Punchard High School on Bartlet Street in Andover Center. They would travel to Lawrence then switch to a train back to Andover Depot. In the 1890’s a Trolley car could also be used from Lawrence down Main St in Andover. Ridership dropped on this line after WWI in part due to automobile ownership. Aug.15, 1924 Andover Townsman - pg. 4. Haggetts Pond Train Discontinued. The Haggetts Station was located on the north side of Lowell Street and the line ran along the west side of the Seth Chase farm that stood on the site at 38 Haggetts Pond Road. After Chase died his daughters sold the property to the American Woolen Company in 1923. William M. Wood, President of the A.W.Co., purchased several farms in West Andover as part of his development plan of Shawsheen Village. The farms were to provide milk, eggs and produce for the residents of the village. Mr. Wood died in February 1926 and the land holdings were sold off that summer. George M. Hunter purchased the Chase property on Aug. 10, 1926 and the parcel contained 8.23 acres extending from Lowell St. to Haggetts Pond Rd. George worked for the American Woolen Co. as a Manager of their bag and burlap mill in Lawrence. He lived at #440 Lowell Street with his bride Beatrice (Monroe) Hunter and in 1920 also owned #442 and #444 Lowell Street. George Matthew Hunter was born June 28, 1873 in Lawrence, son of John & Marion Maria (Colquhoun) Hunter, both Scottish immigrants. George was the youngest of three children to John and Marion, two brothers; John W. b. July 18, 1866 d. Sept. 28, 1873 and Alexander b. 1868. His mother Marion died on Feb. 23, 1875. The 1880 census lists George Hunter age 7, as adopted son, living with his grandfather John Colquhoun age 75 and his two children, Alexander age 25 a butcher and Elizabeth age 28 mill worker. George would continue to live with his Aunt Elizabeth Colquhoun. In 1900 they had moved to Andover and rented at 234 Main St. George is an upholsterer. George later went to work for the American Woolen Co., lived in Methuen. The 1920 Census lists George on (#444) Lowell St., age 45, with his Aunt Elizabeth now 75. George married on June 21, 1922 to Beatrice Elizabeth Monroe b. Aug. 12, 1895 in Bradford, MA dau. of Joseph W. & Grace Jane (McGillivray) Monroe. We believe the Haggetts Pond Depot was part of the 8.25 acre parcel and moved by George to 48 Haggetts Pond Rd in 1927. The old station was converted into cottage home and in 1930 Andrew Kerr Innes, wife Grace I., and three children are renting the home. Grace Innes was the sister of Bernice Hunter. George died on Dec. 22, 1928 and Bernice inherited the property. She remained in the home at 440 Lowell St and sold the Station house Andrew K. & Grace Innes on Oct. 30, 1943.
833	dbpedia	1	66	https://www.abandonedrails.com/lexington-branch	en	The Lexington Branch	https://www.abandonedrails.com/favicon.ico	https://www.abandonedrails.com/favicon.ico	[ "https://www.abandonedrails.com/img/external-links.png", "https://www.abandonedrails.com/img/user-comments.png" ]	[]	[]	[ "" ]	null	[]	null	History, map and pictures of the abandoned Lexington Branch between West Cambridge and Concord, Massachusetts.	en	apple-touch-icon.png		https://www.abandonedrails.com/lexington-branch	This line started out in 1846 as the Lexington and West Cambridge Railroad, which connected its namesake towns in Massachusetts. It continued under the name of Lexington and Arlington Railroad in 1867, was purchased by the Boston and Lowell Railroad in 1870, and by 1873, under its Middlesex Central Railroad subsidiary, had reached as far west as Concord. The Boston and Maine Railroad purchased the entire line outright in 1887. Passenger service remained strong through the early- to mid-1900s, and the Massachusetts Bay Transportation Authority acquired the line to continue commuter service, with B&M retaining trackage rights along the line for freight service. A passenger train stranded at the Bedford Station during a snow stored spelled the end of MBTA's passenger service along the line in 1977, and freight service was discontinued soon after in 1981. The line was abandoned in segments over time. The furthest western reaches of the line in Concord were abandoned in 1926; and the section between Bedford and Concord seeing abandonment in 1962. Rail service continued along the line to Bedford until the last freight train in 1981. Finally, in 1992, the entire line was rail-banked, and the right-of-way now serves as the Minuteman Bikeway today.
833	dbpedia	0	1	https://thewestendmuseum.org/history/era/west-boston/the-many-faces-of-north-station/	en	The Many Faces of North Station – The West End Museum	https://thewestendmuseum…-sign-1_orig.jpg	https://thewestendmuseum…-sign-1_orig.jpg	[ "https://thewestendmuseum.org/wp-content/uploads/2021/10/Logo_WestEndMuseum-MainLogo-RedGold-200x200-1-e1633365228887.png", "https://thewestendmuseum.org/wp-content/uploads/2021/10/Logo_WestEndMuseum-MainLogo-RedGold-200x200-1-e1633365228887.png", "https://thewestendmuseum.org/wp-content/uploads/2021/11/commonwealth_3f463109f_access800.jpg", "https://thewestendmuseum.org/wp-content/uploads/2022/08/BM-Haymarket-Station.jpg", "https://thewestendmuseum.org/wp-content/uploads/2021/11/TheWestEndMuseum-Homepage-BostonMA-About.png", "https://thewestendmuseum.org/wp-content/uploads/2022/08/North-Station-and-the-Hotel-Manger.jpg", "https://thewestendmuseum.org/wp-content/uploads/2022/11/North_Station_-from_North_Bank_Bridge.png", "https://thewestendmuseum.org/wp-content/uploads/2022/11/IMG_8126.jpg", "https://thewestendmuseum.org/wp-content/uploads/2024/08/Gov-Center-Plans-110x80.jpg", "https://thewestendmuseum.org/wp-content/uploads/2024/07/Matthiessen_withcat-110x80.jpg", "https://thewestendmuseum.org/wp-content/uploads/2024/07/Massachusetts_Towns_by_Population_2020_census-110x80.png", "https://thewestendmuseum.org/wp-content/uploads/2024/07/Berenson-at-90-110x80.jpg", "https://thewestendmuseum.org/wp-content/uploads/2024/07/109-Court-Street-Print-110x80.jpg", "https://thewestendmuseum.org/wp-content/uploads/2024/07/Bromley-Atlas-1917-Nims-110x80.png", "https://thewestendmuseum.org/wp-content/uploads/2024/08/Gov-Center-Plans-80x60.jpg", "https://thewestendmuseum.org/wp-content/uploads/2024/07/Matthiessen_withcat-80x60.jpg", "https://thewestendmuseum.org/wp-content/uploads/2024/07/Massachusetts_Towns_by_Population_2020_census-80x60.png", "https://thewestendmuseum.org/wp-content/uploads/2024/07/Berenson-at-90-80x60.jpg", "https://thewestendmuseum.org/wp-content/uploads/2024/07/109-Court-Street-Print-80x60.jpg", "https://thewestendmuseum.org/wp-content/uploads/2024/07/Bromley-Atlas-1917-Nims-80x60.png", "https://thewestendmuseum.org/wp-content/uploads/2024/06/Last-Tenement-Ribbon-Cutting-80x60.png", "https://thewestendmuseum.org/wp-content/uploads/2024/06/PT_furcoat-80x60.jpeg", "https://thewestendmuseum.org/wp-content/uploads/2024/06/Mayhew-engraving-portrait-80x60.png", "https://thewestendmuseum.org/wp-content/uploads/2024/06/Charles-Sumner-with-Emancipation-Proclamation-80x60.png", "https://thewestendmuseum.org/wp-content/uploads/2021/10/Logo_WestEndMuseum-MainLogo-White-400x400-1-e1638390173783.png" ]	[]	[]	[ "" ]	null	[ "Bob Potenza" ]	2022-11-25T15:11:45-05:00	For tens of thousands of daily commuters, North Station is a final destination to work and a starting point for home. For many others, it is a stop along the way to somewhere else. But few of today’s commuters know that over the past two centuries, there have actually been several train stations in the West End– built in grand style – that predated the North Station we know today.	en	https://thewestendmuseum…mentBuilding.png	The West End Museum – Boston's Neighborhood Museum	https://thewestendmuseum.org/history/era/west-boston/the-many-faces-of-north-station/	For tens of thousands of daily commuters, North Station is a final destination to work and a starting point for home. For many others, it is a stop along the way to somewhere else. But few of today’s commuters know that over the past two centuries, there have actually been several train stations in the West End– built in grand style – that predated the North Station we know today. Boston was one of young America’s principal cities and ports, yet its physical growth had always been constrained by its location on the Shawmut peninsula. In the early 19th century, architect Charles Bulfinch proposed addressing the problem by filling in the marshes around Boston to accommodate new urban development. His first such project, what would later become known as the Bulfinch triangle, was a grid of new streets arranged on the former Mill Pond in today’s West End neighborhood. By the second half of the 19th century, all railroads connecting Boston to points north and west of the city crossed the Charles River, and four of these eight railroads erected depots in the Bulfinch Triangle In 1835 the Boston and Lowell (B&L) Railroad chose Lowell Street as the location for its depot. It was later joined on the same street by stations of the Eastern and Fitchburg Railroads which built their stations on Causeway. To stand out from the others, each chose a unique architectural style―French Second Empire, Italianate, and Gothic Revival, for its depot. Unlike its competitors, the Boston and Maine Railroad (B&M) constructed its depot a few blocks south on Haymarket Square. Despite enjoying some distance from its competitors, the owners of the B&M were still interested in style, choosing a Greek Revival design for its structure. The B&M depot displayed two-story pilasters with elaborate capitals supporting a large pediment in whose center was a clock—an all-important element for travelers trying to make a scheduled departure. Over the next forty years, the B&M became the predominant railway company in the Northeast. Through a calculated campaign of acquisition and consolidation starting in 1842, it the gained charters in New Hampshire and Maine, and later purchased 47 competing regional short lines. By 1887 the B&M had sole control of the Boston-Portland route and access into Vermont and Quebec through lease agreements with the Eastern and the B&L railroads. Seeing a need to unite its services under one roof, the B&M began construction of a new North Union Station in 1893, just south of the current North Station structure. Replacing the former depots on Causeway Street, the North Union Station’s façade would feature an 80-foot-high granite triumphal arch flanked by four massive columns, and its eastern side was formed by a five-story baggage and express building. North Union Station was opened in stages from 1893 to 1894, and by the time it was fully completed, the station had become popularly known as “North Station.” The first North Station stood for only three decades before it was torn down in 1927 in favor of a larger depot that included a new arena―Boston Garden―above the ground-floor waiting room and concourse. This innovative plan was based on New York City’s Madison Square Garden, and in keeping with the trends of the time was designed in the popular Art Deco style. The new station would have an imposing neoclassical design whose façade was dominated by a large triumphal arch that represented the railroad’s power. It also featured a round arch with a coffered ceiling roughly two stories high, flanked on each side by two columns with Ionic capitals that sat upon bases of rusticated stone. Arcaded wings six-bays across spread out from the central arch and their centers supported large clock faces. Beyond the arcades were the waiting rooms that received ample light from bands of clerestory windows. The concourse was similarly brightened by large skylights to dispel the notion that train sheds of the era had to be dark and smoky. The new North Station and Boston Garden opened in 1928. For the next fifty years, the second North Station would go through many alterations. In 1985 it received replacement trestles, new tracks, and platforms after a fire in 1984. In 1989, the MBTA paid $13.7 to raise the five commuter rail platforms for accessibility, and in 1990 an underground garage and platform were added. Finally, in 1993, the state reached a deal to replace the aging Boston Garden. In exchange for the land and easements to construct the new Fleet Center, the developer constructed a train shed and waiting area on the ground floor and a subway tunnel under the arena to replace the subway lines above Causeway Street. The result was a combined underground “superstation,” allowing for pedestrian access to North Station. The third North Station and the new Fleet Center opened in 1995. Two new expansions took place in 2006; the station’s waiting area was enlarged and the number of tracks expanded to 12. This $5 million project, completed in 2007, added 20,000 square feet of waiting and retail space. Along the way, the name of the arena above the station changed several times, ultimately becoming TD Garden. In 2019, North Station got a new entrance and a tunnel connecting Amtrak–commuter rail services. This ended the disjointed journey of commuters who had to go outside when transferring between the subway and the commuter rail or Amtrak. That same year, thanks to Amtrak’s service to Maine, North Station became the 24th busiest Amtrak station in the country, and the sixth busiest in New England. Over the years, North Station – and the West End – has been the focal point of rail travel between Boston and points west and north. The station’s continued importance can be seen in the most recent development projects surrounding it that have added more modern living and office spaces, entertainment venues, and dining and drinking establishments to an increasingly vibrant neighborhood.
833	dbpedia	2	64	https://maineanencyclopedia.com/railroads/	en	Maine: An Encyclopedia	https://maineanencyclope…loads/MAE-16.jpg	https://maineanencyclope…loads/MAE-16.jpg	[ "https://maineanencyclopedia.com/wp-content/uploads/MaE-logo.png", "https://maineanencyclopedia.com/wp-content/uploads/MaE-logo.png", "https://maineanencyclopedia.com/wp-content/uploads/MaE-logo-mobile.png", "https://maineanencyclopedia.com/wp-content/uploads/MaE-logo-mobile.png", "https://maineanencyclopedia.com/wp-content/uploads/131115003-Copy-1-620x465.jpg", "https://maineanencyclopedia.com/wp-content/uploads/railmap-180x240.jpg", "https://maineanencyclopedia.com/wp-content/uploads/railmap-180x240.jpg", "https://maineanencyclopedia.com/wp-content/uploads/nomejct11-620x397.jpg", "https://maineanencyclopedia.com/wp-content/uploads/nomejct11-620x397.jpg", "https://maineanencyclopedia.com/wp-content/uploads/01090222-Copy-180x90.jpg", "https://maineanencyclopedia.com/wp-content/uploads/01090222-Copy-180x90.jpg", "https://maineanencyclopedia.com/wp-content/uploads/02100323-Copy-180x90.jpg", "https://maineanencyclopedia.com/wp-content/uploads/02100323-Copy-180x90.jpg", "https://maineanencyclopedia.com/wp-content/uploads/120123032-Copy-1-180x90.jpg", "https://maineanencyclopedia.com/wp-content/uploads/120123032-Copy-1-180x90.jpg", "https://maineanencyclopedia.com/wp-content/uploads/rroob-Copy1-180x473.jpg", "https://maineanencyclopedia.com/wp-content/uploads/rroob-Copy1-180x473.jpg", "https://maineanencyclopedia.com/wp-content/uploads/161022003-Copy-180x120.jpg", "https://maineanencyclopedia.com/wp-content/uploads/161022003-Copy-180x120.jpg", "https://maineanencyclopedia.com/wp-content/uploads/161022004-Copy-180x120.jpg", "https://maineanencyclopedia.com/wp-content/uploads/161022004-Copy-180x120.jpg", "https://maineanencyclopedia.com/wp-content/uploads/161022016-Copy-180x120.jpg", "https://maineanencyclopedia.com/wp-content/uploads/161022016-Copy-180x120.jpg", "https://maineanencyclopedia.com/wp-content/uploads/woodla02-280x141.jpg", "https://maineanencyclopedia.com/wp-content/uploads/woodla02-280x141.jpg", "https://maineanencyclopedia.com/wp-content/uploads/stockh07-620x234.jpg", "https://maineanencyclopedia.com/wp-content/uploads/stockh07-620x234.jpg", "https://maineanencyclopedia.com/wp-content/uploads/vanbur03-280x176.jpg", "https://maineanencyclopedia.com/wp-content/uploads/vanbur03-280x176.jpg", "https://maineanencyclopedia.com/wp-content/uploads/oakfiest1-280x186.jpg", "https://maineanencyclopedia.com/wp-content/uploads/oakfiest1-280x186.jpg", "https://maineanencyclopedia.com/wp-content/uploads/caribo021-280x118.jpg", "https://maineanencyclopedia.com/wp-content/uploads/caribo021-280x118.jpg", "https://maineanencyclopedia.com/wp-content/uploads/frenvl091-180x135.jpg", "https://maineanencyclopedia.com/wp-content/uploads/frenvl091-180x135.jpg", "https://maineanencyclopedia.com/wp-content/uploads/unitysta-180x101.jpg", "https://maineanencyclopedia.com/wp-content/uploads/unitysta-180x101.jpg", "https://maineanencyclopedia.com/wp-content/uploads/mec420a-620x242.jpg", "https://maineanencyclopedia.com/wp-content/uploads/mec420a-620x242.jpg", "https://maineanencyclopedia.com/wp-content/uploads/mec470b-180x257.jpg", "https://maineanencyclopedia.com/wp-content/uploads/mec470b-180x257.jpg", "https://maineanencyclopedia.com/wp-content/uploads/woolwi04-180x270.jpg", "https://maineanencyclopedia.com/wp-content/uploads/woolwi04-180x270.jpg", "https://maineanencyclopedia.com/wp-content/uploads/110921003-Copy-180x135.jpg", "https://maineanencyclopedia.com/wp-content/uploads/110921003-Copy-180x135.jpg", "https://maineanencyclopedia.com/wp-content/uploads/10100904-Copy-180x135.jpg", "https://maineanencyclopedia.com/wp-content/uploads/10100904-Copy-180x135.jpg", "https://maineanencyclopedia.com/wp-content/uploads/10100946-Copy-180x135.jpg", "https://maineanencyclopedia.com/wp-content/uploads/10100946-Copy-180x135.jpg", "https://maineanencyclopedia.com/wp-content/uploads/09092504-Copy1-620x415.jpg", "https://maineanencyclopedia.com/wp-content/uploads/09092504-Copy1-620x415.jpg", "https://www.paypalobjects.com/en_US/i/scr/pixel.gif", "https://www.paypalobjects.com/en_US/i/scr/pixel.gif", "https://maineanencyclopedia.com/wp-content/uploads/maine-bicentennial.png", "https://maineanencyclopedia.com/wp-content/uploads/maine-bicentennial.png" ]	[]	[]	[ "" ]	null	[ "Jim" ]	2012-02-27T13:47:17+00:00	A Brief History of Railroads Maine Railroad technology was first developed in Great Britain, and included Richard Trevithick's steam locomotive of 1804 and George Stevenson's locomotive "Rocket" of 1829. In addition to the standard gauge (width) lines reviewed here, narrow gauge railroads also had a special role to play in the state. The first railroad	en	https://maineanencyclope…loads/MAE-16.jpg	Maine: An Encyclopedia \| Articles about Maine history, government, ecology, economy, recreation, towns, natural features, famous people, sports, with maps, photos, and videos.	https://maineanencyclopedia.com/railroads/	A Brief History of Railroads Maine Railroad technology was first developed in Great Britain, and included Richard Trevithick’s steam locomotive of 1804 and George Stevenson’s locomotive “Rocket” of 1829. In addition to the standard gauge (width) lines reviewed here, narrow gauge railroads also had a special role to play in the state. The first railroad companies in Maine were chartered in 1832 and 1833, and, after some initial difficulties, the first line of tracks was completed in 1836 by the Bangor & Piscataquis Canal & Railroad from Bangor to Old Town. This became the second railroad in New England after the Boston & Lowell Railroad, which began operations in 1835. After a century of expansion, little was done to enlarge the rail network in Maine. The peak year of railroad mileage in the country was in 1920, and in Maine in 1924 with approximately 2,380 miles. From the 1920’s onward, the abandonment, and in most cases, the removal of track was the norm in Maine. A line was built to connect the South Portland Shipyard to rail early in World War II. Not until the 1970’s, 80’s, and 90’s was any significant work done on Maine’s railroads. Interestingly, American railroads today carry more freight than was moved in the first Golden Age of railroading. The Northern Maine Junction in Hermon, just west of Bangor, links the north-south Bangor and Aroostook with the east-west Maine Central system. Short line narrow gauge railroads were built to move wood from forests to mills. A few connected local communities, such as one connecting Wiscasset to Albion running along the Sheepscot River. Another in northern Franklin County ran from Farmington to Rangeley, and from Strong to Kingfield and Bigelow. Others connected Bridgton with the Maine Central Railroad, and Monson with the Bangor and Aroostook Railroad. Early Railroad Stations Some 19th century railroad station survive, many thanks to the National Register of Historic Places. [Search “railroad stations” (with quotes) for articles related to them.] Here are three examples: (click to enlarge any photos) AMTRAK Passenger service was restored in 2002 in southern Maine as AMTRAK operated the Downeaster over Guilford Rail System tracks, providing trains several times daily between Portland and Boston, with several stops along the way in Maine, New Hampshire, and Massachusetts. Maine stations, from south to north, are as follows: Wells, Saco, Old Orchard Beach, Portland, Freeport, and Brunswick. At Old Orchard Beach the service recalls the time when tourism thrived decades ago thanks to the train service from Boston and New York. The Northern New England Passenger Rail Authority sets policy for the Downeaster. In 2012 the service was extended north of Portland to Freeport and Brunswick. Residents and businesses in Lewiston, Augusta and Rockland have expressed an interest in participating. In 2016 a $13 million “Layover Facility” was completed in Brunswick (below), enabling improved AMTRAK service to Boston. It eliminated the need to runs train for hours awaiting the next trip and provided the opportunity for indoor maintenance. Track improvements in 2016 allowed an additional train to Boston. Aroostook Valley Railroad The construction of the Aroostook Valley Railroad began in 1909 with a line from Washburn to Presque Isle and was operational in June 1910. In following years, branch lines were constructed in New Sweden, Carson, and Caribou. The financing of the Aroostook Valley Railroad was done through the issuance of stocks and bonds which were paid off in 1952. In its prime years, the Aroostook Valley Railroad owned thirty-two miles of mainline track. The photo at right is of the now defunct Colby Siding on the Colby Road in Woodland, west of Caribou. Normal operations called for a train to make one round trip per day between Presque Isle and Caribou. It was eventually abandoned and closed up in early 1996. Bangor and Aroostook Railroad In 1864, a group of businessmen from Bangor obtained a charter from the State of Maine to construct a railroad from Bangor to Moosehead Lake. The first president of the line was Hannibal Hamlin. In 1868, the State of Maine granted 75,000 acres to the company for the construction of the railroad. In 1891, the Bangor and Aroostook Railroad (BAR) was incorporated as it combined the Bangor and Piscataquis Railroad and the Bangor and Katahdin Railroad. In 1893, a BAR train operated to Houlton. Oakfield, just south west of Houlton, has maintained the station there as a museum. The main line reached Caribou and the branch to Fort Fairfield was completed in 1894. By 1905, connections were made to Patten, Limestone, Ashland, and Van Buren. A station house and water tower were built in Frenchville in 1910. The local historical society has preserved them and a caboose along U.S. Rouse 1. By 1905, the railroad had also extended to the deep water port of Searsport, near Belfast, in Waldo County. The pulp and paper industry is the primary source of traffic for the BAR. Other major sources of traffic are: potatoes, petroleum, mill products, and chemicals. In 1995, Iron Road Railways bought the Bangor & Aroostook Railroad. Belfast and Moosehead Lake Railroad The Belfast and Moosehead Lake (B&ML) Railroad was founded in 1867 and became operational in 1870. Maine Central Railroad operated the line for 54 years until it reverted back to the City of Belfast in 1926. Passenger service was a vital part of the line’s operation and continued to be so until insurance rates and the decline of passengers forced its discontinuance in March of 1960. The Belfast and Moosehead Lake Railroad operates 33.07 miles of railroad between Belfast and Burnham Junction, Maine. In 1973, some 3,516 railcars were handled on the rail line. A study that same year showed that in 1973 there were 32 firms that used B&ML Railroad. During the annual Common Ground Fair held in Unity, the B&ML shuttles thousands of passengers between Unity Station and the fairgrounds. Since the mid-1980’s, excursion trains have been the primary traffic on this line. Boston & Maine Railroad The Boston and Maine’s origins go back to the earliest days of railroading in New England. The Boston & Lowell and the Andover & Haverhill Railroads extended rail service to the Maine border in South Berwick by 1843. The Portland, Saco and Portsmouth RR was formed to build a railroad from Portland to South Berwick in 1842. This connected with the Boston and Maine in South Berwick. In 1887, Boston & Maine purchased the Portland, Saco and Portsmouth Railroad. The Boston to Portland railroad passed within two miles of Old Orchard Beach in 1842 and the Grand Trunk Railroad connected Old Orchard Beach to Montreal in 1853, encouraging Canadians to visit the beach. By 1873 the Boston & Maine Railroad passed through the town, now served by Amtrak. The Boston and Maine RR operated 42.81 road miles in the State of Maine. All of their lines were operated in York and Cumberland Counties. In 1973, there were 6 through trains per day and 309 firms utilizing the Boston & Maine service. In 1965, the Boston & Maine’s extensive passenger service from Boston to Portland was abandoned. After years of effort by supporters, especially the organization TrainRiders/Northeast, Boston to Portland passenger service was restored on December 14, 2001 with a VIP 12-car inaugural trip from Boston. The regular AMTRAK service on the “Downeaster” began the following day with tickets costing $21 one-way and $35 round-trip. At an initial 60 miles per hour, twice the speed of most freight trains, covering the 114 mile distance took approximately 2 hours and 45 minutes. Maine Central Railroad The Maine Central Railroad Company was organized in October, 1862 in Waterville. The main line from Waterville to Portland via Augusta and Brunswick, known as the Lower Road, was purchased in 1870. In the same year, Maine Central acquired railroad from Augusta to Skowhegan, now known as the Skowhegan branch. In 1871, Maine Central acquired rail line from Brunswick to Lewiston and from Leeds Junction to Farmington. In 1883, it then acquired the rail line from Bucksport to Bangor, which is now known as the Bucksport branch. The line from Bangor to Mattawamkeag was purchased in 1955. What is now known as the Calais Branch between Bangor and Calais was originally built in 1832 with wooden rails and horse drawn power. This was the first railroad built in the State of Maine. Guilford Trans. Ind. (GTI) acquired Maine Central RR & the Boston and Maine RR in the early 1980’s. St. Lawrence & Atlantic Railroad/Canadian National Railroad In 1843, John A. Poor of Portland advocated building a railway from Montreal to Portland in conjunction with a railroad through Maine east to Saint John, New Brunswick and Halifax, Nova Scotia. This resulted in the formation of the Atlantic & St. Lawrence Railroad in Maine which is today known as the St. Lawrence & Atlantic Railroad. The railroad was opened for traffic on July 18, 1853 and was taken over by the Grand Trunk the same year. At Portland, the Grand Trunk developed extensive port facilities including two grain elevators, and established a connection with the Boston & Maine railroad which ran from Portland to Boston. The major source of tonnage was the export and import of Canadian traffic at Portland. However, after 1933, tonnage at Portland dropped dramatically as Canada’s policy of favoring their own ports became more pronounced. During the period 1960 through 1974, a number of fires destroyed most of the railroad’s waterfront facilities and the last grain elevator was dismantled. A portion of this waterfront property was then sold to the State of Maine and is the current site of Port of Portland. This railroad is currently affiliated with the Canadian National railroad and runs through Maine, New Hampshire, Vermont, and Quebec. In October 1994, a rail/truck intermodal facility was opened in Auburn with the help of the Maine Department of Transportation (MDOT). The St. Lawrence and Atlantic Railroad is affiliated with the Canadian national Railroad, and runs from Portland to Montreal, Canada. Maine Coast Railroad The Maine Department of Transportation returned 90 miles of track, once owned by Maine Central Railroad, to year-round freight operation (Brunswick to Rockland and Augusta). It once had a lease and operating agreement with Maine Eastern Railroad, which provided seasonal (May to October) passenger service between Brunswick and Rockland. The trip crossed the Kennebec River on the Old Bath-Woolwich Bridge adjacent to the new motor vehicle span on the upstream side. Passenger cars were restored with vintage style coaches. Scenery between Rockland and Brunswick included water views, woods and fields, and glimpses of villages along the way. Below are two scenes from the train in October, 2010. The service has been discontinued. Eastern Maine Railroad Maine Eastern Railroad operates between Brownville and Vanceboro. Canadian American Railroad operates from Brownville to the Quebec border and beyond. The entire line, part of the tracks running from St. John, New Brunswick to Montreal, was constructed in the 1880’s by Canadian Pacific, Ltd. That company divested all lines east of Montreal in the 1990’s as they concentrated their rail business on the western Canadian routes. Electric Railroads and Trolleys The late 19th century ushered in the era of “electric railroads” or trolleys. They often served recreational destinations outside towns and cities. As tourism-based building accelerated in Old Orchard Beach, the electric trolley linked Biddeford to the beach in 1892; another connected it to Portland in 1903. The Seashore Trolley Museum in Kennebunkport has a substantial collection of electric railroad equipment. Source: based on a publication of the Maine Department of Transportation, with enhancements and editorial changes.
833	dbpedia	0	51	https://atwatereffect.com/category/local-history/	en	Tolland History	https://s0.wp.com/i/blank.jpg	https://s0.wp.com/i/blank.jpg	[]	[]	[]	[ "" ]	null	[ "Marshall Atwater" ]	2021-10-25T18:43:22+00:00		en		Atwater Effect	https://atwatereffect.com/category/local-history/	Preface Recently, the complete files of the Hartford Courant were made available in conjunction with newspapers.com. I browsed the papers from 1820 to 1840 to find transportation related articles. The following article was written to review the transportation options at the time in Hartford, which saw the peak of the stage coach era and the start of the railroads in Connecticut. This may give some clues on why no direct rail route was constructed in northeastern Connecticut from Hartford to Worcester and Boston. Background After the Revolutionary War, transport of people and goods to the cities utilized sailing ships because the cities were located on the coast. Overland travel generally consisted of short distances within a town by walking, horseback or with horse- or oxen-drawn wagons owned by farmers. The roads were at times so hard and rutted that they threatened to shake a vehicle to pieces and at other times, so muddy as to be virtually impassable. Travel over long distances was seldom made and required extensive planning. It took a week to go between New York and Boston. Turnpike corporations formed and worked with the states along assigned routes to create roads suitable for improved travel. Connecticut chartered 77 turnpike corporations between 1790 and 1840 with the peak decade 1801 to 1810. The large number of turnpike corporations resulted in the first large scale road building that linked cities overland in the new country. More than 1,600 miles of turnpikes were built in Connecticut during this period and included the first bridge over the Connecticut River. The most profitable turnpikes were from New Haven to Hartford, Hartford to Worcester and Boston, and Hartford to Albany. By 1825, more than half of the turnpike ventures in the country were either partially or totally abandoned. In these cases, the town became responsible for maintaining the turnpikes. Most Connecticut turnpike corporations ceased before 1840, but most turnpikes remained open to the public. Many of the current state routes are closely aligned with the turnpikes. The improvements in roads created a demand for better wheeled vehicles and allowed stagecoaches to become more regular during the early 1800s. The turnpikes allowed increased pleasure travel and commercial travel for farmers and allowed the textile industry to develop on inland rivers. The building of the turnpikes significantly improved the comfort and speed for overland travel. Benjamin Silliman wrote in 1819 about his travels on a turnpike as: “The fine turnpike we commenced our journey was but a few years since a most rugged and uncomfortable road; now we passed it with ease and rapidity, scarcely perceiving its beautiful undulations.“ One of the earliest textile mills was built by John Warburton in 1795, powered by the Tankerhoosen River in Vernon, to make stocking yarns and threads. Peter Dobson, a manufacturing genius who emigrated from England, settled in Vernon, set up the first cotton spinning machinery in the state in 1810 and it made a variety of cotton yarn to sell to farmers’ wives to be woven into cloth on hand looms. The women made bed sheets, and other types of cloth were made into clothes. Later factories made finished linen products. When the factories were built on the rivers in eastern Connecticut, it was easier when they were located near a turnpike to obtain supplies and to send the final product to the population centers using heavy wagons drawn by four, six and eight horses or oxen. Hartford: Hub for Water and Land Transportation Hartford was a major harbor for schooners, sloops and steamboats that traveled to New York on a regular basis via the Connecticut River carrying freight and passengers. By 1835, some lines had their sailing ships towed up and down river when necessary to maintain the schedule. All travel on the Connecticut River ceased when the river froze over in the winter for several months each year. When the river closed, teams using covered wagons provided for the delivery of goods to Boston and New Haven. Active stagecoach lines came from New Haven on a daily basis via the Berlin Turnpike. Most lines east to Worchester, Boston or Providence originated from Hartford because of the bridge over the river. Other well-traveled stagecoach routes went to Albany and Massachusetts. Hartford became a major junction for the land and water routes between New York and Boston. Hartford had hotels for food and relaxation, such as the Hartford Hotel, the National Hotel, and the United States Hotel. The Courant listed nine Schooners and 16 sloops that arrived in Hartford in one week in 1835 with 25 departures. (7 /27/1835). The larger ships took up to 100 passengers and freight on their trips. From the advertisements in the Hartford Courant, one or more were departing each day to arrive in New York the following morning. By 1830 two steamships also traveled between Hartford and New York. In the 1830s, the number of steamships increased and competition was fierce for passengers with a $2 fare to New York. (HC 11/25/1835). In the long summer days, the steamships could travel in daylight by leaving at 6 AM. In 1836, the Bunker Hill and Cleopatra both left Hartford on Monday, Wednesday and Friday at 2 PM for an overnight trip to New York. However, the Bunker Hill published a notice it would leave at two minutes past two “to prevent the reckless destruction of their property and to place the traveling community in a situation where they shall not be necessarily exposed to injury.” (HC 9/26/1836). The stagecoach routes to Worcester and Boston departed daily, except Sundays. In the 1830s, there were routes from four companies thru Tolland to Worcester departing Hartford at 9 PM, 3 AM, 6 AM and at 7 AM with some continuing to Boston. Fares were $2 to Worcester and $4 to Boston. (HC 1 /13/1834). There was also a direct route between Boston and New Haven that connected with a ship to New York over the Middle Turnpike with an overnight stay in Ashford. Occasionally, stagecoach accidents were reported. A serious accident occurred in Ashford when the coach descending a hill covered with ice slid from the road and was thrown over a railing and down a steep bank. Several passengers were bruised and the driver broke his arm. The horses became frightened and ran off with the front wheels. One horse was badly damaged. (HC 1/13/1834) The stagecoach allowed communication of news with the outside world and with the government centers in Hartford and New Haven and the commercial centers of New York and Boston to the small towns. The taverns at which stages stop were well kept and furnished with every accommodation. The stage passed “ the most beautiful villages in New England and through a part of the county known for its beauty.” (7/6/1835) Railroad: Hartford-to Worcester In 1830, the first railroad to transport passengers opened in Baltimore. By 1832, investors in Boston started to build railroads to Providence, Lowell, and Worcester. By 1834, the Boston to Worcester railroad was 2/3 completed. There were 9 stage lines between Hartford and Boston. One stagecoach line adjusted their schedule to meet the railroad so that riders could leave Hartford at 3AM and be in Boston by 5PM with the stage meeting the railroad. A charter for a railroad was granted from Hartford to Vernon to Bolton Notch to serve the quarry at the notch and the Vernon mills. The Hartford and New Haven Railroad was raising money to start construction. The railroad estimated the number of passengers using the stages between New Haven and Hartford were 18,000 per year and by steamboats between New York and Hartford to be about 30,000. The number of passengers by steamboat from New York to Providence was estimated to be 50,000. The railroad estimated there would be 7000 tons of freight annually from Meriden and Wallingford. The railroad estimated that the manufacturers in Vernon used 10,000 tons of raw materials and returned it in manufactured articles. A letter to the Hartford Courant from ‘S’ on Nov 24, 1834 indicated he attended the opening of the second section of the Boston-Worcester railroad with the Governor and many officials in attendance. It was indicated the railroad would be extended westward beyond Worcester. The officials of the present Worcester and Boston Road see “so much in favor of the route through Tolland to Hartford, that nothing but opposition, or apathy, on the part of our citizens will prevent it from coming here. “ On Dec 15, another letter indicated the Massachusetts legislature might decide on a route in January. In March, the petition to the Massachusetts legislature for the Hartford Worcester railroad was referred to the following session. Several cities organized meetings to discuss details for proposed routes to Boston or Worcester Jan 26, 1835, ’W’ wrote to the editor: “It is astonishing that there is so much apathy and indifference on the subject of a railroad from Hartford to connect with the Worcester railroad. Delays are dangerous and surely it is in the case before us: for the citizens of Hartford may be assured that if there is not a united effort made to retain and improve the advantages that we process, they will be improved by others.” A series of meetings were organized to present the merits of the proposed routes and the effects on the local citizen. A meeting in Hartford wanted to connect the New Haven Hartford line by the shortest practical route to Worcester. The proposed direct route went from Worcester to Southbridge, Sturbridge, Brimfield, and Wales in MA and Stafford, Tolland, Vernon, Manchester, East Hartford to Hartford. Delegates from all the affected towns met on March 16 in Hartford to consider the construction of such a line. It was stated that the work would increase the population, advance trade and commerce, and more fully develop local resources. A meeting in Windham considered the route proposed from Bolton Notch through the Hop River valley in Coventry to Windham, Chaplin, Ashford, Woodstock to Southbridge to meet the railroad proceeding west from Worcester. The meeting wanted the proposed route surveyed to develop a cost estimate. Norwich on January 12, 1835 proposed that an existing charter from Norwich to Boston be changed to Worcester and go through Ward, Oxford, Webster and Dudley in MA and the Quinebaug Valley in CT. This could be combined with a new road from Norwich to Windham to Bolton to connect with the charter from Hartford to Bolton. There were many manufacturers along these routes that benefit from the railroad. The fourth route was to have the road go through Springfield and connect with a road south to Hartford along the Connecticut River. This route would be 75 miles, longer than the direct route of 50 miles. A convention was held in Worcester on July 2nd to discuss rail routes to Hartford with 300 delegates. About 60 delegates were named from Central Connecticut for each of the towns that for which a proposed railroad line would transverse. Hartford named 34 men. Nine men represented Vernon and Stafford and six represented Windham. (No delegates were named from Tolland.) Additional delegates represented the Norwich proposal and Massachusetts towns. Reports were presented for each of the routes. The convention decided that “it is inexpedient to express any opinion as to the best mode for extending the railroad from Worcester towards New York.” Reports were given for each of the routes. One resolution recommended the terminus of the Norwich line be Worcester, instead of Boston. The supporters of the direct route had few particulars on the route compared to the other routes but seem to have the most support. (HC 7/13/35). ‘Charter Oak’ wrote a lengthy letter (HC 7/20/1835) extolling the virtues of the direct route to Hartford from Worcester. He wrote “Citizens of Hartford! Are you willing to let the other projects go forward and you remain silent?” The rail line was completed to Worcester from Boston in the spring of 1835 with the total trip, including stops, taking three hours. The final Route from Worcester to Springfield was decided at the end of the year and the work was put under a contract for construction. It was completed in 1840 to Springfield and Albany by 1842. The Norwich and Worcester railroad was completed in 1840. The road from New Haven to Hartford was completed in 1839 and extended to Springfield in 1840. The Hartford, Bolton, and Windham route was completed as part of the Newberg to Providence Railroad in 1850. However, neither the direct route from Vernon to Worcester or the route south from Southbridge to Windham were started. Why were these routes never built? One may have been the apathy of the investors and citizens of Hartford and the towns along the route. The other was the opposition from investors that were making money from the continuation of the stages. At the time, Tolland had a large political influence on state politics and none of the leaders attended the Worcester Convention. And opposition came from the tavern owner, Elijah Smith, where at least two stage routes changed their horses. In 1836, the Hartford and Worcester Railroad Turnpike Corporation was formed to develop a turnpike from the Centre Turnpike in Willington or Ashford to the Worcester Railroad Station. Elijah Smith, the tavern owner was a founder of the corporation and Loren Waldo was on a committee to determine the final route. This was an effort to continue traffic on the Centre Turnpike with connections to the Worcester rail line. The turnpike was never built. By 1851, the last stagecoach traveled from Hartford to Worcester and travelers transferred to the railroads. In 1838, Tolland was enjoying its Golden Age. It was a vibrant and prosperous county seat for Tolland County on the junction of several turnpikes that connected to the major cities in Southern New England and beyond. Tolland had a central commercial area along the Highway (now called the Green) and farms in the surrounding areas with few woodlands. Numerous lawyers at the Court House and travelers maintained a constant flow of people. Stagecoaches traveling between Hartford and Worcester-Boston or Springfield and Norwich transporting travelers and mail were a common sight on the roads. The ‘Highway’ Merchants, taverns, churches and fine homes by the town’s professionals (physicians and about five attorneys), including the home of Senator Calvin Wiley (now called the Tobiassen House), surrounded the central ‘Highway’ (the Green today). During the period of 1820 to 1838, the central area of Tolland developed to provide the availability of most items that were needed to live in relative comfort. Three general stores surrounded the ‘Highway’ including Richmond’s, Smith’s, and Piken’s. Danford Richmond opened a general store near the jail about 1829 (now the Tolland Red and White store). He advertised an amazing variety of “Dry Goods, Groceries, Crockery, Glass and Hard Ware.” The items listed include English silk, Cashmere and Persian shawls, lace, bonnets, gilt clasps for men and ladies, silk, flag and bandanna handkerchiefs, and numerous varieties of shoes and boots. Hard drinks included rum, cognac, brandy, gin, port and several wines. Snuff and tobacco and the ink powders made locally by John Bliss were also sold. He listed garden seeds of an astonishing variety and grass seed. Ira Marvin offered carriage making and repairs (his place was near the present Preschool of the Arts). Henry Noble, a plough and wagon maker, offered wagons “constantly at hand” plus repairs to carriages at his “old stand opposite the Courthouse.” J. Hewlett offered to make secretaries, sideboards, bureaus, desks, and bedsteads and made-to-order coffins. Luther Eaton was a tailor. There were also hatters, shoemakers, and a blacksmith. Two taverns providing lodging, food, and drinks were located on the ‘Highway’. Smith’s Tavern was next to the Court House and the County House was in the front of the jail. Steele’s Tavern was nearby on Old Post Rd. A new Court House was built in 1822 in the Federal style and was the meeting place for the Superior Court and the Court of Common Pleas. Many of the prosperous lawyers came to the Court House with fancy carriages. Horse sheds were located to the rear of the building. The Tolland County Mutual Fire Insurance Company (located on the end of the current Cider Mill Road) was chartered in May 1828 and began issuing policies in January 1829. The Tolland County Bank was built in 1829 next to the Court House. The Baptist church was built in 1832 north of the Court House and Smith’s Tavern. The newest building on the ‘Highway’ was the Congregational Church of Tolland with an interior balcony. The old church was removed from the Highway (near the flag pole on the Green today). ] Travelers Tolland was on the junction of turnpikes to Hartford, Springfield, Stafford/Worcester/Boston, Ashford/Boston/Providence, and Windham/Norwich that were built in the early 1800s. While the turnpikes were crude by modern standards, they demonstrated many improvements over the earlier roads. Most turnpikes were two-way thoroughfares, about 24 feet wide. To avoid muddiness and road erosion, drainage was provided by giving the road a convex surface to shed the water by digging ditches on both sides and piling up the dirt to crown the center of the road, leaving a road without shoulders. The turnpikes allowed increased pleasure travel and commercial travel for farmers and the textile industry to send their goods to the nearby population centers or to the coast for trading. Large number of heavy wagons drawn by four, six and eight horses or oxen passed along the turnpikes laden with produce for the market and returned with merchandise for the country stores. The improvements in roads allowed stagecoaches to maintain a regular schedule. Tolland was the center of the transportation system in northeastern Connecticut. About ten stagecoaches arrived and departed six days a week with passengers, news, and mail between Hartford, Worcester, Boston, Springfield, and Norwich. The Hartford-Tolland-Worcester route had the heaviest travel with 30,000 passengers per year. The presence of several stagecoach routes through town provided prosperity to the taverns and to the nearby farmers. Stagecoach taverns at endpoints of the stages (about 18 miles long) , which included Smith’s Tavern, were usually run by a man of some standing in the community where horses were changed, watered, fed and rested. Oil was rubbed on the harness and the wheels greased. If a meal were being served or the stagecoach stopping for the night, the tavern owner would be at the entrance with a smiling face greeting the passengers as they entered the tavern. Four new horses were attached to continue the journey to the next stage end point. Where meals were not taken, teams were changed as quickly as possible, and the vehicle hurried onward to its destination. Generally, only one stagecoach company would regularly stop at a tavern. The travelers had ample time to enjoy the scenery while traveling many hours in the stagecoach. In the Puritanical era renowned for its propriety and formality, perfect strangers, men and women, might have to interlock knees in the crowded space or rest a weary head on another’s shoulder. Some passengers may drink too much alcohol and others may form impromptu songfests. The public seldom complained of the uncomfortable and weary condition of the stagecoach journey. Yet the happenings of a stagecoach journey were endured with fortitude. Smith’s Tavern was renowned for its cuisine that was artfully prepared and generously dispensed. Most of the food was purchased from the local farmers including beef, veal, pork, turkey and chickens. Apples were generally purchased for pies. Bread and gingerbread were often purchased from nearby households. Potatoes, beans, root vegetables and salad greens might be from the owner’s garden or nearby farms. Apples, potatoes, and various vegetables often were stored in pits in the earth in the fall for winter use, protected from freezing by straw heaped above. When the contents were taken out, they were as fresh as when buried. By mixing shelled lima beans with corn cut from the cob, an Indian food called succotash was produced. All of the cooking was done over an open fire. Potatoes were baked in the ashes, meats were roasted by the blaze or boiled in a kettle, and bread was done to a burn over the fire or baked in a “Dutch” oven. Tea and coffee were generally served. Most taverns took great pains to keep the bar well supplied. Hard liquors included brandy, Holland gin, and New England rum. Milder alcoholic beverages included Lisbon wine, strong beer and locally pressed hard cider. And ‘cegars’ were available for the patrons. A frequent feature of the meal time was the speed in which the meal was consumed because of the haste of the stagecoach travel. Bathtubs were unknown in early taverns. No one thought of taking a bath even from a pail or small vessel during the winter and most persons refrained through the greater portion of the year. In early taverns, the face and hands were washed in a small tin basin at a wooden sink. Stagecoach drivers were larger-than-life figures generally with large physical stature and often had a quick wit. Going over the same roads, they grew deeply versed in the local lore and history and the traditions and tales of each locality. They had great influence in the community and their word was law. They kept the passengers in a jovial mood with their observations and friendliness. The drivers were responsible for the horses and their care and for countless errands entrusted to memory. The stage drivers were universally kind and careful of all children placed under their charge; even young children, boys and girls, were entrusted to their care. Events in 1838 On “Court Days,” Tolland was busy with persons from the entire county in attendance such that the taverns, shops and the general stores hired extra help and Smith’s Tavern and the County House had a lavish dinner. (In the 1830s, the mid-day meal was called dinner and the evening meal was called supper.) The most memorable event was when Reverend Abram Marsh first led his flock to the new Congregational Church of Tolland on the eventful dedication day, Thursday October 25, 1838. The congregation and friends wended their way from different quarters of the village, some driving with horses from outlying farms. The men wore their Sunday dress clothes. For women, it was the day of full skirts often ruffled to the tight waist-line, of hair looped up under the ears and gathered in a twist low at the back of the neck, sometimes in a net. The beautiful wide collars, hand embroidered, adorned some gowns, no doubt, and were fastened with brooches, cameos in twisted gold setting or perhaps made from the hair of some “dear departed one.” The new church was 55 by 38 feet and was built using wood from the old church. A belfry replaced the steeple for the bell from the old church. The congregation sat in buttoned-up pews looking up to the preacher in the high pulpit with its red velvet cushioned top upon which lay the big Bible. Two tall brass oil lamps were located on each side of the pulpit. At both sides, there were woodburning stoves with long stove pipes far up on the high walls in the front supported by a wire arrangement. Music was provided by bass viol and melodeon and “the singing was beautiful.” The congregation listened for more than an hour to the Dedication sermon. The major holidays were Independence Day and Thanksgiving. On July 4th, residents went to a church to hear a sermon by one of the ministers. Afterwards, they congregated on the center of the ‘Highway’ to hear the reading of the Declaration of Independence and speeches by prominent residents. Thanksgiving was celebrated in April. Taverns served as meeting places where friends engaged in casual conversation or gathered for celebrations. Dancing became popular after the American Revolution. A tidbit published in a newspaper said, “Forty youths of each sex attended an elegant ball at Elijah Smith’s Tavern on March 12, 1801.” This was an early indication for the use of leisure time by the young residents and that earlier religious constraints were lessening. Numerous balls celebrated different events such as Independence Day, birthdays and exhibitions at close of a school term. Student balls occurred during the year with cotillion parties in private homes. No organized sports were held at the time because the Puritan perspective was that sports were a waste of time. Organized sports also led to rough behaviors and gambling, which were frowned on. Many young men went hunting or fishing as they were viewed as productive uses of leisure time. Militia training days were a source of local amusement. The militia mustered on the ‘Highway’ in front of spectators with various displays of firing in the morning and a staged battle of the units in the afternoon. Wrestling matches and marksmanship were held afterwards and were accepted as beneficial on the field of battle. Sleigh rides in the winter were a popular activity for the young people. In the summer, walking would be a favorite activity for the young people to socialize among themselves. Many typical locations exist nearby, such as a running brook or one of the ponds, that will be well remembered by the persons in their later years. The above selections are based on Stagecoaches and Railroads in Tolland, Vernon and Rockville 1807-1863 by Marshall A. Atwater. 2018, 85 pp. TURNPIKES, WAGONS, AND STAGECOACHES: TRANSPORTATION IN CONNECTICUT IN EARLY NINETEENTH CENTURY Transportation in Connecticut after the Revolutionary War was in poor shape. Travel generally consisted of short distances within a town by walking, horseback or with horse- or oxen-drawn wagons owned by farmers. The roads were at times so hard and rutted that they threatened to shake a vehicle to pieces and at other times, so muddy as to be virtually impassable. Rain and ice in New England were enemies of the country roads. The best travel conditions of the year were by sleigh after a winter storm. Repairs to town roads were often done by the farmers when they were available and not when the roads most needed repairs. Town roads allowed the residents to go to the gristmill, sawmill or the meeting house and were generally kept in good repair. In 1795, the towns were given the authority to levy taxes to pay for road repairs. The construction of country roads between towns were problematical because most towns were self-sufficient with little interest in roads to nearby towns. For example, Tolland, near the center of the county, lacked major roads to connect with other towns in the county or the state government at Hartford and New Haven when it was named the county seat. A petition to the General Assembly for a direct road connection to Hartford was rejected in 1797. Travel over long distances was seldom made and required extensive planning. Travel by wagons and coaches was slow, difficult and dangerous with few vehicles on the roads until the 1790s when most travel was by horseback. The thirty-six miles from Pomfret to Providence was a half days journey by horse back, but 2 days by wagon[i]. The need for better roads and vehicles was apparent to any traveler. Turnpikes The first private turnpike in the United States was the 62-mile Philadelphia to Lancaster turnpike in 1792. The success of the turnpike led to the formation of corporations in other states to build or improve specified roads and to collect tolls for investors seeking a return on their money. For the next 40 years, turnpike corporations worked with the states along assigned routes to create roads suitable for improved travel. Connecticut chartered 77 turnpike corporations by 1830 with the peak decade 1801 to 1810 with 37 charters. Connecticut companies tended to spend less money for turnpikes than other states because many turnpike corporations simply improved existing public roads and avoided heavy expenditures for rights of way. The large number of turnpike corporations resulted in the first large scale road building that linked towns in the new country. The idea behind most designs was to connect the end points in a straight line without many deviations. The turnpike routes are the basis of many state routes today and the names of many streets often refer to an earlier turnpike. While the turnpikes were crude by modern standards, they demonstrated many improvements over the earlier roads. Most turnpikes were two-way thoroughfares, about 24 feet wide. To avoid muddiness and road erosion, drainage was provided by giving the road a convex surface to shed the water by digging ditches on both sides and piling up the dirt to crown in the center of the road. Tollgates were typically placed about every 10 miles. Typical fees charged at each tollgate include 25 cents for four-wheel carriages and stagecoaches, 12.5 cents for two horse chaise, sulky or pleasure sleigh, 9 cents for wagons drawn by four animals, and four cents for horse and rider. Horses, cattle and mules were charged one cent and sheep and swine were charged one third of a cent. Free passage was given for persons going to or from church, a town meeting or the grist mill. Copies of a map of Connecticut turnpikes by F. K. Wood in his 1919 book are available. The early northern road from New York to Boston ran through New Haven, Hartford, Springfield, and Worcester. The southern road ran along the coast using ferries to cross the major rivers. The Boston Turnpike Corporation was formed in 1798 to develop a turnpike from East Hartford to Bolton, Coventry, Ashford, Pomfret and Thompson with connections to a Massachusetts turnpike that went to Boston. The current Route 44 follows the route to Ashford after which the turnpike takes a path north of route 44. East Hartford opposed the turnpike in its town and was able to prevent the turnpike until 1812. Tolls were collected in Bolton, Mansfield and Pomfret. In 1802, Connecticut issued a charter to the Hartford-Tolland Turnpike Corporation to upgrade existing roads from East Hartford to the Tolland Court House. The route was along Tolland Street in East Hartford, Tolland Turnpike in Manchester, Hartford Turnpike (Route 30) in Vernon and Route 74 in Tolland. The Stafford Mineral Spring Turnpike from Tolland to Stafford Springs, Staffordsville, and Holland Massachusetts was chartered in 1803. It ran on a path from Route 74 in Tolland to the center of Stafford Springs to Staffordsville to New City Rd to Holland, Mass., Sturbridge, Charlton and continued to Worcester and to Boston. When this road was completed in 1807 in conjunction with the Hartford-Tolland Turnpike, most of the traffic on the northern route from Hartford to Springfield to Worcester was diverted to this much shorter route. This road was an important road serving a prosperous territory and heavy traffic was reported for many years. The turnpikes through East Hartford needed to connect to Hartford by crossing the Connecticut River. Since early times, Hartford had a charter to provide ferry boats to cross the river. After much opposition, Connecticut chartered a corporation to build a toll bridge across the Connecticut River in 1802. It took eight years to build because of continual opposition from ferrymen. The bridge only lasted eight years before being swept away in a flood in 1818. It was replaced by a 150-foot covered wood bridge of six arch trusses, which remained until it burned in 1895. Tolls were collected on the bridge until 1879. The bridge was located where I-84 now crosses the Connecticut River. More than 1,600 miles of turnpikes were built in Connecticut between 1795 and 1830. Over 5000 miles of turnpikes were built in the first road building projects in the United States. Many turnpikes were financial failures because the cost of building the turnpikes exceeded the revenues collected from tolls. By 1825, more than half of the turnpike ventures in the country had been either partially or totally abandoned. In these cases, the town became responsible for maintaining the turnpike. Most Connecticut turnpike corporations ceased before 1840, but most turnpikes remained open to the public. The building of the turnpikes significantly improved the comfort and speed for overland travel. Benjamin Silliman wrote in 1819 about his travels on a turnpike as: The fine turnpike we commenced our journey was but a few years since a most rugged and uncomfortable road; now we passed it with ease and rapidity, scarcely perceiving its beautiful undulations.[ii] The improvements in roads that resulted from the building of the turnpikes created a demand for better wheeled vehicles and allowed stagecoaches to become more regular during the early 1800s. The turnpikes allowed increased pleasure travel and commercial travel for farmers and the textile industry to send its goods to the nearby population centers or to the coast for trading. Large number of heavy wagons drawn by four, six and eight horses or oxen passed along the turnpikes laden with produce for the market and returned with merchandise for the country stores. To give an indication of the amount of traffic on the turnpikes, the first year for a railroad to the seven Rockville textile mills, there were 17,000 tons of freight. However, I am going to concentrate on stage coaching and the start of the travel industry from about 1810 to 1850. Stagecoaching The first stagecoach company in New England was established by Levi Pease of Enfield in 1783 with one-way trips between Boston and Hartford taking three and a half days each way and stopping for the night at taverns. The stagecoach departed from Boston on Monday morning and stopped for the night in Northborough, Brookfield and Enfield to arrive in Hartford on noon Thursday. It connected with a stage to New York that arrived on Saturday. Other stagecoaches traveled in the opposite direction. Springfield was added as a stop a year later. In the beginning, there were few passengers. In 1792, the U.S. Postal Service was created. At that time, there was one mail delivery a week between Hartford and Boston and that was carried on horseback or in a one-horse sulky. The Postal Service then decided to use stagecoaches to move mail between cities. In the following years, many stagecoach companies were created to carry the mail and passengers. After 1800, stagecoach construction improved with egg-shaped coaches hung from the frames by leather strapping, which created a forward and backward motion of the coaches, which was more comfortable for the passengers. The entrance was on one side with the front seat facing backwards. The three seats had broad leather straps for seat backs. A foot stove within the coach radiated heat for a considerable time when filled with hot coals in the winter. The driver was on the outside of the coach unprotected from the weather. The luggage rack in the rear was covered with leather curtains. Stagecoaches provided transportation for the public by traveling in ‘stages.’ A stage was the distance one team of horses traveled before they were changed for a new team of horses. Most stages were 10 to 18 miles in length, depending on the terrain, and ended at a tavern where the driver and passengers obtained refreshments and the horses were fed and given water and teams of horses were available for the next stage. These taverns were generally larger and fully equipped by the owner with a bartender, stable hands, and cooks. The stage routes became the arteries of communication between the city, hamlets and villages by carrying mail and newspapers. Stagecoaches allowed travelers access to near and distant cities. Stagecoach drivers were larger-than-life figures. Going over the same roads, they grew deeply versed in the local lore and history and the traditions and tales of each locality. They had great influence in the community and their word was law. In the summer, they kept the passengers in a jovial mood with their observations and friendliness. The stage drivers were universally kind and careful of all children placed under their charge; even young children, boys and girls, were entrusted to their care. Drivers often announced the arrival and departure of their coach by blowing on an English-style trumpet and usually ate their meals with passengers, a custom that class-conscious travelers from abroad were quick to take as a sign of the new nation’s democratic principles. Most stagecoaches carried nine passengers inside and could accommodate one passenger next to the driver. If women were in the stagecoaches, they were seated in the rear seat with the gentlemen in the front. Four horses pulled the coaches and traveled 4 to 6 miles per hour. In 1827, the Concord stagecoach became the pre-eminent stagecoach and was similar to those seen in western movies. The stagecoach was a democratic vehicle that was not made for any class of society. Rich rode with poor, men with women, and visiting English gentlemen with American laborers and the American people had a vehicle for the people. The travelers had ample time to enjoy the scenery while traveling many hours in the stagecoach. In the Puritanical era renowned for its propriety and formality. Perfect strangers, men and women, might have to interlock knees in the crowded space or rest a weary head on another’s shoulder. Some passengers may drink too much alcohol and others may form impromptu songfests. The public seldom complained of the uncomfortable and weary condition of the stagecoach journey. The overturning of a stage was not too disastrous. Nevertheless, it provided plenty of thrills. Yet the happenings of a stagecoach journey were endured with fortitude. Stagecoach travel became faster with overland transit times reduced by 75% from 1800 to 1830. In 1814, a stagecoach route left Hartford for Boston at 9 a.m. and arrived in Boston at 5 p.m. the following day. In 1832, the Hartford-Boston trip was completed in one day with 3 a.m. departure and arrival in Worcester about 5 p.m. and Boston about 11 p.m. With the completion of the Blackstone Canal, Worcester became a hub for stagecoaches in eastern Massachusetts with daily routes to Boston, Lowell, Northampton or any of 12 other nearby cities. By the 1830s, Southern Mail (which also ran on Sunday), Tremont, Citizens, and Telegraph operated daily stagecoaches in both directions between Worcester and Hartford. The most popular route was through Charlton and Holland, Mass, Stafford, Tolland and Vernon. Hartford routes carried the largest number of passengers at Worcester with about 30,000 passengers estimated on these routes a year in 1836. These routes had 50 stagecoaches a week. [iii] Long distance stagecoaches between Hartford and Boston had gone through Tolland since 1807. During this period, Tolland prospered. By 1840, there were three General stores, a tailor shop, shoemaker, a blacksmith shop, two large taverns, two carriage and wagon makers and a furniture maker that included made-to-order coffins, a bank, an insurance company, three new churches, a new Courthouse and a jail surrounding the Green and about 5 attorneys. Many of the buildings remain today. For a few years, there was a Tolland Academy with about 60 students, about half from out of town, that gave an academic flavor. And the town would be crowded on Court days with extra help in the stores. Boston investors-built railroad lines to Providence, Lowell and Worcester that became operational in late 1836. By 1842, ten passenger trains a day were leaving Worcester for Boston for a three-hour trip that took seven hours by stagecoach. By 1850, one could travel from Hartford to Boston by railroad effectively ending long distance stagecoaches in Connecticut. Stagecoaches were used on local routes in rural Connecticut until the end of the century. Stage coaching was a large-scale enterprise and culture. It was a source of livelihood for a significant number of individuals: proprietors, drivers and ticket agents, coach manufacturers and blacksmith, tavern owners and stable hands, and the farmers who raised the horses and grew the oats, corn, and hay that kept them running. Stage coaching was America’s first transportation system and allowed the nation to become readily mobile and better informed when travel and communication were one and the same. During this period, most of the land was occupied with farms and cities were small. Stagecoaches, wagons, and turnpikes determined the pace of life during the beginning of the 19th century and provided an overland transportation system and a communications system for the new nation. It allowed small towns to thrive and set the stage for cities to develop. It provided the basis for the railroads, trolleys, automobiles and airplanes that followed in the next 200 years. The old turnpikes, wagons, and stagecoaches did their job well. ————– [i] DeLuca, Richard, 2011, Post Roads & Iron Horses: Transportation in Connecticut from Colonial Times to the Age of Steam. Wesleyan University Press. P42. [ii] DeLuca, Richard, 2011, Post Roads & Iron Horses: Transportation in Connecticut from Colonial Times to the Age of Steam. Wesleyan University Press. P77. [iii] Lincoln, William, 1837. History of Worcester, MA, Moses Phillips and Company, 317-321.
833	dbpedia	1	8	https://fromthepage.com/mountauburncemetery/founding-documents/article/58788	en	Boston & Lowell Railroad	https://live.staticflick…c272b396c1_o.jpg		[ "https://www.facebook.com/tr?id=194616117686834&ev=PageView&noscript=1", "https://fromthepage.com/assets/icons/globe-af5f62970d6dd7c5304fa47289406628ef109bb94ca0e79914981f7654eac421.svg", "https://fromthepage.com/images/working/dot/58788.png", "https://live.staticflickr.com/65535/50094297182_c272b396c1_o.jpg", "https://lacountylibrary.org/wp-content/uploads/2018/10/instagram_32.jpg", "https://live.staticflickr.com/65535/51082727728_88a932b678_o.jpg ", "https://live.staticflickr.com/65535/50090829158_4d3fc7b985_o.jpg" ]	[]	[]	[ "" ]	null	[ "FromThePage.com" ]	null	Boston & Lowell Railroad - subject overview. A railroad company that connected Boston and Lowell, MA. It was first chartered in 1830 and eventually leased to and became part of the Boston...	en	/assets/favicon-694316b93124346fbc3b3fb3da08ad33130d9258c96b31d265aef55c481280b7.ico		null	Description A railroad company that connected Boston and Lowell, MA. It was first chartered in 1830 and eventually leased to and became part of the Boston & Maine Railroad. See also: https://en.wikipedia.org/wiki/Boston_and_Lowell_Railroad Related Subjects The graph displays the other subjects mentioned on the same pages as the subject "Boston & Lowell Railroad". If the same subject occurs on a page with "Boston & Lowell Railroad" more than once, it appears closer to "Boston & Lowell Railroad" on the graph, and is colored in a darker shade. The closer a subject is to the center, the more "related" the subjects are.
833	dbpedia	3	45	https://trainsinthevalley.org/reports-and-studies/	en	Reports & Studies – Trains In The Valley	https://trainsinthevalle…2x512-MASTER.jpg	https://trainsinthevalle…2x512-MASTER.jpg	[ "https://i0.wp.com/trainsinthevalley.org/wp-content/uploads/2022/01/cropped-TIV-Logo-Circle-250px-x-250px.png?fit=250%2C250&ssl=1" ]	[]	[]	[ "" ]	null	[]	2020-12-03T16:03:00-05:00	A listing of studies and reports on freight and passenger rail service in the Pioneer Valley region of western Massachusetts.	en	https://i0.wp.com/trains…it=32%2C32&ssl=1	Trains In The Valley –	https://trainsinthevalley.org/reports-and-studies/	The page contains a listing of report and studiess that relate — either directly and indirectly — to freight and passenger rail service in the Pioneer Valley region of western Massachusetts. Contents Active studies Past studies Other studies Reports Active Studies Northern Tier Passenger Rail Study (2021-) With his study the Massachusetts Department of Transportation (MassDOT) will look at the feasibility of restoring passenger rail service between North Adams, Greenfield and Boston. Northern Tier Passenger Rail Study (Official site) MassDOT Northern Tier Rail Passenger Rail Study Overview Trains In The Valley Past studies and reports Western MA Passenger Rail Commission Report (2023) The Western Massachusetts Passenger Rail Commission was established with the approval of An Act Relative to Massachusetts’s Transportation Resources and Climate on August 10, 2022. The legislature established this commission to, “investigate and receive public testimony concerning potential public entities with the ability to design, permit, construct, operate and maintain passenger rail service proposals from the East-West Passenger Rail Study Final Report.” The Commission hosted six public meetings during 2022 and 2023 and it issued its final report (linked below) on November 21, 2023. The 117-page report did not recommend that the legislature create a new passenger rail authority for western Mass, as MassDOT proposed in November 2021. Instead the Commission’s report said that MassDOT should continue to be responsible for the build-out and execution of the state-supported intercity passenger rail program in the Commonwealth. Further information Report of the Western Massachusetts Passenger Rail Commission (PDF) November 21, 2023 Western Mass. Passenger Rail Commission Overview Trains In The Valley Rail Improvements Economic Impact Study (2020 – 2021) The Capitol Region Council of Governments [in Hartford CT] and the Pioneer Valley Planning Commission completed a study of the economic benefits of that would result from two sets of proposed passenger rail improvements — finishing the Hartford Line and connecting it to Worcester, Massachusetts. The report projects between $47 and $84 billion in new regional Gross Domestic Product over 30 years would result from the $6 to $9 billion rail investment. Rail Improvements Economic Impact Study (archived) Capitol Region Council of Governments Metro Hartford-Springfield Passenger Rail Economic Impact Report Briefing (31m 42s) via YouTube \| May 6, 2021 East-West Passenger Rail Study (2018 – 2021) The Massachusetts Department of Transportation (MassDOT) completed a study examining the feasibility of expanded passenger rail service between Boston, Springfield and Pittsfield, with the speed, frequency, and reliability necessary to be a competitive option for travel along this corridor. East–West Passenger Rail Study (Official webpage) MassDOT East–West Passenger Rail Study Overview Trains In The Valley Regional Transportation Plan updates (2020) Pioneer Valley Regional Transportation Plan Update Franklin County Regional Transportation Plan Update Rail Vision (2019) The Massachusetts Bay Transportation Authority (MBTA) conducted a two year study study to identify the most cost effective strategies for leveraging the MBTA’s extensive rail network to increase ridership and better meet the transportation and economic growth needs of the Greater Boston region. The study will identified possible service alternatives, including longer distance service Regional Rail services that potentially could include service extensions beyond the traditional MBTA commuter rail service area. The Massachusetts State Rail Plan examines changes to the network and services since the original state rail plan was released in 2010, as well as trends that have arisen since that time. The plan documents the state rail system and planned improvements, and outline the Commonwealth’s 20-year vision and a four-year plan for the statewide rail system. Palmer Transit Oriented Development Study (2017) Following the inclusion of station in Palmer in the Northern New England Intercity Rail Initiative study, the Palmer Redevelopment Authority commissioned Chris Ferrero and Jon Allard of Fuss & O’Neill to prepare a preliminary transit-oriented development plan focused on a passenger rail stop in downtown Palmer. The Palmer Transit Oriented Development Draft Conceptual Downtown Plan enumerates the economic benefits of locating this passenger rail stop in Palmer’s Depot Village. The plan also demonstrates the viability of locating rail platforms at this location to take full advantage of Palmer as a regional crossroads on the Inland Route and Central Corridor rail lines. This rail junction is within a mile of Exit 8 on the Massachusetts Turnpike and the intersection of U.S. Route 20 and Mass. Routes 32 and 181. Palmer TOD Draft Conceptual Downtown Plan presentation (PDF) September 2017 Central Corridor Passenger Rail Feasibility Study (PDF) \| 2017 The Central Corridor Line Passenger Rail Feasibility Study examined the implementation and operation of an intercity passenger rail service along the Central Corridor. The Central Corridor Line connects the cities of Brattleboro, Vermont to New London, Connecticut via the New England Central Railroad Palmer Division line south. NEC FUTURE Plan \| 2017 NEC FUTURE is the Federal Railroad Administration’s comprehensive plan for improving the Northeast Corridor from Washington, D.C., to Boston, MA. The plan creates a framework for the future investments needed to improve passenger rail capacity and service through 2040. Northern New England Intercity Rail Initiative \| 2016 This study, which is often referred to as the NNEIRI Study, examines the opportunities and impacts of more frequent and higher speed intercity passenger rail service on two major rail corridors known as the Inland Route (New Haven-Springfield-Boston) and the Boston to Montreal Route. NNEIRI Study Information Trains In The Valley Massachusetts Regional Bus Study \| 2013 This study analyzes the changes since 1980 in the regional bus services (both intrastate and interstate) that operate within Massachusetts, identifies the reasons for the changes, and examines how these regional services relate to local rail and bus services. Market Analysis of the Knowledge Corridor Study (PDF) \| 2012 This study looks at the market potential for transit-oriented development (TOD) along the Knowledge Corridor rail lines. The study identifies the economic development benefits of transit, discusses the drivers of TOD demand nationally, and provides an introduction to concepts of real estate economics, in order to provide a context for the regional market study. Holyoke Station Feasibility Study and Site Analysis (PDF) \| 2011 This study was prepared to evaluate the options for a new passenger rail station in the City of Holyoke, Massachusetts. The study also examined the feasibility of providing a passenger rail stop in Holyoke as part of the restoration of passenger rail service on the route that passes through the City. Massachusetts State Rail Plan (PDF) \| 2010 Knowledge Corridor Feasibility Study (PDF) \| 2009 This study was prepared to assess the feasibility of possible future passenger rail improvements to reduce travel time, maximize accessibility, and provide viable transportation alternatives within the Knowledge Corridor. Boston-Western Corridor High-Speed Transportation Market Feasibility Study (1973) The only known public copy of the study is in the UMass Amherst main library. Other studies This section includes a few recent studies from outside of western Mass that we found to be of particular interest. MA/NH \| Nashua-Manchester (Capitol Corridor) Commuter Rail project An effort to extend MBTA Commuter Rail service from Lowell to southern New Hampshire, with proposed station stops in Nashua (2 stops), Bedford and Manchester. Official project website New Hampshire Department of Transportation CT \| Southeast to Danbury Rail Link Feasibility Study (2021-2022) The Southeast, NY to Danbury, CT Rail Link Feasibility Study evaluated the restoration of passenger rail service on the southern Beacon Line, an approximate 11-mile rail corridor between the Southeast and/or Brewster Stations on the MTA Metro-North Railroad’s Harlem Line in New York and the Danbury Station on the State of Connecticut/Metro-North Danbury Line in Connecticut. Official study webpage New York Metropolitan Transportation Council Reports Towards a Passenger Station on the East-West Massachusetts Train Line: The Case for Palmer (PDF) University of Massachusetts Amherst, Center for Economic Development, UMass Design Center \| 2019 Long-Distance Commuting in the Boston Region: Necessity or “Strategic Mobility Choice”? (PDF) Boston Region Metropolitan Planning Organization \| 2017 Attracting Visitors by Passenger Rail to Franklin County, MA (PDF) Franklin Regional Council of Governments \| 2017 Rebooting New England Regional Planning Studio, Department of City and Regional Planning, School of Design, University of Pennsylvania \| 2016 Making it Happen: Opportunities and Strategies for Transit-Oriented Development in the Knowledge Corridor (PDF) Capitol Region Council of Governments, the Pioneer Valley Planning Commission, and the Sustainable Knowledge Corridor Consortium by Jonathan Rose Companies and the Center for Transit Oriented Development \| 2013 Transforming the Rail Network for Economic and Community Development Report (PDF) Office of Lieutenant Governor Timothy P. Murray \| 2012 Environmental Assessment: Knowledge Corridor – Restore Vermonter Springfield to East Northfield, Massachusetts Mass. Executive Office of Transportation and Public Works \| 2009 Redevelopment Plan for the Union Station Intermodal Transportation Facility (PDF) Pioneer Valley Transit Authority and the Springfield Redevelopment Authority \| 2009 Preserving Freight and Passenger Rail Corridors and Service National Academies of Sciences, Engineering, and Medicine \| 2007
833	dbpedia	2	3	https://libguides.uml.edu/early_lowell/early_days_of_railroading_Lowell	en	The Town & the City: Lowell before and after The Civil War	https://libguides.uml.edu/ld.php?screenshot=ecaehd.png&size=facebook&cb=1723300202	https://libguides.uml.edu/ld.php?screenshot=ecaehd.png&size=facebook&cb=1723300202	[ "https://libapps.s3.amazonaws.com/customers/10/images/libguide_header_nov_2021_copy_v.2_resize.png", "https://libapps.s3.amazonaws.com/accounts/85660/images/first_train_cropped.png", "https://libapps.s3.amazonaws.com/accounts/85660/images/Passenger_car_about_1840.png", "https://libapps.s3.amazonaws.com/accounts/85660/images/Screen_Shot_2022-06-14_at_2.12.17_PM.png", "https://libapps.s3.amazonaws.com/accounts/85660/images/Screen_Shot_2022-06-14_at_2.12.28_PM.png", "https://libapps.s3.amazonaws.com/accounts/85660/images/station_and_hotel.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/Lion_N_L_1844.png" ]	[]	[]	[ "" ]	null	[ "Brad MacGowan" ]	null	Originally created to be a digital archive for Lowell documents from 1826 to 1861, this website has grown to cover many periods and events in Lowell's history. In Contributions of the Lowell Historical Society, Vol. I.	en	//d2jv02qf7xgjwx.cloudfront.net/apps/common/favicon/apple-touch-icon.png		https://libguides.uml.edu/early_lowell/early_days_of_railroading_Lowell	Selections from the Early Days of Railroading. By Herbert C. Taft. Contributions of the Lowell Historical Society, Vol. I, Read March 2, 1909. [Some format changes were made for website readability.] A passenger train of the Mohawk and Hudson Railroad, now a part of the New York Central System, which was put on September 9th, 1831, between Albany and Schenectady, the road having been previously run with horses, attracted much attention. It was hauled by an English locomotive named the “John Bull” and was driven by an English engineer, John Hampton. This is generally regarded and referred to as the first fully equipped passenger train hauled by a steam power engine which ran in regular service in America. During the year 1832 it carried an average of three hundred and sixty-seven passengers per day. View of the First American Train (The Huntington Digital Library) The first passenger coaches were patterned after the stage coach. They were soon enlarged to a coach about fifteen feet long, six and one-half feet wide, four feet nine inches high, weighing about 6500 pounds. They were divided into three compartments to hold six passengers each or eighteen passengers to a coach, and were mounted on four wheels. America, however, at an early date departed from the stagecoach compartment idea, and adopted a long car in one compartment with an aisle through the middle with seats on either side, which admitted of communication through the whole train as at present. From “The Boston and Lowell Railroad, the Nashua and Lowell Railroad, and the Salem and Lowell Railroad,” by Francis B. C. Bradlee, Salem, MA. The Essex Institute, 1918. ♦ ♦ ♦ ♦ ♦ Among the earliest railroads chartered in Massachusetts which completed an organization were the Quincy Granite Railway Company, March 4th, 1826; the Boston & Lowell, June 5th, 1830; the Boston & Providence, June 22nd, 1831 ; the Boston & Worcester, June 23rd, 1831; the Andover & Wilmington, (then a branch of the Boston & Lowell, afterwards a part of the main line of the Boston & Maine) in 1833; the Norwich & Worcester, in 1833; the Nashua & Lowell, in 1836; the Western R. R., afterwards the Boston & Albany, in 1836; and the Eastern R. R., in 1836. At the end of 1840 there were only 285 miles built and in operation in the state of Massachusetts. ♦ ♦ ♦ ♦ ♦ The late James B. Francis, in a paper read to this Society May 7th, 1874, referring to the teaming over the road, says at the time of the opening of the Boston & Lowell Railroad, there were from forty to forty-five stages, arriving and departing daily from Lowell, employing from 250 to 300 horses, and that 150 of them were in service between Lowell and Boston, the freight rates were from $2.50 to $4.00 per ton, the stage fare $1.25. ♦ ♦ ♦ ♦ ♦ The Boston and Lowell, our own railroad, is generally considered to have been the second railroad to be put in operation in New England, the Quincy Granite Road being the first, although the Boston and Providence, and Boston and Worcester also began operating in 1835. The road was chartered June 5, 1830, and the building of it commenced at once. The construction of the road bed was a much greater undertaking and achievement than it would be at the present time, the grading was all done by ox-teams and hand labor, the blasting by hand drills and common powder, and when one thinks of the old cut at the Middlesex Street Station, the famous Six Arch Bridge at the Concord River, and the Tunnel at Walnut Hill, all built without the help of steam power or modern conveniences, and those walls laid up so long ago of small stone without mortar or cement, the magnitude of the undertaking seems greater even than the recent building of the Subway in Boston. The entire road bed was completed, including all bridges and culverts, before a rail was laid. The first rails used were the “fish belly” rails before referred to. They were rolled in England, were fifteen and eighteen feet long-, and were laid on stone binders, or sleepers, which rested at each end on stone walls, set three feet deep to avoid the frost affecting the track. Six Arch Bridge Showing Old Stone Sleepers From Early Days of Railroading. By Herbert C. Taft. Contributions of the Lowell Historical Society, Vol. I Section of Track Showing Fish Belly Rails From Early Days of Railroading. By Herbert C. Taft. Contributions of the Lowell Historical Society, Vol. I ♦ ♦ ♦ ♦ ♦ The road bed was laid out, graded, and made wide enough for a double track, but at first only one track was laid. Work was begun at both ends, Boston and Lowell, at about the same time, and by a curious mistake each end commenced laying the right hand track, so that when they came together, a long connection had to be made from one side of the road bed to the other. ♦ ♦ ♦ ♦ ♦ The building of the road occupied about four years, and on Wednesday, May 27th, 1835, the rails were used for the first time. The engine named “Stephenson” was built by the Robert Stephenson Company at New Castle Upon-Tyne, England, in 1834. It was taken apart at Boston. loaded upon a canal boat, and brought to Lowell by the Middlesex Canal, whose usefulness it was so soon to destroy. Here it was set up again and the trial trip was made from this end. As to why this was done instead of running it from Boston on its own rails, I have been unable to learn, but it was probably because the promoters of the great undertaking resided in Lowell. Whatever the reason, it has given to Lowell the distinction and honor of having the first steam engine start out of its borders for a run of any considerable length, of any city in New England. ♦ ♦ ♦ ♦ ♦ On that memorable trip the train carried three passengers, Patrick T. Jackson, Agent during the construction, George W. Whistler [Father of the artist James Abbott McNeil Whistler.], Chief Engineer at the Locks and Canals Shops, and James F. Baldwin, the Civil Engineer who had surveyed the road. They made the run to Boston, twenty-six miles, in the astonishing time of one hour and seventeen minutes, and the return trip with twenty-four passengers in one hour and twenty minutes without stops. The train was sent back to Boston where it remained four weeks. ♦ ♦ ♦ ♦ ♦ The latter part of the next month, notice appeared in various newspapers as follows: “June 23, 1835. Tomorrow, June 24th, cars will commence running between Boston and Lowell, leave Lowell at 6:00 and 9: 1/2 a. m., leave Boston at 3: 1/2 and 5: 1/2 p. m. The Company expects to run another engine next week. Additional trains will be put on as fast as the public require. Due notice will be given when the merchandise train will be put on. Fare $1.00, tickets at corner Leverett and Brighton Streets, Boston, George M. Dexter, Agent.” On the following day, Wednesday June 24th, the old fashioned “’lection day,” the road was opened for public travel. ♦ ♦ ♦ ♦ ♦ The engines and cars of those early days were strange things in comparison with the equipment of today. The engines weighing from seven to nine tons, had four large wheels, the boilers were encased in wooden lagging painted bright colors with black band and stripes, smoke stacks eight to ten inches in diameter and six to seven feet tall like a chimney. No whistle was provided on the first engines, and the bells which were small were near the engineer and rang with a short cord. Nor was there any cab or protection for the engineer or fireman, they were fully exposed to the smoke and sparks from their own engine and to the inclemencies of the New England weather. The cars were modeled after the old stage coach and seated six persons. The conductor, sometimes called captain, rode on the outside without any shelter, in what on the stage coach would be the driver's seat, and on the rear coach looking backward in a similar seat, rode a brakeman. The conductor was provided with a whistle which he blew to signal the engineer. ♦ ♦ ♦ ♦ ♦ It will be observed that although the charter provided that the fare should be seventy-five cents, the company's advertisement, published the day before the road was opened, charged one dollar. The matter was arranged to meet the requirements of the law, also to evade them for the company's benefit and profit, by putting on a second class car with no protection whatever except the top, the sides and ends were open to the weather, the seats simply boards, the car being made as cheap and uncomfortable as possible. In this car the fare was seventy-five cents while in the other cars, or first class cars as they were called, the fare was one dollar. Evidently there was need of a “Big Stick” in those days to keep the railroads up to the spirit and intent of the law as well as now. This second class car was nick-named “Belvidere” and was always known by that name. Second class cars evidently ran for many years, although the fare was reduced below the chartered limit, for, in an advertisement published in 1850, fifteen years after the opening of the road, we find season tickets between Lowell and Boston, three month for $25, six months $45, and one year $80. The fare to Boston was sixty-five cents, second class fare forty-five cents. The freight tariff reads, — “Merchandise generally to Boston $1.25 per 2000 lbs., merchandise by cargoes $1.10 per 2000 lbs. Pig iron, lime, cement, plaster, slate, dyewood in the stick, flour and grain, oil and coarse salt in lots of three tons at cargo prices.” This advertisement gives the depot at the corner of Merrimack and Dalton [Dalton Street is now known as Dutton Street.] streets. The Nashua and Lowell advertise that their depot in Lowell is at Middlesex street; that the general offices are at Nashville Passenger Station, that the fare to Nashville is forty cents, season tickets for three months $15, distance fifteen miles. ♦ ♦ ♦ ♦ ♦ From 1835 to 1842, a period of seven years, there were built in the Locks and Canals shops the following nine engines which went onto the Boston and Lowell and Nashua and Lowell Railroads. The Patrick, Lowell, Boston, with brass wheels, Merrimack, built with wooden wheels but soon replaced with iron ones, Nashua, Concord, Suffolk and Medford. These were all of the same general style, weighing about nine tons, five foot drivers, eleven inch cylinders and fourteen inch stroke. ♦ ♦ ♦ ♦ ♦ In 1848, thirteen years after the opening of the road, the double track was completed. The second track was laid with T rails three and one-half inches high weighing fifty-six pounds per yard, and as soon as it was ready for use, the old track was also relaid with T rails. Special care was enjoined upon the workmen by the management in the laying of these second tracks, because they were soon to put three fourteen ton engines on the road which would tax the track to the utmost. The three new engines were named Samson, Hercules and Goliath, their names presumably to indicate their great size and strength. Two years later, two really large and powerful engines also built in Lowell, were put into service, the “Baldwin” and “Whistler,” one with five foot six inch drivers, the other five foot nine inch drivers. On the evening of March 27th, 1850, the “Whistler” with twelve cars driven by Isaac Hall, engineer, made the run from Lowell to Boston in twenty-eight minutes. ♦ ♦ ♦ ♦ ♦ In September, 1908, an automobile race was held in Lowell which attracted several thousand people to our city to witness the sport, but nearly sixty years ago or in the Fall of 1850 a far more novel and important race was held here, it being a test of locomotives both for speed and strength. At that time there was a great rivalry between the various roads and locomotive builders as to which was the best type of engine, which the fastest, which the strongest, etc. This meet lasted for several days. Engines came from all directions, from other roads and from builders. There were of all kinds and classes, from the little combination engine and tender to the largest and heaviest engine then built. Some of the engines had foot brakes, the engineer and fireman standing on the foot piece, their weight being the only pressure to stop the engine. Some of the engines had only one pair of drive wheels, others two, and even three pairs. There were engines with outside cylinders, engines with inside cylinders, driving wheels with crank axles, with straight axles and eccentrics, some with small smoke stacks and others almost as large in diameter as the boilers of the engines themselves. One engine which attracted much attention had driving wheels seven feet in diameter. James G. Marshall and Mr. Gifford, who remember the affair say, and I think truly, that Lowell never, before or since, saw such a motley group. The test for speed was made between Lowell and Wilmington and was won by an engine from the Boston and Providence Railroad, a Mr. Griggs, the master mechanic. The test for strength was won by one of our own engines, the “Milow,” Mr. King, master mechanic. The prizes were gold medals about the size of a twenty dollar gold piece, and were very highly prized by the railroads that won them. ♦ ♦ ♦ ♦ ♦ The first station in Boston was at the foot of Lowell street. This station was occupied from 1835 to July 30th, 1857, when the headquarters were removed to the present site on Causeway street. The station occupied in 1857 was built under Mr. William Parker. Sixteen years later General Stark built the station which is now the southerly part of the Union Station, over the station of 1857, and then tore the old station down. The station built by General Stark was opened in December, 1873. ♦ ♦ ♦ ♦ ♦ The first station in Lowell, was built near Merrimack street, on the site of Old Huntington Hall, where was also located the first freight house and freight yard. The station was of wooden frame construction, and like many buildings in those days, was ornamented by large pillars. The general offices of the company were in this building when the road was first opened. The road having been built principally for the transportation of material to and from the manufacturing corporations, side tracks were constructed when the road was built to the following corporations: the Merrimack Manufacturing Company, the Hamilton Manufacturing Company, the Appleton Company, the Lowell Manufacturing Company, the Suffolk Mills, the Tremont Mills, the Lawrence Manufacturing Company and the Boott Mill's, and the freight to and from these mills has been handled from their very doors from the beginning of the operation of the road. The engine house, machine and repair shops, car house and car repair shops were for many years located in Jackson street, between the present tracks to the Hamilton and Appleton corporations and the canal. For a great many years all locomotives burned wood, and the wood yard was also located on the banks of the canal in Jackson street and the wood delivered from up country by canal boats right to the yard. The building on Fletcher street now occupied by the Omaha Packing Company, was the second freight house of the Boston and Lowell Railroad and the building now occupied by T. J. McDonald, at the corner of Fletcher and Dutton streets, was the Nashua and Lowell freight house, both being used in their present location. The brick building at the end of Dutton street, now occupied by the Nichols Foundry Company, was the engine house and repair shop of the Nashua and Lowell and Stony Brook Railroads. ♦ ♦ ♦ ♦ ♦ In 1853, by a joint agreement between the City of Lowell and the Boston and Lowell Railroad, the city wanting a public hall, and the railroad company desiring larger quarters, the combined Huntington Hall and Merrimack Street Station so familiar to us all was built and was occupied as a railroad station until its destruction by fire, November 6th, 1904. The original station which had been occupied twenty-eight years was moved, part of it up near Fletcher street, where it was used for many years as a passenger car house, it being thought necessary in those days to keep passenger cars housed when they were not in actual use, as we do a carriage. The office part of the old station was sold to John O'Connor, who had lost both legs through an accident on the road. This was moved to what is now the corner of Fletcher and Dutton streets where it served for a dwelling house. It was afterwards raised up and a story put under it, now occupied as a drug store, the upper part still being the home of Mrs. Calvert and Miss O'Connor, daughters of John O'Connor. ♦ ♦ ♦ ♦ ♦ On the 8th day of September, 1838, the Nashua and Lowell Railroad commenced running trains between Nashua and Lowell. Their main line was along Dutton street, the tracks now used for freight tracks to the corporations, the terminus in Lowell, being the Boston & Lowell depot at Merrimack street. The Nashua and Lowell engines were cut off the trains above Market street, the trains switched into the depot, then the Boston and Lowell engine backed onto the train and hauled it to Boston. As this reversed the train, the passengers were obliged to get up and turn over the seats or ride to Boston backwards. On the return trip from Boston the same operation had to be gone through before the train started for Nashua. From “The Boston and Lowell Railroad, the Nashua and Lowell Railroad, and the Salem and Lowell Railroad,” by Francis B. C. Bradlee, Salem, MA. The Essex Institute, 1918. ♦ ♦ ♦ ♦ ♦
833	dbpedia	3	44	https://www.bostonintransit.com/pages/boston-in-transit-mapping-the-history-of-public-transportation-in-the-hub	en	Figures from the Book "Boston in Transit"	http://www.bostonintransit.com/cdn/shop/files/Boston-In-Transit-Logo-BookCover.jpg?height=628&pad_color=ffffff&v=1664889899&width=1200	http://www.bostonintransit.com/cdn/shop/files/Boston-In-Transit-Logo-BookCover.jpg?height=628&pad_color=ffffff&v=1664889899&width=1200	[ "https://www.bostonintransit.com/cdn/shop/files/Boston-In-Transit-Logo-BookCover.jpg?v=1664889899&width=500" ]	[]	[]	[ "" ]	null	[]	null	Below, we are making available fine art reproductions of selected figures from the book Boston in Transit. These include maps, views, photographs, tickets, schedules, time tables, ephemera, and other graphics featured in the book. While many images have been cropped for the book, each figure linked to below is presente	en		Boston In Transit	https://www.bostonintransit.com/pages/boston-in-transit-mapping-the-history-of-public-transportation-in-the-hub	Below, we are making available fine art reproductions of selected figures from the book Boston in Transit. These include maps, views, photographs, tickets, schedules, time tables, ephemera, and other graphics featured in the book. While many images have been cropped for the book, each figure linked to below is presented in its original "complete" aspect. Please note that not all figures are available for reproduction. Some are not of a format lending to quality reproduction; others require third party permission to reproduce. Take a look at our "About our Fine Art Prints" page for details about the papers, inks, and formats of our fine art prints. See All Figures from the Book in a Sortable Collection See the Boston in Transit Historical MBTA Map Chapter 1 "Making Connections: Early Public Transportation for Boston" See All Figures from Chapter 1 or Select a Specific Figure from the List Below 1.1 Boston and the Shawmut Peninsula, 1775 (Map) 1.2 The Shawmut Peninsula in the 1600s (Printed View) 1.3 Mapping Boston’s First Public Ferries, 1728 1.5 Winnisimmet Ferry, 1856 (Printed View) 1.6 Boston and Environs, 1788 (Map) 1.7 The Charles River Bridge, 1789 (Printed View) 1.13 The West Boston Bridge, Circa Mid-1800 (Printed View) 1.14 Omnibus in Downtown Boston, Circa 1860s-70s (Photo) 1.20 West Side of Tremont Street, Early 1850s (Printed View) 1.21 East Side of Tremont Street, Early 1850s (Printed View) 1.22 Boston to Providence Railroad Survey, 1828 (Map) 1.23 Boston to Albany Railroad Survey, 1828 (Map) 1.24 Envisioning The Granite Railway, 1883 (Printed View) 1.25 The Granite Railway Incline Restored, 1934 (Photo) 1.26 The Granite Railway in Quincy (Drawing) 1.29 Boston & Maine Railroad Print Ad, 1861 1.30 Eastern Railroad Train, November 2, 1848 (Photo) 1.31 Boston & Maine Box Coach, Early 1860s (Photo) 1.33 Hinkley & Williams Works Print Ad, 1860 1.35 Boston & Worcester's Boston Depot, 1855 (Printed View) 1.37 Boston & Worcester Railroad Print Ad, 1864 1.38 Mapping Boston’s First Railroads, 1840 1.39 Steam Railroad Company Print Ad: Boston & Lowell 1852 1.39 Steam Railroad Company Print Ad: Eastern 1852 1.39 Steam Railroad Company Print Ad: Boston & Maine 1852 1.39 Steam Railroad Company Print Ad: Fitchburg 185 1.40 Mapping Boston's Connections, 1842 (Map) 1.41 Trains Crossing Boston’s Back Bay, 1835 (Printed View) 1.42 Pathfinder New England Railroad Map, 1849 1.44 Mapping Boston's Railroad Connections, 1857 1.45 Mapping the East Boston Ferries, 1850 1.48 Ferrying to East Boston, February 3, 1934 (Photo) 1.49 Boston Ferry Charles C. Donoghue, Circa 1950 (Photo) 1.51 Front Page News in 1856 1.52 Harvard Square, Circa 1858(Photo) 1.53 Horsecar at Mount Auburn Cemetery, Circa 1860(Photo) 1.55 Metropolitan Railroad Print Ad, 1858 1.56 Metropolitan Railroad Horsecar, Circa 1860s(Photo) 1.57 Horsecars on Tremont Street, 1856 (Printed View) 1.58 Bowdoin Square, April 25, 1857 (Printed View) 1.64 Boston Directory Map, 1857 1.65 Cambridge Almanac Map, 1856 1.66 Map of Railroads Serving Boston, 1846 1.69 Chase’s Railroad Map of Greater Boston, 1865 1.70 Chase’s Railroad Map of Boston, 1865 1.71 Closed-type Horsecar, Circa Mid-1890s (Photo) 1.72 Open-type Horsecar, Circa 1860–80 (Photo) Chapter 2 "Unification and Electrification: Trolleys Take Hold" See All Figures from Chapter 2 or Select a Specific Figure from the List Below2.2 Mapping the West End System, 1888 2.9 West End Bond Certificate, Circa 1900 2.10 Allston Power Station and Car House, Circa 1890 (Photo) 2.11 Boston’s Earliest Electric Streetcar, 1889 (Photo) 2.12 Future Site of the Central Power Station, 1874 (Map) 2.13 Mapping the Central Power Station, 1898 2.14 Central Power Station, Circa Late 1890s (Printed View) 2.15 Central Power Station Complex, 1925 (Photo) 2.16 Twenty-Foot Electric Streetcar, Circa 1892 (Photo) 2.17 West End Number 1 Streetcar, Circa 1892 (Photo) 2.18 West End Number 1 Streetcar, Circa 1891 (Photo) 2.19 BERy Number 3 Streetcar, Circa 1900 (Photo) 2.20 West End Twelve-Bench Streetcar, Circa 1890 (Photo) 2.21 West End Double-deck Streetcar, Circa 1891 (Photo) 2.22 BERy Articulated Car, 1912 (Photo) 2.23 Boarding a Snake Car at Harvard Square, 1912 (Photo) 2.24 BERy Birney Car #9024, August 2, 1920 (Photo) 2.25 West End Parlor Car #924, 1896 (Photo) 2.26 Interior of West End Parlor Car #924, 1896 2.27 BERy Parlor Car #101, Circa 1905 (Photo) 2.28 Interior of BERy Parlor Car #101, Circa 1905 (Photo) 2.29 BERy Snow Plow #101, Circa 1900 (Photo) 2.30 BERy Employees at Grove Hall, Circa 1890s (Photo) 2.32 Building a Power Station, December 17, 1908 (Photo) 2.33 Lincoln Wharf Power Station, December 17, 1908 (Photo) 2.35 Semi-convertible Streetcar, March 11, 1914 (Photo) 2.36 BERy Semi-convertible Streetcar #5453 (Photo) 2.37 Semi-convertible Streetcar, September 7, 1911 (Photo) 2.38 Interior of BERy Center-entrance Trailer #7001 (Photo) 2.39 BERy Center-entrance Streetcars, 1927 (Photo) 2.40 Center-entrance Streetcars, 1941 (Photo) 2.41 Copley Square, Circa Late 1890s (Photo) 2.42 BERy Mail Car #410, Circa 1905 (Photo) 2.43 U.S. Mail Wagon and Streetcar, May 6, 1907 (Photo) 2.45 The West End System, December 19, 1891 (Map) 2.46 Harvard Bridge, 1905 (Photo) 2.47 West End Track Plan Sheet Number 17, 1892 2.53 Derrah’s Street Railway Map, 1896 2.60 Trolley Routes in New England, 1905 2.62 Norumbega Park, 1917 (Map) Chapter 3 "America's First Subway" See All Figures from Chapter 3 or Select a Specific Figure from the List Below3.1 Front Page News, August 31, 1895 3.2 Horse Railroad Lines in Downtown Boston, 1880 (Map) 3.4 Horse Railroad Lines in Downtown Boston, 1865 (Map) 3.5 Scollay’s Buildings, North Side, Circa 1860 (Photo) 3.6 Scollay Square and Tremont Street, 1874 (Map) 3.7 Streetcar Blockade, July 12, 1895 (Photo) 3.8 The “Congested District” of Boston, March 1892 (Map) 3.9 Proposed Elevated Railroad for Boston, 1892 (Map) 3.10 Proposed Transit Improvements, 1892 (Map) 3.11 Proposed Rapid Transit Routes for Boston, 1897 (Map) 3.13 BERy Stock Certificate, 1900 3.15 Proposed Route of Subway, August 1895 (Map) 3.16 Streetcar Counts, December 10, 1894 (Map) 3.18 The Tremont Street Subway, 1898 (Map) 3.19 Drawings of Subway Section 1, March 1895 3.20 Park Street Station, July 28, 1896 (Photo) 3.21 Construction at Boylston Street Station, 1896 (Photo) 3.22 Under Boston Common, April 24, 1896 (Photo) 3.23 Construction Sequence at Tremont Street, 1897 (A/E Drawing) 3.24 Tremont Street, June 2, 1896 (Photo) 3.25 Scollay Square, July 15, 1897 (Photo) 3.26 Construction Sequence at Scollay Square, 1897 (A/E Drawing) 3.27 Under Hanover Street, December 31, 1896 (Photo) 3.28 Tremont Street Subway Section 4, 1896 (A/E Drawing) 3.29 Bell Mouths at Subway Section 4, 1898(Photo) 3.30 Cross-Section at Tremont Street, 1898 (A/E Drawing) 3.31 Park Street Station Site, November 27, 1896(Photo)of BTC Annual Report 1897 3.32 “When the Subway’s Done!” 1895 (Printed Views) 3.33 Under Boston Common, October 28, 18956(Photo) 3.34 Explosion at Boylston Street, March 9, 18976(Photo) 3.37 Top of the Public Garden Incline, 1898 (Photo) 3.40 Four-track Portion of the Subway, Circa 1900 (Postcard View) 3.41 Park Street Station Head Houses, Circa 1900 (Postcard View) 3.45 Pleasant Street Incline, 1897 (Photo) 3.46 Pleasant Street Incline, March 3, 1903 (Photo) 3.48 Mapping the Tremont Street Subway, 1898 3.49 Boylston Street Station Head Houses, 1897(Photo) 3.50 Boylston Street Station, 1898 (A/E Drawing) 3.51 Inside Boylston Street Station, 1897(Photo) 3.52 Park Street Station Head Houses, 1897(Photo) 3.53 Inside Park Street Station, 1897(Photo) 3.54 Park Street Station Plan 1898 (A/E Drawing) 3.56 Scollay Square Station Main Head House, 1898(Photo) 3.57 Scollay Square Station Plan, 1898 (A/E Drawing) 3.58 Adams Square Station Plan, 1898(A/E Drawing) 3.59 Inside Scollay Square Station, 1898 (Photo) 3.60 Inside Adams Square Station, 1898 (Photo) 3.61 Adams Square Station Head House, 1898 (Photo) 3.62 Haymarket Square Station Plan, 1898 (A/E Drawing) 3.63 Inside Haymarket Square Station, 1898 (Photo) 3.64 Haymarket Square Station Head House, 1898 (Photo) 3.65 Haymarket Square, February 8, 1897 (Photo) 3.66 The Northern End of the Subway, 1898 (Map) 3.67 Northern End of the Subway, September 9, 1898 (Photo) 3.68 Steelwork at Haymarket Portal, May 23,1898 (Photo) 3.69 Canal Street Area, December 19, 1898 (Photo) 3.70 Tremont Street After the Subway, Circa 1900 (Postcard View) 3.71 Destination Indicator Boards, Circa 1899 (Photo) 3.74 Boston’s Streetcar Network, January 1, 1898 (Map) Chapter 4 "Grand Terminals for Commuters" See All Figures from Chapter 4 or Select a Specific Figure from the List Below 4.1 Boston's Steam Railroad Terminals, 1865 (Map) 4.2 Boston’s Passenger Terminals, 1856 (Printed View) 4.9 Boston & Lowell Railroad Map, 1847 (Map) 4.10 Boston & Lowell Railroad Survey, 1836 (Map) 4.11 Railroad Depots on Causeway Street, Circa 1868 (Photo) 4.12 Boston & Lowell Boston Depot, Circa 1875 (Postcard View) 4.13 Boston & Lowell Passenger Depot, Circa 1880(Photo) 4.14 Boston & Lowell Terminal Train Hall, Circa 1880(Photo) 4.15 Mapping the Boston & Lowell Railroad, 1886 4.19 Map of the Eastern Railroad, 1860 4.20 The Eastern’s “Cape Ann,” October 20, 1860(Photo) 4.22 The Fitchburg’s Castle Terminal, Circa 1870(Photo) 4.23 Fitchburg Railroad Timetable Cover, 1895 4.24 Fitchburg Railroad Timetable Map, 1898 4.26 Boston & Maine Railroad Ad, 1852 4.27 Boston & Maine Railroad Map, 1852 4.28 Haymarket Square, 1890(Photo) 4.29 Causeway Street, August 12, 1884(Photo) 4.30 Boston’s Northern Railroad Depots, 1874 (Map) 4.31 Proposed North Union Station, 1892 (A/E Drawing) 4.32 The Boston & Maine’s Union Station, 1894 (Printed View) 4.34 Main Entrance of Union Station, Circa 1895 (Photo) 4.35 Eastern Tower of Union Station, Circa 1910 (Postcard View) 4.37 Union Station Concourse, Circa 1910s (Photo) 4.38 Union Station Concourse, February 1, 1927 (Photo) 4.39 Union Station Track 13 Departure Boards, 1914 (Photo) 4.40 Boston & Maine Coach #749, 1912 (Photo) 4.41 Boston & Maine Coach #840, Circa 1940 (Photo) 4.42 North Station, Circa 1930 (Postcard View) 4.43 The Boston & Maine Railroad, 1901 (Map) 4.44 Plan of North Station Terminal, 1928 (A/E Drawing) 4.45 Boston & Maine Timetable Cover, 1943 4.49 Mapping Transit at North Station, 1928 (Map) 4.50 Boston & Maine RDC-1 #6100, 1952 (Photo) 4.51 Interior of Boston & Maine RDC-1 #6100, 1952 (Photo) 4.52 Boston & Maine RDC-2 #6201 (Photo) 4.54 Boston & Maine RDCs at North Station, 1961 (Photo) 4.55 Boston & Providence Depot, Circa 1860 (Photo) 4.57 Park Square Passenger Station, Circa 1880 (Postcard View) 4.59 Park Square Terminal, Circa 1871 (Photo) 4.60 Park Square Train Shed, Circa 1880s (Photo) 4.61 Park Square Train Hall, Circa 1880s (Photo) 4.62 Locomotive “Governor Bradford,” 1845 (Photo) 4.63 Old Colony Locomotive #2 (Photo) 4.64 Old Colony List of Fares, Circa Late 1860s (Print Ad) 4.65 Passenger Terminals at Kneeland Street, 1874 (Map) 4.66 Old Colony’s Kneeland Street Terminal, 1890 (Photo) 4.69 Old Colony Railroad Timetable Cover, 1881 4.70 Old Colony Railroad South Shore Map, 1888 4.71 Old Colony Railroad Timetable Map, 1891 (Map) 4.72 Boston & Albany Kneeland Street Depot, 1889 (Printed View) 4.73 Boston & Albany Terminal, June 9, 1898 (Photo) 4.74 Boston & Albany Terminal, June 9, 1898 (Photo) 4.75 Boston & Albany Timetable Cover, 1904 4.76 New York & New England Timetable Cover, 1895 4.77 New York & New England Depot, Circa Late 1880s (Photo) 4.79 Boston’s Railroad Passenger Terminals, 1880 (Map) 4.80 Huntington Avenue Station (Postcard View) 4.81 Trinity Place Station, Circa 1950 (Photo) 4.82 Back Bay Railroad Stations, 1900 (Map) 4.89 Back Bay Station Facade, October 1979 (Photo) 4.89 Back Bay Track Boards, October 1979 (Photo) 4.90 Proposed South Union Station, 1892 (A/E Drawing) 4.91 Boston Terminal Co. Bond Certificate, 1897 4.92 Layers at South Station Site, Dec. 1899 (Map) 4.93 South Station Site Before, 1890 (Map) 4.94 South Station Site After, 1902 (Map) 4.95 South Station and Dewey Square, Circa 1901 (Postcard View) 4.96 Plan of South Station, December 1, 1899 (A/E Drawing) 4.103 Coaches Under the Great Shed, Circa 1930 (Photo) 4.104 Basement Plan of South Station, Circa 1900 (A/E Drawing) 4.105 South Station from Above, 1929 (Photo) 4.106 New Haven Eastern District Timetable, 1899 4.109 Bird’s Eye View of Boston, 1899 (Map) 4.110 South Station, Circa 1904 (Photo) 4.112 BRB&L Locomotive #2 with Coach, 1875 (Photo) 4.113 BRB&L Ferry “Dartmouth,” Undated Image (Postcard View) 4.114 BRB&L Timetable Number 139, 1939 4.115 BRB&L Rowe’s Wharf Ferry Terminal, Circa 1910 (Photo) 4.116 BRB&L Ferry at East Boston, 1922 (Photo) 4.117 BRB&L East Boston Ferry Slips, Circa Late 1930s (Photo) 4.118 BRB&L East Boston Facilities, Circa 1930s (Photo) 4.119 BRB&L East Boston Terminal, Circa 1930s (Photo) 4.120 BRB&L East Boston Train Sheds, Circa 1940 (Photo) 4.121 BRB&L Electric Train, 1929 (Photo) Chapter 5 "Rapid Transit Takes Shape" See All Figures from Chapter 5 or Select a Specific Figure from the List Below 5.1 The Meigs Elevated Railway, 1886 (Newspaper) 5.2 The East Boston Suspension Railway, 1835 (A/E Drawing) 5.4 The Meigs Elevated Railway, Circa 1886 (Photo) 5.5 Team Meigs and Their Train, Circa 1886 (Photo) 5.7 Old and New Spans Over the Charles, 1900 (Photo) 5.8 The Charlestown Bridge Draw Turntable, 1899 (Photo) 5.9 The Charlestown Bridge, June 3, 1901 (Photo) 5.10 The Charlestown Bridge, 1899 (A/E Drawing) 5.11 Mapping the East Boston Tunnel, 1901 (Map) 5.12 Constructing the East Boston Tunnel, 1901 (A/E Drawing) 5.13 East Boston Tunnel Roof Shield, Nov. 22, 1900 (Photo) 5.14 Tunnel Air Locks, March 17, 1903 (Photo) 5.15 Digging the East Boston Tunnel, 1901 (Photo) 5.16 East Boston Tunnel Portal, Circa 1905 (Postcard View) 5.17 Maverick Square, East Boston, Circa 1905 (Postcard View) 5.18 Streetcars at Maverick Square, Circa 1905 (Postcard View) 5.20 Atlantic Avenue Station, November 16, 1908 (Photo) 5.21 Atlantic Avenue and State Street Stations, 1905 (Photo) 5.22 Devonshire Street Station, May 14, 1905 (Photo) 5.23 Court Street Station, Circa 1905 (Postcard View) 5.24 Proposed Plan of Court Street Station, 1903 (A/E Drawing) 5.25 Court Street Station Head House, 1904 (Photo) 5.26 Scollay Under Station, January 31, 1916 (Photo) 5.27 Bowdoin Station, January 31, 1916 (Photo) 5.28 Cambridge Street Incline, 1915 (Photo) 5.30 East Boston Tunnel Type 1 Car, Circa 1923 (Photo) 5.31 East Boston Tunnel Type 2 Cars, Circa 1951 (Photo) 5.32 Maverick Square Station, January 31, 1925 (A/E Drawing) 5.33 Maverick Station Head House, 1925 (Photo) 5.34 Maverick Station Head House Interior, 1925 (Photo) 5.35 Mapping the BERy’s Elevated Division, 1905 5.36 Elevated Type 1 Rapid Transit Car #01, 1900 (Photo) 5.37 Elevated Type 1 Car #0103, June 26, 1902 (Photo) 5.38 Park Street Station, August 5, 1901 (Photo) 5.39 Boylston Street Station, November 12, 1908 (A/E Drawing) 5.40 Park Street Station, Circa 1901 (Photo) 5.41 The Haymarket Incline, July 19, 1901 (Photo) 5.42 Pleasant Street Station, July 2, 1901 (Photo) 5.43 Downtown Boston Rapid Transit Lines, 1902 (Map) 5.44 Rapid Transit at Causeway Street, 1902 (Map) 5.45 North Station on the El, December 2, 1907 (Photo) 5.46 View from Causeway Street, June 13, 1901 (Photo) 5.47 Thompson Square Station, April 1, 1902 (Photo) 5.48 City Square Station, September 20, 1898 (A/E Drawing) 5.49 City Square Station, May 31, 1901 (Photo) 5.50 Sullivan Square Terminal, May 25, 1908 (Photo) 5.51 Sullivan Square Street-level Plan, June 1906 (A/E Drawing) 5.52 Street-Level at the Terminal, June 24, 1901 (Photo) 5.53 Sullivan Square Second Floor Plan, June 1902 (A/E Drawing) 5.54 Transferring at Sullivan Square, July 26, 1901 (Photo) 5.55 Sullivan Square Second Floor, July 26, 1901 (Photo) 5.56 Under the Terminal’s Shed, August 13, 1901 (Photo) 5.57 Newsstands on the Second Level (Photo) 5.58 Rear of Sullivan Square Terminal, Circa 1910 (Postcard View) 5.59 Sullivan Square Terminal, Circa 1901 (Postcard View) 5.60 Behind Sullivan Square Terminal, May 9, 1901 (Photo) 5.61 A Renovated Second Level, March 1, 1913 (A/E Drawing) 5.62 Streetcar Departure Boards, July 16, 1913 (Photo) 5.63 Transit Infrastructure at Sullivan Square, 1912 (Map) 5.64 Everett Terminal, March 12, 1919 (Photo) 5.65 Everett Terminal, May 6, 1963 (Photo) 5.66 Erecting the Elevated, November 1, 1899 (Photo) 5.67 Northampton Station, May 3, 1901 (Photo) 5.68 Designing Dudley Street, October 25, 1898 (A/E Drawing) 5.69 Street-level at Dudley Street, April 29, 1910 (A/E Drawing) 5.70 Dudley Street Terminal Plan, June 1906 (A/E Drawing) 5.71 Rapid Transit Train Hall, May 3, 1901 (Photo) 5.72 Rapid Transit at Dudley Terminal, May 3, 1901 (Photo) 5.73 Upper Level Newsstand, November 5, 1902 (Photo) 5.74 Boarding a Trolley At Dudley Street, 1920 (Photo) 5.75 Dudley Street Terminal, Circa 1902 (Postcard View) 5.76 Dudley Street Station, September 20, 1910 (Photo) 5.77 Upper Level Trolley Platform, 1920 (Photo) 5.79 Egleston Square Station, October 23, 1908 (Photo) 5.80 Forest Hills, August 5, 1910 (Photo) 5.81 Rapid Transit Through Downtown Boston, 1904 (Map) 5.82 Washington Street Tunnel Cross-section, 1906 (A/E Drawing) 5.83 Washington Street Tunnel Cross-section, 1905 (A/E Drawing) 5.84 Order of Main Line Stations Sign, Circa 1920 5.85 Stations at Haymarket Square, 1909 (A/E Drawing) 5.86 Milk Station, 1909 (Photo) 5.87 State Station, Circa 1910 (Postcard View) 5.88 The Architecture of Summer Station, 1907 (A/E Drawing) 5.89 Winter Station, 1909 (Photo) 5.90 Essex Station, 1909 (Photo) 5.92 Rapid Transit in Downtown, June 30, 1909 (Map) 5.93 Battery Street Station, 1901 (Photo) 5.94 State Street Station on the El, November 7, 1901 (Photo) 5.95 Atlantic Avenue at Rowe’s Wharf, April 17, 1901 (Photo) 5.96 South Station on the El, September 14, 1939 (Photo) 5.97 Beach Street El Station, February 18, 1909 (Photo) 5.98 The Atlantic Avenue Elevated, 1932 (Photo) 5.99 Mapping the Molasses Tank and the El, 1917 5.100 Damage to the El, January 15, 1919 (Photo) 5.101 Aftermath of The Flood, January 15, 1919 (Photo) 5.102 Scrapping the Atlantic Avenue Elevated, 1942 (Photo) 5.103 Haymarket Incline, January 27, 1922 (Photo) 5.104 North Station West, June 6, 1912 (Photo) 5.105 East Cambridge Viaduct, Circa 1912 (Postcard View) 5.106 Lechmere Terminal, June 7, 1922 (Photo) 5.108 Above Central Station, Cambridge, June 1912 (Photo) 5.109 Harvard Station, 1912 (A/E Drawing) 5.110 Harvard Station Head House, December 13, 1913 (Photo) 5.112 Rapid Transit Train Unloading Platform, 1912 (Photo) 5.113 Upper Streetcar Platform, March 20, 1913 (Photo) 5.114 Lower Streetcar Platform, March 5, 1912 (Photo) 5.115 Transit Facilities at Harvard Square, 1916 (Map) 5.117 Stadium Station, Circa 1920s–30s (Photo) 5.118 Mapping Bennett-Eliot Facilities, 1929 (A/E Drawing) 5.119 Old and New Bridges to Cambridge, 1907 (Photo) 5.120 Elevation and Plan of New West Boston Bridge, 1907 (A/E Drawing) 5.121 Excavating the Beacon Hill Tunnel, June 29, 1910 (Photo) 5.122 Park Street Under, 1912 (Photo) 5.123 Charles Station Design Proposal, Circa 1930 (Printed View) 5.124 Cambridge-Dorchester Type 1 Car, 1911 (Photo) 5.125 Cambridge-Dorchester Type 1 Car Interior, 1911 (Photo) 5.126 Summer Street Above Washington Station, 1913 (Photo) 5.127 Cross-section of Washington Station, 1913 (A/E Drawing) 5.128 Washington Station, 1915 (Photo) 5.129 Entrance to South Station Under, 1917 (Photo) 5.130 South Station Under Concourse, 1917 (Photo) 5.131 Digging Beneath the Channel, 1916 (A/E Drawing) (tbs) 5.132 Broadway Station Plan, 1916 (A/E Drawing) (tbs) 5.133 Street-level at Broadway Station, 1917 (Photo) 5.134 Broadway Station, December 15, 1917 (Photo) 5.135 Andrew Square Station, 1916 (A/E Drawing) (tbs) 5.136 Erecting Andrew Square, November 24, 1917 (Photo) 5.137 Boston Transit Commission Map, 1917 5.138 Mapping the BERy’s System, January 1916 5.139 Rapid Transit Lines, December 31, 1925 (Map) 5.141 Columbia Station, 1927 (Photo) 5.142 Savin Hill Station, 1927 (Photo) 5.143 Fields Corner Station, 1927 (A/E Drawing) 5.144 Fields Corner Station, 1927 (Photo) 5.145 Fields Corner Station Interior, 1927 (Photo) 5.146 Shawmut Station, May 26, 1927 (Photo) 5.147 Ashmont Station, December 31, 1928 (A/E Drawing) 5.148 Ashmont Station, 1928 (Photo) 5.149 Inside Ashmont Station, 1928 (Photo) 5.150 Ashmont Parking Lot and Busway, 1928 (Photo) 5.151 Cambridge-Dorchester Order of Stations Sign 5.152 Cambridge-Dorchester Type 3 Car Interior, 1937 (Photo) 5.153 Cambridge-Dorchester Type 3 Car, 1922 (Photo) Chapter 6 "Pocket Maps and Transit Improvements in the Early 20th Century" See All Figures from Chapter 6 or Select a Specific Figure from the List Below 6.1 Vest Pocket Map of Boston, 1900 6.3 Vest Pocket Map of Boston, 1905 6.4 Newman the Shoeman Map of Boston, 1899 6.5 The Boylston Street Subway, June 30, 1912 (Map) 6.6 The Incline at Kenmore Street, October 2, 1914 (Photo) 6.7 The Boylston Street Incline, 1912 (Photo) 6.8 Copley Station Eastbound, 1915 (Photo) 6.9 Copley Station Westbound, 1915 (Photo) 6.10 Massachusetts Station, November 28, 1919 (Photo) 6.11 Streetcar Transfer Area, November 28, 1919 (Photo) 6.12 Massachusetts Station, November 28, 1919 (Photo) 6.13 Newbury Street Entrance, Circa 1920s (Photo) 6.14 Mezzanine Level at Arlington Station, 1921 (Photo) 6.15 Platform Level at Arlington Station, 1921 (Photo) 6.16 Proposed Subway to Post Office Square, 1913 (A/E Drawing) 6.17 Type 5 Streetcar #5507, November 23, 1922 (Photo) 6.18 MTA Type 5 Streetcar Specifications, 1948 (A/E Drawing) 6.19 Future Rapid Transit Routes for Boston, 1926 (Map) 6.20 Proposed Rapid Transit Improvements, 1926 (Map) 6.21 From East Boston to Brighton, 1926 (Map) 6.22 Kenmore Square, Circa 1930 (Postcard View) 6.23 Kenmore Square, Circa 1940 (Postcard View) 6.26 Governor Square, 1928 (Map) 6.27 Kenmore Square, 1938 (Map) 6.29 Park Street Station Points of Interest Board, Circa 1930 (Photo) 6.30 Huntington Avenue Subway Site, May 16, 1940 (Photo) 6.31 Mechanics Station, December 29, 1943 (Photo) 6.32 Renaming Mechanics Station, December 3, 1964 (Photo) 6.33 Symphony Station, Circa 1941 (Photo) 6.34 Milton Railroad Depot, December 27, 1927 (Photo) 6.35 Milton Streetcar Stop, April 21, 1930 (Photo) 6.36 Central Avenue Railroad Depot, January 19, 1928 (Photo) 6.37 Central Avenue Streetcar Station, 1932 (Photo) 6.38 New Haven Railroad in Dorchester, 1924 (Map) 6.39 Mattapan Railroad Depot, August 29, 1929 (Photo) 6.40 Mattapan Terminal, 1930 (Photo) 6.41 Mattapan Terminal, December 31, 1929 (A/E Drawing) 6.42 Mattapan Terminal Building, 1929 (Photo) 6.43 BERy PCC Car #3190, 1945 (Photo) 6.44 Inside BERy PCC Car #3190, 1945 (Photo) 6.45 Front End of PCC Car #3190, 1945 (Photo) 6.46 BERy Guide And Information Cover, 1930 6.47 Rapid Transit Lines of the BERy, 1930 (Map) 6.48 BERy Guide and Information Map, 1930 6.49 BERy Transit Map for Central Boston, 1930 6.50 UERL London Underground Map, 1911 6.51 London Underground Railway Map Number 1, 1935 6.52 Boston System Route Map Covers, 1936–64 (Composite) 6.53 BERy System Route Map Number 1, 1936 6.55 BERy System Route List, 1936 6.56 BERy System Route Map Seventh Ed., 1946 6.57 MTA’s System Route Map First Ed., 1949 6.62 BERy “Ride the EL” Print Ads, 1930 6.63 “Ride the ‘EL’” Print Ad, 1946 6.71 BERy Travel Information Map, July 1941 6.72 BERy Brochure Cover, 1929 6.74 BERy Preparedness Brochure (Side A), June 1942 6.74 BERy Preparedness Brochure (Side B), June 1942 6.75 MTRC Air View Map, 1945 6.78 Cambridge-Dorchester Car #0670, July 25, 1961 (Photo) Chapter 7 "Catching the Bus" See All Figures from Chapter 7 or Select a Specific Figure from the List Below 7.1 Mapping the BERy’s Earliest Bus Routes, 1925 7.2 The Lynn & Boston Railroad, March 1896 (Map) 7.3 B&N / Old Colony St. Ry. Trolley Trips Brochure, Circa 1910 7.4 The Bay State’s Trolley Trips Brochure Cover, 1911 7.4 The Bay State’s Trolley Trips Brochure Map, 1911 7.6 Bay State Trolley Trips Map, 1912 7.7 Bay State’s Trolley Trips Map, 1916 7.9 Eighty Years of Progress on the Eastern Mass, 1941 7.10 Boston’s Jitney Routes, August 22, 1919 (Map) 7.11 “Ride All Day for $1” Brochure Cover, 1933 7.11 “Ride All Day for $1” Brochure Cover, 1934 7.11 “Ride All Day for $1” Brochure Cover, 1935 7.11 “Ride All Day for $1” Brochure Cover, 1936 7.11 “Ride All Day for $1” Brochure Cover, 1930s 7.12 Eastern Mass Guide Map, 1935 7.13 Eastern Mass Brochure, Circa 1940 7.14 Eastern Mass Street Railway Co. Map, Circa 1940 7.15 Eastern Mass Marketing Mailer Map, 1945 7.19 The BERy’s First Bus, 1922 (Photo) 7.20 Inside the BERy’s First Bus, February 7, 1922 (Photo) 7.21 Seating in the BERy’s First Bus, 1922 (Photo) 7.22 Bus at Union Square Car House, Somerville, 1926 (Photo) 7.23 Co-operation Masthead, 1925 7.24 Co-operation Masthead, 1928–29 7.25 Arborway Garage, Circa Early to Mid-1930s (Photo) 7.26 Bartlett Street Garage, Roxbury, 1936 (Photo) 7.27 BERy Bus Garages, September 1932 (Photo) 7.28 Cover of Boston Elevated Railway Guide and Information Book, 1926 7.29 Portable Map of the BERy System, 1926 7.30 BERy Double-deck Bus, March 1924 (Photo) 7.31 BERy Deluxe Service Bus, 1928 (Photo) 7.32 Interior of a BERy Deluxe Service Bus, 1928 (Photo) 7.33 Early BERy Mack-built Bus, Circa 1930 (Photo) 7.34 BERy Charter Bus Brochure Cover, Circa 1930s 7.34 BERy Charter Bus Brochure, Circa 1930s 7.35 BERy Gas-electric Bus #910, February 1929 (Photo) 7.36 Trackless Trolley in Harvard Square, June 1, 1936 (Photo) 7.37 BERy Trackless Trolley #8113, Circa 1940 (Photo) 7.38 Mapping the BERy’s Trolley Bus Routes, 1937 7.39 Trackless Trolley at Harvard Station, May 4, 1938 (Photo) 7.40 Sullivan Square Station, December 11, 1946 (Photo) 7.50 Night Car Service Diagram, November 18, 1909 7.52 BERy Schedules of Night Service, January 1939 7.53 BERy Schedules of “Owl” Service, May 1947 7.56 Boston & Maine Motor Coach Timetable, 1926 7.57 Boston & Maine Timetable, 1941 7.58 Boston & Maine Transp. Co. Bus Schedule, 1932 7.58 Boston & Maine Transp. Co. Bus Schedule Map, 1932 7.59 New England Transportation Co. Brochure Cover, 1927 7.59 New England Transportation Co. Brochure Map, 1927 7.60 New England Transportation Co. Schedule, 1934 7.62 MTA Bus #2148, May 21, 1956 (Photo) 7.63 Interior of MTA Bus #2138, November 19, 1955 (Photo) 7.64 MTA Bus #2294, July 12, 1957 (Photo) 7.66 MBTA “Fishbowl” Bus #5718, 1980 (Photo) 7.67 MBTA Bus #7516 at Lynn Garage, Circa 1980s (Photo) 7.70 Surface Lines Schedules North, Spring 1958 7.74 MBTA Bus #6522 at Everett Shops, October 1966 (Photo) 7.75 50 Years of Bus Transit in Boston (Side A), 1972 (Brochure) 7.75 50 Years of Bus Transit in Boston (Side B), 1972 (Brochure) 7.76 MBTA Mini Bus, Circa 1974 (Photo) 7.77 MBTA Cambridge Mini Bus Timetable, 1975 7.78 MBTA Mini Bus Brochure (Jamaica Plain), 1973 7.78 MBTA Mini Bus Brochure (Somerville), 1973 7.79 MBTA 4000-series Trackless Trolley, Circa 1976 (Photo) Chapter 8 "The Rise and Fall of the MTA" See All Figures from Chapter 8 or Select a Specific Figure from the List Below 8.1 MTA Sixteenth Annual Report Cover, 1962 8.2 Metropolitan Transit Authority Logo, 1947 8.3 MTA Map Logo with Slogan, 1948 8.4 MTA Map Logo on PCC Streetcar, 1947 (Photo) 8.5 Proposed Streetcar Subway Expansion, 1947 8.6 MTA Airport Bus Service Brochure Side A, Circa 1948 8.6 MTA Airport Bus Service Brochure Side B, Circa 1948 8.7 Mapping the Revere Extension, 1954 8.8 East Boston Tunnel Type 3 Cars, August 4, 1951 (Photo) 8.9 Airport Station Busway, January 8, 19527 (Photo) 8.10 Day Square Station Busway, January 8, 19527 (Photo) 8.11 Day Square Station, January 8, 19527 (Photo) 8.12 Inside Orient Heights Shops, February 12, 1952 (Photo) 8.13 Orient Heights Eastern Busway, January 16, 1952 (Photo) 8.14 Orient Heights Station, January 11, 1952 (Photo) 8.16 Wonderland Amusement Park, Circa 1910 (Postcard View) 8.17 A New Order of Stations, January 3, 1952 (Photo) 8.18 Order of Stations Sign Fabrication Drawing, 1951 8.19 East Boston Tunnel Order of Stations, Circa 1963 8.20 MTA Rapid Transit System Pamphlet Cover, 1957 8.20 MTA Rapid Transit System Pamphlet Map, 1957 8.22 MTA Token Information Card, 1951 8.26 Brookline Village Station, November 12, 1959 (Photo) 8.27 MTA Highland Branch Pamphlet, 1959 8.28 MTA Highland Branch Advertisement, Circa 1959 8.29 Highland Branch Advertisement, Circa 1959 8.32 Riverside Terminal, June, 1959 (Photo) 8.33 Riverside Terminal, July 4, 1959 (Photo) 8.34 Edward Dana, January 3, 1952 (Photo) 8.35 MTA Modified Express Service Poster, 1960 8.36 MTA Trolley Bus at Fields Corner Station, 1948 (Photo) 8.37 MTA PCC Car at Cleveland Circle Station (Photo) 8.39 MTA Print Advertisement, Circa 1950s 8.41 MTA Fare Map, 1949 8.50 MTA Zoo Advertisement Graphic, 1952 8.51 MTA Advertisement Graphic (Fall), 1952 8.51 MTA Advertisement Graphic (Christmas), 1952 8.51 MTA Advertisement Graphic (Easter), 1952 8.51 MTA Advertisement Graphic (Revere Beach), 1952 8.52 North Station Explosion Aftermath, June 11, 1959 (Photo) 8.56 Cambridge-Dorchester Type 5 Cars, March 1961 (A/E Drawing A) 8.56 Cambridge-Dorchester Type 5 Cars, March 1961 (A/E Drawing B) 8.58 MTA “Blue Bird” Rapid Transit Car, Circa 1963 (Photo) 8.59 MTA “Blue Bird” Order of Stations Sign, 1962 8.61 Mapping the Reading Extension, 1961 8.62 The MTA’s Ten-Year Master Plan Map, 1963 8.63 Locating the Government Center Project, 1959 8.66 The MTA’s Sixteenth Annual Report, 1963 8.67 MTA Route Map, October 23, 1963 Chapter 9 "The Massachusetts Bay Transportation Authority"
833	dbpedia	2	2	https://libguides.uml.edu/early_lowell/Boston_and_Lowell_RR	en	The Town & the City: Lowell before and after The Civil War	https://libguides.uml.edu/ld.php?screenshot=ecaehd.png&size=facebook&cb=1723300202	https://libguides.uml.edu/ld.php?screenshot=ecaehd.png&size=facebook&cb=1723300202	[ "https://libapps.s3.amazonaws.com/customers/10/images/libguide_header_nov_2021_copy_v.2_resize.png", "https://libapps.s3.amazonaws.com/accounts/85660/images/B_and_L_RR_001__1_.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/misc_005.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/B_and_L_RR_003__2_.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/Boston___Lowell_Rail_Road_1836_pg_1.PNG", "https://libapps.s3.amazonaws.com/accounts/85660/images/misc_010.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/B___L_1836_pg_2.PNG", "https://libapps.s3.amazonaws.com/accounts/85660/images/commonwealth_c534g3670_access_full.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/long_RR_map.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/ocm34512372.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/commonwealth_7h14b1570_access_full.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/Screen_Shot_2022-06-02_at_3.27.13_PM.png", "https://libapps.s3.amazonaws.com/accounts/85660/images/map_reduced.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/Screen_Shot_2022-06-03_at_9.59.06_AM.png" ]	[]	[]	[ "" ]	null	[ "Brad MacGowan" ]	null	Originally created to be a digital archive for Lowell documents from 1826 to 1861, this website has grown to cover many periods and events in Lowell's history.	en	//d2jv02qf7xgjwx.cloudfront.net/apps/common/favicon/apple-touch-icon.png		https://libguides.uml.edu/early_lowell/Boston_and_Lowell_RR	From Summer Saunterings by the B & L (1885) https://archive.org/details/summersauntering00bost/page/n9/mode/2up?ref=ol&view=theater The original main line of the Boston & Lowell Railroad was only twenty-six miles in length; and for many years it remained "little among the thousands" of great railway lines. Now that it has suddenly reached out and, by purchase, lease and business contract, secured the management or traffic of many connecting and tributary roads, so that it has become the largest railroad system in New England, it is interesting to recall the fact that, as it was the first railroad chartered in New England for passenger transportation, so it was the first to be completed and operated its entire length, and it was the third or fourth in the United States. In 1821, what is now the city of Lowell was a straggling village of twelve houses; some time previous a canal had been dug around Pawtucket Falls, on the Merrimack River, for purposes of navigation. In 1822, an organization was effected under the name of " The Locks and Canal Co." on the Merrimack River, to utilize the water power for manufacturing purposes, and the first wheel was set in motion Sept. 1, 1823. The facilities for the transportation of raw material to, and manufactured goods from, the place, were the river from Newburyport via Haverhill, the Middlesex Canal from Boston, and the highways; the latter being sandy in summer, muddy in spring and early winter, and often blockaded with snow in mid-winter. In 1820, Messrs. William Appleton, Patrick T. Jackson and Kirk Boott, of Boston, with other far-seeing men of the owners and managers of water power and mills located at Lowell, were convinced that there must be greater transportation facilities for the proper development of their investments; for already on an average as many as twenty-four tons of freight passed daily between the manufacturing village and the then young city of Boston, and "six stage-coaches, drawn by four and six horses each, "conveyed" from 100 to 120 passengers daily from one town to the other." This is a small amount of freight and number of passengers to us, but for that day indicates that great business activity had begun in eastern Massachusetts. It was evident that something must be done speedily, and certain enterprises in England and other parts of this country attracted their attention and directed their efforts. In 1827, a road three miles in length, with rails of wood covered with iron, was opened from the Quincy granite quarries to the Neponset River, and successfully used with horse-propelling power. This same year another similar road, nine miles in length, was opened among the coal mines of the Lehigh region in Pennsylvania; and, in 1821), the Delaware & Hudson Canal Co. constructed a third railroad. All of these were operated either by gravity, animals, or stationary steam engines, and were for freight transportation only. The latter company, hearing of the success of Stephenson in moving loads of coal in England on a railroad, sent an agent there, who purchased a locomotive steam engine named the " Stourbridge Lion," which was tested on their road at Honesdale, Penn., August 8, 1829, "which was, without a shadow of doubt, the day the first locomotive turned a driving wheel upon a road on the American continent." The Massachusetts Legislature of 1829 had ordered a survey, at State expense, to ascertain the practicality of a railroad between Boston and Lowell. It was made by Mr. James Haywood, and his report transmitted to the Legislature by Gov. Levi Lincoln on Jan. 1, 1830. The previous October, Stephenson had made his successful experiment with a locomotive steam engine on the Manchester & Liverpool Railroad. All these movements had been closely watched by those interested in the Lowell "Locks and Canal Co.," and on Jan. 18, 1830, Patrick T. Jackson, Esq., requested Kirk Boott, Esq., agent, to call a meeting of the directors, by whom he hoped a meeting of the "proprietors" would be called, and he states that his "object is to draw the attention of the proprietors of that stock to the project for building a railroad from this place (Boston) to Lowell." The directors' meeting was the 22d and the proprietors the 27th of January, at the house of Mr. Jackson, No. 22 Winter Street, Boston, when the first step was taken for the organization of a company to build the Boston & Lowell Railroad. The project was strenuously opposed by the owners of the Middlesex Canal, but the Legislature of that year granted a charter, giving the company the exclusive right to railroad transportation between Boston and Lowell for thirty years, which rights the courts afterwards sustained them in asserting. The road was so well located and built that there is no grade over ten feet to the mile, except at the overhead crossing of the Fitchburg Railroad in Somerville, and all the curves are wide and easy. A copy of "The Merchants' and Traders' Guide and Strangers' Memorandum Book for the year of our Lord 1836," says: "This road was opened for public accommodation on the 24th of June, 1835, [the Providence road was opened June 11th, and the Worcester, July 4th, of the same year,] and its cost thus far exceeds $1,000,000. The road is built with a single track, and is constructed of the iron edge-rail, supported by cast-iron chairs on stone blocks and stone sleepers, resting on stone foundation walls. A second track is commenced and laid about five miles." This second track was not so expensively laid with stone foundation walls, as it was found that the frost would not heave the sleepers so much as was feared. All of the stone blocks and stone sleepers have now been removed, being replaced with wood; but many of them may yet be seen lying by the railroad side between Boston and Lowell. The rails were not of the now universal "T" pattern, but what were called "fish bellies," because they were wider perpendicularly in the middle than the ends -where they rested on the chairs; they were of iron and weighed only 35 pounds to the yard and broke easily. The first locomotive used on the road was built in England and named the "Stephenson," and, among other peculiarities, had the plates on the side of her fire-box welded instead of riveted. The first passenger car was an open one ; covers were soon provided, above which was a chaise-top for the conductor, who was the lookout, and carried a silver whistle to blow as a signal, which however could hardly be heard when the train was in motion, on account of the force of the wind. The engines had no cabs, and the engineer and fireman were exposed to all the extremes of weather. "The Merchants' and Traders' Guide," before quoted, also contains the following interesting notice in connection with the above: "Before the starting of the cars, stages leave Nos. 9 and 11 Elm Street, and City Tavern, Brattle Street, and call at almost any part of the city for passengers, and take them to the depot free of charge. Arrangements have not yet been made, though they are in progress, for the conveyance of merchandise, but there is a private car attached to the train for the purpose of conveying small quantities of merchandise." Probably this was the forerunner of the modern express companies' cars. The Boston terminus was then at the foot of Lowell Street, where the freight-house now is. In 1857, the present site of the station on Causeway Street was occupied, and the present costly and commodious depot, 700 feet long, having a frontage of 205 feet, with a train-house having an arch with a clear span of 120 feet without any central support, was occupied in 1874. The spot upon which it stands is made land, and the Blackstone Canal which formerly crossed Boston along the line of the street of that name, intersected Causeway Street near this point, that street being originally what its name implies, a causeway with water on either side. The writer's father has told him he had often seen vessel's jib-booms extending over that street, the water allowing them to be moored by its side.
833	dbpedia	0	46	https://atwatereffect.com/travel-in-connecticut-in-the-early-1800s/	en	Travel in Connecticut in the Early 1800s	https://s0.wp.com/i/blank.jpg	https://s0.wp.com/i/blank.jpg	[ "https://secure.gravatar.com/avatar/3eeafe45c1c60189170ae5bf42dc4f87?s=60&d=mm&r=g", "https://secure.gravatar.com/avatar/fa73e845f62a6cb47259f90dc83102c9?s=60&d=mm&r=g", "https://secure.gravatar.com/avatar/3eeafe45c1c60189170ae5bf42dc4f87?s=60&d=mm&r=g" ]	[]	[]	[ "" ]	null	[ "Marshall Atwater" ]	2021-10-25T18:43:22+00:00	Preface Recently, the complete files of the Hartford Courant were made available in conjunction with newspapers.com. I browsed the papers from 1820 to 1840 to find transportation related arti…	en		Atwater Effect	https://atwatereffect.com/travel-in-connecticut-in-the-early-1800s/	Preface Recently, the complete files of the Hartford Courant were made available in conjunction with newspapers.com. I browsed the papers from 1820 to 1840 to find transportation related articles. The following article was written to review the transportation options at the time in Hartford, which saw the peak of the stage coach era and the start of the railroads in Connecticut. This may give some clues on why no direct rail route was constructed in northeastern Connecticut from Hartford to Worcester and Boston. Background After the Revolutionary War, transport of people and goods to the cities utilized sailing ships because the cities were located on the coast. Overland travel generally consisted of short distances within a town by walking, horseback or with horse- or oxen-drawn wagons owned by farmers. The roads were at times so hard and rutted that they threatened to shake a vehicle to pieces and at other times, so muddy as to be virtually impassable. Travel over long distances was seldom made and required extensive planning. It took a week to go between New York and Boston. Turnpike corporations formed and worked with the states along assigned routes to create roads suitable for improved travel. Connecticut chartered 77 turnpike corporations between 1790 and 1840 with the peak decade 1801 to 1810. The large number of turnpike corporations resulted in the first large scale road building that linked cities overland in the new country. More than 1,600 miles of turnpikes were built in Connecticut during this period and included the first bridge over the Connecticut River. The most profitable turnpikes were from New Haven to Hartford, Hartford to Worcester and Boston, and Hartford to Albany. By 1825, more than half of the turnpike ventures in the country were either partially or totally abandoned. In these cases, the town became responsible for maintaining the turnpikes. Most Connecticut turnpike corporations ceased before 1840, but most turnpikes remained open to the public. Many of the current state routes are closely aligned with the turnpikes. The improvements in roads created a demand for better wheeled vehicles and allowed stagecoaches to become more regular during the early 1800s. The turnpikes allowed increased pleasure travel and commercial travel for farmers and allowed the textile industry to develop on inland rivers. The building of the turnpikes significantly improved the comfort and speed for overland travel. Benjamin Silliman wrote in 1819 about his travels on a turnpike as: “The fine turnpike we commenced our journey was but a few years since a most rugged and uncomfortable road; now we passed it with ease and rapidity, scarcely perceiving its beautiful undulations.“ One of the earliest textile mills was built by John Warburton in 1795, powered by the Tankerhoosen River in Vernon, to make stocking yarns and threads. Peter Dobson, a manufacturing genius who emigrated from England, settled in Vernon, set up the first cotton spinning machinery in the state in 1810 and it made a variety of cotton yarn to sell to farmers’ wives to be woven into cloth on hand looms. The women made bed sheets, and other types of cloth were made into clothes. Later factories made finished linen products. When the factories were built on the rivers in eastern Connecticut, it was easier when they were located near a turnpike to obtain supplies and to send the final product to the population centers using heavy wagons drawn by four, six and eight horses or oxen. Hartford: Hub for Water and Land Transportation Hartford was a major harbor for schooners, sloops and steamboats that traveled to New York on a regular basis via the Connecticut River carrying freight and passengers. By 1835, some lines had their sailing ships towed up and down river when necessary to maintain the schedule. All travel on the Connecticut River ceased when the river froze over in the winter for several months each year. When the river closed, teams using covered wagons provided for the delivery of goods to Boston and New Haven. Active stagecoach lines came from New Haven on a daily basis via the Berlin Turnpike. Most lines east to Worchester, Boston or Providence originated from Hartford because of the bridge over the river. Other well-traveled stagecoach routes went to Albany and Massachusetts. Hartford became a major junction for the land and water routes between New York and Boston. Hartford had hotels for food and relaxation, such as the Hartford Hotel, the National Hotel, and the United States Hotel. The Courant listed nine Schooners and 16 sloops that arrived in Hartford in one week in 1835 with 25 departures. (7 /27/1835). The larger ships took up to 100 passengers and freight on their trips. From the advertisements in the Hartford Courant, one or more were departing each day to arrive in New York the following morning. By 1830 two steamships also traveled between Hartford and New York. In the 1830s, the number of steamships increased and competition was fierce for passengers with a $2 fare to New York. (HC 11/25/1835). In the long summer days, the steamships could travel in daylight by leaving at 6 AM. In 1836, the Bunker Hill and Cleopatra both left Hartford on Monday, Wednesday and Friday at 2 PM for an overnight trip to New York. However, the Bunker Hill published a notice it would leave at two minutes past two “to prevent the reckless destruction of their property and to place the traveling community in a situation where they shall not be necessarily exposed to injury.” (HC 9/26/1836). The stagecoach routes to Worcester and Boston departed daily, except Sundays. In the 1830s, there were routes from four companies thru Tolland to Worcester departing Hartford at 9 PM, 3 AM, 6 AM and at 7 AM with some continuing to Boston. Fares were $2 to Worcester and $4 to Boston. (HC 1 /13/1834). There was also a direct route between Boston and New Haven that connected with a ship to New York over the Middle Turnpike with an overnight stay in Ashford. Occasionally, stagecoach accidents were reported. A serious accident occurred in Ashford when the coach descending a hill covered with ice slid from the road and was thrown over a railing and down a steep bank. Several passengers were bruised and the driver broke his arm. The horses became frightened and ran off with the front wheels. One horse was badly damaged. (HC 1/13/1834) The stagecoach allowed communication of news with the outside world and with the government centers in Hartford and New Haven and the commercial centers of New York and Boston to the small towns. The taverns at which stages stop were well kept and furnished with every accommodation. The stage passed “ the most beautiful villages in New England and through a part of the county known for its beauty.” (7/6/1835) Railroad: Hartford-to Worcester In 1830, the first railroad to transport passengers opened in Baltimore. By 1832, investors in Boston started to build railroads to Providence, Lowell, and Worcester. By 1834, the Boston to Worcester railroad was 2/3 completed. There were 9 stage lines between Hartford and Boston. One stagecoach line adjusted their schedule to meet the railroad so that riders could leave Hartford at 3AM and be in Boston by 5PM with the stage meeting the railroad. A charter for a railroad was granted from Hartford to Vernon to Bolton Notch to serve the quarry at the notch and the Vernon mills. The Hartford and New Haven Railroad was raising money to start construction. The railroad estimated the number of passengers using the stages between New Haven and Hartford were 18,000 per year and by steamboats between New York and Hartford to be about 30,000. The number of passengers by steamboat from New York to Providence was estimated to be 50,000. The railroad estimated there would be 7000 tons of freight annually from Meriden and Wallingford. The railroad estimated that the manufacturers in Vernon used 10,000 tons of raw materials and returned it in manufactured articles. A letter to the Hartford Courant from ‘S’ on Nov 24, 1834 indicated he attended the opening of the second section of the Boston-Worcester railroad with the Governor and many officials in attendance. It was indicated the railroad would be extended westward beyond Worcester. The officials of the present Worcester and Boston Road see “so much in favor of the route through Tolland to Hartford, that nothing but opposition, or apathy, on the part of our citizens will prevent it from coming here. “ On Dec 15, another letter indicated the Massachusetts legislature might decide on a route in January. In March, the petition to the Massachusetts legislature for the Hartford Worcester railroad was referred to the following session. Several cities organized meetings to discuss details for proposed routes to Boston or Worcester Jan 26, 1835, ’W’ wrote to the editor: “It is astonishing that there is so much apathy and indifference on the subject of a railroad from Hartford to connect with the Worcester railroad. Delays are dangerous and surely it is in the case before us: for the citizens of Hartford may be assured that if there is not a united effort made to retain and improve the advantages that we process, they will be improved by others.” A series of meetings were organized to present the merits of the proposed routes and the effects on the local citizen. A meeting in Hartford wanted to connect the New Haven Hartford line by the shortest practical route to Worcester. The proposed direct route went from Worcester to Southbridge, Sturbridge, Brimfield, and Wales in MA and Stafford, Tolland, Vernon, Manchester, East Hartford to Hartford. Delegates from all the affected towns met on March 16 in Hartford to consider the construction of such a line. It was stated that the work would increase the population, advance trade and commerce, and more fully develop local resources. A meeting in Windham considered the route proposed from Bolton Notch through the Hop River valley in Coventry to Windham, Chaplin, Ashford, Woodstock to Southbridge to meet the railroad proceeding west from Worcester. The meeting wanted the proposed route surveyed to develop a cost estimate. Norwich on January 12, 1835 proposed that an existing charter from Norwich to Boston be changed to Worcester and go through Ward, Oxford, Webster and Dudley in MA and the Quinebaug Valley in CT. This could be combined with a new road from Norwich to Windham to Bolton to connect with the charter from Hartford to Bolton. There were many manufacturers along these routes that benefit from the railroad. The fourth route was to have the road go through Springfield and connect with a road south to Hartford along the Connecticut River. This route would be 75 miles, longer than the direct route of 50 miles. A convention was held in Worcester on July 2nd to discuss rail routes to Hartford with 300 delegates. About 60 delegates were named from Central Connecticut for each of the towns that for which a proposed railroad line would transverse. Hartford named 34 men. Nine men represented Vernon and Stafford and six represented Windham. (No delegates were named from Tolland.) Additional delegates represented the Norwich proposal and Massachusetts towns. Reports were presented for each of the routes. The convention decided that “it is inexpedient to express any opinion as to the best mode for extending the railroad from Worcester towards New York.” Reports were given for each of the routes. One resolution recommended the terminus of the Norwich line be Worcester, instead of Boston. The supporters of the direct route had few particulars on the route compared to the other routes but seem to have the most support. (HC 7/13/35). ‘Charter Oak’ wrote a lengthy letter (HC 7/20/1835) extolling the virtues of the direct route to Hartford from Worcester. He wrote “Citizens of Hartford! Are you willing to let the other projects go forward and you remain silent?” The rail line was completed to Worcester from Boston in the spring of 1835 with the total trip, including stops, taking three hours. The final Route from Worcester to Springfield was decided at the end of the year and the work was put under a contract for construction. It was completed in 1840 to Springfield and Albany by 1842. The Norwich and Worcester railroad was completed in 1840. The road from New Haven to Hartford was completed in 1839 and extended to Springfield in 1840. The Hartford, Bolton, and Windham route was completed as part of the Newberg to Providence Railroad in 1850. However, neither the direct route from Vernon to Worcester or the route south from Southbridge to Windham were started. Why were these routes never built? One may have been the apathy of the investors and citizens of Hartford and the towns along the route. The other was the opposition from investors that were making money from the continuation of the stages. At the time, Tolland had a large political influence on state politics and none of the leaders attended the Worcester Convention. And opposition came from the tavern owner, Elijah Smith, where at least two stage routes changed their horses. In 1836, the Hartford and Worcester Railroad Turnpike Corporation was formed to develop a turnpike from the Centre Turnpike in Willington or Ashford to the Worcester Railroad Station. Elijah Smith, the tavern owner was a founder of the corporation and Loren Waldo was on a committee to determine the final route. This was an effort to continue traffic on the Centre Turnpike with connections to the Worcester rail line. The turnpike was never built. By 1851, the last stagecoach traveled from Hartford to Worcester and travelers transferred to the railroads.
833	dbpedia	2	49	https://historybuzz.substack.com/p/lowell-junction	en	Miscellany Mondays: Lowell Junction	https://substackcdn.com/…6_2432x1621.jpeg	https://substackcdn.com/…6_2432x1621.jpeg	[ "https://substackcdn.com/image/fetch/w_96,c_limit,f_auto,q_auto:good,fl_progressive:steep/https%3A%2F%2Fbucketeer-e05bbc84-baa3-437e-9518-adb32be77984.s3.amazonaws.com%2Fpublic%2Fimages%2F6b465fd8-de75-4beb-bd46-373656b015f6_729x729.png", "https://substackcdn.com/image/fetch/e_trim:10:white/e_trim:10:transparent/h_72,c_limit,f_auto,q_auto:good,fl_progressive:steep/https%3A%2F%2Fsubstack-post-media.s3.amazonaws.com%2Fpublic%2Fimages%2F048e8e21-94ba-4bd7-b9bf-8b9a3df840e3_722x138.png", "https://substackcdn.com/image/fetch/w_120,c_limit,f_auto,q_auto:good,fl_progressive:steep/https%3A%2F%2Fbucketeer-e05bbc84-baa3-437e-9518-adb32be77984.s3.amazonaws.com%2Fpublic%2Fimages%2F625f0804-7b48-40d6-8be2-b3467db54316_2432x1621.jpeg", "https://substackcdn.com/image/fetch/w_80,c_limit,f_auto,q_auto:good,fl_progressive:steep/https%3A%2F%2Fbucketeer-e05bbc84-baa3-437e-9518-adb32be77984.s3.amazonaws.com%2Fpublic%2Fimages%2F377559d6-2a37-4f93-b044-1bcf6efbe727_1000x1000.jpeg", "https://substackcdn.com/image/fetch/w_120,c_limit,f_auto,q_auto:good,fl_progressive:steep/https%3A%2F%2Fbucketeer-e05bbc84-baa3-437e-9518-adb32be77984.s3.amazonaws.com%2Fpublic%2Fimages%2F625f0804-7b48-40d6-8be2-b3467db54316_2432x1621.jpeg", "https://substackcdn.com/image/fetch/w_1456,c_limit,f_auto,q_auto:good,fl_progressive:steep/https%3A%2F%2Fbucketeer-e05bbc84-baa3-437e-9518-adb32be77984.s3.amazonaws.com%2Fpublic%2Fimages%2F7fb0b87b-5a11-4604-9ffd-31938782aead_1013x950.png", "https://substackcdn.com/image/fetch/w_1456,c_limit,f_auto,q_auto:good,fl_progressive:steep/https%3A%2F%2Fbucketeer-e05bbc84-baa3-437e-9518-adb32be77984.s3.amazonaws.com%2Fpublic%2Fimages%2Fb0adbf43-68bd-4ad1-a316-22b3d31a9957_850x548.jpeg", "https://substackcdn.com/image/fetch/w_1456,c_limit,f_auto,q_auto:good,fl_progressive:steep/https%3A%2F%2Fbucketeer-e05bbc84-baa3-437e-9518-adb32be77984.s3.amazonaws.com%2Fpublic%2Fimages%2F625f0804-7b48-40d6-8be2-b3467db54316_2432x1621.jpeg", "https://substackcdn.com/image/fetch/w_1456,c_limit,f_auto,q_auto:good,fl_progressive:steep/https%3A%2F%2Fbucketeer-e05bbc84-baa3-437e-9518-adb32be77984.s3.amazonaws.com%2Fpublic%2Fimages%2F93ac44ca-b0d7-480a-8ea7-cc09a9bcacef_2280x1740.jpeg", "https://substackcdn.com/image/fetch/w_1456,c_limit,f_auto,q_auto:good,fl_progressive:steep/https%3A%2F%2Fbucketeer-e05bbc84-baa3-437e-9518-adb32be77984.s3.amazonaws.com%2Fpublic%2Fimages%2Fecd1d71f-f6e8-44ad-92b3-d0b999564965_896x624.jpeg", "https://substackcdn.com/image/fetch/w_120,c_limit,f_auto,q_auto:good,fl_progressive:steep/https%3A%2F%2Fbucketeer-e05bbc84-baa3-437e-9518-adb32be77984.s3.amazonaws.com%2Fpublic%2Fimages%2F625f0804-7b48-40d6-8be2-b3467db54316_2432x1621.jpeg", "https://substackcdn.com/image/fetch/w_64,h_64,c_fill,f_auto,q_auto:good,fl_progressive:steep,g_auto/https%3A%2F%2Fsubstack.com%2Fimg%2Favatars%2Flogged-out.png", "https://substackcdn.com/image/fetch/w_66,h_66,c_fill,f_auto,q_auto:good,fl_progressive:steep/https%3A%2F%2Fsubstack.com%2Fimg%2Favatars%2Fyellow.png", "https://substackcdn.com/image/fetch/w_66,h_66,c_fill,f_auto,q_auto:good,fl_progressive:steep/https%3A%2F%2Fsubstack.com%2Fimg%2Favatars%2Fblack.png", "https://www.facebook.com/tr?id=538146554016479&ev=PageView&noscript=1", "https://analytics.twitter.com/i/adsct?p_id=Twitter&p_user_id=0&txn_id=<!-- Twitter universal website tag code --> <script> !functi&events=%5B%5B%22pageview%22%2Cnull%5D%5D&tw_sale_amount=0&tw_order_quantity=0&tw_iframe_status=0", "https://t.co/i/adsct?p_id=Twitter&p_user_id=0&txn_id=<!-- Twitter universal website tag code --> <script> !functi&events=%5B%5B%22pageview%22%2Cnull%5D%5D&tw_sale_amount=0&tw_order_quantity=0&tw_iframe_status=0" ]	[]	[]	[ "" ]	null	[ "Floyd Greenwood" ]	2021-04-05T21:00:17+00:00	More than a junction	en	https://substackcdn.com/image/fetch/f_auto,q_auto:good,fl_progressive:steep/https%3A%2F%2Fbucketeer-e05bbc84-baa3-437e-9518-adb32be77984.s3.amazonaws.com%2Fpublic%2Fimages%2F05455fb2-1d93-4ab6-9068-350f40cc7be7%2Ffavicon.ico		https://historybuzz.substack.com/p/lowell-junction	South of Ballardvale is a roughly rectangular spit of land belonging to Andover, bounded by the Shawsheen River, Tewksbury, and Wilmington. A triangle-shaped railroad junction known as Lowell Junction characterizes the area. From Indigenous people to industry, its history extends beyond an intersection. First off, we can credit the distinctive boundary of Lowell Junction to a mistake. At Andover's incorporation in 1646, a straight, logical line may have served as the border between Andover and Reading. It appears as a black dash on a 1683 survey. I drew the same line in red on a map showing what Andover looked like in 1692. In 1650, Charlestown and Woburn sought to buy land within each other’s municipalities. On July 29, the towns agreed that Woburn would exchange 3,000 acres of its remote northern land for 500 acres of Charlestown’s land further south. The 3,000-acre northern tract earned the name “Land of Nod,” after the place east of Eden where Cain lived in exile according to the Bible (Genesis 4:16). “Nod” means “wanderer” in Hebrew, but the people of Woburn referred to the remoteness of their land and its great distance from any church. The town of Woburn hired a surveyor in 1671 to identify the 3,000 acres they would turn over to investors in Charlestown. Seventeenth-century surveying was shoddy at best, and the surveyor carved 3,000 acres out of Reading and Andover instead of Woburn. For the next 60 years Andover, Woburn, and Charlestown disputed over ownership of the Nod. Finally, in 1734, not long after the establishment of Wilmington, Andover relinquished its claim. The Land of Nod was not the only Lowell Junction boundary subject to heated dispute. To the west, Andover fought off land claims from Billerica and vice versa to the point where residents “could not tell whether wee [sic] have any bounds or not.” In the colonial era, deeds referred to Andover land between the Shawsheen River and the Nod as "Billerica Meadow" and "Sutton’s Plain." For a long time a tree named “Sutten’s [sic] pine” marked the corner of Andover, Billerica, and Wilmington. Before European settlement, the Penacook called the area home. A site known as Fort Shawsheen reveals embankments used for defense against enemies traveling the river or advancing from the north. Archaeologists found chips and flakes of chert and argillite, suggesting the production of stone tools or weapons. A solid blue line marks the embankment of Fort Shawsheen on the 1692 map. The Boston and Maine Railroad cut through Sutton’s Plain in the 1830s, but it remained remote and ignored by Ballardvale after American independence. One person called it home in the 1850s: a man by the name of W. Burtt. He lived on River Street near the Wilmington border. In 1874, everything changed. A monopoly on Lowell rail service expired and Boston and Maine built their own branch line connecting Lowell to Boston, creating Lowell Junction and fueling a new industrial center. The creative name for the new line was the Lowell and Andover Railroad. Unlike Ballardvale, Lowell Junction factories enjoyed independence from the river for power, and instead relied on its proximity to the railroad to transport materials and goods efficiently. One of the junction’s first businesses was the Ballardvale Lithia Springs Water Company. Lithia water is mineral water with lithium salts added for supposed medicinal effects. Founded by Lawrence businessman Paul Hannigan in the 1880s, he used Lowell Junction to ship bottled water and ginger ale globally. The Boston-based Watson-Park Chemical Company opened in 1926 manufacturing soap for textiles. At one point they were the largest consumer of formaldehyde and sulfur dioxide in New England. The company expanded its facility in the 1930s and 1940s to include an office, storage units, laboratories, and a machine shop. Reichhold Chemical Company inherited the plant in 1952. Further from the railroad, the Lowell Junction area retained its rural character. Businessmen from Boston owned small camps along the Shawsheen as fishing retreats in the summer. They often hired Andover resident William Doherty, son of John Doherty, a landscaper and arborist, to repair the camp cabins each spring. North of the junction, Frank Serio rented canoes at his house on the Shawsheen. Unlike the rest of Lowell Junction, Serio’s property was predominantly meadowland. He built a dance platform, picnic area, and other amenities to entertain the public. Open for business from 1932 to 1968, visitors dubbed his canoe shed “The Miami Boat House.” The 1950s was another period of great change for Lowell Junction, spurred by the rezoning of vacant land and the construction of Route 93. Factories no longer relied on the railroad and instead used the interstate highway to transport goods, a common trend throughout the country. The Gillette Company built a plant in the 1960s and others followed suit in the following decades, developing east of Route 93. The land west of Route 93 had no connection to the rest of Andover and remained vacant. Its proximity to the Shawsheen however made it an important wildlife sanctuary. George K. Sanborn, in an effort to encourage others to donate conservation land, gave 4.5 acres west of Route 93 to the Andover Village Improvement Society. AVIS added another half-acre in 1966. These lands, known as the Sanborn Reservation, contained part of Fort Shawsheen. Meanwhile, Andover residents faced the negative consequences of the industry of Lowell Junction. The Reichhold Chemical Company's unlined waste ponds allowed toxic byproducts from resin production to leach into the Shawsheen River. Reichhold was not the only polluter, but the Massachusetts Department of Environmental Protection required them to put in place a remediation plan from 1979 to 2012. Conservation efforts also protected land on the Shawsheen from further development and pollution. Purchases include Shawsheen Pines in 1968, the site of the waste ponds in 2006, Frank Serio’s land, now called Serio’s Grove, also in 2006, the Lightning Tree Reservation in 2013, and an expansion of the Sanborn Reservation in 2015. Today these reservations provide recreational opportunities and protect historical sites and wildlife habitat. The railroad junction is partially abandoned — local companies have little use for it — but PanAm and the MBTA still use the tracks for passenger and freight transportation. Some Lowell Junction companies are household names like Pfizer, Gillette, and Market Basket. Mixed in are smaller businesses specializing in mulch, solar power, labeling, and more. Leave a comment Share History Buzz
833	dbpedia	3	52	https://www.bahistory.org/HistoryRailroads.html	en	1835: The Year of the Railroads			[ "https://www.bahistory.org/title.gif" ]	[]	[]	[ "" ]	null	[]	null					null	This article by Allston-Brighton historian Dr. William P. Marchione appeared in the Allston-Brighton Tab or Boston Tab newspapers in the period from July 1998 to late 2001, and supplement information in his books The Bull in the Garden (1986) and Images of America: Allston-Brighton (1996). These articles are copyrighted in the name of the author. Researchers should, however, feel free to quote from the material, with proper attribution. wpmarchione@rcn.com 1835: The Year of the Railroads An event of transforming importance to the future of Boston and New England occurred in 1835---the inauguration of the region’s first steam-powered railroads, three of them in a single year, and all headquartered in Boston. Each of these pioneer railroad lines ran from Boston to a major population center to the north, west or south: the Boston & Lowell stretched northward, to the regions key textile center, the Boston & Providence southwest to the principal port of neighboring Rhode Island, and the Boston & Worcester due west to Massachusetts largest interior city. With the opening of these lines in mid-1835, Boston became, temporarily at least, the railroading capital of the nation. While these were not the first steam powered railroads to be built in the United States (that distinction belongs to a South Carolina line), railroading in America was nonetheless a Boston idea. The pioneer railroad in the United States, the Granite Railway, a horse-drawn line established in 1827 to carry stone from the Quincy quarries to to dockside on the Neponset River, was founded by Boston entrepreneurs. Moreover, the city's financiers played a key role in the building and management of railroads all across the nation in the 1830 to 1850 period. Why were Bostonians so deeply interested in building and owning railroads? As America spread westward in the early 19th century, Boston was finding it harder and harder to compete, lying as it did in the northeastern corner of the nation, a location ideal for engaging in oceangoing trade, but increasingly remote from the nation’s interior markets and resources. While New York City (which by the 1830s was both the nation’s largest city and most active port) was linked to the interior by a system of natural and man made waterways---the Hudson River, the Erie Canal (completed in 1825), and the Great Lakes, Boston was separated from the nation’s developing heartland not only by formidable distances, but also by the intervening barrier of the Berkshire Hills. Only by the building railroads, especially a western line linking New England to the Hudson, could Boston remain reasonably competitive. In addition, the New England region's own developing industrial economy required speedier modes of transportation than could be furnished by horse-drawn vehicles moving along interior roadways, or even canal boat plying man made local waterways such as the Middlesex and Blackstone Canals. The opening of the B&L, B&P, and B&W lines in 1835 marked the first step in the creation of an elaborate network of trackage that by the 1850s linked Boston to the nation’s interior markets and resources. By mid-century some 3,000 miles of railroads would exist in New England alone. It should be emphasized that many elements of the state's population were initially quite doubtful about railroads. In the 1830s steam power was as yet a relatively new and uncertain technology. Early railroad proposals visualized freight and passengers being drawn by teams of horses, with all of the problems reliance upon animal power would entail. As late as 1828-9, a committee of the Massachusetts State Legislature recommended that the state deal with its transportation problem by constructing an elaborate system of canals, to be funded from the proceeds of a state lottery. The Boston business community, however, was highly supportive of railroad construction idea, the proposal for a western line (via Worcester) being especially popular. In 1829, pro-railroad Bostonians met in Faneuil Hall to urge that the city government itself undertake the construction of a western line, and that it appropriate a million dollars to that end. Not only was there disagreement about whether a western railroad was feasible, but also over who should pay for its construction. In 1830 Massachusetts Governor Levi Lincoln proposed that the state build a line that would pass through Worcester (his hometown), but this proposal was defeated by a powerful combination of those intent upon keeping taxes low, those with vested interests in existing transportation facilities (turnpikes and canals), as well as legislators from towns that the contemplated railroad by-passed. In the end, proponents of railroad building resorted to private financing through state incorporated stock companies. The first such corporation to be formed was Boston & Lowell, founded on June 5, 1830. The fast-growing industrial city of Lowell, founded in 1822, had need of a mode of transportation more reliable than the the Middlesex Canal (built in 1803), which froze in the winter months. The prime movers in the establishment of the B&L Corporation were the Boston Associates, under dynamic entrepreneur Patrick Tracy Jackson, the group that had founded Lowell back in 1822. Despite the B&L's earlier incorporation, however, it was the Boston & Worcester, chartered on July 23, 1831, that established the first regular service in Massachusetts. Not all communities, it should be emphasized, wanted railroads built in their midst. Railroad technology was still quite primitive in the early 1830s. These steel behemoths were noisy, dangerous mechanisms. They belched huge quantities of smoke and cinders into the air (sometimes setting fire to surrounding property), and were susceptible to frequent explosions, derailments and collisions. Any community through which a railroad passed could expect to experience property damage and loss of life. Originally slated to extend through Watertown and Waltham, the B&W ran into considerable resistance and had to be shifted southward through more rural Newton. Then because the town of Brighton objected to the route as altered, the route was shifted from the center of that town to the margin of the Charles River. In addition, when the owners of a local turnpike company objected to the probable impact the railroad would have on their business, the route through Framingham Center had to be moved southward. Construction of the B&W began in August 1832, passing over the open water of Boston's Back Bay via a 170 foot long trestle and embankment. By mid-April the line was already running passenger trains from Boston to the Davis Tavern in West Newton. By July 1834 it had reached Wellesley Hills. It reached Westborough in November and opened for regular service all the way to Worcester on July 4, 1835. Much of the credit for the rapid completion of the B&W Railroad must go to the line’s visionary President, Nathan Hale, sometimes referred to as "The Father of the American Railroad." A prominent newspaper publisher, owner of the Boston Daily Advertiser (the first New England daily), Hale repeatedly advocated the building of a western railroad in the pages of his paper. He held the post of President of the B&W from 1831 until 1850. Hale also played a key role in the creation of the Western Railroad, built between Worcester and the New York boundary in the 1836-1841 period, which in combination with the B&W (the combined lines were afterwards called the Boston & Albany) provided Boston and the whole New England region with the lifeline to the west that was so important to its long-term economic health.
833	dbpedia	3	91	https://stateimpact.npr.org/new-hampshire/2013/02/26/a-new-push-for-commuter-rail/	en	A New Push For Commuter Rail	https://stateimpact.npr.…02_z-150x150.jpg	https://stateimpact.npr.…02_z-150x150.jpg	[ "http://stateimpact.npr.org/new-hampshire/files/2013/02/4111129124_cdd2508f02_z.jpg", "http://stateimpact.npr.org/new-hampshire/files/2011/07/2256381409_fcc104ffdd1-60x60.jpg", "http://stateimpact.npr.org/new-hampshire/files/2011/08/5320506554_a9ebc39f23-60x60.jpg", "http://stateimpact.npr.org/new-hampshire/files/2013/02/5333163594_1066e4e178-218x300.jpg", "http://stateimpact.npr.org/new-hampshire/files/2013/02/7979906451_053cb9a1df-300x200.jpg", "http://stateimpact.npr.org/new-hampshire/files/2013/02/114136278_0c82627403-225x300.jpg", "http://stateimpact.npr.org/new-hampshire/files/2013/02/2402300698_489c328fde-225x300.jpg", "https://stateimpact.npr.org/new-hampshire/files/2011/07/2256381409_fcc104ffdd1-150x150.jpg", "https://stateimpact.npr.org/new-hampshire/files/2013/04/roads-image-150x150.png", "https://stateimpact.npr.org/new-hampshire/files/2012/07/vonh-300x100.jpg", "https://stateimpact.npr.org/new-hampshire/files/2012/12/LGCphoto_1-60x60.jpg", "https://stateimpact.npr.org/new-hampshire/files/2012/12/IMG_1292-60x60.jpg", "https://stateimpact.npr.org/new-hampshire/files/2011/08/4803958_78225085b5.jpg", "https://stateimpact.npr.org/new-hampshire/files/2013/01/IMG_1570-60x60.jpg" ]	[]	[]	[ "" ]	null	[ "Sheryl Rich-Kern" ]	2013-02-26T00:00:00	This post was written by contributor Sheryl Rich-Kern Despite concern from opponents about costs, supporters of bringing commuter rail back to the Granite State are determined to keep momentum on track. For the first time in decades, state lawmakers are looking to restore commuter rail by extending existing rail lines from Lowell, Massachusetts, to Nashua, Manchester and	en	https://stateimpact.npr.…/img/favicon.png	StateImpact New Hampshire	https://stateimpact.npr.org/new-hampshire/2013/02/26/a-new-push-for-commuter-rail/	This post was written by contributor Sheryl Rich-Kern Despite concern from opponents about costs, supporters of bringing commuter rail back to the Granite State are determined to keep momentum on track. For the first time in decades, state lawmakers are looking to restore commuter rail by extending existing rail lines from Lowell, Massachusetts, to Nashua, Manchester and Concord. And with her city being the first stop over the border, Nashua’s Mayor Donnalee Lozeau is leading efforts to make rail a reality. “One of the first things businesses ask me at Exit 1 in the technology park [off of Route 3 at the MA/NH border] is when is the train going to get here,” says Nashua Mayor Lozeau. City officials have been asking that same question for decades. And Nashua-based retail and commercial business are confident commuter rail will spur economic development and reduce highway congestion. On Feb. 6, the Executive Council and Governor Maggie Hassan approved a $3.9 million feasibility study which will look at the costs and benefits of what’s officially called the “Capitol Corridor” project. But critics question whether Nashua or the state could ever recover the tens of millions of taxpayer dollars it would need to update the rail beds — especially when so many other services, such as healthcare, public safety and education, are battling for the same slice of the state budget. Last year, when the Governor’s Executive Council rejected $4.2 million in federal and state grants for a New Hampshire Rail Transit Authority (NHRTA) study, Lozeau met with federal officials to discuss whether Nashua could step in as the grant’s intermediary. Lozeau says she no longer needs to pursue that option now that the study is moving forward. The newly-elected Democratic governor recently appointed Lozeau, a Republican, to a transportation transition team that will reach out to business leaders and legislators to prioritize the state’s infrastructure needs. While Lozeau can’t predict the outcome of the rail study, she insists that it’s time “we get the final answers to the questions from the study. That way we’ll know for certain the costs and how to manage it.” SKEPTICS CAST PALL OVER RAIL OPTIMISM Not everyone agrees New Hampshire has the coffers and customers to pay for commuter rail. Executive Councilor Chris Sununu (R-Newfields) says, “We just don’t have a lot of money in the till right now.” Sununu says that when it comes to investing in transportation infrastructure, the state should focus on the hundreds of millions of dollars needed to finish widening I-93, the primary commercial corridor of the state. “Even in good times,” says Sununu, “this is still a bad idea.” Sununu was the only councilor out of five to vote against the $3.9 million feasibility study. This is “crazy money,” says Sununu. He also questions why New Hampshire is analyzing a rail project that continues all the way up to Concord, and that when last reviewed in 2009, totaled $300 million in capital expenditures. Sununu and other critics point out that unlike highways, trains lean on hefty subsidies. When you factor in the state’s collection of tolls, registrations and gas taxes, “highways pay for themselves,” he says. “A train does not.” State and federal funds make up between $7 to $8 million of the annual operating costs of Amtrak’s Downeaster. Ticket sales and other revenues make up the difference. Sununu, the self-described “lone bastion of fiscal conservatism” on the Executive Council, says he and other former councilors, have suggested taking “baby steps” that start with the high-density border community of Nashua. This is hardly a new concept. Since the 1980s, Nashua produced numerous feasibility studies for a Nashua-Lowell extension, but the hypothetical reports never generated any construction projects. NEW HAMPSHIRE–THE MISSING LINK IN NORTHEAST RAIL? Nashua Mayor Lozeau says that New Hampshire is one of the only states in the Northeast that doesn’t have a viable rail system. “We shouldn’t become that doughnut hole.” Charlie Arlinghaus, president of the Josiah Bartlett Center for Public Policy, says that although New Hampshire doesn’t have commuter rail, “we also don’t have a large city.” “With or without the Capitol Corridor, we do feel that in the near to mid-term future, we will get rail to Nashua.”–Christopher Williams, CEO Greater Nashua Chamber of Commerce For example, in the Northeast, Boston’s MBTA serves Rhode Island; and Metro New York travels up to Connecticut. And while Maine has Amtrak’s Downeaster with stops in Durham, Dover and Exeter, it provides intercity passenger rail as opposed to regional commuter rail. Amtrak also runs through Vermont (it tried commuter rail in 2002, but the “Champlain Flyer” failed after nine months). “We’re not that much of an outlier,” says Arlinghaus. “We’re very similar to the two states on either side of us, which have similar demographic profiles.” But Peter Griffin, who heads the New Hampshire Railroad Revitalization Association, argues that New Hampshire demographics are shifting. Today, the state is more urban, particularly in the southern tier. He cites the current success of the Boston Express bus, which operates two lines: one is along the Interstate 93 corridor from Manchester through Londonderry and Salem; the other, from the Route3/Everett Turnpike from Manchester with stops in Nashua and Tyngsboro, Massachusetts. In 2012, the state’s Department of Transportation reported an annual ridership of 546,837. Furthermore, the Boston-to-Maine Downeaster increased its ridership by more than 4 percent in its last fiscal year, totaling 541,000 passengers, with about a fifth boarding from New Hampshire. “That kills the old mindset that people will not get out of their cars, will not take public transportation and that New Hampshire is too rural,” says Griffin. NASHUA CREATES A FOUNDATION FOR RAIL The Nashua Regional Planning Commission (NRPC) has been assessing the economic, environmental and engineering impacts of commuter rail since the 1980s. In 1981, the Massachusetts Bay Transportation Authority, the former New Hampshire Transportation Authority and the Boston and Maine Railroad carried passengers from Boston to its own capital in Concord, with drop-offs and departures in Nashua and Manchester. After less than a year, that experiment failed, and any hopes of a commuter train disappeared from the horizon. Yet the goal to restore service from its heyday of the 1960s isn’t fading from the NRPC’s vision. For the city of Nashua, “it’s all about economic development,” says Christopher Williams, CEO of the Greater Nashua Chamber of Commerce. He says some of the largest employers in New Hampshire — two major hospitals, Benchmark Electronics, BAE, Fidelity— reside in the Nashua area, and the state could bring even more companies to the region. “But those companies want to know there’s a solid infrastructure. They want to know there is solid public transit for their employees to be able to take jobs in the Nashua area.” “Even in good times, this is still a bad idea.”–Chris Sununu, Executive Councilor Amidst a graying state, New Hampshire is campaigning to retain its young people, half of whom move to another state after graduating college. Nashua Mayor Lozeau explains that to woo the under-30 workforce, businesses need to accommodate a generation that no longer wants to rely on gas-guzzling autos. She says that population wants a mobile lifestyle, and is drawn to affordable, urban locales that offer an ease of getting from place to place. “We have a high concentration of engineers per capita,” says Lozeau, and business owners are “interested in having the ability to move people in between multiple locations and being able to attract workers both from Nashua and from Burlington to Nashua.” “Nashua is laying the groundwork for rail to eventually make it to our city,” says Williams. “With or without the Capitol Corridor, we do feel that in the near to mid-term future, we will get rail to Nashua.” Williams foresees the city might share a rail station with Tyngsboro, right over the Massachusetts border, or “in a perfect world,” a Nashua downtown stop with several more on up to Concord. Although the future of rail is undecided, Nashua is taking steps to construct potential rail stations, which it envisions as multi-modal transit systems for cars, as well as trains, buses and shuttles. On February 13, the Nashua Board of Aldermen approved spending $1.4 million to buy a parcel at 25 Crown Street, with $6.5 million in federal seed money from the Federal Highway Administration and $280,000 from the US Department of Transportation toll credits to match the city’s portion of the costs. The six-acre tract, assessed at $1.21 million, is near downtown and close to municipalities east of the river. RAIL STATIONS CREATE ECONOMIC SPINOFFS Nashua’s mayor and the Chamber of Commerce believe that transit-oriented developments are likely to spawn a cluster of other commercial and retail redevelopments, which in turn, generate disposable income back into the state. Councilor Sununu says that may be true when passengers fill the cars in both directions. Yet he doubts the state can rely on reverse commuters from Massachusetts up to Nashua. How would they get to an office in Merrimack, for example? “It’s a boondoggle. There’s no two ways about it,” he says. Perhaps an intricate shuttle or intercity bus service does not exist today, but rail enthusiasts propagate a “build-it-and-they-will-come” mentality. In Nashua, Mayor Lozeau says a multi-modal system can develop in parallel with the growth of a commuter line. Nashua already has a robust rapid transit system, the “Citybus,” which in 2012 delivered 537,000 rides. Rail lines are not only about serving commuters going to work, says Griffin, of the Railroad Revitalization Association. Trains drive the economic engines of tourism, too. Again, look at the Downeaster, he says. It recently extended its Boston to Portland service to Brunswick, with a station in Freeport, which like other outlet centers, emulates a 19th century town square. “New Hampshire could also do that,” with the Merrimack Premium Outlets, which is a frequent stop on Boston-area luxury shop-and-stay travel packages. BUT DOES RAIL MAKE FINANCIAL SENSE FOR NEW HAMPSHIRE? In a Capital Corridor Project Overview white paper prepared for the NH Rail Authority, the NH Department of Transportation and the NRPC, a regional consulting company projected capital costs of $300 million. Proponents say these estimates are out of date, may be too high and don’t reflect changing environmental concerns or the success of other modes of public transportation, such as the Boston Express bus and the Amtrak Downeaster. Charlie Arlinghaus with the Josiah Bartlett Center for Public Policy, says the estimates from the NHRTA study definitely won’t reveal an outlay the state can manage, especially in a year when other services, like education and healthcare, are siphoning from the same pot of money. In a Business and Industry Association forum on commuter rail last September, Arlinghaus said he would love for trains to be a useful transportation option — “but they’re not.” He went on to explain that from 2007 to 2011, the state increased its bonding from $600 to $900 million. That’s a 45 percent increase, compared to only a three or four percent increase in the previous four-year cycles. “We don’t have any excess bonding capacity,” he said. Based on the operating costs of the Downeaster from Maine, Arlinghaus says the state would need in the ballpark of $10 to $20 million to maintain a rail line that would end in Concord, so he questions why we’re studying commuter rail project in the first place. “The chance of it [commuter rail to Concord] happening is zero,” he says. Arlinghaus suggests two likely commuter rail scenarios: One is an extension of the Lowell line to Nashua; and the other, an extension of the Haverhill line to Plaistow. However, the latter is not a consideration in the Capitol Corridor project. Recently, the MBTA proposed paying the cost of a Haverhill extension, with Plaistow footing the bill for a maintenance facility. Arlinghaus adds that an abbreviated version – a Lowell to Nashua line — would result in operating costs of less than $1 million. Nashua may have the most to gain from the NHRTA commuter rail study, and it could conceivably launch a prototype of what a future New Hampshire Capitol Corridor project has to offer. Department of Transportation officials say the study will take about eighteen months to complete. After that, the hard data it generates is likely to spark even more controversy over whether commuter trains can help drive the New Hampshire economy and keep it rolling. Listen to an hour-long program on rail in the Granite State from the archives of NHPR’s The Exchange.
833	dbpedia	2	24	https://disabilityinfo.org/fact-sheet-library/transportation/massachusetts-bay-transportation-authority-mbta-access-information/	en	Massachusetts Bay Transportation Authority (MBTA) Access Information			[ "https://disabilityinfo.org/wp-content/uploads/2022/05/INDEX_EKSC_Square_White_RGB-1.png" ]	[]	[]	[ "" ]	null	[]	2017-07-19T14:47:31+00:00	Note: The most up-to-date info may be found at the MBTA's Web site: http://www.mbta.com MBTA Transportation Frequently Asked Questions about	en		DisabilityInfo.org	https://disabilityinfo.org/fact-sheet-library/transportation/massachusetts-bay-transportation-authority-mbta-access-information/	Note: The most up-to-date info may be found at the MBTA’s Web site: http://www.mbta.com MBTA Transportation Frequently Asked Questions about Accessibility on the T Established in 2007, the Department of System-Wide Accessibility works with all other MBTA departments to execute the T’s mission of becoming the global benchmark for accessible public transportation. Click on the links below to learn about the accessibility services offered on our fixed-route system, as well as exciting developments underway to further expand access to all of our customers. Accessibility on the MBTA The MBTA’s Office for Transportation Access (OTA) oversees programs and services for persons with disabilities and senior citizens. The OTA manages the MBTA’s paratransit program, The RIDE; the Call-A-Lift Bus Program; the Senior and Access Pass Program. The office addresses customer concerns regarding station, venicle and program access for the MBTA’s fixed route services: Bus subway, commuter rail, light rail (Green Line) and commuter boat. In addition, OTA staff provides travel information for customers who require an accessible route to get to their destination. The MBTA’s Office for Transportation Access in downtown Boston. Adjacent to the Red and Orange Lines at Downtown Crossing Station. Office Hours: Mon-Fri 8:30am to 5pm. Call: 617-222-5123 (Voice) or 617-722-5415 (TTY), Toll Free: 800-533-6282 (In MA). Senior and Transportation Access Pass Program (TAP) Reduced passes are for eligible persons with disabilities and senior citizens. Call: 617-222-3200 or 617-222-5854 (TTY). The RIDE THE RIDE paratransit service provides door-to door, shared-ride transportation to eligible people who cannot use fixed-route transit (bus, subway, trolley) all or some of the time because of a physical, cognitive or mental disability. THE RIDE is operated by the Massachusetts Bay Transportation Authority (MBTA) in compliance with the federal Americans with Disabilities Act (ADA). Under the ADA, paratransit functions as a ‘safety net’ for people whose disabilities prevent them from using public transit. It is not intended to be a comprehensive system of transportation that meets all the needs of persons with disabilities, and it is distinct from medical or human services transportation. You will travel with other customers going in the same general direction. Accessible vehicles are used to serve persons with disabilities, including those who use wheelchairs and scooters. THE RIDE operates 365 days a year generally from 5 AM – 1 AM in sixty (60) cities and towns. For RIDE trips with origin and destination within 3/4 mile of fixed-route service that operates outside of these hours, or in other municipalities within 3/4 miles of MBTA bus service, extended RIDE service is available.The RIDE now operates in 62 cities and towns. Fares as of July 1, 2016. The local one-way ADA fare for each registered passenger or guest when booking 1-7 days in advance is $3.15. One-way fares for premium non-ADA trips for each registered passenger or guest is $5.25. This applies when the trip origin and/or destination is greater than 3/4 miles from MBTA bus or subway service and outside of the core areas, or for same-day trip requests or changes, except for trip time negotiation. Reservations will confirm the fare when you schedule a trip. A Personal Care Assistant (PCA) accompanying a registered user is not charged a fare. One other person may travel as a guest. Additional guests are allowed if space is available. Any guest is charged the applicable fare as noted above. PCAs and guests must travel to and from the same destination at the same time as the registered user. Allow twenty one days to process application upon receipt. Call 617-222-5123 or 800-533-6282; TTY 617-222-5415 for information on towns and to receive an application. Travel Instruction Services The MBTA offers a variety of free travel instruction services to help seniors and people with disabilities travel independently on the bus, train, and Commuter Rail. All services are available in person or digitally (via Zoom) upon request. Subway Access Guide The MBTA offers a variety of access features to make your journey on the subway or trolley easier than ever. The RIDE Service Area map The RIDE serves these cities and towns: Arlington, Bedford, Belmont, Beverly, Boston, Braintree, Brookline, Burlington, Cambridge, Canton, Chelsea, Cohasset, Concord, Danvers, Dedham, Everett, Hingham, Holbrook, Hull, Lexington, Lincoln, Lynn, Lynnfield, Malden, Marblehead, Medfield, Medford, Melrose, Middleton, Milton, Nahant, Needham, Newton, Norwood, Peabody, Quincy, Randolph, Reading, Revere, Salem, Saugus, Sharon, Sharon, Somerville, Stoneham, Swampscott, Topsfield, Wakefield, Walpole, Waltham, Watertown, Wenham, Weston, Westwood, Weymouth, Wilmington, Winchester, Winthrop, and Woburn. Portions of Abington, Avon, Billerica, Brockton, Stoughton, and Wellesley are also served. Eligibility for out of area visitors Visitors to the Boston area who wish to use THE RIDE should call THE RIDE Eligibility Center at 617-337-2727 (voice/relay) or theride@mbta.com. The Americans with Disabilities Act (ADA) allows you to travel as a visitor for 21 days in a 12-month period. Please provide a copy of your ADA Paratransit Certificate of Eligibility from your home transit agency, along with your contact information while in the area. Any visitor who does not have certification of ADA paratransit eligibility from their home agency, or if they are in an area without paratransit services or ADA, (i.e. international visitors), THE RIDE Eligibility Center will request additional information such as; the their home place of residence, address where they will be staying along with contact information while in the area, mobility device used, letter from their licensed health care provider, etc. Reduced Fares for Customers with Disabilities Charlie Card Application (pdf) Persons with disabilities living in Massachusetts may qualify for a Transportation Access Pass (TAP) CharlieCard. The CharlieCard entitles you to reduced fares on all MBTA services including buses, trains, rapid transit, trackless trolleys, commuter rail and commuter boats. You may obtain an application by mail or in person at the Senior and Access Pass Office located at 10 Boylston Place. If you are a Veteran with a disability rating at or above 70%, have a Medicare Card, or are registered for The RIDE program, you are automatically eligible. (Special instructions are available with the application.) If you have a valid Massachusetts Commission for the Blind Travel Identification Card, you may present the Identification Card to the fare collector and travel free of charge. Call 617-222-3200 for further information. TTY users call 617-222-5854. MBTA Elevator Update Line The Elevator Line provides information on the status of elevators at all MBTA stations. The Elevator Update Line telephone number is 617-222-2828 or 800-392-6100. Questions on elevator service can be directed to the MBTA Office for Transportation Access at 617-222-3200 (Voice, Relay). Escalator and Elevator Alerts – Updates on escalator and elevator closures. Wheelchair Accessible Commuter Rail Stations Fitchburg Line – Northside (To/from North Station) The following stations are wheelchair accessible: Wachusett, Fitchburg, North Leominister, Littleton, South Acton, West Concord, Brandeis/Roberts, Waltham Porter Square, and North Station. Lowell Line The following stations are wheelchair accessible: Lowell, North Billerica, Anderson.Woburn, Wedsgemere, and North Station. Haverhill Line The following stations are wheelchair accessible: Haverhill, Bradford, Lawrence, Andover, Ballardvale, Reading, Melrose Higholands, Malden Center, and North Station. Newburyport/Rockport Line The following stations are wheelchair accessible: Rockport, Gloucester, West Gloucester, Manchester, Beverly Farms, Monserrat, Beverly, Salem, Swampscott, Lynn, Newburyport, Rowley, Ipswich, Hamilton/Wenham, North Beverly and North Station. Framingham/Worcester Line – Southside (To/from South Station) The following stations are wheelchair accessible: Worcester, Grafton, Westborough, Southborough, Ashland, Framingham, West Natick, Yawkey, Back Bay, and South Station. Needham Line The following stations are wheelchair accessible: Needham Heights, Needham Center, Needham Junction, Hersey, West Roxbury, Highland, Bellevue, Roslindale Village, Forest Hills, Ruggles, Back Bay, and South Station. Franklin Line The following stations are wheelchair accessible: Forge Park, Norfolk, Norwood Central, Norwood Depot, Dedham Corp. Center, Readville, Ruggles, Back Bay and South Station. Also, Foxboro Station, open for special events only, is wheelchair accessible. Providence/Stoughton Line The following stations are wheelchair accessible:Wickford Junction, T. F. Green Airport, Providence, Pawtucket, South Attleboro, Attleboro, Mansfield, Stoughton, Canton Center, Canton Junction, Route 128, Hyde Park, Ruggles, Back Bay and South Station. Also, Foxboro Station, open for special events only is wheelchair accessible. Fairmount Line The following stations are wheelchair accessible: Readville, Fairmount, Talbot Ave, Uphams Corner, Newmarket, and South Station. Kingston/Plymouth Line The following stations are wheelchair accessible: Kingston/Route#3, Plymouth, Halifax, Hanson, Whitman, Abington, South Weymouth, Braintree, JFK/UMASS and South Station. Middleborough/Lakeville Line The following stations are wheelchair accessible: Middleborough/Lakeville, Bridgewater, Campello, Brockton, Montello, Holbrook/Randolph, Braintree, Quincy Center, JFK/UMASS and South Station. MBTA Subway Lines Orange Line The following Orange Line Stations are wheelchair accessible: Roxbury Crossing, Jackson Square, Stonybrook, Green St., Forest Hills, Ruggles, Mass Ave., Back Bay, NE Medical Center, Downtown Crossing, State, Sullivan Square, Wellington, Haymarket and Oak Grove. Also Chinatown Station is wheelchair accessible on the northside only, towards Oak Grove. If you are traveling southbound towards Forest Hills and want to get off at Chinatown, go to New England Medical Center; cross the platform and board a northbound, Oak Grove train; go one stop back to Chinatown Station; exit station on north side. Blue Line The following Blue Line Stations are wheelchair accessible: Wonderland, Revere Beach, Beachmont, Suffolk Downs, Orient Heights and Wood Island. State Street Station is accessible on the outbound/to Wonderland side only. If you are traveling inbound towards Bowdoin and want to exit at State Street, get off at Government Center; cross the platform; board an outbound train towards Wonderland; go one stop back to State Street; exit station on north side. Red Line All stations are wheelchair accessible: Alewife, Davis, Porter, Harvard, Central, Kendall/MIT, Park, Downtown Crossing, South Station, Broadway, Andrew, JFK/UMAss, Ashmont, North Quincy, Quincy Center, Quincy Adams, Braintree. Green Line Currently, very limited wheelchair access is available on the Green Line, the oldest light rail system in the country, however, construction is planned over the next few years at 27 Green Line stations. The following Green Line stations are wheelchair accessible: “E” line: Heath ST/VA Hospital, Museum of Fine Arts, Park ST, Haymarket, North Station and Lechmere. “D” Line: Riverside, Newton Centre, Reservoir, Brookline Village, Fenway, Park ST, Haymarket, North Station and Lechmere. “C” Line: Cleveland Circle, Coolidge Corner, St. Marys St and Park ST. “B”Line: Boston College, BU Central and Park ST. Call the MBTA’s Office for Transportation Access at (617) 222-1542 or (617) 222-5854 (TTY) for updated information on Green Line Access. Other Information For Cities Other Than Metropolitan Boston Find your local Transit Authority: List of Regional Transportation Authorities MBTA Subway Access Guide The MBTA offers a variety of access features to make your journey on the subway or trolley easier than ever. MBTA Beginner’s Guide to the Subway In this guide, we’ll talk about the basics of the system, and we’ll explore each line and where it can take you. Last Updated: 5/16/2024 _____________________________________________________________________________________________________
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between...	en	https://www.leventhalmap.org/digital-exhibitions/getting-around-town/images/icons/favicon.ico		https://www.leventhalmap.org/digital-exhibitions/getting-around-town/objects/
833	dbpedia	2	45	https://www.boston.com/news/local-news/2024/04/23/major-service-disruptions-announced-for-several-mbta-lines-and-commuter-rail-next-month/	en	Major service disruptions announced for several MBTA lines and commuter rail next month	https://bdc2020.o0bc.com…813e-768x432.jpg	https://bdc2020.o0bc.com…813e-768x432.jpg	[ "https://www.facebook.com/tr?id=989222871864976&ev=PageView&noscript=1", "https://www.boston.com/wp-content/themes/bdc-2020/dist/images/boston-com-logo.png", "https://bdc2020.o0bc.com/wp-content/uploads/2022/08/green-line-E-branch-62f069521813e-768x432.jpg", "https://bdc2020.o0bc.com/wp-content/uploads/2024/08/s3___bgmp-arc_arc-feeds_generic-photos_to-arc_KREITER08312020holycross1-66b5192e59151-768x432.jpg?width=190", "https://bdc2020.o0bc.com/wp-content/uploads/2024/08/Panthers_Patriots_Football_97833-66b5750a52dbd-768x432.jpg?width=190", "https://bdc2020.o0bc.com/wp-content/uploads/2024/08/ZZMVNCXBXQVNBMBYDAIINUSG2M-66b3ce695fa36-768x432.jpg?width=190", "https://bdc2020.o0bc.com/wp-content/uploads/2024/08/SMU6OLJTJSZCLKOFQ36MDVTF7A-66b5933480cf7-768x432.jpg?width=190", "https://bdc2020.o0bc.com/wp-content/uploads/2024/04/YCEFCVH7PNCNZDC2L4VLZYGJTI-6628dac39e409-768x432.jpeg?width=190", "https://bdc2020.o0bc.com/wp-content/uploads/2024/08/s3___bgmp-arc_arc-feeds_generic-photos_to-arc_turner072324BIZLeungWidett17-66b25b0a8b0bc-768x432.jpg", "https://bdc2020.o0bc.com/wp-content/uploads/2024/08/s3___bgmp-arc_arc-feeds_generic-photos_to-arc_clark_bline_02-66acde5c7041d-150x150.jpg", "https://bdc2020.o0bc.com/wp-content/uploads/2024/07/https___arcmigration-prdweb.bostonglobe.com_r_Boston_2011-2020_2019_01_28_BostonGlobe.com_Metro_Images_blanding012519charliecard1630-669fcec462dd0-150x150.jpg", "https://www.facebook.com/tr?id=813236348753005&ev=PageView&noscript=1" ]	[]	[]	[ "" ]	null	[ "Adora Brown" ]	2024-04-23T00:00:00	The MBTA released its construction schedule for the month of May, which includes infrastructure changes to the Red, Orange, and Green lines.	en	https://bdc2020.o0bc.com…7eee-150x150.png	Boston.com	https://www.boston.com/news/local-news/2024/04/23/major-service-disruptions-announced-for-several-mbta-lines-and-commuter-rail-next-month/	The MBTA released their construction schedule for the month of May, which includes infrastructure changes affecting the Red, Orange, and Green lines. Yes, you guessed it. More construction is hitting the tracks of the MBTA this May. The MBTA announced in a press release this week that the planned work will “improve reliability across the system.” The changes will impact the Red, Orange, Green, and commuter rail lines. Red Line Red Line service will be suspended between Park Street and JFK/UMass from Wednesday, May 1 through Thursday, May 9. During the same time, evening Red Line trains will not operate after 8:30 p.m. between Park Street and Ashmont. Later in the month, Red Line service will change during the weekends of May 11-12 and 18-19. Service will be suspended between Broadway and Braintree, in part for work involved with the Dorchester Avenue Bridge replacement project. The bridge is slated to be demolished this spring and replaced by late 2024. For all of these changes, free shuttle buses will replace service between suspended stations. Green Line Green Line service will bypass Magoun Square on the Medford/Tufts branch all day on Saturday, May 4. Passengers are encouraged to take the 80 or 88 bus instead, which operates from Magoun Square to Lechmere. Orange Line The Orange Line will stop service between Wellington and North Station starting around 8:45 p.m. on Friday, May 17 and continuing through the weekend (May 18-19). On Monday, May 20, service will stop again from 8:45 p.m. through Friday, May 24. Shuttle buses will replace service between Wellington and North Station. From May 28 to June 6, service will be suspended between Wellington and Back Bay all day, every day. Shuttle buses will be available only between Wellington and North Station, after which passengers can use parallel green line service from North Station to Copley. Commuter rail Several lines of the commuter rail are going to be affected by the spring construction. The Kingston, Middleborough, and Greenbush lines will not run between South Station and Braintree on the weekends of May 11-12 and 18-19. From Saturday, April 27 to Sunday, May 5, service will be suspended on the Middleborough/Lakeville line from Middleborough/Lakeville to Bridgewater, which are adjacent stations. The Fairmount line service will be suspended between Readville and South Station during the weekend of May 4-5. During the weekend of May 18-19, service will be suspended between North Station and Swampscott on the Newburyport/Rockport line and between Ballardvale and North Station on the Haverhill line.
833	dbpedia	1	10	https://www.pbase.com/jroy/blrr	en	Boston and Lowell Depot Photo Gallery by James V. Roy at pbase.com	https://a4.pbase.com/g3/…027.qG71Tf5H.jpg	https://a4.pbase.com/g3/…027.qG71Tf5H.jpg	[ "https://ap1.pbase.com/site/m/1/m_pbase.gif", "https://ap1.pbase.com/site/m/1/m_g.gif", "https://ap1.pbase.com/site/m/1/m_f.gif", "https://ap1.pbase.com/site/m/1/m_s.gif", "https://ap1.pbase.com/site/m/1/m_sp.gif", "https://ap1.pbase.com/site/m/1/m_h.gif", "https://ap1.pbase.com/site/m/1/m_l.gif", "https://a4.pbase.com/g3/11/15211/3/122561027.qG71Tf5H.jpg", "https://a4.pbase.com/g3/11/15211/3/122296048.NKNMNsWr.jpg", "https://a4.pbase.com/g3/11/15211/3/122643048.CkEp8yRl.jpg", "https://a4.pbase.com/g3/11/15211/3/122701566.3qkdAb7f.jpg", "https://a4.pbase.com/g4/11/15211/3/145215890.ojqGz8Vy.jpg", "https://a4.pbase.com/g9/11/15211/3/162888955.ush3QAmB.jpg", "https://a4.pbase.com/g3/11/15211/3/122295992.c3VWM1nP.jpg", "https://a4.pbase.com/g9/11/15211/3/162888959.QQU6pL3p.jpg", "https://a4.pbase.com/g9/11/15211/3/162888958.rLbFelpX.jpg", "https://a4.pbase.com/g9/11/15211/3/162888956.qGMhSkXe.jpg", "https://a4.pbase.com/g9/11/15211/3/162888957.6Bub5BBN.jpg", "https://a4.pbase.com/g3/11/15211/3/122518449.aYO6SvlY.jpg", "https://a4.pbase.com/g3/11/15211/3/124331297.hnTuGPWO.jpg", "https://a4.pbase.com/g3/11/15211/3/124331298.bOc8HXpr.jpg", "https://a4.pbase.com/g10/11/15211/3/166448773.bAWBYTSm.jpg", "https://a4.pbase.com/g10/11/15211/3/166448805.EdVRQP1s.jpg", "https://a4.pbase.com/g3/11/15211/3/122296030.dndbYVxn.jpg" ]	[]	[]	[ "" ]	null	[]	null		en		PBase	https://pbase.com/jroy/blrr	the B&L bridge from the down river side The South side of the B&L Bridge The rear of the B&L Depot across Canal St. View across Amesbury St. east on up Canal St. Aerial view of Central and B&L bridges Aerial view of Railroad depot and Opera House The flood of 1936 or 37 The flood of 1936 or 37
833	dbpedia	2	12	http://www.catskillarchive.com/rrextra/abnere1.Html	en	History of the Railways of Massachusetts			[ "http://www.catskillarchive.com/gfx/top_left.jpg", "http://www.catskillarchive.com/gfx/logo.jpg", "http://www.catskillarchive.com/gfx/mn_3_btn.gif", "http://www.catskillarchive.com/gfx/mn_4_btn.gif", "http://www.catskillarchive.com/gfx/mn_5_btn.gif", "http://www.catskillarchive.com/gfx/mn_6_btn.gif", "http://www.catskillarchive.com/gfx/var_photo1.jpg", "http://www.catskillarchive.com/rrextra/abnerem1.jpg", "http://www.catskillarchive.com/rrextra/abnerem2.jpg", "http://www.catskillarchive.com/rrextra/abnerem3.jpg", "http://www.catskillarchive.com/rrextra/abnerem4.jpg", "http://www.catskillarchive.com/rrextra/abnerem5.jpg", "http://www.catskillarchive.com/gfx/home.jpg" ]	[]	[]	[ "catskill mountains history", "postcards", "historic photos", "railroad", "Otis", "Catskill", "catskills", "Kaaterskill", "new", "york", "tourism", "history", "travel", "nature", "Burroughs", "Cole", "Borscht", "Belt", "Greene", "Ulster", "Sullivan", "Delaware" ]	null	[]	null	History of the Railways of Massachusetts				null	History of the Railways of Massachusetts By Hon. Edward Appleton, Railway Commissioner1871 Bulletin No. 1--The Railroad Enthusiasts, Inc. F O R E W O R D The following history was written by the grandfather of NEDiv member E. A. Brown. Mr. Appleton was a member of the Massachusetts Railway Commission during the pioneer years of railroading and this account was written by him for publication in Walling's Atlas of Massachusetts for 1871. The maps as shown in this booklet were added by the editor and are not true to scale, but were drawn only to show where the various roads mentioned can be located on a true map. Your editor hopes the information contained in this booklet will be of interest and value to you, as a railfan. There are many books on railroad history available to you, but none can give firsthand information such as will be found in Mr. Appleton's account, Comments on this booklet are solicited, and if enough favorable comment is received, the Director's plans are to bring you another along similar lines, Your comments may be directed to any of the officers or directors of The Railroad Enthusiasts, Inc., or to the officers of your division. Lewis Walter, Editor, January 1952 The first railway charter granted in Massachusetts, was that of the Granite Railway Company, March 4th, 1826. This company was chartered for the purposes of transporting granite from the quarries in Quincy to tidewater in Neponset River. The road was built and put in operation the next year, and its first business was transporting the stone for Bunker Hill Monument. This company has combined the ownership and management of the quarries with that of the railroad, and has been in successful operation since its establishment. In 1827 and 1828, sundry surveys for canals and railroads were authorized by the Legislature, and reports concerning them were made in 1828 and 1829. The Commissioners having charge of these surveys proposed to have the tracks supported by stone walls, capped with granite stringers, with iron bars belted to them, and to have the roads operated by horse power. On the road to Providence they estimated that a single horse could draw a load of eight tons, including weight of carriage, at the rate of three miles per hour, working seven hours per day, or working three hours per day, could draw a carriage with twenty-five passengers nine miles per hour. They estimated the cost of this road at $8,000 per mile, besides the land, and that the freight would be about 27,000 tons per years and the passengers about 24,000, and the net income $60,000. For the road between Boston and Albany, they reported a grade of eighty feet per mile each way for four or five miles over the Washington summit, and that on this grade it would require two horses to draw a load of eight tons, while a single horse could draw the same load over any other part of the road. They estimated the freight at 38,500 tons through; 95,000 tons way; and passengers equal to 47,000 through. Passenger fare from Boston to Albany they estimated at $3.05. Other reports were of similar tenor, but the experiments in England in 1829 and 1830 effectually did away with the idea of operating railroads by horse power in this country. These Commissioners also advised the construction of the railroads by the States but this idea was not received with favor by the Legislature or the people. Subsequently, however, the State liberally assisted several of the corporations chartered to build the roads, by loans of credits, and in the case of the Western road, by a subscription to stock also. So far as the roads thus aided have been completed, the State has suffered no loss, while the completion of the enterprises and the consequent generally benefit to the public was materially hastened by the aid so generously afforded. Several railroad charters were granted in 1829 and 1830, but the only one of these under which an organization was formed was that of the Boston and Lowell, passed June 5th, 1830. The charter of the Boston and Providence was granted June 22nd, 1831, and that of the Boston and Worcester, June 23rd, 1831, with several others about the same time, which were never used. These three, the Lowell, the Providence, and the Worcester, were the pioneer railroads of the State. The construction of all of them was commenced about the same time in 1832, and they were all completed in 1835. The Worcester road was opened to Newton, April 18th, 1834, starting from a temporary station at Washington Streets in Boston, and was opened to Worcester in July, 1835. The Lowell road was opened to Lowell, June 25th, 1835. The Providence road was opened to Readville, June 4th, 1834, and to Providence in August, 1835, the stone viaduct in Canton being the last piece of work to be finished. The Andover & Wilmington, (then a branch of the Lowell, afterwards a part of the Boston & Maine,) was chartered in 1833, and opened to Andover, August 8th, 1836, to Bradford in 1837, and to Exeter, N. H., in 1840. The Taunton Branch was chartered in 1835, and opened in August 1836; the extension of this line to New Bedford was chartered in 1838, and opened to New Bedford, July 2nd, 1840. The Norwich and Worcester was chartered in 1833, and opened April 1st, 1840. The Nashua & Lowell was chartered in 1836, and opened to Nashua, October 8th, 1838. The Western Railroad was chartered March 15th, 1833, not organized until June 4th, 1836; it was opened to Springfield, October 1st, 1839, and to Albany, December 21st, 1841, The Eastern was chartered in 1836; opened to Salem, August 28th, 1838; to Ipswich in 1839 and to Portsmouth, N. H., November 9th, 1840. At the end of 1840, there were two hundred and eighty-five miles of railroad built and in operation in the State of Massachusetts and the same corporations owned and operated eighty miles mores being extensions of their lines into New Hampshire, Rhode Island and Connecticut. The early charters for railroads were framed on the supposition that they would be used like turnpikes; and provided that any one might enter upon them with his own engines and cars, by paying tolls. Availing themselves of this provision, certain parties, in 1837, organized themselves under a charter for the Seekonk branch proposing to build about a quarter of a mile of road at the Providence end, and a separate station in Boston., and to use the whole intermediate part of the Boston & Providence road with their own engines and cars. For about three years, the operations of these parties were a serious annoyance to The Boston and Providence Railroad Company; but the matter was then settled by the purchase of the property of the intruding corporation, and the passage of a law by the Legislature forbidding one railroad corporation to enter with its engines upon the road of another company, unless by their consent. Of course, at this early date, both the construction and management of railroads were experiments, and everything was to be learned from actual practice. The first locomotives weighed only eight or ten tons each, and the earliest cars resembled two or three stagebodies set together on a platform. At the present day, such engines and cars would not be supposed to be intended for use on a railroad. It was also supposed that nothing would answer for fuel but pitch and pine, and some of our railroad companies purchased extensive tracts of woodland in Virginia and other Southern States, to keep themselves supplied with fuel. It did not take many years, however, to explode this idea, and to show that the wood along our own railroads would make steam just as well as that brought from a distance. Some of the early reports, in the light of later days, afford amusing reading. Thus, the directors of the Worcester road, in their report for 1838, state very complacently that their trains have run regularly during the whole year, and only eight trips have occupied more than four hours. On many of the roads the rails first laid were too light, and heavier ones were soon substituted. Still, the business as it was developed upon the roads considerably exceeded the original estimates, and though the expenses of doing the business overran the original estimates in still greater ratio, yet the net result of the first few years was so encouraging that the construction of railroads was rapidly extended. During the next ten years, from 1840 to 1850, the Boston & Maine Railroad was extended from Exeter, N. H., to a connection with the Portsmouth, Saco & Portland Railroad in Maine, in 1842; and was also at the other end diverted from its parent stem, the Lowell Railroad, and extended into Boston by a line of its own, opened July 1st, 1845. The Hartford & Springfield Railroad, chartered in 1839, was organized in 1841, and united with the Hartford & New Haven Railroad, of Connecticut, then in operation, and the road was opened through to Springfield in December, 1844. The Fitchburg Railroad, chartered in 1843, was opened to Fitchburg, March 5th, 1845, taking the Charlestown branch as its Boston terminus. The Old Colony, chartered in 1844, was opened to Plymouth, November 10th, 1845. The Vermont and Massachusetts, chartered in 1844, was opened to Athol, January lst, 1848; to Brattleboro, February 20th, 1849, and to Greenfield in 1850. The Connecticut River Railroad, formed by the union of the Northampton & Springfield, and the Greenfield & Northampton Railroad companies, in 1845, was opened December 13th, 1845; to Northampton, November 22nd, 1846 to Greenfield; and in 1849, to a connection with the Vermont & Massachusetts Railroads at the State line. The Fall River, chartered first as a branch to the New Bedford and Taunton, in 1844, was opened to that connection in 1845; extended to Bridgewater, and then to Braintree, in 1847, to a connection with the Old Colony Railroad. The Providence & Worcester, organized November 25th, 1845, was opened October 20th, 1847, The Worcester & Nashua, organized June 25th, 1845, was opened December 18th, 1848. The Cheshire, chartered in 1845, was opened to Bellows Falls in 1849. The Cape Cod, chartered in 1846 was opened to Sandwich, May 29th, 1848. The Norfolk County, chartered in 1847, was opened from Dedham to Blackstone in May, 1849. Besides the above, which were the most important lines built during this period, several branch roads were constructed, viz., the Dorchester & Milton, and South Shore, branches to the Old Colony; the Stoughton, branch to the Providence; the Harvard, Lexington & West Cambridge, and Peterboro & Shirley, branches to the Fitchburg; the Essex, branch to the Eastern; the South Reading, branch to the Maine Railroad; the Fitchburg and Worcester, branch to the Worcester & Nashua; The Stony Brook, branch to the Lowell & Nashua; the Pittsfield & North Adams, branch to the Western; each built by separate corporations, while some other branches were built and owned by the main lines. The Lowell & Lawrence, and Salem & Lowell Railroads were also built during this period. The New London, Willimantic & Palmer Railroads, lying mostly in Connecticut, was completed to Palmer in September 1850. The Berkshire and the Stockbridge & Pittsfield Railroads were also built as extensions of the Housatonic Railroad of Connecticut. The Providence road also built a new line at its southern terminus, to a union station for all railroads coming to Providence, in the central part of the city. At the close of the year 1850, the total length of all railroads in operation in Massachusetts was 1,037 miles; and 421 miles more in adjoining States were owned and operated by the same corporations. During this decade, the railway interest was subject to great vicissitudes. At the beginning of it, the railroads were regarded as public benefits, but quite uncertain as paying investments. However, the Lowell road soon reached 8 per cent, and continued steadily at that rate, while the Nashua & Lowell went still higher. The Providence road rose from 6 to 8 per cent; the Worcester reached 10 per cent in 1847; while the Western, which had been looked upon as the most doubtful in regard to returns, began to pay 6 per cent in 1845, and increased to 8 per cent; while the Old Colony and Fitchburg began to pay well, very soon after their completion. At this time, also, it was supposed that the rails, if of good pattern and sufficient weight originally, would last for an indefinite period. In their report of February, 1845, the Directors of the Providence Railroad say: "The renewal of rails will never be a serious item of expense, only 2¼ per cent of the whole number having been renewed in ten years." It was no wonder, then, that men of sanguine temperament rushed to the construction of railroads everywhere, and that some went so far as to say it was no matter how much the road cost, it would be sure to pay. At one time, nothing so readily commanded money as railroad obligations; and in some cases more stock was subscribed for new enterprises than was asked for. Before 1850 had expired, however, this condition of things had entirely changed. The accumulated capital of the community could not supply the frequent calls for payment on railroad shares, and railroad obligations were sold at continually increasing rates of discount. In May, 1849, the Norfolk County road, the day after it was opened, made an assignment of all of its property for the benefit of its creditors; the first instance in New England of the failure of a railroad. During this period, also, the railroads terminating in Boston learned the value of short travel, and began to provide specially for its accomodation. The Eastern Railroad, from its commencement, ran more trains to Salem than for any further distance. The Worcester road, in 1843, began to run special trains to Newton. The Providence road ran extra trains to Dedham, and the Fitchburg and Old Colony had their short trains as soon as they were opened. The Maine road commenced its special trains as soon as its extension into the city was completed; and at last the Lowell road, which at first had avoided intentionally all intermediate villages upon its line, found it expedient to build a branch to Woburn, and operate it with frequent trains. When the first railroads were built, however, it was not unusual for the inhabitants of the intermediate country to object to the roads passing through the villages; a safe and respectful distance was deemed preferable. A few years experience, however, sufficed to change this feeling entirely, and the villagers then became more anxious to have the railroads come to them than they formerly had been to keep them away. During the next decade, from 1850 to 1860, the additional length of railroads constructed in Massachusetts was not one quarter of the amount built in the previous ten years. Indeed, it was no easy matter to procure the means for building a new railroad, especially as the legislature had jealously provided that no stock should be sold for less than par. During this period an important change was made in the Eastern Railroad. When that road was first located, in 1836, its Boston terminus was fixed at East Boston, connecting with the ferry; a selection judicious at that time, as it gave the least length of road to build, and no one considered a ferry particularly objectionable. But after the Maine Railroad had opened for public use its much more convenient station in Haymarket Square, the People on the line of the Eastern Railroad became dissatisfied with its terminus, and the result was that, after serious and repeated contests, one charter was obtained from Salem, and another from Lynn, to the Maine Railroad. The first, the South Reading Branch, was built by an independent corporations and opened September 1st, 1850. It was soon found to be a serious competitor for the business with the Eastern Railroad, and after it had been running about a year, the majority of the stock was bought by that company. The other stockholders and people on the line of the road were much excited, and, on complaint to the Legislature, the Eastern Railroad Company, having made the purchase without previous authority, were required to buy the rest of the stock and to run a certain number of trains daily, which they have since continued to do, at a loss. The purchase of this branch from Lynn also carried with it the other branch from Lynn, called the Saugus Branch, with an obligation to build it also, which was honorably fulfilled by the Eastern Railroad. To put a stop to the complaints of the people about the ferry at their Boston terminus, the Eastern Railroad also obtained leave to build a new line from North Chelsea into Boston, which was completed (by making use of part of the Grand Junction Road) in 1854, and in 1855 the Saugus Branch western end was changed from the Maine to the Eastern, near the Mystic River, making it a loop line of the Eastern Road. In 1851, a road was opened for use from Newburyport through Georgetown to Bradford. Soon after, a charter was obtained from Georgetown to Danvers, and another from Danvers to South Reading, connecting with the Maine Railroad. It was thus in the power of the projectors of these lines to draw business from Newburyport on the Eastern Road, and from Haverhill on the Maine Railroad, and deliver it either to the Eastern, at Danvers, or to the Maine, at South Reading. After a good deal of strategy on the part of the projectors of these lines, the Maine Railroad was finally induced to aid in the construction of the Danvers road, and to take a lease of it. This, and the road to Georgetown were opened in 1854; in 1855, the Danvers and Georgetown was united with the Newburyport, and after struggling along with insufficient business for several years, this whole line was leased to the Maine Railroad for 100 years. In the years 1846 and 1847 there were active contests before the Legislature for a charter from Boston to the Blackstone Valley. These contests resulted in the charter of the Norfolk County road in 1847, which, as has already been mentioned, was opened in 1849, and failed immediately afterwards. In 1852, this road was taken by new parties, and extended in 1853, under the Southbridge and Blackstone charter, to a connection with the Norwich and Worcester Railroad at Mechanicsville, and in 1854, under the Midland Charter, to Boston, at the foot of Summer Street. The three roads were united, under the name of the Boston and New York Central, and the road was opened through from Boston to Mechanicsville, 59 miles, (notwithstanding many severe trials,) June 1st, 1855. After running a few months, part of it was stopped by injunction; the rest was run a few years longer, but at last only the original Norfolk County, from Dedham to Blackstone, was kept in operation by the trustees of the bond holders. The parties in interest were trying various plans to resuscitate the enterprise, but up to 1860 has not acted with sufficient unanimity to be successful. It remained at that date a broken, disjointed enterprise, with the discredit of two failures hanging about it. In the meantime, the parties opposed to this line obtained charters, by degrees, from the Brookline branch of the Worcester road, to Woonsocket, in Rhode Island, under the name of Charles River Railroad, and in 1855 united with corporations in Rhode Island and Connecticut, under the general name of New York and Boston Railroads to build one line of road from Boston to New Haven. This company, however, appeared to be weaker than its antagonist, and, up to 1860, had built only 8½ miles beyond Brookline. In 1854, the Old Colony and Fall River Railroads were united, as one corporation. The same year the Cape Cod road was extended to Hyannis, connecting with steamboat to Nantucket, and the Fairhaven Branch was built, connecting New Bedford with the Cape. In 1855 the Providence, Warren & Bristol, branch of the Providence, was opened; also the Canton branch of the same road was extended to Easton. The same year the Agricultural branch of the Worcester, was opened to Marlboro and Northboro, and a branch also extended from the Fitchburg road to Marlboro. In 1856, the Middleboro & Taunton was opened, also the Hampshire and Hampden, an extension of the Canal road, in Connecticut, to Northampton in this state. In 1857, the Boston & Lowell and the Nashua & Lowell roads made a contract for the joint operation of the two roads, the latter having already leases of the Stony Brook road in Massachusetts, and the Wilton road in New Hampshire, and the next year the united companies took leases of the Lowell & Lawrence and Salem & Lowell roads for twenty years. Under this consolidation, the roads have been operated since with greater convenience to the public, and much more profit to the Stockholders. But had the original projector of the Lowell & Lawrence, and the Salem & Lowell roads been alive, it is not probable that these roads could have been leased by the Lowell road. They were commenced by Mr. Livingston under a feeling of opposition to the Lowell road, and he intended, by using them in connection with the Maine railroad, to make another line from Boston to Lowell. They were actually operated in this way for a time, but this was stopped by the Supreme Court, according to the provision in the Lowell charter, that no competing route should be built between Boston and Lowell for thirty years. Mr. Livingston died before the thirty years were out, and his associates, somewhat disheartened by the small amount of business on their lines as they were then operated, were glad to make a lease to the Lowell road. It has already been mentioned that the New London, Willimantic & Palmer road was opened in 1850, and in 1853, an extension of it, under the name of Amherst & Belchertown, was opened. This did not prove profitable, and was reorganized by its bondholders, in 1860. The main line from New London was also not very successful, and was reorganized by its bondholders, under the name of New London Northern, in 1860. Sundry other branch roads succumbed to want of sufficient business. The Harvard branch was discontinued and taken up, its place being suppled by a horse railroad. The Peterborough & Shirley was sold at a discount to the Fitchburg, in 1860, and the Marlboro branch reorganized. The Grand Junction road, intended to connect all the northern roads with deep water in East Boston, was built in 1850, and extended to a connection with the Worcester road in 1855. This project was got up a generation in advance of the time it was needed; of itself it could command no business, and passed into the hands of its bondholders in 1859, doing scarce any business except on that part occupied by the Eastern Railroad. During this decade, also, the Hoosac Tunnel was commenced. The Troy & Greenfield charter was granted in 1848, and the company organized in 1849. In 1851, the western and of the road from the Tunnel to the State line, was put under contract, and an application made for State aid in excavating the Tunnel, but this was not successful. In 1853, the application for State aid was renewed, but was again unsuccessful; the following year, however, a loan of two millions of dollars was promised to this company by the State on certain conditions. The company found it difficult to meet these conditions, and the loan act was modified in 1859 and again in 1860. Still some progress had been made in the meantime, and the part of the road from North Adams to the State Line, about six miles in length, was opened in 1859, making, with the Southern Vermont and Troy & Boston road in New York, a connection with the railroads of New York, and the west. At the close of the year 1860, the miles of road in operation in Massachusetts amounted to 1,221; and the extensions into adjoining States, with their branches, operated by the same companies, were 527 miles in addition. In only two instances were the companies operating without charters from Massachusetts. RAILROADS BUILT 1850 - 1860 Also showing roads built prior to 1850 in Western and Central Massachusetts, not shown on previous maps. KEY -- W Norwich and Worcester A Western B Boston and Maine, (in New Hampshire) H Hartford and New Haven (Conn) V Vermont and Massachusetts C Connecticut River K Cheshire P Peterboro and Shirley D Pittsfield and North Adams N New London, Willimantic and Palmer (Conn) N Amherst and Belchertown H Housatonic (Conn) Berkshire (Mass) P Pittsfield and Stockbridge S Saugus Branch G Newburyport, Georgetown and Bradford R Gergetown, Danvers and So. Reading M Midland B Southbridge and Blackstone CR Charles River F Fall River L Providence, Warren and Bristol (Rhode Island) T Taunton to Middleboro D Agricultural Branch Y Troy and Greenfield Since 1860, a greater length of additional railroad has been built in this State than in the previous ten years, the total length of railroads in operation In this State on the 1st of August, 18709 being 1,439 miles, and the extensions into adjoining States with their branches operated by the same companies, being 688 miles. The changes and additions during this period may be noted as follows: The old Norfolk County Line was revived in 1862, under the name of Midland Land Damage Company. In 1863, this name was changed to Southern Midland, and in September of the same year the road was transferred to the Boston, Hartford & Erie Railroad Company, a corporation chartered by the State of Connecticut, for the purpose of making a consolidated line from Boston and Providence to Fishkill, in New York, there to connect with the Erie Railroad branch to Newburgh. In 1865, the Hartford & Erie contested the application of the opposition line, the New York & Boston, in Connecticut for a renewal of their charter. The latter company were successful in their applications but soon afterwards the two corporations were united in one, The Hartford & Erie completed their branch to Southbridge early in 1867, and opened their main line again to a connection with the Norwich & Worcester, the same year. They also obtained a loan from the State in that year of $3,000,000, which was increased in 1869 to $5,000,000. Further aid was asked the present year, but refused on account of improvidence and wastefulness on the part of the managers, and at present the enterprise appears to be passing through another period of bankruptcy. It is a line of too much value to be left long lying dormant, and when completed will unquestionably be of great value to the people of this and adjoining States. The Old Colony has absorbed its Dorchester and Milton and South Shore branches. In 1864 its main line extended from Fall River to Newport, and in 1865 and 1866, it built a new line from Randolph through Taunton to Fall River, absorbing on the way, the Easton branch, formerly running in connection with the Providence Railroad. The Old Colony now holds charters from Taunton to Providence, from Middleborough to New Bedford, and from the end of the South Shore to Duxbury, all of which, it is understood, are to be built. A branch to Hanover has also been built by an independent company. The Cape Cod road was extended to Orleans in 1865, and is now making progress further down the Cape, with the prospect of reaching Provincetown before many years. The Fairhaven branch of the Cape Cod was sold to the New Bedford road in 1861, but still runs in its old connection. The Eastern road absorbed the Essex branch in 1865, (now called its Lawrence branch,) and the Rockport extension of the Gloucester branch in 1868; it is also operating the Great Falls & Conway road, in New Hampshire, while its rival, the Maine, is operating the Dover & Winnipiseogee branch, in the same state. The interest of the stockholders would be much advanced, and the public quite as well served, by a consolidation of these two lines, with the right of regulation reserved to the State. The Agricultural branch of the Worcester was extended to a connection with the Fitchburg & Worcester, in 1866; changed its name to Boston, Clinton & Fitchburg, in 1867, and absorbed the Fitchburg & Worcester in 1869. The same parties in interest also built the Mansfield & Framingham, in 1869, and have formed a connected line, under an able management, from Fitchburg to New Bedford and Providence, The same parties obtained a charter and propose at once to build a road from Framingham to Lowell. The Arlington branch of the Fitchburg road has been bought by the Lowell road, and is to be connected therewith. The Taunton road is building a branch to Attleboro, to connect with the Providence, and the Providence road is building one to North Attleboro. A branch has also been built from Milford, connecting, over a part of the Hartford & Erie, with the Providence & Worcester, at Woonsocket. By a change in the State boundaries, the Providence, Warren & Bristol road, lying partly in this State, became entirely a Rhode Island road; a branch to this road, extending to Fall River, was built in 1864. The New London Northern bought the Amherst & Palmer road in 1864, and extended its line to a connection with the Vermont & Massachusetts, at Grout's corner in 1866. The Hampshire & Hampden was united with the New Haven & Northampton in 1862, and the line extended to Williamsburg in 1868. In 1861, Governor Andrew became dissatisfied (whether with good reason or not it is not now necessary to discuss,) with the management of the Troy & Greenfield road, and in accordance with his wishes, the corporation surrendered the road in 1862 to the State, which then undertook to complete it. The work was carried on under State Commissioners until the last of 1868, when a contract was made for the completion of the tunnel. The contractors are making good progress with their works and in all probability will have it completed within the time specified. The road from Greenfield to the tunnel was opened on the 17th of August, 1868. The extraordinary freshet of October, 1869, injured the road very materially, so as to stop its running, which was not resumed until the 4th of July of the present year. The Vermont & Massachusetts road built a branch to Turner's Falls the past year, and roads are now under construction from Worcester to Gardner, from Palmer to Winchendon, and from Palmer to Athol. Last but not least worthy of mention among the occurrences of the past decade, is the union of the Worcester, and Western Railroads, which took effect December 1st, 1867, the name of the consolidated company being the Boston & Albany Railroad. Ever since the completion of the Western roads there had been a continual jarring between the two companies as to the division of income from the joint business, temporarily settled by arbitration at various times. As early as 1845, the Western road proposed to consolidate, but the Worcester refused. Meantime the complaints of the community in regard to the unsatisfactory transaction of their business by the disagreeing corporations increased, and public opinion insisted upon the unions which was at last consented to by the Worcester, when they found they must do that or fare worse. The consolidation has certainly been an advantage to the community. The new company has repaired and put in operation the Grand Junction; has built wharves and an elevator at East Boston, to satisfy the calls of the merchants; is improving its stations all along the line; is diminishing rates of freight; removing causes of delay whenever discovered; and evidently appears desirous of doing all it can to accomodate the community. Consolidation has worked so well in this instance, that it would seem best to try it in other cases. Massachusetts is certainly well supplied with railroads, having one mile of railroad to every five and a half square miles of territory, and to every 954 inhabitants. But railroads have now become necessities to an active and industrious population. There are still many villages in the State, at an inconvenient distance from any railroad, and, for many years to come, branches will be called for and built probably in great measure by town subscriptions. At the last session of the Legislature, about 100 miles of new roads were chartered, and many old charters which have been lying dormant for years, will probably soon be brought into use. Street railroads were introduced in this State in 1855, the Cambridge road being the one first built, followed in the next year by the Metropolitan, and Middlesex. As with the steam railroads, they were regarded at first with doubt and distrust, but they soon proved to be profitable investments, and then there was a general rush for them, with exorbitant nominal capitals, followed of course by revulsion and failure, and then by a more prudent extension of the system. At present, there are street railroads in Salem, Lawrence, Worcester, Springfield and Northampton, as well as in Boston; and several other places are preparing to avail themselves of the same convenience. On several of these roads, what are called dummy engines (small steam engines in the car as means of motion,) have been tried, but none thus far have given satisfactory results. A wide field for the inventive genius of the country still remains open, in the supply of some motor better than horse power for street cars, and, what is still more desirable and necessary, the improvement of combustion in the locomotives on the steam roads, so that they shall not annoy the passengers in the cars and the neighborhoods they pass through with clouds of stifling smoke and storms of cinders, as at present. New England RR \| Antebellum RR \| Contents Page
833	dbpedia	2	69	https://newenglandhistoricalsociety.com/a-historic-train-ride-in-each-of-new-englands-six-states/	en	A Historic Train Ride in Each of New England’s Six States	https://newenglandhistor…team-train-1.jpg	https://newenglandhistor…team-train-1.jpg	[ "https://newenglandhistoricalsociety.com/wp-content/uploads/2022/11/nehs.png", "https://newenglandhistoricalsociety.com/wp-content/uploads/2018/09/historic-train-ride-essex-steam-train-1.jpg?ezimgfmt=rs%3Adevice%2Frscb1-1", "https://newenglandhistoricalsociety.com/wp-content/uploads/2018/09/historic-train-ride-essex-steam-train.jpg 600w, https://newenglandhistoricalsociety.com/wp-content/uploads/2018/09/historic-train-ride-essex-steam-train-300x200.jpg 300w", "https://newenglandhistoricalsociety.com/wp-content/uploads/2018/09/historic-train-ride-downeast.jpg 600w, https://newenglandhistoricalsociety.com/wp-content/uploads/2018/09/historic-train-ride-downeast-300x249.jpg 300w", "https://newenglandhistoricalsociety.com/wp-content/uploads/2018/09/historic-train-ride-cape-cod-central-railroad.jpg 600w, https://newenglandhistoricalsociety.com/wp-content/uploads/2018/09/historic-train-ride-cape-cod-central-railroad-300x221.jpg 300w", "https://newenglandhistoricalsociety.com/wp-content/uploads/2018/09/historic-train-ride-winnipesaukee.jpg 600w, https://newenglandhistoricalsociety.com/wp-content/uploads/2018/09/historic-train-ride-winnipesaukee-300x150.jpg 300w", "https://newenglandhistoricalsociety.com/wp-content/uploads/2018/09/historic-train-ride-locomotive-locomotive.jpg 600w, https://newenglandhistoricalsociety.com/wp-content/uploads/2018/09/historic-train-ride-locomotive-locomotive-300x225.jpg 300w", "https://newenglandhistoricalsociety.com/wp-content/uploads/2018/09/historic-train-ride-green-mountain-flyer.jpg 600w, https://newenglandhistoricalsociety.com/wp-content/uploads/2018/09/historic-train-ride-green-mountain-flyer-300x183.jpg 300w", "https://newenglandhistoricalsociety.com/wp-content/uploads/2024/04/revolutionary-war-sites-in-new-england-678x1024.jpg 678w, https://newenglandhistoricalsociety.com/wp-content/uploads/2024/04/revolutionary-war-sites-in-new-england-199x300.jpg 199w, https://newenglandhistoricalsociety.com/wp-content/uploads/2024/04/revolutionary-war-sites-in-new-england-768x1160.jpg 768w, https://newenglandhistoricalsociety.com/wp-content/uploads/2024/04/revolutionary-war-sites-in-new-england-1017x1536.jpg 1017w, https://newenglandhistoricalsociety.com/wp-content/uploads/2024/04/revolutionary-war-sites-in-new-england-1356x2048.jpg 1356w, https://newenglandhistoricalsociety.com/wp-content/uploads/2024/04/revolutionary-war-sites-in-new-england-610x921.jpg 610w, https://newenglandhistoricalsociety.com/wp-content/uploads/2024/04/revolutionary-war-sites-in-new-england-1170x1767.jpg 1170w, https://newenglandhistoricalsociety.com/wp-content/uploads/2024/04/revolutionary-war-sites-in-new-england-585x884.jpg 585w, https://newenglandhistoricalsociety.com/wp-content/uploads/2024/04/revolutionary-war-sites-in-new-england-scaled.jpg 1695w", "https://newenglandhistoricalsociety.com/wp-content/uploads/2022/11/nehs.png", "https://newenglandhistoricalsociety.com/wp-content/uploads/2022/09/NEHS-DARK-383-132.png 383w, https://newenglandhistoricalsociety.com/wp-content/uploads/2022/09/NEHS-DARK-383-132-300x103.png 300w, https://newenglandhistoricalsociety.com/wp-content/uploads/2022/09/NEHS-DARK-383-132-150x52.png 150w" ]	[]	[]	[ "" ]	null	[ "Leslie Landrigan" ]	2018-09-22T13:41:49+00:00	A historic train ride in New England offers passengers the chance to experience the golden age of passenger rail -- and, in the fall, to see glorious foliage without running off the road. Here are six historic train rides, one in each New England state.	en	https://newenglandhistor…-512-1-32x32.png	New England Historical Society	https://newenglandhistoricalsociety.com/a-historic-train-ride-in-each-of-new-englands-six-states/	6.5K What better way to take in New England’s fall foliage than a historic train ride? There’s no danger of running off the road while taking in the beauty wrought by Mother Nature’s paintbrush. New England has more than two dozen so-called heritage railways, museums on wheels that recreate the experience of train travel during the golden age of passenger rail. Sometimes heritage railways are run as profitable tourist attractions, but more often they’re maintained by enthusiastic volunteers. Rail enthusiast restore and maintain vintage steam and diesel locomotives, passenger coaches, track, stations and other infrastructure. Here then are six heritage railroads that offer passengers a historic train ride, one in each New England state. If you have other favorites, please include them in the comments section. Essex Steam Train and Riverboat Ride Back in the day, travelers often journeyed by train to a steamboat landing, then continued on their way by water. Alas, only one steam-train-and-steamboat trip remains in the United States: in Essex, Conn. The Essex Steam Train & Riverboat ride Is also only one of two in the world. It’s part of the Valley Railroad, which formed a century after the Connecticut Valley Railroad started regular train service in 1871. For a while it operated as a branch line of the New Haven Railroad. By 1961 the New Haven Line declared bankruptcy and all service finally stopped in 1968. The New Haven Railroad became the Penn Central (later Amtrak), and Penn Central gave the Valley track to the state of Connecticut, which leased it to a group of volunteers. The Essex Steam Train & Riverboat ride runs from May through October. The 2-1/2-hour historic train ride begins at the Essex Station, built in 1892. It then runs for a 12-mile round trip through the quintessential New England towns and unspoiled parts of the Connecticut River Valley. Passengers aboard the 1920s-era coaches will see Selden Neck State Park, Deep River and Chester. Then comes an hour-long riverboat ride along the Connecticut River on the Becky Thatcher, where passengers will see Gillette Castle, Goodspeed Opera House and Haddam Swing Bridge. Check the calendar here for dates. Downeast Scenic Railroad Antique rail cars take passengers on a 90-minute trip through 13 miles of wetlands and woods, where passengers may see fox, bald eagles, bear, osprey and moose. Many of the same sights the rusticators saw when they took the train to their summer cottages in Bar Harbor. The Downeast Scenic Railroad started as the Calais Branch line, built in 1884 as the Maine Shore Line Railroad. Later the Maine Central Railroad Co. bought the line, but closed in 1985. It stayed closed for 30 years. Then five local businessmen formed the Downeast Rail Heritage Trust in 2005. The next year they leased 30 miles of track from the state of Maine. Volunteers restored the rails, an engine, passenger cars and caboose. Service restarted on July 24, 2010, when invited guests took a historic train ride along five miles of track from Ellsworth. The train runs on weekends through Columbus Day (click here for a schedule) Cape Cod Central Railroad The Cape Cod Central Railroad offers a historic train ride along 27 miles of track from Hyannis to Buzzards Bay. It’s a remnant of the first train on the Cape, built in the mid-19th-century to carry freight to and from the Boston and Sandwich Glass Co. Eventually the railroad carried passengers between 14 of Cape Cod’s 15 towns. Then in 1935, the Buzzards Bay vertical train lift extended the railroad across the Cape Cod Canal. Passenger service on Cape Cod stopped in 1959, but 40 years later the Cape Cod Central Railroad formed. In 2012, Iowa Pacific Holdings LLC bought a controlling interest in the company. The Shoreland Excursion takes passengers on a two-hour historic train ride past salt marshes, sand dunes and cranberry bogs, then along the canal. They’ll also see historic railroad buildings, including the West Barnstable station and the Buzzards Bay dispatch tower, both built in 1911. In Bourne, the Gray Gables Station, built in 1892 for Grover Cleveland’s personal use, now serves as a rail museum. The railroad, which runs from May to October, also offers brunch trains, dinner trains and special excursions. For a schedule click here. See a short video about the Cape Cod Central Railroad here. Winnipesaukee Scenic Railroad The Winnipesaukee Scenic Railroad offers a one- and a two-hour historic train ride in restored coaches along the western shore of New Hampshire’s biggest lake. Passengers can board at the station in Meredith, or at the Weirs Beach Station on the historic boardwalk. During the historic train ride they never lose sight of Lake Winnipesaukee. The railroad once belonged to the Boston & Maine Railroad and brought tourists to lakeside resorts from the Gilded Age to the 1950s. Today, the Winnipesaukee Scenic Railroad still goes through the front yards of gracious old summer homes. Passengers can also take a 40-mile Fall Foliage Special. Call 603-745-2135 for information. Newport and Narragansett Bay Railroad The Newport and Narragansett Bay Railroad runs historic train rides on Aquidneck Island, offering gorgeous views of the bay, colonial homes and the decommissioned USS Saratoga in the Newport Naval Station. The railroad once belonged to the Old Colony Railroad, a major system running from Boston to southeastern Massachusetts, Rhode Island, Lowell and Cape Cod. In 1976, then-owner Conrail sold the railroad to the state, which then leased it to the volunteers who ran the Old Colony and Newport Scenic Railway. The new railway formed in 2014 when the for-profit Newport Dinner Train and the nonprofit Old Colony and Newport Scenic Railway merged. It runs between the Melville Marina section of Portsmouth and downtown Newport. Today, Rhode Island’s only heritage railroad also offers dining experiences, as it has a kitchen car and chef. The Grand Bellevue Rail Dining Experience, for example, offers a two-hour, multiple course, formal dinner with live music. Other themed excursions include such excursions as the Autumn Harvest Bistro train, Lunch with Santa and Murder on the Bellevue Express. Click here for a schedule Green Mountain Flyer During five weeks of New England’s glorious foliage season, the Green Mountain Flyer runs five days a week from Chester, Vt. Passengers can take a historic train ride on a Fall Foliage Excursion, a Cocktails on the Rails trip or a Green Mountain Dinner in a restored dining car. The Green Mountain Railroad, one of New England’s oldest heritage railroads, formed in early 1964 by a steam-locomotive enthusiast. F. Nelson Blount persuaded the State of Vermont to obtain 52 miles of track between Bellows Falls and Rutland. Blount also ran a museum of steam locomotives, called Steamtown, USA, in North Walpole, N.H. Blount died in an airplane crash in 1967 but his dream lived on. Today, the Green Mountain Railroad is part of the 350-mile Vermont Rail System. The Green Mountain Flyer, named after the fastest train on the Rutland Railroad, runs for 13 miles between Bellows Falls and Chester along woods, the Williams River and the Brockway Mills Gorge. In the fall, a foliage excursion takes passengers another 14 miles to Ludlow. For a schedule, click here.
833	dbpedia	1	84	https://massbytrain.com/itineraries/discover-history-on-the-lowell-line/	en	Discover History on the Lowell Line	https://massbytrain.com/…24/05/file-5.jpg	https://massbytrain.com/…24/05/file-5.jpg	[ "https://massbytrain.com/wp-content/themes/kcs/img/MBT_Logo_Landscape_Purple.svg", "https://massbytrain.com/wp-content/themes/kcs/img/MBT_Logo_Stacked_White.svg", "https://massbytrain.com/wp-content/uploads/2024/04/mobile-logo.png", "https://massbytrain.com/wp-content/themes/kcs/img/backtotop.svg", "https://massbytrain.com/wp-content/themes/kcs/img/MBT_Logo_Stacked_White.svg", "https://massbytrain.com/wp-content/themes/kcs/img/keolis-footer-1.png", "https://massbytrain.com/wp-content/themes/kcs/img/keolis-footer-2.png" ]	[]	[]	[ "" ]	null	[]	2024-05-09T16:49:18+00:00	Take a MA history tour along the Lowell Line by visiting museums, monuments, and memorials, and learn more about the state and nation’s past.	en	https://massbytrain.com/…TA-fav-32x32.png	Keolis Commuter Services	https://massbytrain.com/itineraries/discover-history-on-the-lowell-line/	Need help trip planning? Give us a call at 617-222-3200. © 2024 Massachusetts Bay Transportation Authority, all rights reserved. Website designed and developed by Sperling Interactive. The itineraries provided herein are for informational purposes only. Neither Sperling Interactive, Keolis Commuter Services, LLC (Keolis) and or the Massachusetts Bay Transportation Authority (MBTA) are responsible for transporting a rider to any end destination other than those Commuter Rail Stations identified within the “Schedules” tab highlighted herein. Sperling Interactive, Keolis, and or the MBTA are not responsible for any changes, errors, omissions, or cancellations of any of the itineraries, events, locations, promotions, or services of any kind highlighted herein. Riders should reach out to the providers directly to obtain more information related to the same.
833	dbpedia	3	72	https://www.federalregister.gov/documents/2021/07/30/2021-16328/csx-corporation-and-csx-transportation-inc-et-al-control-and-merger-pan-am-systems-inc-pan-am	en	Federal Register :: Request Access			[]	[ "https://www.recaptcha.net/recaptcha/api/fallback?k=6LfpbQcUAAAAAMw_vbtM1IRqq7Dvf-AftcZHp_OK" ]	[]	[ "" ]	null	[]	2021-07-30T00:00:00		en			null	Request Access Due to aggressive automated scraping of FederalRegister.gov and eCFR.gov, programmatic access to these sites is limited to access to our extensive developer APIs. If you are human user receiving this message, we can add your IP address to a set of IPs that can access FederalRegister.gov & eCFR.gov; complete the CAPTCHA (bot test) below and click "Request Access". This process will be necessary for each IP address you wish to access the site from, requests are valid for approximately one quarter (three months) after which the process may need to be repeated. An official website of the United States government. If you want to request a wider IP range, first request access for your current IP, and then use the "Site Feedback" button found in the lower left-hand side to make the request.
833	dbpedia	3	7	https://www.mbta.com/guides/commuter-rail-guide	en	Beginner's Guide to the Commuter Rail	https://cdn.mbta.com/ima…3577f6.png?vsn=d	https://cdn.mbta.com/ima…3577f6.png?vsn=d	[ "https://cdn.mbta.com/sites/default/files/styles/max_2600x2600/public/media/2018-11/CommuterBanner-Narrow.png?itok=1q-MLLny", "https://cdn.mbta.com/sites/default/files/styles/max_2600x2600/public/2018-09/commuter-rail-train-banner.JPG?itok=ERXG9BJ2", "https://cdn.mbta.com/sites/default/files/styles/max_650x650/public/media/2024-05/2023-01-23-commuter-rail-map.jpg?itok=7ICCztSn", "https://cdn.mbta.com/sites/default/files/styles/max_650x650/public/media/2024-05/2023-01-23-commuter-rail-map.jpg?itok=7ICCztSn", "https://cdn.mbta.com/sites/default/files/styles/max_2600x2600/public/media/2018-09/mticket-zone1a.jpg?itok=zVyMHMUU", "https://cdn.mbta.com/sites/default/files/styles/max_650x650/public/maps/2018-commuter-rail-zones-diagram.png?itok=Xju467ou", "https://cdn.mbta.com/sites/default/files/styles/max_650x650/public/maps/2018-commuter-rail-zones-diagram.png?itok=Xju467ou", "https://live-mbta.pantheonsite.io/sites/default/files/styles/teaser/public/media/2018-09/P519%20Ashland_retouch.jpg?itok=_cLQR8iW", "https://cdn.mbta.com/sites/default/files/styles/max_2600x2600/public/media/2018-09/south-station-terminal.jpg?itok=CN_zgfdj", "https://cdn.mbta.com/sites/default/files/styles/max_2600x2600/public/media/2018-09/commuter-rail-wareham_0.jpg?itok=dJCEzyXU", "https://cdn.mbta.com/sites/default/files/styles/max_2600x2600/public/media/2018-09/commuter-rail-ashland_0.jpg?itok=pAXSR9PG", "https://cdn.mbta.com/sites/default/files/styles/max_2600x2600/public/media/2018-09/commuter-rail-accessible-trip-planning.jpg?itok=DDH2YscF", "https://cdn.mbta.com/sites/default/files/styles/max_2600x2600/public/media/2019-01/meta-guide-MORE-WORDS.png?itok=akfxoExc", "https://live-mbta.pantheonsite.io/sites/default/files/styles/teaser/public/media/2018-09/P519%20Ashland_retouch.jpg?itok=_cLQR8iW", "https://cdn.mbta.com/sites/default/files/styles/max_2600x2600/public/media/2019-01/meta-guide-MORE-WORDS.png?itok=akfxoExc" ]	[]	[]	[ "" ]	null	[ "Massachusetts Bay Transportation Authority" ]	null	Official website of the MBTA -- schedules, maps, and fare information for Greater Boston's public transportation system, including subway, commuter rail, bus routes, and boat lines.	en	https://cdn.mbta.com/app…4c0e51.png?vsn=d		null	Whether you’re trying to plan your commute to work or you just want to get out of the city for a bit, the Commuter Rail offers easy connections to and from Boston and the surrounding communities. During your trip, don’t hesitate to ask Commuter Rail conductors or MBTA staff for assistance.
833	dbpedia	2	28	https://thewestendmuseum.org/history/era/west-boston/the-many-faces-of-north-station/	en	The Many Faces of North Station – The West End Museum	https://thewestendmuseum…-sign-1_orig.jpg	https://thewestendmuseum…-sign-1_orig.jpg	[ "https://thewestendmuseum.org/wp-content/uploads/2021/10/Logo_WestEndMuseum-MainLogo-RedGold-200x200-1-e1633365228887.png", "https://thewestendmuseum.org/wp-content/uploads/2021/10/Logo_WestEndMuseum-MainLogo-RedGold-200x200-1-e1633365228887.png", "https://thewestendmuseum.org/wp-content/uploads/2021/11/commonwealth_3f463109f_access800.jpg", "https://thewestendmuseum.org/wp-content/uploads/2022/08/BM-Haymarket-Station.jpg", "https://thewestendmuseum.org/wp-content/uploads/2021/11/TheWestEndMuseum-Homepage-BostonMA-About.png", "https://thewestendmuseum.org/wp-content/uploads/2022/08/North-Station-and-the-Hotel-Manger.jpg", "https://thewestendmuseum.org/wp-content/uploads/2022/11/North_Station_-from_North_Bank_Bridge.png", "https://thewestendmuseum.org/wp-content/uploads/2022/11/IMG_8126.jpg", "https://thewestendmuseum.org/wp-content/uploads/2024/08/Ruth-Roman-Peabody-House-110x80.png", "https://thewestendmuseum.org/wp-content/uploads/2024/08/Jewett_Fields_Charles-110x80.jpg", "https://thewestendmuseum.org/wp-content/uploads/2024/08/Gov-Center-Plans-110x80.jpg", "https://thewestendmuseum.org/wp-content/uploads/2024/07/Matthiessen_withcat-110x80.jpg", "https://thewestendmuseum.org/wp-content/uploads/2024/07/Massachusetts_Towns_by_Population_2020_census-110x80.png", "https://thewestendmuseum.org/wp-content/uploads/2024/07/Berenson-at-90-110x80.jpg", "https://thewestendmuseum.org/wp-content/uploads/2024/08/Ruth-Roman-Peabody-House-80x60.png", "https://thewestendmuseum.org/wp-content/uploads/2024/08/Jewett_Fields_Charles-80x60.jpg", "https://thewestendmuseum.org/wp-content/uploads/2024/08/Gov-Center-Plans-80x60.jpg", "https://thewestendmuseum.org/wp-content/uploads/2024/07/Matthiessen_withcat-80x60.jpg", "https://thewestendmuseum.org/wp-content/uploads/2024/07/Massachusetts_Towns_by_Population_2020_census-80x60.png", "https://thewestendmuseum.org/wp-content/uploads/2024/07/Berenson-at-90-80x60.jpg", "https://thewestendmuseum.org/wp-content/uploads/2024/07/109-Court-Street-Print-80x60.jpg", "https://thewestendmuseum.org/wp-content/uploads/2024/07/Bromley-Atlas-1917-Nims-80x60.png", "https://thewestendmuseum.org/wp-content/uploads/2024/06/Last-Tenement-Ribbon-Cutting-80x60.png", "https://thewestendmuseum.org/wp-content/uploads/2024/06/PT_furcoat-80x60.jpeg", "https://thewestendmuseum.org/wp-content/uploads/2021/10/Logo_WestEndMuseum-MainLogo-White-400x400-1-e1638390173783.png" ]	[]	[]	[ "" ]	null	[ "Bob Potenza" ]	2022-11-25T15:11:45-05:00	For tens of thousands of daily commuters, North Station is a final destination to work and a starting point for home. For many others, it is a stop along the way to somewhere else. But few of today’s commuters know that over the past two centuries, there have actually been several train stations in the West End– built in grand style – that predated the North Station we know today.	en	https://thewestendmuseum…mentBuilding.png	The West End Museum – Boston's Neighborhood Museum	https://thewestendmuseum.org/history/era/west-boston/the-many-faces-of-north-station/	For tens of thousands of daily commuters, North Station is a final destination to work and a starting point for home. For many others, it is a stop along the way to somewhere else. But few of today’s commuters know that over the past two centuries, there have actually been several train stations in the West End– built in grand style – that predated the North Station we know today. Boston was one of young America’s principal cities and ports, yet its physical growth had always been constrained by its location on the Shawmut peninsula. In the early 19th century, architect Charles Bulfinch proposed addressing the problem by filling in the marshes around Boston to accommodate new urban development. His first such project, what would later become known as the Bulfinch triangle, was a grid of new streets arranged on the former Mill Pond in today’s West End neighborhood. By the second half of the 19th century, all railroads connecting Boston to points north and west of the city crossed the Charles River, and four of these eight railroads erected depots in the Bulfinch Triangle In 1835 the Boston and Lowell (B&L) Railroad chose Lowell Street as the location for its depot. It was later joined on the same street by stations of the Eastern and Fitchburg Railroads which built their stations on Causeway. To stand out from the others, each chose a unique architectural style―French Second Empire, Italianate, and Gothic Revival, for its depot. Unlike its competitors, the Boston and Maine Railroad (B&M) constructed its depot a few blocks south on Haymarket Square. Despite enjoying some distance from its competitors, the owners of the B&M were still interested in style, choosing a Greek Revival design for its structure. The B&M depot displayed two-story pilasters with elaborate capitals supporting a large pediment in whose center was a clock—an all-important element for travelers trying to make a scheduled departure. Over the next forty years, the B&M became the predominant railway company in the Northeast. Through a calculated campaign of acquisition and consolidation starting in 1842, it the gained charters in New Hampshire and Maine, and later purchased 47 competing regional short lines. By 1887 the B&M had sole control of the Boston-Portland route and access into Vermont and Quebec through lease agreements with the Eastern and the B&L railroads. Seeing a need to unite its services under one roof, the B&M began construction of a new North Union Station in 1893, just south of the current North Station structure. Replacing the former depots on Causeway Street, the North Union Station’s façade would feature an 80-foot-high granite triumphal arch flanked by four massive columns, and its eastern side was formed by a five-story baggage and express building. North Union Station was opened in stages from 1893 to 1894, and by the time it was fully completed, the station had become popularly known as “North Station.” The first North Station stood for only three decades before it was torn down in 1927 in favor of a larger depot that included a new arena―Boston Garden―above the ground-floor waiting room and concourse. This innovative plan was based on New York City’s Madison Square Garden, and in keeping with the trends of the time was designed in the popular Art Deco style. The new station would have an imposing neoclassical design whose façade was dominated by a large triumphal arch that represented the railroad’s power. It also featured a round arch with a coffered ceiling roughly two stories high, flanked on each side by two columns with Ionic capitals that sat upon bases of rusticated stone. Arcaded wings six-bays across spread out from the central arch and their centers supported large clock faces. Beyond the arcades were the waiting rooms that received ample light from bands of clerestory windows. The concourse was similarly brightened by large skylights to dispel the notion that train sheds of the era had to be dark and smoky. The new North Station and Boston Garden opened in 1928. For the next fifty years, the second North Station would go through many alterations. In 1985 it received replacement trestles, new tracks, and platforms after a fire in 1984. In 1989, the MBTA paid $13.7 to raise the five commuter rail platforms for accessibility, and in 1990 an underground garage and platform were added. Finally, in 1993, the state reached a deal to replace the aging Boston Garden. In exchange for the land and easements to construct the new Fleet Center, the developer constructed a train shed and waiting area on the ground floor and a subway tunnel under the arena to replace the subway lines above Causeway Street. The result was a combined underground “superstation,” allowing for pedestrian access to North Station. The third North Station and the new Fleet Center opened in 1995. Two new expansions took place in 2006; the station’s waiting area was enlarged and the number of tracks expanded to 12. This $5 million project, completed in 2007, added 20,000 square feet of waiting and retail space. Along the way, the name of the arena above the station changed several times, ultimately becoming TD Garden. In 2019, North Station got a new entrance and a tunnel connecting Amtrak–commuter rail services. This ended the disjointed journey of commuters who had to go outside when transferring between the subway and the commuter rail or Amtrak. That same year, thanks to Amtrak’s service to Maine, North Station became the 24th busiest Amtrak station in the country, and the sixth busiest in New England. Over the years, North Station – and the West End – has been the focal point of rail travel between Boston and points west and north. The station’s continued importance can be seen in the most recent development projects surrounding it that have added more modern living and office spaces, entertainment venues, and dining and drinking establishments to an increasingly vibrant neighborhood.
833	dbpedia	3	64	https://www.bostoncityride.com/how-many-train-stations-in-boston/	en	How Many Train Stations In Boston?	https://www.bostoncityri…li-1024x1024.png	https://www.bostoncityri…li-1024x1024.png	[ "https://www.bostoncityride.com/wp-content/uploads/2023/05/Boston-Limo_9bee66573900dfce46a5dda6f415003e.png", "https://www.bostoncityride.com/wp-content/uploads/2023/05/Boston-Limo_9bee66573900dfce46a5dda6f415003e.png", "https://www.bostoncityride.com/wp-content/uploads/2023/11/2013_unofficial_MBTA_subway_map_by_Michael_Kvrivishvili-1024x1024.png", "https://www.bostoncityride.com/wp-content/uploads/2023/12/how-many-train-stations-in-boston.png", "https://www.bostoncityride.com/wp-content/uploads/2023/11/how-to-contact-corporates-for-limo-service-300x200-1.webp", "https://www.bostoncityride.com/wp-content/uploads/2023/11/how-to-be-a-good-limo-service-sales-person.webp", "https://www.bostoncityride.com/wp-content/uploads/2023/11/Tips-to-approch-right-customers-2023-300x169-1.webp", "https://www.bostoncityride.com/wp-content/uploads/2023/11/limousine_service_advertising_ideas_2023.jpg", "https://www.bostoncityride.com/wp-content/uploads/2023/11/limorates.jpg", "https://www.bostoncityride.com/wp-content/uploads/2023/11/limorates.jpg" ]	[]	[]	[ "" ]	null	[ "seobooster2" ]	2023-11-23T09:53:16+00:00	Boston, known for its rich history and vibrant culture, is home to a surprising number of train stations. With its bustling transportation system, you might	en	https://www.bostoncityri…5003e-150x54.png	Boston City Ride	https://www.bostoncityride.com/how-many-train-stations-in-boston/	Boston, known for its rich history and vibrant culture, is home to a surprising number of train stations. With its bustling transportation system, you might be wondering just how many train stations are scattered throughout the city. Boston has a well-developed train infrastructure that caters to the needs of commuters and travelers alike. The Massachusetts Bay Transportation Authority (MBTA) operates a total of 47 train stations in the greater Boston area. These stations connect various parts of the city and its surrounding suburbs, providing a convenient mode of transportation for thousands of people every day. Whether you’re exploring the city’s historic landmarks or commuting to work, Boston’s train stations offer a reliable and efficient means of getting around. Boston has a well-connected train system with several stations conveniently located throughout the city. From the historic South Station to the bustling North Station, there are a total of 5 train stations in Boston. These stations offer connections to various destinations and provide easy access for both residents and visitors. Whether you’re commuting or exploring the city, Boston’s train stations are an efficient and reliable way to get around. How Many Train Stations in Boston? Welcome to our in-depth article exploring the train station landscape in Boston. In this guide, we will answer the pressing question, “How many train stations are there in Boston?” Boston is a bustling city filled with transportation options, and train stations play a vital role in providing efficient and convenient travel for residents and visitors alike. Join us as we delve into the details of the train station network in Boston and uncover everything you need to know. Types of Train Stations in Boston Boston boasts a diverse range of train stations, each serving different purposes and destinations. Whether you’re commuting to work, planning a weekend getaway, or exploring the city’s historic sites, there’s a train station for your every need. Let’s take a closer look at the various types of train stations you can find in Boston: 1. Major Transportation Hubs Boston is equipped with major transportation hubs that serve as central connecting points for various train lines. These hubs are crucial for seamless travel across the city and beyond. Some of the prominent transportation hubs in Boston include South Station, North Station, and Back Bay Station. Located in strategic locations, these hubs provide access to different types of trains, such as commuter rails, intercity trains, and subway lines, making it easier to reach your desired destination. South Station, situated in the heart of the city, is the largest train station in Boston, handling millions of passengers each year. It serves as a major hub for Amtrak trains, commuter rails, and the Red Line of Boston’s subway system. Whether you’re traveling locally or exploring destinations across the country, South Station is a crucial starting point. 2. Commuter Rail Stations In addition to major transportation hubs, Boston boasts an extensive commuter rail network with numerous stations serving different suburbs and neighboring cities. Commuter rail stations are specifically designed to cater to the needs of daily commuters, providing a convenient and reliable mode of transportation for those living outside the city center. These stations are strategically located throughout Greater Boston, ensuring that residents have easy access to reliable transportation options. Some of the commuter rail stations include Forest Hills Station, Lynn Station, and Quincy Center Station. Whether you’re heading to work or planning a leisurely outing, commuter rail stations are vital in connecting Bostonians to the surrounding areas. Benefits of Boston’s Train Stations Now that we’ve explored the different types of train stations in Boston, let’s dive into the benefits they offer to residents and visitors: 1. Convenient Transportation Train stations provide a convenient mode of transportation, allowing individuals to navigate the city and beyond with ease. With strategically located stations, Boston makes it convenient for commuters to access their desired destinations quickly. Whether you’re heading to work, exploring tourist attractions, or visiting friends, train stations offer a hassle-free way to get around. 2. Accessibility to Surrounding Areas Train stations in Boston provide access to surrounding areas, making it easier for individuals to explore the suburbs and neighboring cities. Commuter rail stations, in particular, connect Bostonians to various towns, allowing for seamless travel between work, home, and recreational hotspots. These stations support the city’s vibrant communities and contribute to its overall connectivity. 3. Reduced Traffic Congestion With a comprehensive train station network, Boston promotes the use of public transportation as an alternative to driving. By offering convenient and reliable train services, the city reduces traffic congestion and minimizes the environmental impact of transportation. Train stations play a crucial role in encouraging sustainable travel practices and reducing individual reliance on private vehicles. Tips for Navigating Boston’s Train Stations Now that you have an understanding of the train station landscape in Boston, here are some helpful tips to make your experience navigating these stations even smoother: 1. Plan Your Journey in Advance Before heading to a train station, plan your journey in advance. Research the train lines, schedules, and tickets to ensure a seamless travel experience. By being prepared, you can avoid any last-minute hiccups and maximize your time in Boston. 2. Use Real-Time Information Take advantage of real-time information available at train stations. Utilize digital displays, announcements, and mobile apps to stay updated on train schedules, delays, and platform changes. This will help you make informed decisions and navigate the stations efficiently. 3. Check for Special Services Train stations in Boston often offer special services like luggage assistance, accessibility features, and ticket booths. Check ahead for any specific services you may require, and take advantage of them to enhance your travel experience. 4. Be Mindful of Rush Hour During peak hours, train stations can become crowded as commuters rush to catch their trains. Be mindful of rush hour timings and plan your journey accordingly. Consider adjusting your travel times to avoid the busiest periods and ensure a more comfortable experience. Boston’s Train Stations: A Well-Connected Network With its diverse range of train stations and comprehensive network, Boston offers a well-connected transportation system for residents and visitors alike. The city’s major transportation hubs and commuter rail stations provide convenient access to different parts of the city and surrounding areas. By utilizing these train stations and following the tips provided, you can navigate Boston’s transportation system with ease and discover all that this vibrant city has to offer. Frequently Asked Questions Looking to explore the train stations in Boston? Here are some common questions and answers to help guide you through your journey. Are there multiple train stations in Boston? Yes, Boston is home to multiple train stations that serve different purposes. The city has two major train stations: South Station and North Station. South Station is the primary hub for intercity and interstate train travel, serving Amtrak, the regional commuter rail, and bus services. North Station, on the other hand, primarily serves as a transportation hub for MBTA subway lines, commuter rail services, and TD Garden, the home of the Boston Celtics and Boston Bruins. In addition to these major train stations, Boston also has several other stations spread throughout the city and surrounding suburbs. These stations cater to specific regional or commuter rail lines, offering convenience to travelers from various areas. Some examples include Back Bay Station, which serves Amtrak and commuter rail lines; Forest Hills Station, which connects to the Orange Line of the subway system; and Anderson/Woburn Station, which serves the Lowell Line commuter rail. How many train stations are there in total? While the specific number may vary depending on how you define a “train station,” Boston has a network of over 50 train stations. These stations collectively serve various train lines, including the subway system, commuter rail, and Amtrak. Some stations are major transportation hubs, while others are smaller neighborhood stations that provide essential connections for local commuters. The extensive train station network in Boston ensures that residents and visitors have convenient access to transportation options throughout the city and beyond. Whether you’re looking to explore different neighborhoods within Boston or venture out to surrounding towns and cities, the train stations offer an efficient and reliable means of travel. Which train station should I use for intercity travel? If you’re looking to travel between cities outside of Massachusetts, South Station is the primary train station to use. South Station offers connections to various Amtrak routes, including destinations like New York City, Washington D.C., and beyond. It is conveniently located near downtown Boston and is easily accessible via public transportation or by car. South Station also provides connections for interstate bus services, making it a central hub for both train and bus travel. With its convenient location and a wide range of transportation options, South Station is the go-to destination for intercity travel in Boston. Which train station is closest to downtown Boston? If you’re looking for a train station close to downtown Boston, your best bet would be North Station. Located near the TD Garden, North Station serves as a transportation hub for both commuters and visitors. It provides connections to various subway lines, including the Orange Line and the Green Line, making it easily accessible from different parts of the city. North Station’s central location makes it convenient for exploring downtown Boston’s attractions, such as Faneuil Hall Marketplace, the New England Aquarium, and the Freedom Trail. Whether you’re a local resident or a tourist, North Station is a great starting point for your downtown adventures. Can I use public transportation to reach the train stations in Boston? Absolutely! Boston’s train stations are well-connected to the city’s public transportation network, making it easy to reach them using buses or subway lines. Both South Station and North Station have nearby subway stations, allowing for seamless transfers between train and subway services. If you prefer to travel by bus, several bus routes operate near the train stations, providing additional options for getting to and from the stations. The Massachusetts Bay Transportation Authority (MBTA) website provides detailed information on routes and schedules, helping you plan your journey using public transportation. Summary Boston has a total of 10 train stations that serve different parts of the city. These stations include South Station, North Station, Back Bay Station, and more. Train stations are important because they connect people to other parts of the city and provide easy transportation options. They help commuters and travelers reach their destinations conveniently and efficiently. Whether you need to go downtown, to the suburbs, or even to another city, there’s a train station in Boston to help you get there. It’s important to know the train stations in Boston and their locations to plan your travel effectively. From South Station to North Station, these stations play a vital role in making transportation accessible and seamless for everyone. So next time you need to get around the city, hop on a train from one of these stations and enjoy the ride!
833	dbpedia	2	74	https://www.manchester.ma.us/facilities/facility/details/Singing-Beach-11	en	Facilities • Singing Beach	https://www.manchester.m…0the%20beach.jpg	https://www.manchester.m…0the%20beach.jpg	[ "https://www.manchester.ma.us/ImageRepository/Document?documentID=3181", "https://www.manchester.ma.us/ImageRepository/Document?documentID=3048", "https://www.manchester.ma.us/ImageRepository/Path?filePath=%2fdocuments%5cIntranet%5c30%5c36%2fBenches+by+the+beach.jpg", "https://www.manchester.ma.us/Assets/Images/IconShareFacebook.png", "https://www.manchester.ma.us/Assets/Images/IconShareTwitter.png", "https://www.manchester.ma.us/Assets/Images/IconShareEmail.png", "https://www.manchester.ma.us/ImageRepository/Document?documentID=3066" ]	[]	[]	[ "" ]	null	[]	null	Information about Singing Beach	en	/images/favicon.ico	Manchester-by-the-Sea, MA	https://www.manchester.ma.us/facilities/facility/details/Singing-Beach-11	Non-Resident Parking at the Singing Beach Parking Lot October 15 - April 15: Non-resident parking is allowed in designated spots only; Dogs are allowed on the beach during this time. April 15 - June 20: Resident ONLY parking with a valid resident parking sticker. June 17 - Labor Day: Non-resident parking is permitted on a limited basis Monday through Friday for $30 as space allows and when a beach attendant is on duty. Non-resident spaces will be NOT be sold on any holidays including Memorial Day, Juneteenth and July 4, 2024. Resident Parking only at all other times. Additional Parking Information Non-Resident Parking is $30. Non-resident parking is available weekdays from June 17 until Labor Day - except holidays including Memorial Day, Juneteenth and July 4 - when staff is on duty collecting the $30 parking fee. Cash and checks are the only forms of payment accepted. Non-resident parking in the Singing Beach lot is limited; once all non-resident spots have been sold, the lot becomes resident-only. Non-Resident Parking is limited and is available only at the Beach Manager's discretion. The closest non-resident parking is at Masconomo Park, about a half-mile from the beach; a limited number of yellow inside spaces are available to non-residents for 3 hours. Additional 2-hour parking spaces are located in downtown Manchester on Summer Streets near the train station. In addition, local Boy Scouts sell parking spaces behind the train station for $25 per day on weekends during the summer. Parks and Recreation is not affiliated with the Boy Scouts parking sales, so the Singing Beach walk-on fee still applies to those who pay the Boy Scouts to park (see below). Walk-on Fee Walk-On passes are required for both residents and non-residents ages 12 to 65 at the beach from Memorial Day weekend through Labor Day when staff is on duty (9 AM to 5 PM). Passes can not be replaced if lost or stolen, it is the recipient's responsibility. Cash and checks are accepted at the beach. Visitors 65 and older are allowed on the beach for free. Summer 2024 Rates Daily Rate: $10/person Seasons Pass: $35/person Dogs at Singing Beach Dogs are permitted on Singing Beach October 15 - April 15. Dog owners must always clean up after their dog - no excuses! Dog owners must maintain effective verbal control of their dogs and always be able to see their dogs when they are off-leash. Dogs must wear a collar with identification at all times and be licensed and vaccinated. An owner is personally liable for any damage or injury his dog inflicts or sustains. Each person is limited to a maximum of two dogs. Violators of these rules are subject to removal from the beach as well as a $10 fine for the first offense and a $25 fine for each subsequent offense. Any violation of rules should be promptly reported to the Animal Control Officer at 978-526-1212. Additional Rules No alcoholic beverages allowed on the beach. Ball playing at right end of beach in marked recreation area only. Recreation area use is at the discretion of lifeguards. Rubber rafts, wind surfers, kayaks, artificial floats, skim boards, boogie boards, etc. are prohibited. Dogs are allowed on any beach in Manchester from October 15 - April 14. No dogs April 16 to October 14. Lifeguards have jurisdiction of beach and swimming area when they are on duty. Climbing and diving off of rocks and island swimming strictly prohibited. Boats must remain 100 feet outside of the designated swim area. No nudity allowed. No open fires permitted. Cooking fires by fire department permit only after 5 p.m. No littering. All rubbish must be placed in trash barrels or dumpster. If you have any questions, comments or concerns regarding these rules, please contact the Manchester Parks and Recreation Department at 978-526-2019. Directions From the South (From Route 95/Peabody/Boston) Take Route 95/128 North. Stay on Route 128, and take Exit 16 (Pine Street/ Manchester exit). Take a Left at the end of the ramp. Follow to the end. Take a Left onto Route 127. You will enter downtown less than mile from there…follow until you come to an intersection of a gas station, Crosby’s Market, and the Post Office. At this point Route 127 takes a sharp left turn - Do not follow route 127 any further. Continue straight over the railroad tracks onto Beach Street. Follow Beach Street 1/2 a mile to the end. Welcome to Singing Beach. Parking in Manchester Parking in Manchester is extremely limited on the weekends. On Saturdays and Sundays, parking at Singing Beach is limited to residents only with valid a Manchester RESIDENT Parking Sticker. There is no non-resident parking at the beach on those days. Beginning Monday June 20th, Non-Residents can pay to park at Singing Beach on Mondays - Fridays if space is available. (Not valid on holidays). The cost to park at Singing Beach is $30 per day. On weekdays if the parking lot is filled or on all weekends additional parking may be available in downtown Manchester. There are some parking spaces at Masconomo Park (near the Train Station), there are 2 hour parking meters throughout the downtown and on Saturdays and Sundays, the Boy Scouts sell parking spaces at the Train Station for $25 per car. Public transportation is highly encouraged. Free parking is available in the Singing Beach Parking Lot between 7 p.m. - 10 p.m. By Public Transportation From Boston (North Station) - Take the Rockport Commuter Rail Line to the Manchester stop. Getting off the train, walk up Beach Street (away from downtown) 1/2 a mile to Singing Beach. Did you know that the Commuter Rail now has a Bike Coach on the Rockport Line so that Bike Enthusiasts can transport their bikes to Manchester with ease and comfort. These specially equipped bike coach, which can accommodate up to 39 bikes and 42 seated passengers, will be available on selected weekend trains only. To view the train schedule including which one have the Bike Coach, click on the list below. Links
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This region deserves an intercity rail service that reflects these realities. Instead we are settling for a service delivery model that remains essentially unchanged from its mid-20th century origins. Massachusetts can and should embark on a transformative approach to regional mobility that more effectively supports a growing 21st century economy. This white paper outlines specific steps that can be taken in the short, middle, and long terms to fulfill this vision. The current Massachusetts Commuter Rail system operates on the long-outdated 20th century belief that intercity rail service exists primarily for suburban workers who need to get in and out of the city on traditional 9 to 5 rush hour schedules. This approach diminishes the utility of our intercity rail assets and ignores how people work and live in this century. Our regional rail vision is practical, cost-effective, and based upon national and global experience and best practices. See Appendix A and the Lessons Learned from International Best Practices referenced there for examples of these principles in action. It is a forward-looking vision, one that recognizes the untapped power of rail to move large numbers of people throughout the day in a relatively low-carbon and efficient manner. Massachusetts has most of the tools, and a good deal of the infrastructure, necessary to implement this plan; what is now needed is the commitment to make it happen. This report is the product of a collaborative effort among TransitMatters members. We hope it will inform MBTA and regional policymaking, and spark earnest dialogue and discussion among all stakeholders. Our rail network looms as the most important, and most poorly utilized, mobility asset we have. This can—and should—be an opportunity to cast away old ways of thinking about rail and move toward implementation of a forward-looking Regional Rail system. Executive Summary Metropolitan Boston has two transit systems. One system, primarily served by buses and subways, runs with frequent service to many destinations within the inner urban core. The other system, the Commuter Rail network, serves suburban commuters, with service largely at rush hour, and one- or two-hour service gaps between trains at other times. MBTA Commuter Rail operates as a mid-20th century service and reflects all of that era’s biases about where people and jobs are located, and about individual mobility preferences. It assumes everyone works 9 to 5 on weekdays, and that travelers must be lured from their cars with ample parking. As a result, it does not adequately serve people in 21st-century Metro Boston who work weekends or non-traditional hours, many of whom are low-income service workers. The current approach to Commuter Rail service contributes to the region’s chronic and worsening traffic congestion. It also exacerbates income inequality, since the inadequate service for lower-income workers forces them to drive; for many lower-income households, vehicle expenses are a large fraction of household spending, requiring difficult cutbacks elsewhere. To make matters worse, the Commuter Rail system is not functioning at a high level even during peak travel times. During rush hour, office workers commute to Downtown Boston on crowded trains that too often provide unreliable and uncomfortable service. Expanding peak Commuter Rail capacity has run into significant construction and operating costs. And the current system itself is expensive to run, with fully loaded annual operating costs of ~$400 million. We agree with the concern recently expressed by the Chairman of the MBTA’s Fiscal Management and Control Board (FMCB): the current Commuter Rail paradigm costs “way too much money for way too little ridership.” In the spirit of problem solving, TransitMatters offers this vision—both a planning vision and a business model vision—for making smart investments that will reduce costs over time and increase ridership. Regional Rail is a reliable and more cost-effective intercity rail system based on a 21st century business model. Rail offers unparalleled capacity: ten times as much as a single freeway lane. Making Regional Rail a reality means reimagining the existing Commuter Rail system as a more subway-like service, with frequent service all day. Transitioning to and investing in a fully functional Regional Rail system will dramatically increase reliability and capacity, and offer substantial cost and service benefits and savings over time. This investment would dramatically increase reliability and capacity. It would generate significant operating cost savings, since electric trains cost half as much as diesel trains on a lifecycle basis, and off-peak trains have lower marginal costs than peak trains. Moreover, this investment would eliminate the need for South Station Expansion, a proposed $2 billion project doubling down on the outdated 19th and 20th century stub-terminal inter-city rail model that would further ossify Commuter Rail as a peak-only service. The money intended for South Station expansion should be diverted to regional rail modernization. Faster Rides EMUs accelerate and decelerate much faster than trains pulled by locomotives, especially diesel locomotives. The difference is more than a minute per station when the top speed is 60 mph. Together with speed benefits coming from higher reliability and level boarding, Regional Rail would offer higher average speeds. Future all-local trains would be faster than today’s express trains, averaging 30 mph on the Fairmount Line, 43 mph on the Worcester and Franklin Lines, and 50-55 mph on the remaining lines.17 Faster trip times allow the same number of trains to run more trips in a day. In addition to the added capacity of additional trips, this leads to greater utilization rates for capital assets and investment. When combined with higher ridership, the cost per passenger savings of regional rail will be substantial. A significant component of trip time is dwell time, or the time spent sitting at each station. Dwell time is decreased by level boarding from high platforms and by better passenger flow within the train cars. EMUs are designed to maximize passenger ingress and egress (i.e. more and wider doors like a subway car) and as such are almost always specified as single level cars rather than the bi-levels now common on the MBTA Commuter Rail network. Any passenger capacity decreases arising from the use of single level EMUs will be easily offset by the increased frequency made possible by the inherent efficiencies of the modern regional rail network. Regional Rail is a mode for both central cities and suburbs. It holds the promise of strengthening town centers with improved connections to other parts of the region. Because EMUs enable all-local service to still be fast, improvements to Boston’s mainline rail system can and will benefit both urban and suburban users. Investments made in the Fairmount and Providence Lines, for example, would give residents of Dorchester, Mattapan, and Hyde Park access to jobs in suburban towns like Dedham and Norwood, with trains running through to the Franklin Line. Delaying electrification until the NSRL tunnel opens is unlikely to save money—it would delay the purchase of EMUs by a few years, during which the existing diesel-powered fleet would continue to deteriorate. Building the tunnel is likely to take 10 to 20 years. In the meantime, Regional Rail can advance through a number of important intermediate steps that provide immediate benefit to riders and meaningful cost savings to the MBTA. The Commonwealth should electrify the MBTA Commuter Rail network. The best way to do this is line by line, so that the MBTA can replace the diesel equipment on each line with new EMUs. The MBTA can thus move diesel trains to the remaining lines and retire the worst-performing rolling stock. Given that Connecticut and other jurisdictions use EMUs today, there may be an opportunity for Massachusetts to “piggy-back” on EMU procurements by others, securing competitive pricing and earlier delivery of equipment. Electrification should be implemented at the same time as high platforms so the MBTA can procure EMUs without the current equipment’s steps, which require manual operation, delay passenger boarding and alighting, and make the schedule less reliable. The Providence Line is already electrified for the use of Amtrak’s services. Only short MBTA siding and yard segments are unelectrified. Thus the first priority is to complete electrification on this line, as well as on the Stoughton Line, which consists of just four miles of branch route and enters Boston via the inner Providence Line. The bulk of the work on the Providence and Stoughton Lines requires upgrading stations with high level platforms. Improving these lines would reduce the speed difference between the MBTA and Amtrak by about two thirds, simplifying the schedule (where today fast Amtrak trains share track with slower Commuter Rail trains). We anticipate funding participation coming from both Amtrak and Rhode Island as these initiatives benefit riders using Amtrak and living or working in Rhode Island.26 Signal systems do not pose a barrier to electrification of the line, as explained further in the Technical Information Appendix B. The next priority should be the Fairmount Line. All but two of the line’s stations (Readville and Fairmount) have high platforms, and the line is short, with closely-spaced stations, making the high acceleration rates of EMUs especially useful. Moreover, the line could use the Providence Line’s electrical substations, reducing costs. See Appendix C2 for more detail on the Fairmount Line. The MBTA should lease DMUs, if possible, to immediately improve service on the Fairmount Line until electrification can be completed; this is appropriate given the long history of social justice issues tied to the corridor, whose residents have not received equitable and reliable mobility. The use of leased DMUs might also serve as mitigation on the Worcester line during the anticipated temporary track constraints related to construction activities associated with West Station and the larger Allston Landing development. Use of leased DMUs as a short term measure in these special circumstances should not obscure the reality that the facts and data point to the procurement of EMUs as the best approach to improving intercity rail service. Any short-term adoption of DMU technology for these limited duration purposes should be paired with an unambiguous promise and clear timeline for the switchover to EMUs. Electrification of the Providence, Stoughton, and Fairmount Lines should begin as soon as possible, ideally in this decade. The other lines should follow. We encourage the MBTA to select metrics that reflect the importance and efficiency of electrifying each line and follow a data-driven process in selecting the subsequent order of electrification. As each line is electrified, the MBTA must commit to running frequent local service on it. Trains should come at least every 15 minutes at rush hour and every 30 minutes offpeak on each branch. Urban lines, such as Fairmount, and the inner ends of some other lines could provide supplemental service, such as every 10 minutes at peak and every 15 minutes off-peak. The terminals at North and South Stations are set up in a way that permits lines to enter and depart the stations without interfering with the other lines. Thus, frequent EMU service on the Providence, Stoughton, and Fairmount can coexist with less frequent diesel service on other lines. Implementing Regional Rail best practices has a transformative effect as seen in the comparison below: Appendix A Lessons Learned from International Best Practices The following examples of regional rail systems across the globe provide important lessons that inform our thinking. While there is no precisely exact analogue to Metro Boston, these examples demonstrate the effectiveness and importance of electrification, high-level platforms and connecting stub-end terminals as approaches to providing riders with a rail service that serves their mobility needs. Note: All dollar figures cited are in US dollars, adjusted for exchange rates and inflation. Paris: A Best Practices Model With a combined 1.1 billion riders a year, Paris’s RER (“Réseau Express Régional” or Regional Express Network) and Transilien regional rail networks carry more passengers than nearly any other city in the world. The only busier systems are in Japan and South Korea, where there is little technological distinction between Commuter Rail and the subway, and in India, where the Mumbai Suburban Railway substitutes for a subway and is infamously dangerous and overcrowded. As the busiest proper regional rail system running alongside a separate metro system, the RER is a useful case study for Boston. Paris historically had six intercity rail terminals and three smaller terminals used only by commuter lines. It had some frequent service starting in the 1920s, but no real regional integration. In 1937-8, Metro operator RATP bought one isolated commuter line, the Ligne de Sceaux, and electrified it and began running frequent service, treating it as a regional Metro line. The diagrams to the right show the evolution of the Paris RER network. Paris’ model has been copied worldwide with Commuter Rail transformations in Toronto (RER) and Brussels (RER). In the last two decades, London has also invested in two RER-like projects, both of which run through central London: Thameslink connecting the Brighton Main Line and the Midland Main Line with an unused short rail link, and Crossrail which connects the Great Western Main Line to the Great Eastern Main Line and the North London Line with 13 mi of deep bore tunnels. Predating Paris’s transformation, Philadelphia connected its two legacy Commuter Rail networks, the Reading and Pennsylvania Railroads. Similar to our preferred version of the NSRL, the connecting tunnel is short and includes 4 tracks. Unfortunately, SEPTA did not complete relatively inexpensive complementary capital projects to support more efficient use. The only through-running American rail doesn’t come close to its full potential. They have also begun terminating many trains downtown. Thus, our plan for regional rail and the NSRL would make Boston a pioneer among American transit agencies. Munich: Connecting Two Stub-End Train Terminals Like Boston, Munich historically had two main stub-end train terminals: Hauptbahnhof (Main Station) and Ostbahnhof (East Station). Passengers transferring between these stations had to use the city’s overcrowded streetcar network. Since 1930 the German term for regional rail, including high frequency and through-running, has been S-Bahn, where S stands for Stadtschnell (city-fast). But whereas Berlin and Hamburg had such systems for decades, Munich would have to wait. There were recurrent plans for underground rail tunnels; a plan for an S-Bahn network from the Nazi era began construction in 1938, with an east-west and north-south tunnel, but the works were suspended in the war and little had been built. After the war, West Germany recovered quickly, and Munich grew especially fast, but infrastructure was inadequate. Plans for both a municipal subway and an S-Bahn run by national railway DB resumed, reducing the S-Bahn to just one east-west tunnel connecting Hauptbahnhof and Ostbahnhof. Both the subway and the S-Bahn began construction in 1965. In the next year, Munich was chosen as the host city for the 1972 Summer Olympics, forcing both projects to accelerate. In the next six years, not only did the region build the east-west tunnel and the first subway line, but also it electrified the commuter lines that hadn’t yet been wired, and lengthened and raised the platforms to allow for long trains, comparable to 8.5-car American trains. To reduce costs, the S-Bahn was not built to the same standards on the outer branches as in the city. Some branches are single-track, and some require S-Bahn trains to share track with intercity passenger and freight trains. Since the system’s initial opening there has been additional construction, but these design compromises still impose constraints on the system’s timetable. To resolve them, Munich invented the clockface schedule, in which timetables repeat regularly all day on a prescribed interval, such as every 20 minutes. Riders began crowding the system. Daily ridership had crept up from 114,000 in 1961 to 160,000 when the system opened, but then reached 250,000 by the end of 1972, 430,000 at the end of the 1970s, and 640,000 in 1987. Today there are 840,000 passengers per day.27 Some lines today run every 10 minutes, combining to a peak frequency of a train every 2 minutes in the central tunnel. Munich rail network trains are very crowded, and as a result, there have been plans to build a second east-west tunnel to add capacity. However, with more underground infrastructure in Munich today than there was in the 1960s, construction has run into schedule and budget overruns. The second tunnel, under construction since last year, is now projected to open in 2026 and cost $1.1 billion per underground mile, the second highest figure outside the English-speaking world (the RER A, at $1.2 billion, is first). At this cost, the NSRL tunnel could be built for $6 billion. Boston had 80 years of head start on Munich in building underground urban rail. It has an opportunity to use NSRL to catch up. Munich’s innovations in scheduling show the MBTA how to run a fast, reliable schedule even with grade crossings and single-track segments on some branches. Conversely, Munich’s one failure, the mounting costs of the second S-Bahn tunnel, presents a strong argument for building a four-track NSRL from the start. It might look cheaper to start with two tracks and then expand to four later, but the lifetime costs would be much higher. Philadelphia: A Tunnel Needs Trains Like Boston and Munich, Philadelphia historically had two separate stub-end train terminals: Suburban Station and Reading Terminal. Suburban Station was built by the Pennsylvania Railroad; intercity trains stopped just outside Center City, at 30th Street Station, which offered through-service from New York to Washington. Reading Terminal served the trains of the Reading Railroad as well as other railroads that competed with the Pennsylvania, such as the Baltimore and Ohio. Each station was about a quarter mile from City Hall, where the city’s two main subway lines intersect, but connecting between the two stations required walking the half mile. In the 1970s, with both the Pennsylvania and Reading bankrupt, SEPTA took over both of their commuter rail networks, and began to plan to unify them. Both networks were already electrified, having been wired between the 1910s and 1930s. SEPTA designed the Center City Commuter Connection, a 1.8-mile tunnel connecting the two networks, extending four tracks of the already-underground Suburban Station to the east, with a new Market East station replacing the above-ground Reading Terminal. In today’s money it cost $1.24 billion; if the North-South Rail Link could built at the same cost per mile, it would cost $2 billion. The effect was not as transformational as hoped. The through-service patterns originally proposed were based on European best industry practices, with high frequency on every branch, going up to a train every ten minutes. Unfortunately SEPTA ran trains infrequently off-peak, and fares were set at a premium over bus and subway fare even within the city. This is especially harmful to in-city ridership: several SEPTA Regional Rail branches run entirely within Philadelphia’s city limits, and all have weak ridership, even ones running parallel to overcrowded bus lines. This pattern of stronger ridership in the suburbs than in the city should not surprise Boston-based readers, since the Fairmount Line has relatively low ridership, and had the lowest ridership per mile when it charged premium fares. Thus Philadelphia completed the expensive part of regional rail - the tunnel and electrification - but has refrained from increasing service and integrating fares with city transit. Nonetheless, with through-running offering suburbanites access to several Center City stops, SEPTA Regional Rail has slightly higher ridership than the MBTA commuter rail network, on barely half the route-length. It also has the lowest operating costs of all major American commuter rail systems: $14 per car-mile and $310 per car-hour, compared with $18.5 and $540 respectively on the MBTA.28 In terms of size, historic urban form, and transit usage, Philadelphia and Boston are similar. That SEPTA’s partial modernization (through-running and electrification, but no high frequency or fare integration) led to partial success (somewhat lower operating costs and ridership per route-mile) should make Boston more confident that full modernization of MBTA service would lead to full success. The dwell time at each station is 30 seconds. This is based on many observations of train performance in Paris and in Zurich. In Paris, the observed trains have level boarding and many doors. In Zurich, the trains are bilevel and have two door pairs per car, some with level boarding and some without; all trains have wide doors and open circulation, permitting short dwell times. The only exceptions observed to the 30-second dwell time rule are the busiest city center stations. At Paris’s Gare du Nord, rush hour trains on the RER B Line, with four pairs of doors per car, have about 500 passengers getting off and 500 getting on; the dwell time is about 60 seconds. Based on this, we believe Regional Rail should have 60-second dwell times at South Station, Central Station, and North Station, and 30-second dwell times everywhere else. Finally, to allow trains to recover from delays, schedules must be slightly padded. In Switzerland, the padding factor is 7%, since the trains are reliable and dwell times are predictable. This is the value we use; in contrast, American commuter operations pad 15% or even more, especially on lines with complex express service patterns. The North-South Rail Link has had a few different variants in official proposals. Some variants have one tunnel and two tracks, others have two tunnels and four tracks. We back the four-track option, for two reasons. First, the tunnel portals to the south of the South Station are complex and constrained, and it is not possible to connect all lines to just one tunnel; in engineering studies going back to the 1990s, one tunnel portal would always connect to Back Bay and the Providence and Worcester Lines, and the other to South Bay and the Fairmount and Old Colony Lines. Second, there is not enough capacity with just two tracks. The maximum capacity on a two-track railroad is about 48 trains per hour—a train every 75 seconds—but only on driverless metro lines isolated from the national rail network. Commuter Rail lines top out at about 30 trains per hour in Paris, Tokyo, Berlin, and Munich—a train every two minutes. A more typical value, given the extent of branching expected on Regional Rail in Boston, is 24 trains per hour, a train every 2.5 minutes. With ridership growth coming from better service, we expect peak travel demand to be well over 24 trains per hour across all lines entering Boston from the south. We estimate that peak Regional Rail traffic, across all lines feeding South Station today, would be 32-36 trains per hour. Calculating the same figure for the lines feeding North Station is more difficult, because Commuter Rail today has lower mode share on the north than on the south (most downtown jobs are closer to South than to North Station), and NSRL would change this, but total commute volume into Boston is about the same in the northern suburbs as in the southern ones. We do not expect any capacity constraints except on the immediate approaches to North and South Stations, and on some segments shared with other types of trains such as the Providence Line, where any future high-speed rail service would require facilities for timed overtakes with Regional Rail. The state Secretary of Transportation suggested at a December FMCB meeting that electrification could be problematic because of constraints on the signal system governing the minimum spacing between trains. In fact, what we propose has the opposite effect: repeating clockface schedules, with all-local trains, ensures that on the branches, trains are always 15 or 30 minutes apart; even the ancient legacy signals, requiring a few miles of separation between trains, can easily accommodate that. The only problems come from freight trains—but the only significant volumes of freight on the entire MBTA network are on the outermost portions of the Fitchburg and Haverhill Lines; the former (beyond Littleton) could just run trains every 30 minutes even at the peak, and the latter (beyond Ballardvale) is so short and has such slow passenger trains that mixing the two train types should not cause problems. The NSRL tunnel should be built with three stations: South Station, Central Station/ Aquarium, and North Station. With large-diameter tunnels, it is possible to build stations entirely inside the tunnel, punching galleries between the two tunnels for cross-platform transfers. The NSRL project should set up these cross-platform transfers on the same model as in Hong Kong: Central Station should have same-direction cross-platform transfers, while North and South Stations should have opposite-direction ones. This means people from the Back Bay portal could transfer cross-platform to the South Bay portal at South Station, for example going from Braintree to Back Bay or from Brockton to Boston Landing. On the north, people could similarly transfer at North Station, for example going between Brandeis and Salem. We include a technical appendix for each of the MBTA’s commuter lines, explaining what needs to be done to upgrade it to Regional Rail standards, and what a future Regional Rail timetable would look like. The speed gains from electrification, top-line trains, level boarding, and the reduced padding coming from better reliability are very large: we estimate on average 40% speed gain, or 30% cut in travel time, even with the addition of some infill stops. The MBTA is currently evaluating options for additional midday layover space, including land previously dedicated to West Station. With increased midday service frequency, the need to store trainsets close to downtown disappears, since overnight layover can be accommodated at yards near the ends of lines. The midday layover needs result from trains making only a single pair of trips—inbound in the morning peak and outbound in the PM—a service pattern that Regional Rail would eliminate in favor of all day equipment utilization.The MBTA should proceed with the understanding that, with increased midday service and a North-South Rail Link, additional investments in expensive core facilities are unnecessary. Boston Engine Terminal(BET), the primary maintenance facility for the commuter rail system, is unable to perform service on south-side trainsets without a long, slow trip through the non-revenue Grand Junction line. With the North-South Rail Link, trains could simply run through from the south side to BET. This section analyzes the advantages of potential infrastructure and service improvements for the MBTA’s Providence and Stoughton lines. Providence/Stoughton line segments The shared Providence and Stoughton Line extends along the Northeast Corridor (NEC) from South Station to Canton Junction, a distance of 15 miles. The Providence line segment continues south from Canton Jct. along the NEC to Providence Station, and beyond, to Wickford Junction. This is 29 miles to Providence and another 19 miles to Wickford Jct. Stoughton Line segment extends from Canton Jct. to Stoughton, a distance of 4 miles. The Providence line from South Station through Rhode Island is the only rail line in the MBTA system that has full electrified infrastructure available. Amtrak has expressed interest in the MBTA electrifying Commuter Rail service along the NEC in Massachusetts and Rhode Island. Because the NEC is already electrified, the Providence Line offers the opportunity to almost immediately implement electrified rail service within the MBTA Commuter Rail system. Only short segments, used by the MBTA but not by Amtrak, are unelectrified. Ridership The Providence/Stoughton line is the busiest in the Commuter Rail system. The route has over 13,000 passenger trips in each direction every weekday. The current travel time for 43-mile route between Providence and South Station can typically take 70 minutes. Line characteristics Eight stations only have mini-high platforms, which are about two-thirds the length of a typical coach: Hyde Park, Canton Jct, Sharon, Mansfield, Attleboro, South Attleboro, Canton Center, Stoughton. Those stations have to be equipped with full-length high platforms; the other stations already have high platforms. Between Boston and Providence, a distance of 43.6 miles, there are ten stops. But the potential time saving is substantial for how wide the stop spacing is, because the current MBTA rolling stock generally has a maximum speed of 79-mph, whereas much of the NEC rail line in Massachusetts and Rhode Island has speed limits of 100-150 mph. Rhode Island is currently investing in an infill stop in Pawtucket. We believe that two more locations for infill stops are warranted: Readville, and Forest Hills. Both have stops on other lines branching off the NEC (Franklin and Needham, respectively), but would be useful on the Providence Line as well: Readville for transfers to the Fairmount Line, and Forest Hills for connections to the Orange Line. To transform the Providence/Stoughton line to high speed EMU rail service in the nearterm, the MBTA should: Procure rolling stock, Electrify the Pawtucket service yard, which was designed for electrification, Build high-level platforms at the eight stations with mini-highs, Electrify short track segments not used by Amtrak: The platform tracks at Attleboro, where the line has four tracks, The Stoughton line, The 11-mile FRIP track from Providence Station to Greenwood, Warwick, and The Wickford Jct. siding. Capital investment along the NEC south of Massachusetts would be the exclusive responsibility of Rhode Island. Within Rhode Island, there are unfunded long-term plans to extend the line even further south than Wickford Jct., into Kingston and Westerly at the border with Connecticut. The state’s rail plans are compatible and complementary with Regional Rail. MBTA subway and bus, and GATRA, BAT, and RIPTA bus service should have full fare integration with Regional Rail along the Providence/Stoughton lines. RIPTA should expand its current free transfer policy for MBTA pass holders to full fare integration for all Regional Rail fare products; a trip on a Regional Rail train within Rhode Island should cost the same as a RIPTA bus ride. For more frequent Providence and Stoughton line service, trains should run equally at all times of day in both directions. Before NSRL opens, trains should use two captive tracks at South Station and shuttle back and forth, turning back within ten minutes to avoid congesting South Station tracks. With implementation of the NSRL there would be no need for extended dwell times at South Station as trains would potentially travel beyond to the north side of the MBTA system. With either the current terminal service at South Station or with NSRL through train service, extended train layovers for the Providence and Stoughton line service should be at: Providence Station Stoughton Pawtucket service yard Wickford Jct. When NSRL is established, end of the line locations for layovers on the north side should be selected. Train Scheduling Generally, trains should operate between 5 am and 1 am, 7 days a week. Scheduling should be consistent with recurring clockface times. Frequency should be the same for both inbound and outbound trains. The top speed should be 100 mph or more, except where constrained by track geometry. Positive Train Control, which prevents overspeed incidents, is installed and active on the line. Frequency This section analyzes the advantages of potential infrastructure and service improvements for the MBTA’s Fairmount Line, proposing upgrades and changes along its corridor. Current situation The Fairmount Line runs just over 9 miles from South Station to Readville, primarily through the Dorchester, Mattapan, and Hyde Park neighborhoods of Boston, with seven urban stations open and an eighth under construction at Blue Hill Avenue/Cummins Highway. The Fairmount Line has already had considerable upgrades to its infrastructure, with many bridges replaced and high-level platforms installed at all stations other than Fairmount and Readville. At both ends, the line connects to the Providence Line, which is already electrified. Thus, it does not need electrical substations; electrifying the line merely requires stringing wire and connecting it to the Providence Line’s substations. Electrification is a priority, especially given high levels of air pollution in Dorchester from sources like the congested Southeast Expressway in addition to the current Commuter Rail diesel locomotives. The southern end of the line is closely parallel to the 28 bus, which runs along Blue Hill Avenue. The 28 is in a near-tie for busiest bus route in Boston; it is crowded at rush hour, despite averaging only 8 mph. Faster trains would connect passengers in Mattapan to Downtown Boston four times as quickly as the 28 bus with a transfer to the Orange Line. Ridership Historically, ridership on the Fairmount Line was poor, but it has tripled since 2012, when the MBTA moved most stations into Zone 1A (charging subway fare), added infill stations, improved track/signals, and heavily marketed the line as an alternative in Dorchester.36 An additional experiment with free fares for two weeks in 2017 showed more latent demand, increasing ridership by 25-44%, despite service only every 40 minutes at rush hour and 60 minutes midday.37 Line Characteristics The Fairmount Line is unique among MBTA Commuter Rail lines in how urban it is. It connects South Station with 7 other stations, with an eighth station under construction at Blue Hill Avenue. All stations on the line are in the City of Boston, and all except the outermost two, Fairmount and Readville, have full-length high platforms built in the last few years as part of the modernization plan. Because the stations are so closely spaced, the Fairmount Line should be the top target for electrification, alongside the already-wired Providence Line. The difference in travel time between EMUs and trains pulled by diesel locomotives, about 60-90 seconds per station, is much more salient on a line with 8 stations in 9 miles than on a line with a station every 3 to 4 miles. Electrification and the use of EMUs will have many benefits for the Fairmount Line, including reducing emissions to zero, but the most important benefit will be the ability to have a high frequency service that truly behaves like a high functioning subway system. The line’s urban setting also means that high frequency is imperative. A train every 30 minutes could work in cities and suburbs like Providence or Worcester, where the trip time to Boston is an hour. In Dorchester, higher frequency is nonnegotiable. Equally important are good subway and bus connections. One ticket should be valid on all trains and buses within Boston and inner core communities (such as Cambridge and Revere), allowing people to transfer from the Fairmount Line to the Red Line at South Station, the 28 bus at Blue Hill Avenue, or the 23 bus at Talbot Avenue without paying an additional fare. To transform the Fairmount Line into useful regional rail, called the Indigo Line on some MBTA plans, the following capital and operations improvements would be required: Fare integration with the buses and subway (leveraging the imminent AFC 2.0), High frequency: a train at least every 15 minutes all day, Electrification: hooking into the substations at both ends in order to wire the line cheaply, High platforms at Fairmount and Readville to speed boarding as well as permit EMUs without trap doors. The terminal at Readville, on a grade-separation over the Northeast Corridor, is singletrack. It is possible to schedule trains every 15 minutes with a single-track terminus: in Vancouver the SkyTrain Canada Line has single-track ends at both of its outer branches, each having a train every 7 minutes at the peak. However, this imposes operational constraints elsewhere on the line, and so it may be desirable to double-track this terminal. Potential Through-Service The Fairmount Line opened together with the Franklin Line as part of the New York and New England Railroad. Today, the Franklin Line goes between Readville and South Station along the route of the Providence Line, which offers a faster trip. However, optionally, the Fairmount Line and the Franklin Line could be reconnected, to offer direct service between communities in Dorchester and Mattapan and retail job centers in Dedham and Norwood. If there is through-service, then some additional work is needed. Most of it is on the Franklin Line, but some is on the Fairmount Line: the Readville track would need to be double-tracked. The additional travel demand coming from Dedham and points south is such that peak frequency should be a train every 7.5 minutes. A single-track station at Readville would then be impractical, because it would excessively constrain operations elsewhere on the line. Travel Times At full rollout, with NSRL removing the slow terminal tracks into South Station, a fast schedule is feasible, almost doubling speed from today. Trains would go at 60 mph from South Station to Blue Hill Avenue, and between Blue Hill Avenue and Readville they could even reach 80 mph. This sample schedule assumes no through-service with the Franklin Line.
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"https://trolleymuseum.org/wp-content/themes/seashoretrolley/img/featured-image-default-home-post.png", "https://trolleymuseum.org/wp-content/themes/seashoretrolley/img/featured-image-default-home-post.png", "https://trolleymuseum.org/wp-content/themes/seashoretrolley/img/featured-image-default-home-post.png", "https://trolleymuseum.org/wp-content/themes/seashoretrolley/img/featured-image-default-home-post.png", "https://trolleymuseum.org/wp-content/themes/seashoretrolley/img/featured-image-default-home-post.png", "https://trolleymuseum.org/wp-content/themes/seashoretrolley/img/featured-image-default-home-post.png" ]	[]	[]	[ "" ]	null	[]	2017-03-22T19:47:44+00:00	Seashore Trolley Museum is the world's first and largest electric railway museum, with over 350 vehicles that span decades of public transportation history.	en	/wp-content/themes/seashoretrolley/img/favicon.ico	Seashore Trolley Museum	https://trolleymuseum.org/	All Aboard! Seashore Trolley Museum is open every Wednesday-Sunday through October 27. Check out our 2024 hours HERE. Railbike Excursions with Revolution Rail Co. also offers railbike rides every Thursday-Sunday. To learn more and book your railbike ride, Click Here. As the first and largest Electric Railway Museum in the world, our guests learn about and gain a new appreciation for the role public transportation has played throughout history. Take a ride on our heritage railroad in a vintage trolley from the early 1900s. Explore three carhouses filled with beautiful, restored trolleys and several other precious transit artifacts around our outdoor campus. Our world-renowned collection includes vehicles from almost every major city in the United States that had streetcar systems, as well as from across the world. From the omnibus, to electric streetcars, buses, light rail vehicles, and rapid transit cars, we’ve got them all. Visit our Restoration Shop where you can view many cars in the process of maintenance or comprehensive restoration. Our brand new Maine Central Model Railroad Building is sure to amaze guests of all ages. If you would like a snack or to shop for a memento of your visit, stop in at the Museum Store. We carry a wide variety of transit themed clothing, games, puzzles, books and other souvenirs to purchase for yourself or as a gift for a special person. Enjoy our beautiful grounds and picnic areas. It is our goal to provide a relaxing, fun and educational place to enjoy by yourself or with family and friends. We welcome individuals, families, transit fans, school groups, tourists, historians, and anyone looking to re-live their childhood in our nostalgic setting. Because dogs are part of the family, we are dog-friendly. They are also welcome on our trolleys! Seashore Trolley Museum is located in beautiful Kennebunkport, Maine, just 30 minutes south of Portland, Maine and 90 minutes north of Boston, Massachusetts. Our year-round satellite museum is the National Streetcar Museum in Lowell, Massachusetts.
833	dbpedia	2	35	https://www.bedfordma.gov/283/Transportation	en	Transportation	https://www.bedfordma.gov/images/favicon.ico	https://www.bedfordma.gov/images/favicon.ico	[ "https://www.bedfordma.gov/ImageRepository/Document?documentID=66", "https://www.bedfordma.gov/ImageRepository/Document?documentID=2022", "https://www.bedfordma.gov/ImageRepository/Document?documentID=2023", "https://www.bedfordma.gov/ImageRepository/Document?documentID=69", "https://www.bedfordma.gov/ImageRepository/Document?documentId=500", "https://www.bedfordma.gov/ImageRepository/Document?documentId=504", "https://www.bedfordma.gov/ImageRepository/Document?documentId=502", "https://www.bedfordma.gov/ImageRepository/Document?documentId=498", "https://www.bedfordma.gov/ImageRepository/Document?documentId=503", "https://www.bedfordma.gov/ImageRepository/Document?documentId=496", "https://www.bedfordma.gov/ImageRepository/Document?documentId=499", "https://www.bedfordma.gov/ImageRepository/Document?documentId=505", "https://www.bedfordma.gov/ImageRepository/Document?documentId=501", "https://www.bedfordma.gov/ImageRepository/Document?documentId=497" ]	[]	[]	[ "" ]	null	[]	null	Discover Transportation services provided at the Town of Bedford.	en	/images/favicon.ico		null	Bedford is located just off Route 95 (Massachusetts state route 128), about 15 miles west of Boston. State routes 4, 62, and 225 go through town, as does U.S. Route 3. Access the detailed street map (PDF). Three multi-use trails / paths are actively used for transportation and recreation in Bedford. The MBTA provides public transportation options including buses (routes Number 62, Number 62 / 76, and Number 351) from the Alewife stop on the Red Line in Cambridge that serves Bedford. The 62 bus makes numerous stops in Arlington and Lexington on its way to and from Bedford. The MBTA's commuter rail is available in nearby Concord Center and West Concord. For schedules, please call 617-222-3200. For information on senior citizen/special needs passes, please call 617-222-5976. Bedford BLT - Bedford's Local Transit Bus is available to take residents to area grocery stores (including Market Basket in Billerica), malls, and just about anywhere in Bedford. Service operates Monday through Friday between 8:30 am to 3 pm. The call-in period for same-day rides is Monday through Friday from 7:30 am to 8:30 am. Please call 781-275-2255 for details. The Bedford Council on Aging maintains aninformative webpage with a host of information on transportation options geared toward seniors: View the Minuteman Senior Services Transportation Guide (PDF). The Middlesex 3 Coalition operates a van shuttle weekdays from Alewife Station on the MBTA Red Line to the Crosby Drive area of Bedford and then on up Route 3 to various businesses along that corridor. Shuttle service is open to employees working in this area and is fee-based or free depending on the business. The 128 Business Council operates the REV shuttle weekdays from Alewife Station on the MBTA Red Line to the Hartwell Avenues area in Bedford. Shuttle service is open to employees working in this area and is fee-based or free depending on the business. The Lowell Regional Transit Authority (LRTA) provides fixed route bus services and paratransit services to Lowell and 14 surrounding communities, including several that border or are nearby Bedford. Park and Pedal - Designated parking spots in Bedford and other locations allow commuters to park a car in a designated spot and pedal a bike to their destination, avoiding "last-mile" congestion, curbing air pollution, and supporting physical activity. Park and Pedal is encouraging people to leave their cars - and frustration - behind, and bike the last few miles to work or other destinations. Park and Pedal is a free network of parking lot hubs conveniently located within a typical cycling distance of one to three miles from a community's employment centers. Bedford has identified Depot Park, Concord Road at the Rail Trail, and the boat launch off Route 225 as locations for initial Park and Pedal designated parking spaces. Although there is no sign YET, Park and Pedal-ers can also use the Middlesex Community College Overflow lot on Springs Road adjacent to the VA Hospital. These spots will allow commuters to park a car in a designated spot and pedal a bike to their destination, avoiding "last-mile" congestion and supporting efforts to address the growing problems related to driving along with traffic congestion like air quality and lack of opportunity for physical activity. On the southern part of town, straddling Lexington and Lincoln lies Hanscom Field, where Massachusetts Port Authority operates an active civil air terminal for small private and industrial craft, proximate to Hanscom Air Force Base, an Air Force research base with a limited military craft activity. The nearest international airport is Logan Airport in Boston. The closest Logan Express location to Bedford is in Woburn.
833	dbpedia	1	60	https://www.wbur.org/news/2023/10/02/south-coast-rail-opening-timeline-newsletter	en	Here's the new timeline for South Coast Rail	https://wordpress.wbur.o…ing-1000x667.jpg	https://wordpress.wbur.o…ing-1000x667.jpg	[ "https://wordpress.wbur.org/wp-content/uploads/2020/05/2019-07-02-South-Coast-Rail-GroundBreaking-1000x667.jpg", "https://wordpress.wbur.org/wp-content/uploads/2022/01/0215_nik-decosta-klipa01-1000sq-600x600.jpg" ]	[]	[]	[ "" ]	null	[ "Nik DeCosta-Klipa" ]	2023-10-02T00:00:00	Massachusetts' South Coast will have to wait at least until summer 2024 for new MBTA commuter rail service to the region, including Fall River and New Bedford. Here's what's behind the latest delay.	en	https://static.wbur.org/images/icons/favicon.ico		https://www.wbur.org/news/2023/10/02/south-coast-rail-opening-timeline-newsletter	Editor's Note: This is an excerpt from WBUR's daily morning newsletter, WBUR Today. If you like what you read and want it in your inbox, sign up here. It’s Monday, and the federal government is still running after all. However, in the wake of the stopgap funding bill, a new fight has emerged for the Massachusetts delegation in Washington, D.C. More on that below, but first let’s run through some local news: Another big MBTA project delayed: South Coast residents will have to wait until at least next summer for the T to come to town. The MBTA had originally planned to begin service on its new commuter rail branches to Fall River and New Bedford by the end of this year (that remained the goal as recently as this past August, per officials). However, the MBTA now says service will begin in summer 2024. That could mean late June — or it could mean nearly a year from now. What’s the hold up? It’s a similar story as the delays that held up the opening of the Green Line Extension: supply chain issues. South Coast Rail construction began during the pandemic. And while T officials say the work itself has gone well, they indicated it’s been bogged down by problems getting materials. What’s left? During a board meeting last week, T officials said construction on the Fall River Line is almost all done. But there’s still a good chunk of work left on the longer leg to New Bedford — particularly the new East Taunton station. They also need to run lots of conductor training and safety testing. What’s the big deal? Fall River, New Bedford and Taunton are the only major cities within 60 miles of Boston without commuter rail service — at least not since the late 1950s. South Coast Rail changes that. It’s also the first MBTA commuter rail expansion since the opening of the South Shore’s Greenbush Line in 2007. Don’t get too excited: The full, one-way trip from New Bedford to South Station is expected to take 90 minutes, due to the somewhat circuitous route taken in Phase 1 of the project. Eventually, the T plans to build a faster route through Stoughton and Raynham, but that “full build” won’t happen until the 2030s at the earliest. All aboard the night train: In related news, the T’s new fall commuter rail schedule takes effect today. As WBUR’s Andrea Perdomo-Hernandez reports, it includes more late-night trains out of Boston on both weekdays and weekends. For most lines, the last train of the night will leave around 11:45 p.m. or so — about 45-55 minutes later than it previously did. MBTA General Manager Phil Eng says the change is something many riders have been asking for. The new schedules also add two more rush-hour trains on the Fitchburg, Franklin, Lowell and Worcester lines. You can view all of the new schedules here. RIP: Two-time World Series-winning Red Sox pitcher Tim Wakefield died Sunday at the age of 57, just days after former teammate Curt Schilling revealed (without permission) that the knuckleballer had brain cancer. The news broke while the Red Sox were playing their final game of the season yesterday, and tributes have been pouring in ever since from old Red Sox teammates to national late-night hosts to both the current and former governors. While Wakefield may be most remembered for his mesmerizing knuckleball, the eight-time Roberto Clemente Award nominee also leaves a legacy of long-time charitable work off the field. Dana-Farber Cancer Institute Chief Philanthropy Officer Melany Duval said Sunday that Wakefield “always went the extra mile” as a leader of the Jimmy Fund. “He often visited our adult and pediatric floors, met our teen patients during their annual spring training trip, and was dedicated to helping us raise funds for cancer research and care. He will be missed.”
833	dbpedia	0	7	https://freedomsway.org/story/rail-trails/	en	Freedom's Way National Heritage Area	https://freedomsway.org/…Rail_Trail_1.jpg	https://freedomsway.org/…Rail_Trail_1.jpg	[ "https://freedomsway.org/wp-content/uploads/2022/01/FW-Logo-WhiteText-RGB-1.png", "https://freedomsway.org/wp-content/uploads/2021/08/place.svg", "https://freedomsway.org/wp-content/uploads/2021/09/back-arrow.svg", "https://freedomsway.org/wp-content/uploads/2023/05/Nashua_River_Rail_Trail_1.jpg", "https://freedomsway.org/wp-content/uploads/2022/01/nps.png" ]	[]	[]	[ "" ]	null	[]	2023-05-31T19:19:02+00:00	While footpaths are nothing new to America, one particular type of trail has flourished since the 1980s: the rail trail. These accessible multi-use paths follow the tracks of disused railroad […]	en	https://freedomsway.org/…icon-150x150.png	Freedom's Way National Heritage Area	https://freedomsway.org/story/rail-trails/	While footpaths are nothing new to America, one particular type of trail has flourished since the 1980s: the rail trail. These accessible multi-use paths follow the tracks of disused railroad lines, bringing recreation opportunities to communities throughout the States. In Freedom’s Way National Heritage Area, rail trails are a lesson in both successfully preserving land and repurposing it to meet the needs of a modern culture. With very few exceptions, most rail trails in the Heritage Area are remnants of the Boston and Maine Railroad (B&M). Chartered in 1835, the B&M boomed alongside New England’s mill industry. The “gold rush nature of railroad development,” as author Chuck A. Flink called it, meant railroads expanded rapidly into any available market. But this expansion proved overambitious. Following World War II and the widespread adoption of automobile and air travel, both railroad shipping and ridership declined. The B&M fared somewhat better than its contemporaries when it came to ridership, but its costly acquisition of the Fitchburg Railroad had drained resources, and by 1958 the railroad was deemed unprofitable. In 1980, faced with a staggering number of unprofitable railroads, Congress passed the Staggers Rail Act. This deregulation allowed railroads to shed non-lucrative routes. In the following years, between four and eight thousand miles of rail line were abandoned per year. Fearing these once-crucial rail lines would be lost to history, a group of young lawyers, lobbyists, and real estate specialists pushed Congress to amend the National Trails Systems Act and create a railroad “bank.” The concept of railbanking, adopted in 1983, essentially allows sponsoring organizations or agencies to use inactive corridors as interim trails while preserving their potential for future railroad use. Communities in Freedom’s Way NHA quickly adopted this idea. State Representative Bruce N. Freeman of Chelmsford, Massachusetts began advocating for a recreational trail along the Penn Central railroad line in 1985. Upon Freeman’s death in 1986, his successor, Carol C. Cleven, introduced a bill that officially established the Bruce Freeman Rail Trail which traverses the communities of Lowell, Chelmsford, Westford, Carlisle, Acton, Concord, Sudbury, and Framingham. Other local sponsors soon followed suit. The Massachusetts Department of Conservation and Recreation (DCR) purchased the Hollis Branch of the B&M corridor in 1987 and officially dedicated the Nashua River Rail Trail connecting Ayer, MA and Nashua, NH (via Groton, Pepperell, and Dunstable) in 2002. Residents of Bedford, Lexington, Arlington, and Cambridge had eyed the Lexington and West Cambridge Railroad/Middlesex Central Railroad for railbanking a full seven years before service was discontinued in 1981. Construction on this popular commuter path began in 1991, and the Minuteman Bikeway was inducted into the National Rail-Trail Hall of Fame in 2008. Railbanking also saved the corridor of the Massachusetts Central Railroad, which was demolished by the Great Hurricane of 1938. Large sections lay abandoned for decades until railbanking agreements allowed the Massachusetts DCR to reimagine the corridor as a rail trail. A section of the Mass Central Rail Trail passes through Clinton, a spur of which travels north to neighboring Sterling. Today, there are nearly a dozen rail trails throughout Freedom’s Way National Heritage Area. These once-forgotten corridors have renewed importance, providing communities with access to recreation, nature, and car-free modes of transportation. The trails are scattered with relics of railroad history: a restored 1921 B&M Railroad caboose rests along the Assabet River Rail Trail in Hudson, MA, and glimpses of mill sites can still be seen along the Squannacook River Rail Trail in Townsend and Groton. And yet, many of the region’s rail trails are slated for extension — promising that the newfound purpose of these corridors will serve communities well into the future.
833	dbpedia	2	62	https://www.american-rails.com/bm.html	en	Boston and Maine Railroad: "Route Of The Minute Man"	https://www.american-rai…989864897898.jpg	https://www.american-rai…989864897898.jpg	[ "https://www.american-rails.com/images/x927465734682357989864897898.jpg.pagespeed.ic.uVHi2c26cb.jpg", "https://www.american-rails.com/images/x172099011157519008711198.jpg.pagespeed.ic.NCEpj6bzYN.jpg", "https://www.american-rails.com/images/x987Y1H679996871263HJBKO967.jpg.pagespeed.ic.YIQOr5Kh3i.jpg", "https://www.american-rails.com/images/x928609823572uj1i38709187juy1807.jpg.pagespeed.ic.YpdBFF5qH3.jpg", "https://www.american-rails.com/images/x9509518615651u1i6879900270998.jpg.pagespeed.ic.ZfZ4IjWAHN.jpg", "https://www.american-rails.com/images/x2049053863847836390790350-38.jpg.pagespeed.ic.7tPVgxhW3j.jpg", "https://www.american-rails.com/images/x010924712635123g1gh58010699078.jpg.pagespeed.ic.Lf4T3EgG2m.jpg", "https://www.american-rails.com/images/xi869260912747657278289790390804.jpg.pagespeed.ic.KLdNYClkvS.jpg", "https://www.american-rails.com/images/x17010948157319ixcnvb7729585911.jpg.pagespeed.ic.fx-Ftp3gOm.jpg", "https://www.american-rails.com/images/x9250825372857826983097309038.jpg.pagespeed.ic.Hr5P8FNnmQ.jpg", "https://www.american-rails.com/images/176554901448761.jpg", "https://www.american-rails.com/images/x9189412617567231587298620897.jpg.pagespeed.ic.U5G3YgZxfJ.jpg", "https://www.american-rails.com/images/150x95x9238875323523986090182372476236.jpg.pagespeed.ic.BBHaKhlbp8.jpg", "https://www.american-rails.com/images/150x98x8009275y1y5962880370099.jpg.pagespeed.ic.zTfbrXxYHd.jpg", "https://www.american-rails.com/images/150x98x91273412637126418249821532306098378.jpg.pagespeed.ic.ZtmL7nJcYc.jpg" ]	[]	[]	[ "" ]	null	[]	null	The Boston & Maine, whose slogan long read "Route Of The Minute Man," was an important New England line for more than 1480 years.	en	/xfavicon-57x57.png.pagespeed.ic.oVLFBCvegP.png	American-Rails.com	https://www.american-rails.com/bm.html	Home › Fallen Flags › Boston & Maine Boston and Maine Railroad: "Route Of The Minute Man" Last revised: June 7, 2023 By: Adam Burns The largest of New England's railroads, the Boston & Maine is synonymous with the territory and for over 140 years served it well. Today's B&M is much different than the one of mid-century; what's left of its historic network is operated by Pan Am Railways/CSX Transportation. During the company's height it maintained more than 2,000 miles, snaking northward and westward away from its home city of Boston. In addition, the road connected with all of the important regional systems including the New Haven, Maine Central, Boston & Albany (New York Central), Central Vermont, and Rutland. The B&M's decline began like most of its neighbors, during the immediate post-World War II period as a shrinking traffic base and saturation of rail lines meant only the strongest would survive. The company managed to weather these turbulent times although new ownership under Guilford saw nearly half its network abandoned after the 1980s. Photos History The Boston & Maine's immediate corporate history began on June 27, 1835 with its formal chartering in New Hampshire with intentions of linking its namesake city with Portland, Maine. Perhaps most interesting is that the original company was quite small and much of its future expansion was the result of acquisition, which sometimes resulted in duplicate routes serving the same regions. Expansion The B&M opened its first segment in 1840. Nearly two years later it merged with the Maine, New Hampshire & Massachusetts and Boston & Portland on January 1, 1842 while retaining the Boston & Maine name. On February 23, 1843 it had opened service between Exeter, New Hampshire and South Berwick, Maine where a connection was established with the Portland, Saco & Portsmouth. This system offered rail service from North Berwick into Portland, a city the B&M was attempting to serve. The New England of this era was riddled with railroads either under construction or in the planning stages. A B&M rival, the Eastern Railroad, was also working on a route into Portland. At A Glance In a rare case of cooperation the two jointly agreed to lease the PS&P. The original B&M line became its "Inside Gateway" to Boston operating via Dover, Haverhill, and Lawrence while the Eastern skirted the Atlantic coastline via Portsmouth, Newburyport, and Salem. The Eastern was originally chartered on April 14, 1836 and began construction over a year later in August of 1837. It worked its way northward out of Boston and reached the New Hampshire state line on November 9, 1840. The Eastern remained a rival of the B&M throughout its existence until the latter formally leased the former on December 23, 1883. Logo It would eventually purchase the system outright in the spring of 1890. By then, the Boston & Maine was fast becoming the dominant railroad in the region. As Mike Schafer notes in his book, "Classic American Railroads," until the late 19th century the B&M had remained a relatively small, obscure operation with a network of only around 200 miles. Its substantial growth occurred after the Civil War following the manufacturing base which sprang up across New England. This explosion of new industry fueled the construction of numerous railroads, several of which the B&M would later control. Through these mergers the B&M grew into a system of over 2,300 miles which reached the markets of northeastern Vermont and northern New Hampshire, most of Massachusetts and western New York. According to the Boston & Maine Historical Society its peak workforce included roughly 28,000 individuals. The railroad operated major yards in Boston, East Deerfield, Rigby, and Mechanicville while its primary maintenance facilities were located at North Billerica, Massachusetts and Concord, New Hampshire. Its main line to eastern New York was its most important freight route since it provided interchanges with the Delaware & Hudson and Erie/Erie Lackawanna. It also worked with other carriers in the region such as the Rutland, Maine Central, and Central Vermont, to provide efficient service across New England. During the B&M's peak years, before the Great Depression, it moved a substantial variety of freight from dedicated milk trains and furniture to coal and textiles. It also enjoyed a healthy less-than-carload (LCL) business. Since the railroad's network was concentrated within only a few states it offered limited long-distance passenger services to accompanying its expansive commuter operations. Its most known trains included: Ambassador (Boston - Montreal), Alouette (Boston - Montreal) Green Mountain Flyer (Boston to Montreal via Canadian National and Rutland) The seasonal East Wind (Washington - Bangor) The lightweight streamliner Flying Yankee, operated in conjunction with the Maine Central, a nearly identical sister to the famous Burlington's Zephyr 9900 As you can see, many of these services were operated in tandem with other carriers. Aside from the East Wind, the Gull covered the greatest territory; a passenger taking this train its entire length boarded at Boston and de-trained at Halifax, Nova Scotia. It was handled by the B&M, Maine Central, Canadian National, and Canadian Pacific surviving until 1960. After the depression it rebounded during the hectic World War II period but then again declined after this time. Predecessors Boston & Lowell The B&L was chartered on June 5, 1830, opening for service between its namesake cities (26 miles) in 1835. From the very start the road handled a wide variety of freight and also enjoyed a healthy passenger business. It eventually opened service to Keene, New Hampshire via Milford and Nashua while branches reached Salem, Concord, and Ayer Junction. The railroad spent many years battling rival Boston & Maine before succumbing when the latter leased it on April 1, 1887. It went to form part of the B&M's Southern Division and always remained a relatively busy corridor throughout the years. Today, much of its original trackage is operated as part of Pan Am Railways. Concord & Montreal The C&M began as the Boston, Concord & Montreal incorporated in 1844. Its first segment opened between Concord and Tilton, New Hampshire on May 22, 1848 and continued snaking northward until reaching Plymouth on June 21, 1850 (via Laconia and Meredith). Finally, on May 10, 1853 rails reached Wells River, Vermont on May 10, 1853. The Boston & Maine first acquired control of the BC&M in 1887 but soon spun-off the railroad which went on to form the Concord & Montreal on July 24, 1889. The C&M was a consolidation of the BC&M and Concord Railroad remaining independent for only a few additional years before it was again leased by the B&M on April 1, 1895. The addition of this system provided the railroad with a majority stake in New Hampshire's railroads providing service to all of its major cities such as Bellows Falls, Wells River, Concord, Nashua, and Manchester. Fitchburg Railroad The most important component of the B&M was the Fitchburg Railroad, leased on July 1, 1900. It provided access across Massachusetts to important interchange points in New York at Albany and Rotterdam Junction. The Fitchburg was incorporated on March 3, 1842, opening between Boston and Fitchburg on March 5, 1845. It was a substantial operation prior to the B&M takeover connecting Bellows Falls and Worcester in addition to eastern New York. Its most important infrastructure project was the completion of the 4.75-mile Hoosac Tunnel in western Massachusetts which finally tackled the formidable Green Mountains. After the B&M takeover the property became known as its Fitchburg Division. Mike Schafer notes in his book that the route still handled more than a dozen scheduled freights daily after World War II and today remains a vital component of Pan Am. Northern Railroad A later subsidiary of the B&L, acquired in 1884, it operated from Concord to White River Junction, Vermont. It was first chartered in 1844 by the New Hampshire state legislature to "construct a line running from Concord to some point along the Connecticut River." Construction of the Northern proceeded quickly; on December 28, 1846 the line was open to Franklin and by November 17, 1847 reached Lebanon. After a few months of additional work the bridge across the Connecticut River was completed and the route finished to White River Junction. In total, the Northern Railroad stretched nearly 70 miles. The company’s sole branch was also acquired at this time when it leased, and eventually took control, of the small Franklin & Bristol in 1849. This little system ran from a connection at Franklin to Bristol, New Hampshire. According to Bruce Heald’s book, "A History Of The Boston & Maine Railroad," on July 24, 1889 the New Hampshire General Court gave Boston & Maine permission to formally lease the Northern. The route prospered until the postwar period; the last passenger train ran on January 3, 1965. It survived intact until the Guilford era when 59 miles was abandoned between Boscawen and Lebanon in 1991. Worcester, Nashua & Portland The WN&P was an 1883 formation through the merger of the Worcester & Nashua (formed in 1845 it opened between Worcester and Nashua by late 1848) and Nashua & Rochester (created in 1847 to connect its namesake cities). The N&R was leased by the W&N in 1874, and the two, along with the Portland & Rochester, merged to form the Worcester, Nashua & Rochester in 1883. This new system provided for through service between Worcester and Portland. In 1886, the B&M acquired control of the WN&R and renamed it as the Worcester, Nashua & Portland Division (WN&P Division) with a total length of 146.9 miles. The B&M now controlled three routes between Portland and Massachusetts, which carried enough business until World War I to maintain all three. At this time the first reductions took place. After the Great Depression hit the WN&P was looked upon as redundant. The first abandonments took place in 1932 when sections in New Hampshire were let go. By the 1950s, only two large sections remained; west of Portland and between Worcester and Hollis. By the 1980s most of the the old WN&P was gone. The postwar period proved especially problematic for the B&M. Its traffic base continued to erode as manufacturing, and business in general, either closed its doors or switched to trucks. The region's short-haul freight business meant that area railroads were especially susceptible to highways. The B&M's issues were magnified by poor management under Patrick McGinnis during this time, who also headed the New Haven. He was a poor railroader and both companies suffered as a result. System Map (1946) The B&M took on a stance of deferred maintenance and its infrastructure fell apart during the 1960s; coupled with declining traffic the railroad entered receivership on February 1, 1970. Miraculously, it was able to avoid inclusion into the Consolidated Rail Corporation (Conrail), which began operations on April 1, 1976. Passenger Trains Alouette/Red Wing: (Boston - Montreal) Ambassador/New Englander: (Boston - Montreal) Bar Harbor Express: (Washington - Ellsworth, Maine) Cheshire: (Boston - White River Junction) Day White Mountains: (New York - Berlin, New Hampshire) East Wind: (Washington - Bangor, Maine) Flying Yankee: (Boston - Bangor) Green Mountain Flyer: (Boston - Montreal) The Gull: (Boston - Halifax, Nova Scotia) Kennebec: (Boston - Portland - Bangor) Minute Man: (Boston - Troy, New York) Montrealer/Washingtonian: (Washington - New York - Montreal) Mountaineer: (Boston - Littleton/Bethlehem, New Hampshire) Pine Tree: (Boston - Portland - Bangor) State of Maine: (New York - Portland) Under the direction of new president Alan G. Dustin the railroad was rescued from the brink through aggressive management, marketing, and sound railroading. By the early 1980s the B&M had erased its deficits, an incredible feat considering the state of the industry in this region at the time. Now a successful operation it caught the eye of those with money. Diesel Roster The American Locomotive Company Electro-Motive Corporation/Electro-Motive Division Fairbanks-Morse General Electric Steam Roster Today The B&M was purchased by Timothy Mellon, founder of Guilford Transportation Industries, on June 30, 1983 for a price of $24 million. Mellon’s new railroad system included a black livery with bright orange trim and while sub-lettering was applied to the owning railroad's equipment (a practice that continues today under Pan Am). In addition to the B&M, Mellon, acquired the Maine Central, Springfield Terminal (an MEC subsidiary), and Delaware Hudson although the latter system was later sold. His leadership has also been questioned by historians as hundreds of miles of the B&M's network was abandoned during the 1980s and 1990s, many of which were still considered viable routes. In 2006, new-parent Pan Am Systems renamed Guilford as Pan Am Railways. During this time it operated four principal B&M routes; Boston - Portland, Boston - Concord, Boston - Rotterdam Junction and Springfield - White River Junction. In 2022 Pan Am was formally acquired by CSX Transportation. More Reading
833	dbpedia	1	37	http://masscases.com/cases/sjc/68/68mass1.html	en	BOSTON AND LOWELL RAILROAD CORP. vs. SALEM AND LOWELL RAILROAD CO., 2 Gray 1, 68 Mass. 1	http://masscases.com/favicon.ico	http://masscases.com/favicon.ico	[ "http://www.masscases.com/images/cases-logo-blue-on-white-64x64.jpg" ]	[]	[]	[ "" ]	null	[]	null					null	BILL IN EQUITY, filed on the 14th day of June 1852, by the Boston and Lowell Railroad Corporation, against the Salem and Lowell Railroad Company, the Boston and Maine Railroad, and the Lowell and Lawrence Railroad Company. The bill alleged that by an act passed on the 5th of June 1830, (St. 1830, c. 4,) a charter of incorporation was granted to the plaintiffs by the legislature of this commonwealth, (which was set forth at length in the bill,) and by the first section of which John F. Loring and others named, their associates, successors and assigns, are made a body corporate, under the name of the Boston and Lowell Railroad Corporation, with power to sue and be sued, and have a common seal; and are "vested with all the powers, privileges and immunities, which are or may be necessary to carry into effect the purposes and objects of this act, as hereinafter set forth. And the said corporation are hereby authorized and empowered to locate, construct and finally complete a railroad, at or near the city of Boston, and thence to Lowell in the county of Middlesex, in such manner and form as they shall deem to be most expedient; and for this Page 3 purpose the said corporation are authorized to lay out their road, at least four rods wide through the whole length; and for the purpose of cuttings, embankments, and stone and gravel, may take as much more land as may be necessary for the proper construction and security of said road." Section 2 provides that the capital stock of said corporation shall consist of one thousand shares; and by Â§ 3 the president and directors are authorized to lay assessments to the amount of five hundred dollars on each share. The act also contains the following provisions: "SECTION 5. Be it further enacted, that a toll be and hereby is granted and established, for the sole benefit of said corporation, upon all passengers and property of all descriptions which may be conveyed or transported upon said road, at such rates per mile as may be agreed upon and established from time to time by the directors of said corporation. The transportation of persons and property, the construction of wheels, the form of cars and carriages, the weight of loads, and all other matters and things in relation to the use of said road, shall be in conformity to such rules, regulations and provisions as the directors shall from time to time prescribe and direct, and said road may be used by any person who shall comply with such rules and regulations: Provided, however, that if, at the expiration of four years from and after the completion of said road, the net income or receipts from tolls and other profits, taking the four years aforesaid as the basis of calculation, shall have amounted to more than ten per cent. per annum upon the cost of the road, the legislature may take measures to alter and reduce the rate of tolls and other profits in such manner as to take off the overplus for the next four years, calculating the amount of transportation upon the road to be the same as the four preceding years; and at the expiration of every four years thereafter the same proceedings may be had." "SECTION 6. Be it further enacted, that the directors of said corporation for the time being are hereby authorized to erect toll houses, establish gates, appoint toll gatherers, and demand toll upon the road when completed, and upon such parts thereof Page 4 as shall be from time to time completed; and they shall, from year to year, make a report to the legislature of their acts and doings, receipts and expenditures, under the provisions of this act." "SECTION 12. Be it further enacted, that no other railroad than the one hereby granted shall, within thirty years from and after the passing of this act, be authorized to be made, leading from Boston, Charlestown or Cambridge to Lowell, or from Boston, Charlestown or Cambridge to any place within five miles of the northern termination of the railroad hereby authorized to be made: Provided, that the State may authorize any company to enter with another railroad, at any point of said Boston and Lowell Railroad, paying for the right to use the same, or any part thereof, such a rate of toll as the legislature may from time to time prescribe, and complying with such rules and regulations as may be established by said Boston and Lowell Railroad Corporation, by virtue of the fifth section of this act: Provided, also, that it shall be in the power of the government, at any time during the continuance of the charter hereby granted, after the expiration of ten years from the opening for use of the railroad herein provided to be made, to purchase of the said corporation the said railroad, and all the franchise, property, rights and privileges of the said corporation, on paying therefor the amount expended in making the said railroad, and the expenses of repairs, and all other expenses relating thereto, with interest thereon, at the rate of ten per cent. per annum, deducting all sums received by the corporation from tolls or any other source of profit, and interest, at the rate of ten per cent. per annum thereon, that shall have been received by the stockholders; and after such purchase, the limitation provided in this section shall cease, and be of no effect." The bill then alleged that said act of incorporation was duly accepted, and the plaintiffs became a corporation, possessed of all the rights, powers and privileges conferred by said charter; that subsequently certain other acts, in addition to said first named act, were passed by the legislature; (copies of which Page 5 were annexed to the bill) that the same were duly accepted by the plaintiffs, with the exception of the second proviso of the St. of 1836, c. 146; and that thereby a contract, conformable to the terms of said charter, and of the acts thus accepted, was created between the Commonwealth and the plaintiffs. The acts, copies of which were so annexed to the bill, were the following: St. 1830, c. 79, increasing the plaintiffs' capital stock to twelve hundred shares: St. 1832, c. 87, by the first section of which the government of the Commonwealth, at any time after the expiration of twenty years from the opening for use of the plaintiffs' road, may purchase the road, franchise, &c. of the corporation, on paying all expenses, and such additional sum as, together with the net profits received by them, will be equal to ten per cent. on the original cost: St. 1834, c. 1, by which the capital stock of the corporation is increased to twenty four hundred shares: St. 1836, c. 146, by which their capital stock is further increased 600 shares of $500 each; provided, among other things, that the legislature, after twenty years from the opening of said railroad for use, may purchase the road, franchise, &c. by paying such a sum as, together with the whole sum received by said corporation from tolls and all other sources of profit, will reimburse them the amount of capital paid in, for constructing and keeping in repair said railroad, and other necessary expenses, with a net profit thereon of ten per cent. per annum; "and provided also, that the legislature may, at all times, exercise the same powers in relation to altering, amending or repealing the said original act of incorporation, or any act in addition thereto, as are contained in the forty-fourth chapter of the revised statutes; except that the tolls shall not be so fixed or altered, as to reduce the net profits arising from all sources to less than ten per cent. per annum; and provided also, that the said last named proviso shall be null and void, unless the same shall be assented to by a majority of the stock holders of said corporation, within thirty days from the time when this act shall take effect:" St. 1838, c. 95, by the first section of which the plaintiffs are authorized to increase their capital stock by an amount not exceeding $300,000, in shares Page 6 of $500 each: And Sts. 1847, cc. 185, 253, which do not contain any provisions material to the understanding of this case. The bill then alleged that the plaintiffs, confiding in said acts and the privileges therein granted to them, proceeded at great cost and expense to construct and complete the said railroad, and had ever since maintained and employed the same for the transportation of persons and property, and had derived there from just and reasonable gains and profits; and had in all respects conformed to the provisions and requirements of said acts, which by them were to be kept and performed; and were consequently entitled to enjoy the privileges and receive the tolls in said acts granted to them, and especially to enjoy the privileges granted in the twelfth section of their said charter, namely, that no other railroad should, within thirty years from and after the granting of their said charter, be authorized to be made, leading from Boston or Charlestown or Cambridge to Lowell, or from either of said places to any place within five miles of the northern termination of their said road; and also to enjoy the right of conveying and transporting persons and property by railroad from Boston and Charlestown to Lowell, and from Lowell to Boston and Charlestown, without hindrance, competition or interruption from any other corporation or corporations, authorized to own a railroad between other places, by making use of their railroads, or portions of their lines of railroad, to establish a nearly parallel railroad communication from Lowell to Boston or Charlestown, and from Boston or Charlestown to Lowell, and with a terminus in Lowell, or within five miles of the terminus of the plaintiffs' road in Lowell. The bill then alleged that by St. 1845, c. 159, which was duly accepted by the Boston and Maine Railroad and the Boston and Maine Railroad Extension Company, said two corporations, previously established by the laws of this commonwealth, were united, and became one corporation, under the name of the Boston and Maine Railroad, and the owners and proprietors of the railroad known as the Boston and Maine Railroad, constructed and leading from Boston into the State of Maine Page 7 and running through the town of Wilmington, and having its southern terminus in Boston: That by St. 1846, c. 157, certain persons were made a corporation by the name of the Lowell and Andover Railroad Company, with powers to construct a railroad from Lowell to a point in or near Andover, and to enter with their road upon a part of the Boston and Lowell Railroad in Lowell, and use the same; that said act was duly accepted and said road built and constructed by said corporation from Lowell to Andover; and that the terminus of said road in Lowell was constructed within half a mile of the northern termination of the plaintiffs' road; and that by St. 1848, c. 14, which was accepted by said corporation, it was provided that it should take and be known by the name of the Lowell and Lawrence Railroad Company: That by St. 1848, c. 223, certain persons were made a corporation by the name of the Salem and Lowell Railroad Company; that said act was duly accepted, and said corporation constructed their railroad from a point at or near Salem to a point on said Lowell and Lawrence Railroad, in the town of Tewksbury, where they effected a junction of their said road with the Lowell and Lawrence Railroad, and used the track of the Lowell and Lawrence Railroad Company to their terminus in Lowell, and in so doing constructed their railroad through the town of Wilmington, and there intersected the Boston and Maine Railroad. And copies of these acts were annexed to the bill. The bill then alleged that by means of the said junction of the road of the Lowell and Lawrence Railroad Company with the road of the Salem and Lowell Railroad Company at Tewksbury, and by the intersection of the said last named road with the road of the Boston and Maine Railroad at Wilmington, the rail and other material of a line of railroad communication, nearly parallel with the plaintiffs' road, was created between Lowell and Boston, through Charlestown, only about one mile and six tenths of a mile longer than the plaintiffs' road, and at no point more than three miles and one third of a mile distant therefrom, having one terminus in Lowell within half a mile of the northern terminus of the plaintiffs' road, and a station house Page 8 for passengers in Charlestown, and the southern terminus in Boston a half a mile nearer to the centre of business in Boston than the southern terminus of the plaintiffs' road, by which line passengers and property could be conveyed and transported from Lowell to Charlestown or Boston, and from Boston or Charlestown to Lowell. But the plaintiffs well hoped that no such use of said roads, or portions thereof, would be made or suffered by the defendant corporations, and that the plaintiffs would be permitted peaceably, without interruption, molestation or interference, to have and enjoy the profit, benefit and advantage secured and intended to be secured to them by their act of incorporation, and the acts in addition thereto, of transporting passengers and property from Boston to Lowell, and from Charlestown to Lowell, and from Lowell to Boston, and from Lowell to Charlestown, and free from the competition of any other railroad, authorized to be made by the Commonwealth, extending from Boston, Charlestown or Cambridge, to any place within five miles of the northern terminus of the plaintiffs' road; and free from the competition of any other corporation or corporations, authorized by the legislature to run railroads between other places and to intersect and to unite with each other, but making use of their roads, or portions thereof, for establishing a railroad between Boston and Lowell, nearly parallel with the plaintiffs' road, and for transporting passengers from Boston and Charlestown to Lowell, and from Lowell to Boston and Charlestown, on the railroad thus established. The bill then alleged that the defendants, combining, colluding and confederating together to deprive the plaintiffs of the reasonable gains and profits which they were entitled to receive from the transportation of passengers and property over their road, and to hinder them in the enjoyment of the rights and privileges to which they were entitled by virtue of their said contract with the Commonwealth, and especially under the twelfth section of their charter, did enter into a certain mutual agreement, understanding or arrangement to convey, and cause to be conveyed, passengers and property over portions of their said roads, by means of said junctions and intersections, from Page 9 Boston and Charlestown to the terminus of the Lowell and Lawrence Railroad in Lowell, and from Lowell to Boston and Charlestown, and by causing cars, and trains of cars, to run over said portions of each of their said roads at such times that passengers could exchange out of the cars of the Salem and Lowell Railroad Company into the cars of the Boston and Maine Railroad, and from the cars of the last mentioned railroad company into the cars of the Salem and Lowell Railroad Company, at said intersection at Wilmington; and in pursuance of said agreement and understanding, did, on or about the 28th of June, 1851, commence transporting, and had ever since continued to transport passengers and property over their said lines of road as aforesaid, from Boston and Charlestown to Lowell and from Lowell to Boston and Charlestown, using therefor the road of the Lowell and Lawrence Railroad Company from its terminus in Lowell to the place of its junction with the road of the Salem and Lowell Railroad Company in Tewksbury, and thence using therefor the road of the last mentioned company to its intersection with the road of the Boston and Maine Railroad in Wilmington, and thence using the said road of the last mentioned corporation; and for the purpose of more effectually injuring and competing with the plaintiffs in the transportation of passengers between said places, the defendants had from time to time, since entering into their said agreement and confederacy, published, and caused to be published, and still continued to publish and advertise the said route between Boston and Lowell, so made and formed as aforesaid by portions of their said roads, as a railroad route between Boston and Lowell, by publishing notices thereof in newspapers printed in said cities of Boston and Lowell, and by posting up printed notifications thereof in public places in said cities and in divers of the station houses on the roads of the defendant corporations; and had advertised and sold, and still continued to advertise and sell tickets for the transportation of passengers between said cities over said portions of their roads, and also season tickets and package tickets for the use of families and firms; and had employed and still did employ agents to divert and Page 10 dissuade passengers from travelling between said cities upon and over the plaintiffs' road, and to induce them to travel over the said roads of the defendant corporations; and by means of the premises had succeeded in deterring and preventing many persons from using the plaintiffs' road for the purpose of being transported from Boston and Charlestown to Lowell, and from Lowell to Boston and Charlestown, and in depriving the plaintiffs of the gain and profits which would have accrued to them from the transportation of such passengers between said cities over their said road; and that the defendant corporations, not content with the injury they had thus inflicted, and were still continuing to inflict upon the plaintiffs, had recently combined and mutually agreed, and now threatened and intended to transport and convey passengers and property between Boston and Lowell, and Charlestown and Lowell, over said portions of said roads, by means of cars, and trains of cars, to run entirely through without being changed, from the said terminus in one of said cities to the said terminus in the other, and without the necessity of the passengers being removed from one train of cars into another at Wilmington; all of which acts and doings, and threatened acts and doings, were and would be a nuisance to the rights and franchise of the plaintiffs, legally acquired as aforesaid under their said charter and acts in addition thereto. The bill then alleged the protest of the plaintiffs against said acts done and threatened, a demand on the defendants to desist and to account with the plaintiffs for the gains and fares received for the transportation of passengers and property as aforesaid, and the defendants' refusal, and that the defendants claimed the right of such transportation under their acts of incorporation, and under Sts. 1851, c. 196, and 1852, c. 118; whereas the plaintiffs denied that said acts did or could legally confer upon the defendants any such powers. The following is a copy of the statute of 1851, c. 196: "An act to provide additional railroad accommodations for the town of Wilmington and the vicinity. "SECTION 1. The ninth section of an act approved by the Governor on the sixteenth day of March in the year one Page 11 thousand eight hundred and forty four, entitled 'An act to establish the Boston and Maine Extension Company,' is hereby repealed. "SECTION 2. So much of the eighth section of chapter two hundred and twenty three of the laws of the year one thousand eight hundred and forty eight, incorporating the Salem and Lowell Railroad Company, as provides that the cars of the said corporation shall not be permitted to stop for the purpose of receiving or delivering passengers or merchandise, at any point upon their track within one mile of the Boston and Maine Railroad, is hereby repealed. "SECTION 3. Nothing in this act contained shall be so construed as to authorize the cars of the said Boston and Maine Railroad Company, or of any other corporation or persons, to be drawn from said last mentioned road over the road of the said Salem and Lowell Railroad Company; or the cars of the said Salem and Lowell Railroad Company, or of any other corporation or person, to be drawn from said last mentioned road over the road of the said Boston and Maine Railroad Company." Section 9 of the act of March 16th 1844, (St. 1844, c. 172,) repealed by the first section of the above act, was in these words: "No depot or stopping place shall be established be tween Andover and Reading, without the consent of the Boston and Lowell Railroad Corporation." And section 8 of St. 1848, c. 223, incorporating the Salem and Lowell Railroad Company, referred to in the second section of the above act, is thus: "Said corporation may cross the track of the Boston and Maine Railroad; but no connection shall ever hereafter be formed between the tracks of said last named railroad corporation and those of the corporation hereby created; nor shall the cars of the corporation hereby created be permitted to stop, for the purpose of receiving or delivering passengers or merchandise, at any point upon their own track, within one mile of the track of said Boston and Maine Railroad; and the supreme judicial court of this commonwealth shall have power to restrain by injunction any attempts which shall be made, Page 12 directly or indirectly, by the corporation hereby created, or by the Boston and Maine Railroad Corporation, to violate the conditions of this section. All injunctions as aforesaid may be granted by any justice of the supreme judicial court, according to the ordinary course of proceeding in courts of equity." The other statute relied on by the defendants, (St. 1852, c. 118,) is as follows: "An act in relation to the Boston and Maine Railroad Company and the Salem and Lowell Railroad Company. "SECTION 1. The Boston and Maine Railroad Company may enter upon and use the Salem and Lowell Railroad, according to law. "SECTION 2. The Salem and Lowell Railroad Company may enter upon and use the Boston and Maine Railroad, according to law: Provided, that nothing contained in this act shall be construed to impair the rights of any person or corporation. "SECTION 3. All acts and parts of acts, inconsistent with this act, are hereby repealed." The bill then prayed for a discovery and an account, for specific relief by injunction, and for general relief, and for due process. The three defendant corporations each filed a general demurrer. And the parties afterwards agreed, that the case should be heard and considered by the court, at the argument upon the bill and demurrer, as if a supplemental bill had been filed by the plaintiffs, charging the doing by the defendants of the several acts and things, which they were charged in the original bill with combining, threatening and preparing to do, and a general demurrer filed to such supplemental bill. This case was argued at Boston in February 1854. J. Parker & S. H. Phillips, (G. Minot was with them,) for the defendants. I. The only grant of a franchise in the plaintiffs' charter is in Â§ 1. A franchise is a branch of the sovereign prerogative, subsisting in the subject by a grant from the sovereign. 2 Bl. Com. 37. 3 Cruise Dig. tit. 27, Â§ 1. Finch, 164. The provision in Â§ 12 is not a grant of exclusive limits, nor of the exclusive right of railroad transportation within Page 13 certain defined limits; it is not a grant of a franchise, nor of any kind of property; but merely an executory contract. Charles River Bridge v. Warren Bridge, 7 Pick. 344, and 11 Pet. 420. Richmond, Fredericksburg & Potomac Railroad v. Louisa Railroad, 13 How. 71. Tuckahoe Canal v. Tuckahoe & James River Railroad, 11 Leigh, 70, 71. Dyer v. Tuskaloosa Bridge, 2 Porter, 296. Boston & Lowell Railroad v. Boston & Maine Railroad, 5 Cush. 385. Piscataqua Bridge v. New Hampshire Bridge, 7 N. H. 57. Livingston v. Van Ingen, 9 Johns. 507. Gibbons v. Ogden, 9 Wheat. 1. "A grant is a contract executed." Fletcher v. Peck, 6 Cranch, 137. A grant by the State passes nothing by implication. 5 Cruise Dig. (Greenl. ed.) tit. 34, Â§ 11, & note. II. If the provision in Â§ 12 be regarded merely as a contract, the plaintiffs' bill cannot be sustained. The plaintiffs pray for relief against an alleged nuisance. But a nuisance implies some right of property in the party injured. 3 Bl. Com. 217. Finch, 188. Fitz. N. B. 184. And the provision in Â§ 12 being merely a contract between the Commonwealth and the plaintiffs, the acts done by a third party, under authority from the legislature, subsequently obtained, do not constitute a nuisance. But assuming that there are grounds upon which, in cases of this nature, a court of equity will interfere, the alleged contract will not support this bill. 1. The contract is void; for the legislature have no right, by making such a contract, to deprive themselves of any of the essential attributes of sovereignty, such as the power to create revenues for public purposes, to provide for the common defence, to provide safe and convenient ways for the public necessity and convenience, to take private property for public uses, and the like. 3 Cruise Dig. (Greenl. ed.) tit. 27, Â§ 29, note. 17 Vin. Ab. Prerogative, M. b. pl. 20. Bract. l. 2, c. 5. Chit. Prerog. 384. Charles River Bridge v. Warren Bridge, 11 Pet. 420. Attorney General v. Richards, 2 Anst. 605. Hale de Jure Maris, 12. Attorney General v. Burridge, 10 Price, 370, 372. Commonwealth v. Alger, 7 Cush. 53. Weston v. Sampson, 8 Cush. 347. Peck v. Lockwood, 5 Day, 22. Gough v. Bell, 1 Zab. 156. Page 14 Arnold v. Mundy, 1 Halst. 1. Monongahela Navigation Co. v. Coons, 6 W. & S. 107, 112. Shrunk v. Schuylkill Navigation Co. 14 S. & R. 71. Susquehanna Canal v. Wright, 9 W. & S. 9. Rundle v. Delaware & Raritan Canal, 14 How. 92. Callender v. Marsh, 1 Pick. 418. Hollister v. Union Co. 9 Conn. 436. Lansing v. Smith, 8 Cow. 146. Brick Presbyterian Church in New York v. New York, 5 Cow. 538. Goszler v. Georgetown, 6 Wheat. 593. Brewster v. Hough, 10 N. H. 138. Fletcher v. Peck, 6 Cranch 143, by Johnson, J. The true precedents to be sought in England are those which concern the powers of the crown, and not those which concern the powers of parliament; for parliament may change the constitution of England. 2. The defendants not being parties or privies to the original contract, this bill cannot be maintained against them. The provision of Â§ 12 is not a covenant real, which runs with, or is annexed to the thing granted - if indeed any thing can be said to be annexed to a franchise. Keppell v. Bailey, 2 Myl. & K. 517, 535. Duke of Bedford v. British Museum, 2 Myl. & K. 562. 4 Cruise Dig. (Greenl. ed.) tit. 32, c. 26, Â§Â§ 23, 24, & note. Spencer's case, 1 Smith Lead. Cas. 22, & Amer. notes. Clark v. Swift, 3 Met. 390. 3. If the Commonwealth is bound by this contract, it is not bound to respond in damages, nor are its agents liable to an injunction, but the remedy against the Commonwealth must be sought in the ordinary mode. The Commonwealth cannot be sued nor enjoined. United States v. McLemore, 4 How. 288. The agents of the Commonwealth cannot be restrained by injunction from constructing a state work within the prohibited limits; the damages thereby occasioned are damnum absque injuria. 1 Pick. 418, 9 Conn. 436, and 8 Cow. 146, above cited. The bill should at least allege an application to the Commonwealth for compensation. III. Even if the provision in Â§ 12 be regarded as a grant of property, the plaintiffs' bill cannot be sustained. 1. It alleges a mere taking of private property for public uses, under the right of eminent domain. If Â§ 12 is to be treated as a grant of property, it must be considered a grant of the Page 15 monopoly of all railroad business between two lines extending from points, distant respectively five miles east and west of the northern terminus of the plaintiffs' road, to the extreme outer limits of Charlestown and Cambridge; and any part of this grant may be taken from the plaintiffs for public uses, upon compensation being made. A franchise may be taken for public uses. Boston Water Power Co. v. Boston & Worcester Railroad, 23 Pick. 360. White River Turnpike v. Vermont Central Railroad, 21 Verm. 590. West River Bridge v. Dix, 6 How. 507. Richmond, Fredericksburg & Potomac Railroad v. Louisa Railroad, 13 How. 71. So easements and other rights may be taken. Ellis v. Welch, 6 Mass. 246. Parks v. Boston, 15 Pick. 203. The general laws of the Commonwealth provide ample means for securing compensation, and a jury trial, to owners of private property taken for public uses. Rev. Sts. c. 39, Â§Â§ 56, 57; c. 24, Â§Â§ 13Â38. If the acts of the defendants, securing a continuous line of railroad communication between Boston and Lowell, constitute the "making" of another railroad within the prohibited limits, as contended by the plaintiffs; and the plaintiffs under Â§ 12 acquired any property which is so taken; then, as the defendant corporations, by Rev. Sts. c. 39, Â§ 45, and the provisions of their respective charters, are each made subject to all general legislation, the plaintiffs' damages must be estimated by the county commissioners, under Rev. Sts. c. 39, Â§ 56. 2. The plaintiffs have a distinct and more appropriate remedy, under Sts. 1851, c. 233, Â§ 55, and 1852, c. 312, Â§Â§ 42, 86, by which any person whose private right or interest has been injured, or is put in hazard, by the exercise, by any private corporation, or any persons claiming to be a private corporation, of a franchise or privilege not conferred by law, may apply to this court for leave to file an information in the nature of a quo warranto. This case cannot be controlled by the consideration that in the somewhat analogous case of Charles River Bridge v. Warren Bridge, 6 Pick. 376, this court assumed jurisdiction in equity; because the plaintiffs in that case could not have availed themselves of either of the remedies open to the present Page 16 plaintiffs. A court of full equity powers having once obtained jurisdiction does not lose it when new powers are given to courts of law. 1 Story on Eq. Â§Â§ 64 i, 80. Atkinson v. Leonard, 3 Bro. C. C. 218. But this would seem to be otherwise in Massachusetts, for the jurisdiction of this court in equity in any particular case is made by statute to depend on there being no plain, adequate and complete remedy at law. Rev. Sts. c. 81, Â§ 8. Mere diminution in the value of property will not furnish ground for relief in equity. Attorney General v. Nichol, 16 Ves. 338. Earl of Ripon v. Hobart, 3 Myl. & K. 169. IV. Assuming that the legislature might lawfully make such a contract, or even grant of property, as is asserted to be contained in Â§ 12, the plaintiffs' bill states no violation of any contract or grant. Every grant of a franchise, or in the nature of a franchise, must be construed strictly. Earl of Leicester's case, 3 Dyer, 362 a. Gennings v. Lake, Cro. Car. 169. United States v. Arredondo, 6 Pet. 738, 739, & cases cited. Beaty v. Knowler, 4 Pet. 168. Providence Bank v. Billings, 4 Pet. 514. Charles River Bridge v. Warren Bridge, 11 Pet. 420. Richmond, Fredericksburg & Potomac Railroad v. Louisa Railroad, 13 How. 81. The limitation, imposed upon the future action of the legislature, amounts only, in terms, to a prohibition against authorizing, within thirty years from 1830, any other railroad to be made, leading from Boston, Charlestown or Cambridge, to any place within five miles of the northern terminus of the Boston and Lowell Railroad. No such railroad has been made or authorized. And there is no charge of any such thing in the bill. The bill does not state that the granting of an act of incorporation to either of the defendant corporations was per se a violation of Â§ 12; nor that the granting of a charter to the Salem and Lowell Railroad Company, which completed the chain, was per se such a violation; nor that the connection at Wilmington was per se such a violation. But the only statement is that the use of the roads or portions of the roads of the defendants in connection is illegal, and a violation of Â§ 12. The legislature never covenanted that existing roads should not be used; but merely that no roads Page 17 within the prohibited limits should be authorized to be made. The plaintiffs' charter seems to contemplate the use of the road by other corporations, paying toll. C. G. Loring & R. Choate, (J. G. Abbott was with them,) for the plaintiffs. I. The act of the legislature incorporating the plaintiffs, and their acceptance thereof, and acting and investing property under it, created a contract between the Commonwealth and the plaintiffs. Dartmouth College v. Woodward, 4 Wheat. 518. West River Bridge v. Dix, 6 How. 507. Charles River Bridge v. Warren Bridge, 11 Pet. 420, and 7 Pick. 507. Fletcher v. Peck, 6 Cranch, 135. New Jersey v. Wilson, 7 Cranch, 164. Terrett v. Taylor, 9 Cranch, 50. Green v. Biddle, 8 Wheat. 92. Providence Bank v. Billings, 4 Pet. 560, Gordon v. Appeal Tax Court, 3 How. 133. Osborn v. Bank of United States, 9 Wheat. 738. Gardner v. Newburgh, 2 Johns. Ch. 162. Livingston v. Van Ingen, 9 Johns. 585, 589. Cayuga Bridge v. Magee, 6 Wend. 85. Cayuga Bridge v. Stout, 7 Cow. 33. Croton Turnpike v. Ryder, 1 Johns. Ch. 615. Chesapeake & Ohio Canal v. Baltimore & Ohio Railroad, 4 Gill & Johns. 3. Enfield Toll Bridge v. Hartford & New Haven Railroad, 17 Conn. 40. Washington Bridge v. The State, 18 Conn. 53. Hartford Bridge v. East Hartford, 16 Conn. 149. Piscataqua Bridge v. New Hampshire Bridge, 7 N. H. 35. Wales v. Stetson, 2 Mass. 146. The plaintiffs' bill is well maintained without the aid of Â§ 12. The legislature having determined that a public exigency existed, requiring a railroad from Boston to Lowell, and having, in the exercise of the power of eminent domain, and in consideration of the plaintiffs' undertaking to make such a road at their own expense, granted a right to the plaintiffs to construct one, have thereby exhausted their power on that subject, and cannot grant another road for a similar servitude. Such grant would be in derogation of the vested rights of the plaintiffs. And the grant and establishment in Â§ 5 of a toll, for the sole benefit of the plaintiffs, with a power reserved to reduce it to ten per cent. annually on the capital invested, restrains the legislature from directly or indirectly abolishing the toll, or reducing it below ten per cent. Page 18 But whatever might be the plaintiffs' rights, without Â§ 12, that section amounts to a grant of the exclusive privilege of conveying passengers and freight between Lowell and Boston, &c. and was one which the legislature had a constitutional right to make, that body being the sole judges of its necessity and utility; and this exclusive right, so granted, when accepted by the plaintiffs, became a portion of their property, and entitled to protection like other property. Cases above cited. Const. of Mass. c. 1, art. 4. Richmond, Fredericksburg & Potomac Railroad v. Louisa Railroad, 13 How. 71. Gibbons v. Ogden, 17 Johns. 488, and 4 Johns. Ch. 150. Newburgh & Cochecton Turnpike v. Miller, 5 Johns. Ch. 101. Moor v. Veazie, 31 Maine, 360, and 32 Maine, 343. This section is to receive that construction, which will best carry into effect the intent of the parties to it. From the words of this section, and the spirit of the whole act, it clearly appears that the intention of the plaintiffs was to secure an exclusive right for a certain number of years, before investing their money in building a railroad, and that the intention of the legislature was to grant them such exclusive privilege, in order to induce them to make such investment. The meaning of the legislature being clear upon the face of the act, all technical rules as to the construction or form of particular terms are to be disregarded; especially since the effect of the act is to make a contract between the State and the plaintiffs. Dwarris on Sts. 694, 695. Huidekoper v. Douglass, 3 Cranch, 70. Charles River Bridge v. Warren Bridge, 7 Pick. 462, 521, and 11 Pet. 597, 601. Wilkinson v. Leland, 2 Pet. 662. Chesapeake & Ohio Canal v. Baltimore & Ohio Railroad, 4 Gill & Johns. 3. Co. Lit. 56 a. Plowd Saunders's case, 5 Co. 12. Somerset v. Dighton, 12 Mass. 384. Whitney v. Whitney, 14 Mass. 92. Stanwood v. Peirce, 7 Mass. 460. Com. Dig. Parliament, R. 10-28. Bac. Ab. Statute, I. 5. Boulton v. Bull, 2 H. Bl. 499. Bac. Max. reg. 3. 1 Bl. Com. 88. 2 Inst. 496, 497. 1 Kent Com. (6th ed.) 460 & note. Hartford Bridge v. East Hartford, 16 Conn. 176. Enfield Toll Bridge v. Hartford & New Haven Railroad, 17 Conn. 56, 57. Page 19 The stipulation in Â§ 12 is not a mere executory contract, but rather a description and extension of the grant contained in Â§ 1, making it a grant of an exclusive right to have a railroad between the limits defined, for thirty years. But if a mere contract executory, it is analogous to a covenant for quiet enjoyment, or a covenant against interruption by the grantor; it is a promise on the part of the legislature, for a consideration, that no competing road shall be made for thirty years, and is a contract which gives a peculiar character and value to the property granted; and the entire act, including this provision, was accepted by the plaintiffs, as a whole. Whatever is the subject of property may be taken by the legislature under the right of eminent domain. But if it were true that the legislature cannot take an executory contract for public uses, they can take the plaintiffs' road and all their property to which the contract relates. So that the power of the legislature to take is not affected by this provision; but, at most, only the measure of compensation. This provision, which is a grant, license and contract with the plaintiffs, is, as against all others, an ordinance, obligatory strictly as law, irrepealable, or at least unrepealed, a legislative command to all to recognize and respect the plaintiffs' rights and privileges, and equivalent to a standing general law, that no person or corporation shall be authorized to make a competing road. Suarez de Leg. Lib. 1, c. 14, Â§ 9; c. 17, Â§ 13; Lib. 8, c. 6, Â§ 1; c . 22, Â§ 2; c. 23, Â§ 1. II. The power to establish a competing line of railroad between Boston and Lowell cannot be acquired except by express grant from the legislature. And the legislature have manifested no intention to repeal Â§ 12 of the plaintiffs' charter. Repeal by implication is not favored. Chesapeake & Ohio Canal v. Baltimore & Ohio Railroad, 4 Gill & Johns. 6. Loker v. Brookline, 13 Pick. 348. Haynes v. Jenks, 2 Pick. 176. Snell v. Bridgewater Cotton Gin Manufacturing Co. 24 Pick. 297, 298. Goddard v. Boston, 20 Pick. 410. Bowen v. Lease, 5 Hill, 221. Planters' Bank v. The State, 6 Sm. & Marsh. 628. The true rule of construction of the several acts relating to the plaintiff and Page 20 defendant corporations is, to take them all together, and give them such a construction, if possible, as will best protect the rights and privileges of each. The several roads of the defendants were established for distinct purposes, as appears by their charters, in two of which are express restrictions on any union which might affect the plaintiffs' rights. And a use of their roads, for the purposes complained of, is in fraud, not only of the plaintiffs' rights, but of the very acts of the legislature under which the right to make such use is claimed. Dig. Lib. 1, Tit. 3, Â§ 29. The act complained of is the causing to exist and be operated a railroad, leading from Boston to Lowell, almost parallel with the plaintiffs' road, and competing with it, on systematic design, for the through travel between those cities. The appropriating of portions of the three roads of the defendant corporations to a permanent new use, as a continuous road from Boston to Lowell, is a "making" of a road leading from Boston to Lowell, within the meaning of Â§ 12. Richardson's, Johnson's and Worcester's Dictionaries, verb. "Make." Dig. Lib. 50, c. 16, Â§ 218. Thompson v. New York & Harlem Railroad, 3 Sandf. Ch. 656. And the fact that the three sections of the defendants' roads are still used as parts of their distinct roads does not affect the case. Nor does the fact that the road so made is not all under the control of one corporation; for it works the same mischief to the plaintiffs, and in the same way, as if it were. The St. of 1852, c. 118, particularly relied on by the defendants, expressly requires the use by the Boston and Maine Railroad and the Salem and Lowell Railroad Company, of each other's roads, to be "according to law," that is, in a manner that will not conflict with existing laws, or interfere with rights previously granted by the legislature. And the provision, that this act shall not be construed to impair the rights of any person or corporation, in terms covers the right of the plaintiff corporation; one of the most important of which is the exclusive right of transportation between Boston and Lowell. Every statute is to be so construed, if possible, as to accord with the Constitution. The St. of 1852, upon the defendants' Page 21 construction, impairs the obligation of the contract between the Commonwealth and the plaintiffs. A law which in its practical operation impairs the obligation of a contract is as unconstitutional as one which in terms impairs such obligation. See cases cited ante, 17. Nor does the St. of 1852 declare the existence of a public exigency, as is requisite to authorize the legislature to exercise the power of eminent domain. Although the legislature may be the exclusive judges of the existence of the exigency, they must distinctly declare its existence, in order to authorize them to appropriate private property to the public use. And no compensation to the plaintiffs for the injury occasioned to their property is provided for in the act itself, or by any general law. III. The infringement by the defendants of the plaintiffs' exclusive franchise of railroad transportation between Boston and Lowell is a nuisance to the plaintiffs' rights; and the proper remedy is by this process in equity for an injunction. 2 Eden on Injunctions, 271-276. Com. Dig. Chancery, D. 12. Jeremy on Eq. 310. Croton Turnpike v. Ryder, 1 Johns. Ch. 615. Newburgh & Cochecton Turnpike v. Miller, 5 Johns. Ch. 101. Livingston v. Van Ingen, 9 Johns. 585. Gardner v. New burgh, 2 Johns. Ch. 162. Ogden v. Gibbons, 4 Johns. Ch. 174. Frewin v. Lewis, 4 Myl. & C. 255. Osborn v. Bank of United States, 9 Wheat. 841. Charles River Bridge v. Warren Bridge, 6 Pick. 376. Piscataqua Bridge v. New Hampshire Bridge, 7 N. H. 35. Hartford Bridge v. East Hartford, 16 Conn. 149. Enfield Toll Bridge v. Hartford & New Haven Railroad, 17 Conn. 40. Yard v. Ford, 2 Saund. 171. Gates v. M'Daniel, 2 Stew. 211. Rev. Sts. c. 81, Â§ 8. The plaintiffs' remedy is not upon the Rev. Sts. c. 39; for the bill proceeds not upon the ground of a lawful taking, but of a wrongful intrusion, not authorized by the statutes under which the defendants claim. Besides; the provisions of the Rev. Sts. c. 39, clearly have reference to an actual taking, and not to the injury to a franchise occasioned by a new use of roads already made. Such taking is not a taking by authority of the legislature, but by agreement of the corporations among themselves. Page 22 The remedy by information in the nature of a quo warranto, given by Sts. 1851, c. 233, Â§ 52, and 1852, c. 312, Â§ 42, cannot take away the jurisdiction of this court as a court of equity. Varet v. New York Ins. Co. 7 Paige, 560. King v. Baldwin, 17 Johns. 384. White v. Meday, 2 Edw. Ch. 486. Wilson v. Kilcannon, 1 Overton, 201. And the remedy under these statutes would afford no adequate relief for the injury sustained; for the defendants could not in that way be held to account, or to pay the damages sustained by the plaintiffs. J. Parker, in reply. If the legislature, by the mere grant in Â§ 1 of the right to build a railroad between Boston and Lowell, deprived themselves of the power to establish another road for a similar servitude, as was suggested for the plaintiffs, then Â§ 12, which purports to bind the legislature for thirty years only, is unnecessary. But there is no authority to support this construction. If it were sound, the Charles River Bridge would have been saved; for the grant was as ample as that contained in Â§ 1 of the plaintiffs' charter, and the Warren Bridge was for the same servitude. 7 Pick. 344. See also Piscataqua Bridge v. New Hampshire Bridge, 7 N. H. 57, and Thompson v. New York & Harlem Railroad, 3 Sandf. Ch. 625. Nor does the mere grant of a right to take tolls exclude other grants of a similar character with the same right. And the provision in Â§ 5 of the plaintiffs' charter, by which the legislature may reduce the tolls to ten per cent., can hardly operate to enlarge the grant itself so that the legislature may not make other grants affecting the tolls. If such might be its operation, the reservation of the power to reduce the tolls would serve to give the plaintiffs a much better right than they would have with an unlimited right to take tolls. But the plaintiffs claim to sustain their bill mainly on the provisions of Â§ 12, and in order to determine what rights they have under it, the court must ascertain the true character of that section. It has been called by the counsel "a grant," "a contract," "a law" and "an ordinance;" and it has been said to give exclusive privileges, the nature of which has been differently stated in different parts of the argument. But the Page 23 defendants say that Â§ 12 contains, not a grant, but a covenant; an executory, and not an executed contract. It may be quite important what character is impressed upon it. If it is a grant of the exclusive right of transportation from Boston to Lowell, then, if valid, it would restrain all transportation between those places by any other road, however indirect. If it is an executed contract, having the character of a grant of exclusive limits, then the plaintiffs have, by that section, a franchise or property, subject to the power of eminent domain, and which may be taken when the public exigencies require it. But if it is a mere executory contract, and valid as such, it is a contract of restraint, and the plaintiffs can have no property in a restraint upon the legislature, which can be taken for the public use. A stipulation not to do is an executory contract, as much as an obligation to do a particular thing Fletcher v. Peck, 6 Cranch, 136. Dartmouth College v. Woodward, 4 Wheat. 682. It will be borne in mind that the stipulation in Â§ 12 is for something outside of and beyond the matter granted in Â§ 1. It is as if a grantor, after having granted a tract of land, had made an agreement in a subsequent part of the deed, restraining himself from a particular use of his other lands adjoining. The plaintiffs' charter, while it has to a certain extent the form of a statute or law, is in effect a deed, or grant, or contract. For present purposes, it has the character of a deed. In Â§ 1 is a grant of a franchise. The act also contains conditions and restrictions upon this grant, and prescribes the mode in which it is to be used. In Â§ 12 is a covenant of the grantor. This covenant cannot enlarge the grant, although it might be referred to if the words of the grant were ambiguous. Corbin v. Healy 20 Pick. 516. Mills v. Catlin, 22 Verm. 98. In order to give the plaintiffs ' construction to Â§ 12, as a part of the grant, we must not only change its form, but its substance; not only its terms, but its operation and effect. A stipulation on the part of the legislature, that no other railroad from Boston to Lowell shall be authorized to be made, is one thing, clear and explicit. Any other railroad, not from Page 24 Boston to Lowell, may be authorized, and may transport passengers or freight without paying damages to the plaintiffs. But that being its character, if it is a valid agreement, the legislature cannot, by virtue of any right of eminent domain, grant another railroad from Boston to Lowell, even with a provision for the payment of damages. The stipulation would be broken the instant when such authority was given by the legislature. But any party, who could agree with the landholders, might build a railroad, and use it as a common carrier, if it could be done without interfering with the public highways. 11 Leigh, 72. And if there was such interference, the plaintiffs would have no concern with that. Upon that construction, the restraint is upon the legislature. A grant of an exclusive right to build a railroad from Boston to Lowell is another thing, essentially different. If that is the character of the plaintiffs' right, not only may railroads be granted running from either place to other places, without any provision for the payment of damages to the plaintiffs, but another road might be granted from Boston to Lowell, the law making provision for the assessment of such damages as the plaintiffs should sustain by the new grant. There would, in that view, be no breach of any stipulation by the grant authorizing such other road to be built. But no party could build a road without a grant and payment of damages. The grant of the exclusive right would operate to restrain every one from building, unless he could show authority to take a part of the plaintiffs' franchise. The restraint would be upon individuals as well as upon the government. There are two very important distinctions, therefore, between these two constructions; one relating to what will constitute a breach, and the other relating to the extent and operation of the grant. Upon what principle are the court authorized to change this covenant to a grant, and thus change its effect and operation, not merely from covenant to grant, but so that it gives other and different rights, and causes other and different restraints? The difference between this case and that of the Piscataqua Bridge is shown by reference to 7 N H. 64, 65, 68, 69. There Page 25 the contract of the State with the plaintiffs was executed, and they had a property in the exclusive grant, and there was no mere stipulation or covenant of the State not to authorize another bridge within certain limits. The question of the right of the legislature to part with the power of eminent domain was not decided in that case, nor in 13 How. 75, 81; and that the legislature cannot surrender it was admitted by Justices Story and Thompson, in 11 Pet. 643, 644, 646, 650. A mere executory contract of restraint cannot be taken under the right of eminent domain. [THOMAS, J. Why not, if it is property?] There is no property in a mere contract not to do an act, which is capable of being taken. To take the restraint is to break the contract. In fact, we do not see how any mere executory contract can be taken for the public use. [SHAW, C. J. If a state makes a contract to convey land in five years, cannot the land be taken for a fort, if the public exigency requires it, within the five years?] Certainly. There the land is taken, not merely the agreement to convey. But admitting the stipulation in Â§ 12 to operate as a grant of property, if the defendants have only used their roads for a new purpose, as stated in the bill, it is no infringement of the stipulation. If they have thereby made a new road, as was said by the plaintiffs' counsel, it was under authority of the St. of 1852, c. 118, and of previous acts; and the plaintiffs' remedy, if their property is thus taken, is under Rev. Sts. c. 39, Â§ 56. By the St. of 1852, the restrictions of former acts are removed, and the Boston and Maine Railroad and the Salem and Lowell Railroad Company are each authorized to enter on the road of the other "according to law." By earlier statutes, any railroad corporation may contract with any other, whose road enters upon or is connected with its road, to do all the transportation over said road. St. 1838, c. 99, Â§ 1. And every railroad corporation is required at reasonable times, and for a reasonable compensation, to draw over its road the cars, &c. of any other corporation, authorized by the legislature to enter with its road upon, or to unite the same with the road of such corporation. St. 1845, c. 191, Â§ 2. This last statute will not Page 26 allow the defendant corporations to refuse to draw each other's cars because they happen to come from and to Boston and Lowell. The clause in the St. of 1852, that nothing therein contained shall be construed to impair the rights of any person or corporation, is only the usual formal clause; and if intended, as it is said, for the very purpose of protecting the plaintiffs, it is strange that it was not more distinctly expressed. The authority conferred by the legislature to do the act of taking the property of another is a sufficient declaration that the public exigency requires it. It is not indispensable that the provision for compensation, if necessary, should be inserted in the same act which authorizes the taking. It is sufficient that the general laws of the Commonwealth make ample provision for compensation. Rev. Sts. c. 39, Â§Â§ 45, 56. Dodge v. County Commissioners, 3 Met. 380. If the plaintiffs cannot recover any damages, it is because the damages occasioned to them, by the use of the defendants' roads as a road between Boston and Lowell, are merely incidental to a lawful use of the defendants' roads, and afford no ground for compensation. If any part of the plaintiffs' franchise has been taken, it was by the Lowell and Andover Railroad Company, when they entered upon and used the plaintiffs' road pursuant to their charter, as alleged in the bill; and for such taking the plaintiffs have already had their damages assessed. The plaintiffs had no other property which was taken by the defendants under their respective charters, nor any property in the restrictions, imposed by those charters, on the use by the defendants of their several roads, although such restrictions might incidentally benefit the plaintiffs. The plaintiffs had no stipulation against the right of the defendants, like other railroad corporations, under general laws, to enter upon and use each other's roads. They had no stipulation against the defendant's right of selling tickets from one distant point to another, over several railroads, at a cheaper rate than if tickets were bought for each road separately. And what the defendants might lawfully do, they might lawfully advertise that they would do. The legislature were not bound to impose restrictions on the defendants in the Page 27 first instance, and having now taken them off, the defendants have the same rights as if the restrictions had never existed. SHAW, C. J. [Note p27] The first question usually considered in cases of equity is, whether the court has jurisdiction; and it has not been omitted in the present case. The subject of controversy is a mere naked, incorporeal right, claimed by the plaintiffs, to have and enjoy a right to maintain a railroad, and take the tolls and profits thereof, a right created and granted to them by the government of the State; and they allege, whether correctly or not is hereafter to be considered, that the defendants have disturbed them, in the enjoyment of this incorporeal right. It is a right or title, which, if it exist at all, is purely a statute right. It is created by law, it exists only in contemplation of law, it is invisible, intangible and incapable of a physical possession, and depends on the law for its protection. It involves no complicated inquiry into facts; it depends mainly upon the enactment, the validity and legal construction of legislative acts. If the right exists and has been invaded, the appropriate and specific remedy, that which shall prevent the continuing invasion, is by injunction, and this can be afforded only in equity. On these grounds, we are of opinion that such a case is within the ordinary scope of equity jurisdiction, and that the jurisdiction is peculiarly appropriate to such a case. An injunction will generally be granted to secure the enjoyment of a statute privilege, of which the party is in actual possession, unless the right is doubtful. Croton Turnpike v. Ryder, 1 Johns. Ch. 611. Newburgh & Cochecton Turnpike v. Miller, 5 Johns. Ch. 101. Livingston v. Van Ingen, 9 Johns. 507. In regard to the limited equity jurisdiction of this court, it is proper to state, that if the plaintiffs are disturbed in the enjoyment of their franchise or incorporeal right, such a disturbance is technically a nuisance. "If a ferry is erected on a river, so near another ancient ferry as to draw away its custom, it is a nuisance to the owner of the old one." 3 Bl. Com. 219. By statute, in this commonwealth, the court has jurisdiction in Page 28 equity in all cases of waste and nuisance; Rev. Sts. c. 81, Â§ 8; and so it was considered in the early and analogous case of Charles River Bridge v. Warren Bridge, 6 Pick. 376. II. The next question, material to be considered, is, what are the rights of the plaintiffs, under their act of incorporation? This was one of the earliest acts, providing for the establishment of railroads in this commonwealth, for the transportation of passengers and merchandise; so early indeed, and with so little foresight of the actual accommodations as they were afterwards provided and found necessary, that it was rather regarded as an iron turnpike, upon which individuals and transportation companies were to enter and run with their own cars and carriages, paying a toll to the corporation for the use of the road only; and the act authorized the corporation to make suitable rules and regulations, as to the form of cars, the times of running, &c. which might be found necessary to render such use of the railroad safe and beneficial. Of course, neither the government nor the undertakers had any experience, and could not form any accurate or even approximate estimates of the cost of the work, or the profits to be derived from it. And it appears by the act itself, and its various additions, that the capital was increased from time to time, from $500,000 to $1,800,000. With this want of experience, and with an earnest desire on the part of the public to make an experiment of this new and extraordinary public improvement, it would be natural for the government to offer such terms, as would be likely to encourage capitalists to invest their money in public improvements; and after the experience of capitalists, in respect of the turnpikes and canals of the Commonwealth, which had been authorized by the public, but built by the application of private capital, but which as investments had proved in most instances to be ruinous, it was probably no easy matter to awaken anew the confidence of moneyed men in these enterprises. In construing this act of incorporation, we are to bear in mind the time and circumstances under which it was made, but more especially to take into consideration every part and clause Page 29 of the act, and deduce from it the true meaning and intent of the parties. The act, like every act and charter of the same kind, is a contract between the government, on the one part, and the undertakers, accepting the act of incorporation, on the other; and therefore what they both intended, by the terms used, if we can ascertain it, forms the true construction of such contract. It conferred, on the persons incorporated, the franchise of being and acting as a corporation, and the authority to locate, construct and finally complete a railroad, at or near the city of Boston, and thence to Lowell. That this was regarded as a public improvement, and intended for the benefit of the public, is manifest from the whole tenor of the act, more especially from the authority to take property, on paying a compensation in the usual manner, which would otherwise be wholly unjustifiable. It is equally manifest, from the whole tenor of the act and the nature of the subject, that the work would require a large outlay of capital. How then are the undertakers to be compensated for the work, thus provided for the public, at their expense? This is answered by Â§ 5, which provides that a toll is granted, for the sole benefit of such corporation, upon all passengers and property of all descriptions, which may be conveyed or transported on said road, at such rates as the company, in the first instance, shall fix. This is in every respect a public grant, a franchise, which no one could enjoy but by the authority of the government. This grant of toll is subject to certain regulations, within the power of the government, if it should become excessive. We are then brought to a consideration of Â§ 12, upon which the stress of the argument in the present case has seemed mainly to turn. It provides that no other railroad than the one hereby granted shall, within thirty years, be authorized to be made, leading from Boston, Charlestown or Cambridge to Lowell, or from Boston, Charlestown or Cambridge to any place within five miles of the northern termination of the railroad Page 30 hereby authorized, that is, the termination at Lowell. The question is, does this provision confer any exclusive right, interest, franchise or benefit on this corporation? It is found in the same act; the whole is presented at once to the consideration of the corporators, to be accepted or rejected as a whole; and this would of course constitute a consideration in their minds, in determining whether to accept or reject the charter. If it adds any thing to the value and benefit of the franchise, such enhanced value is part of the price which the public propose to pay, and which the undertakers expect to receive, as their compensation for furnishing such public improvement. This is a stipulation of some sort, a contract, by one of the contracting parties, to and with the other; in order to put a just construction upon it, we must consider the character and relations of the contracting parties, the subject matter of the stipulation, and its legal effect upon their respective rights. It was made by government, in its sovereign capacity, with subjects, who were encouraged by it to advance their property for the benefit of the public. It was certainly a stipulation on the part of the government, regulating its own conduct, and putting a restraint upon its own power to authorize any other railroad to be built, with a right to levy a toll; but without an authority from the government, no other company or person could be authorized so to make a railroad and levy toll, and of course no other such road could lawfully be made. It was, therefore, equivalent to a covenant for quiet enjoyment against its own acts, and those of persons claiming under it. This is, in fact, all that the government could stipulate. It could not covenant with the corporation, for quiet enjoyment against strangers and intruders, against the unauthorized and illegal disturbance of their rights by third parties; against these, they would have their remedy in the general laws of the land. But it has been argued that this stipulation, as it appears in the charter, is a mere executory covenant or undertaking, and is not an executed contract. But we think it may be both; so far as it confers a present right, it is executed; so far as it amounts to a stipulation that the covenantor will not disturb the enjoyment Page 31 of the right granted, it may be deemed executory. So a deed, conveying land, transfers, on its delivery, all the title and interest which the grantor can confer, and is also a stipulation that the benefit granted shall not be revoked or impaired. And this is held to apply to the grants of governments as well as to those of individuals. Fletcher v. Peck, 6 Cranch, 87. He who has the power of conferring a right or a franchise lying solely in grant, and who stipulates, for a valuable consideration, that another shall have and enjoy it, undisturbed and unmolested by any act or permission of his, in effect grants such right or franchise. But more especially, when such right is conferred by the community in the form of a statute, having all the forms of law, and sanctioned by the government, acting in behalf of all the people, and having power to bind them by law, such right would seem to be clothed with as much solemnity, and to have the same force and effect, as if it were the grant of an exclusive right in terms. We are therefore of opinion, that under this form of words, that no other railroad should be authorized to be made for thirty years, the government, as far as it was in their power, intended to engage with the corporation, that no other direct railroad between Boston and Lowell should be legally made; leaving them to guard themselves from unauthorized and illegal disturbance, by the general laws, in the course of the ordinary administration of justice. This is strengthened by the consideration, that as their whole remuneration would depend upon tolls, uncertain in amount, it was intended that they should be to some extent secure against any authorized road, taking the same travel, and of course the same tolls. There is a provision in the close of this Â§ 12, which, in our judgment, adds some weight to this conclusion. There is a right reserved to the Commonwealth, after a certain term of years, to purchase the railroad, and all the rights of the corporation, on reimbursing them the whole cost, with ten per cent. profit, and then follows this provision: "And after such purchase, the limitation provided in this section [that no other railroad shall be authorized to be made] shall cease, and be of no effect." From this provision it is manifest that the restriction, as it is Page 32 termed, was imposed upon the government, and of course upon all the subjects, for the benefit of this corporation; and after the government should have succeeded to their rights, by purchase, then there would be no longer any occasion to impose any restriction on the government; it might do what it would with its own, and it would then be at liberty to make any other grant or not, at its pleasure. This carries a strong implication, that until such purchase, and so long as the income from tolls would enure to the benefit of the proprietors, the exclusive right, so far as these restrictions upon other railroads to take the same travel and the same tolls made it exclusive, should stand part of the charter. III. But it is strongly urged, that if the legislature intended to grant such exclusive right, and the terms of the whole act, taken together, will bear and require that construction, and they did grant such exclusive right, and did restrain succeeding legislatures from making any grant or contract inconsistent with it, the provision itself was beyond the power of the legislature, and was void. We readily concede that, for general purposes of legislation, the legislature, rightly constituted, has full power to make laws, to repeal former laws, and of course the last legislative act is binding, and necessarily repeals all prior acts, which are repugnant. But in addition to the lawmaking power, the legislature is the representative of the whole people, with authority to control and regulate public property and public rights, to grant lands and franchises, to stipulate for, purchase and obtain all such property, privileges, easements and improvements, as may be necessary or useful to the public, to bind the community by their contracts therefor, and generally to regulate all public rights and interests. It is under this authority that lands are granted, either in fee or upon any other tenure, that the uses of navigable streams and waters are regulated, the right to build over navigable waters, to erect bridges, turnpikes and railroads, and other similar rights and privileges, are granted and justified. Page 33 Of the necessity and convenience of all roads and other public works and improvements, of their fitness, and the best mode of providing them, the established government of the State, acting by the legislature for the time being, must necessarily judge and determine. They must decide whether it is best to provide for them, by funds from the public treasury; or to procure individuals to advance their own funds for the purpose, to be reimbursed by tolls; and to make just and adequate provisions, incident to each. Supposing ferries or bridges are obviously necessary over a long and broad river; it is equally obvious that no public convenience would require them to be built parallel and close to each other; on the contrary, such erections would be an unnecessary waste of property. Would it not be for the legislature to decide within what stated and fixed distances from each other public convenience would require them? If they were erected by funds drawn directly from the State, the legislature would plainly have the power to determine such distances, and provide that no one should be built within the distances thus fixed. May they not, with a due regard to the public exigencies and public interests, do the same thing, when such public works are erected by individuals, at the instance and procurement of the government, for public use? Were it otherwise; and were all such grants and stipulations repealable by a subsequent legislature, because they are in the form of laws; then the unlimited power of the legislature to alter and change the laws, sometimes called, rather extravagantly, the omnipotence of parliament, would be a source of weakness, and not of strength. In making such grants and stipulations, no doubt great caution and foresight are requisite on the part of the legislature, a just estimate of the public benefit to be procured, and the cost at which it is to be obtained; and as great changes in the state of things may take place in the progress of time, a great increase of travel, for instance, on a given line, which changes cannot be specifically foreseen, it is the part of wisdom to provide for this, either by limitation of time, reservation of a power to reduce tolls, should they so increase, at the rates first fixed, as to become excessive, Page 34 or of a right to repurchase the franchise, upon equitable terms, so that the contract shall not only be just and equal in the outset, but within reasonable limits continue to be so. In the charter of the Boston and Lowell Railroad Corporation, the government reserved the right, both to regulate the tolls and to purchase the franchise, upon terms fixed and making part of the contract. When such a contract has been made by the legislature, upon considerations of an equivalent public benefit, and where the grantees have advanced their money to the public, upon the faith of it, the State is bound, by the plain principles of justice, faithfully to respect all grants and rights, thus created and vested by contract. Such a power of regulating public rights is everywhere recognized, as one distinguishable from that of legislation, a power incident and necessary to all well regulated governments, and when rightly exercised, is within the constitutional power of the legislature, and binding upon the government and people. The court are of opinion that these principles are well established by authorities, a few of which only are cited. Piscataqua Bridge v. New Hampshire Bridge, 7 N. H. 35. Livingston v. Van Ingen, 9 Johns. 507. In the case of Charles River Bridge v. Warren Bridge, both in this court and in the Supreme Court of the United States, it was not doubted that a state would be bound by a grant of an exclusive right to a bridge or ferry, made in terms by the legislature; on the contrary, the validity of such grant was implied. The controversy turned on the question, whether by the simple grant of a toll bridge or ferry, from one terminus to another, any exclusive right could be implied, to take toll for that line of travel, so as to bar the legislature from granting a right to build a bridge to and from other termini, on the same line of travel. 7 Pick. 344. 11 Pet. 420. In Fletcher v. Peck, 6 Cranch, 135, the court say: "When a law is in its nature a contract, when absolute rights have vested under that contract, a repeal of the law cannot devest those rights." So any law granting privileges to others, repugnant to those previously granted, which, if available, would be Page 35 a repeal by implication, is obnoxious to the same objection. That, which cannot be repealed in express terms, cannot be repealed by implication, by the enactment of laws repugnant to the provisions of the former act. The same defect of power which invalidates the one, has the same effect upon the other. IV. But it is earnestly insisted that the grants to the defendant corporations do warrant and justify them in setting up the line of transportation by railroad, by the union of the several sections of their respective railroads; and that it may be regarded as lawfully done, under the right of the government to appropriate private property for public use. It is fully conceded that the right of eminent domain, the right of the sovereign, exercised in due form of law, to take private property for public use, when necessity requires it, of which the government must judge, is a right incident to every government, and is often essential to its safety. And property is nomen generalissimum, and extends to every species of valuable right and interest, and includes real and personal property, easements, franchises and incorporeal hereditaments. Even the term "taking," which has sometimes been relied upon as implying something tangible or corporeal, is not used in the Massachusetts Declaration of Rights; but the provision is this: "Whenever the public exigencies require that the property of any individual should be appropriated to public uses, he shall receive a reasonable compensation therefor." Declaration of Rights, art. 10. Here again the term "appropriate" is of the largest import, and embraces every mode by which property may be applied to the use of the public. Whatever exists, which public necessity demands, may be thus appropriated. It was held in the Supreme Court of the United States, that a franchise to build and maintain a toll bridge might be so appropriated; and that the right of an incorporated company, to maintain such a bridge, under a charter from a state, might, under the right of eminent domain, be taken for a highway. West River Bridge v. Dix, 6 How. 507. The same point was afterwards decided in the same court, in the case of a railroad. Richmond, Fredericksburg & Potomac Railroad v. Louisa Railroad, Page 36 13 How. 83. Such appropriation is not regarded as impairing the right of property, or the obligation of any contract; on the contrary, it freely admits such right, and in all just governments provision is made for an adequate compensation, which recognizes the owner's right. Nor does it appear to us to make any difference, whether the land, or any other right or interest thus appropriated, be derived directly from the government, or acquired otherwise; for the reason already stated, that it does not revoke the grant or annul or impair the contract, but recognizes and admits the validity of both. If, for instance, government, through its authorized agent, had contracted to convey land to an individual, and afterwards, and before the title passed, it should be necessary to appropriate such land to public uses, such taking would not impair the obligation of the contract; the individual would have the same right to compensation, for the loss of his equitable title to the land, as he would have had for the land itself, if the title to it had passed. If therefore, in the great advancement of public improvements, in the great changes which take place, in the number of inhabitants, in the number of passengers and quantity of property to be transported, or in great and manifest improvements in the mode of travel and locomotion, it becomes necessary to appropriate, in whole or in part, a franchise previously granted, the existence of which is recognized and admitted, we cannot doubt that it would be competent for the legislature, in clear and express terms, to authorize the appropriation of such franchise, making adequate compensation for the same. But we cannot perceive in the acts of incorporation of the three defendant corporations, or in any of the acts in addition thereto, any act of the government, taking or appropriating any of the rights, franchises or privileges of the plaintiff corporation, under the right of eminent domain. The characteristics of such an act of appropriation are known and well understood. It must appear that the government intend to exercise this high sovereign right, by clear and express terms, or by necessary implication, leaving no doubt or uncertainty respecting such Page 37 intent. It must also appear, by the act, that they recognize the right of private property, and mean to respect it; and under our constitution, the act conferring the power must be accompanied by just and constitutional provisions for full compensation to be made to the owner. If the government authorizes the taking of property, for any use other than a public one, or fails to make provision for a compensation, the act is simply void; no right of taking as against the owner is conferred; and he has the same rights and remedies against a party acting under such authority, as if it had not existed. In general, therefore, when any act seems to confer an authority on another to take property, and the grant is not clear and explicit, and no compensation is provided by it, for the owner or party whose rights are injuriously affected, the law will conclude that it was not the intent of the legislature to exercise the right of eminent domain, but simply to confer a right to do the act, or exercise the power given, on first obtaining the consent of those thus affected. Compared with these tests, there is no provision, in any legislative act to which we have been referred, which authorizes the defendant corporations to appropriate or use any of the rights of the plaintiffs. On the contrary, the latest act, and that most relied on, St. 1852, c. 118, negatives any such intent. It provides, that "the Boston and Maine Railroad Company may enter upon and use the Salem and Lowell Railroad, according to law. The Salem and Lowell Railroad Company may enter upon and use the Boston and Maine Railroad, according to law: Provided, that nothing contained in this act shall be construed to impair the rights of any person or corporation." This act carefully limits what the terms might otherwise seem to grant, so that it shall not impair the rights of these plaintiffs. Whatever therefore these rights are, under their charter, they are not diminished or affected by any act of legislation, intending or professing to appropriate them to public use. We think therefore that, whatever may be the power of the legislature, there is no intention manifested on their part, Page 38 to appropriate any part of the plaintiffs' franchise, right or privilege, to public use; and of course those rights and privileges remain as they were granted and established by their charter; and this brings us back to the question before considered, what was the extent of those rights? As the result of the whole case, the court are of opinion that the Boston and Lowell Railroad Corporation acquired by their charter and act of incorporation a right, at their own charge and expense, but for the public accommodation and use, to locate and construct a railroad from the city of Boston to Lowell, for the transportation and conveyance of persons and property between those places by railroad cars, and to levy and receive, for their own benefit and reimbursement, certain tolls, for the carriage of persons and property; and that, as a part of their franchise, privilege and right, and the better to secure to them a just and reasonable compensation and reimbursement, by the tolls so granted, the Commonwealth did, by the said act of incorporation, grant to and stipulate with the said corporation, that no other railroad, within the time therein limited, and not yet elapsed, should be authorized to be made, leading from Boston, Charlestown or Cambridge, (Charlestown then embracing the territory now composing the town of Somerville,) to any place within five miles of the northern termination of said railroad at Lowell. Without such authority of the legislature, we think that no such railroad within the limits prescribed could be lawfully made by other persons or corporations; and therefore this grant and stipulation, to a certain extent exclusive, was a part, and a valuable part of the plaintiffs' franchise; and that this grant and stipulation it was competent for the legislature, in behalf of the public, to make; and that the same was a valid grant and contract. We are also of opinion that the legislature have not, since the granting of said charter, by right of eminent domain, taken, or manifested any intention to take, any part of the right and franchise of the plaintiffs for public use, and that no act or charter has been granted to the three defendant corporations, either or all of them, to take or use any part of the right and Page 39 franchise of the plaintiffs; and if in any manner the acts of the defendants, under color of their acts of incorporation, do infringe upon the rights of the plaintiffs, such infringement is not warranted by either or all of the same acts, it is unlawful, and constitutes a disturbance and nuisance to the plaintiffs, for which they are entitled to a remedy. We are also of opinion that the several defendant corporations, having been incorporated and chartered to establish railroads between several termini, according to their respective acts of incorporation, have no right, by the use and combination of several sections of their respective railroads, to establish a continuous and uninterrupted line of transportation by railroad, of persons and property, between Lowell and Boston; and that the actual establishment of such a continuous line of transportation by railroad is substantially making a railroad, other than that authorized to be made by the plaintiffs, to their injury, and contrary to the rights conferred on them by their charter. Demurrer overruled. After the foregoing opinion was delivered, the plaintiffs applied for a temporary injunction. On this application a hearing was had, and depositions were read and arguments made for both parties. And the court, on the 1st of February 1855, issued an injunction, to continue in force while this suit was pending, or until the further order of the court, "to enjoin and restrain the said defendant corporations, and each of them, and their several officers, agents and servants, and all persons in the employment of the said defendant corporations, or either of them, [under the penalty of thirty thousand dollars,] against carrying, transporting or conveying any persons, or property of any kind, by one continuous line of conveyance by railroad cars proceeding from Lowell, or from any point within five miles of the northern terminus of the Boston and Lowell Railroad, and from thence to Boston in the County of Suffolk, or to Charlestown, Cambridge or Somerville in the County of Middlesex, or from said Boston, Cambridge, Charlestown or Somerville, to said Lowell, or any point within five miles of the northern terminus of the Page 40 Boston and Lowell Railroad, by one continuous line of conveyance by railroad cars, between the said termini; and from doing any act or acts towards the effecting or accomplishing such transportation of persons or property, by connecting together, or using in connection certain sections of their respective railroads, as follows, namely: The section of the Boston and Maine Railroad lying between Boston and its intersection with the Salem and Lowell Railroad at Wilmington; that section of the Salem and Lowell Railroad which lies between the last named point and the intersection of said Salem and Lowell Railroad with the Lowell and Lawrence Railroad in Tewksbury; and that section of the Lowell and Lawrence Railroad, between said last mentioned place of intersection and its termination in Lowell; or by any variation or alteration of said places of junction and intersection, or in any other mode, using any sections of said several railroads in such manner as to form a continuous line of conveyance by railroad of persons or property between the said termini. And the said three defendant corporations, their officers, agents, servants, and all persons employed by them, are enjoined and prohibited from using or employing any of the means heretofore stated towards the formation, establishment or maintenance of any such continuous line of conveyance of persons or property, in any of the modes following, to wit: "1st. By any agreement or understanding between themselves, to the effect that either of said corporations shall have the use of the cars of either of the other of said corporations, on its own section of railroad, in such a manner as to form one continuous and uninterrupted transportation of persons or passengers over the said sections of said different railroads, or any two of them, without change of cars or loss of time, or either of them. "2d. Or by taking passengers at one of the said termini to be carried or transported to the other of said termini, without change of cars at the places where any one of the said sections of the said several railroads intersects with either of the other of the said sections; or in any other mode from engaging, Page 41 procuring, employing and using any car or cars, at their common expense or otherwise, for the conveyance of persons or property, for running and passing upon or over the said sections of their respective railroads without change of cars, from either of said termini to the other. "3d. Or by receiving money at either of said termini, as fare or compensation for the passage of any person from one of the said termini to the other, or by selling a ticket for the entire passage, or by taking, at one and the same time and place, payment for said tickets on the several sections of the said respective railroads of the different corporations, or by taking payment in a car, on one section, for a passage on any other section or sections of the same line. "4th. Or by advertising any notice, in any newspaper, pamphlet, written or printed paper, card, circular letter, or by printing or posting up, or causing to be printed or posted up any handbill, placard, or other like paper, giving notice that passengers or merchandise may be carried and transported by railroad through from one of the said termini to the other by one continuous line, or that a passage may be had from one of said termini to the other without change of cars and without stoppage or detention at the said several points of intersection. "5th. Or by painting, or in any way placing upon their cars or any or either of them, the words "Boston and Lowell," or "Lowell and Boston," or by continuing the same or similar words on their said cars or any one of them, or in any other way giving information that a direct and uninterrupted passage by railroad may be had between said termini; or from entering into any other arrangement, or doing any other act, the intent and purpose of which may be to effect a continuous line of travel by railroad for passengers and merchandise in a direct and uninterrupted course between said termini; or from agreeing to use, or actually using the sections or any sections, constituting parts of the lines of their respective railroads, in such manner as form a continuous line of travel or transportation of persons or property from the one to the other of the said termini." Page 42 The following is a copy of the statute of 1855, c. 386, passed on the 18th of May 1855: "An act to establish an independent line of railroad communication between Boston and Lowell. "SECTION 1. The Lowell and Lawrence Railroad Company, the Salem and Lowell Railroad Company and the Boston and Maine Railroad are hereby authorized to make arrangements between themselves for the use in common of those sections of their several railroads which lie between Lowell and Boston, to wit: That section of the Lowell and Lawrence Railroad which lies between Lowell and the point of junction with the Salem and Lowell Railroad in Tewksbury; that section of the Salem and Lowell Railroad which lies between said last named point and a convenient point of junction with the Boston and Maine Railroad in Wilmington; and that section of the Boston and Maine Railroad which lies southwardly of said last named point. And the above named corporations, in conformity to such arrangements, may use said sections of their several railroads, or permit the same to be used, for the transportation of persons and property. "SECTION 2. Any person or corporation who may sustain damage by reason of any acts done by the three corporations above named, or either of them, in pursuance of the authority granted by this act, may have the same estimated in the manner now provided by law for the estimation of damages caused by the laying out, making and maintaining of a railroad; but the application shall be made to the county commissioners of the county of Middlesex; and either party, being dissatisfied with such estimate of damages, shall apply for a jury, the jury shall be taken from such towns in said county as any justice of the court of common pleas shall direct, and the sheriff shall apply to some one of said justices for such direction, and it shall be the duty of said justice to name the towns from which the jury shall be taken in the manner prescribed by law. "SECTION 3. The three railroad corporations named in the first section of this act are authorized to run trains through from Lowell to Boston, and from Boston to Lowell, over the three aforesaid sections of railroad, without change of cars or loss of time, for the conveyance of passengers and merchandise over any portion of the line between Boston and Lowell, and to sell tickets, and to receive payment of money in their cars for the transportation of passengers as aforesaid, and to make joint tariffs for the transportation of merchandise: provided, that this section shall not be construed to permit said corporations, or either of them, to transport passengers or freight from Boston, Charlestown, Cambridge or Somerville, to any point within five miles of the northerly terminus of the Boston and Lowell Railroad, or from any point within five miles of the northerly terminus of said last named railroad to Boston, Charlestown, Cambridge or Somerville. "SECTION 4. The first two sections of this act shall take effect when the same shall have been accepted by all the corporations therein named; but the last two sections shall take effect from and after the passage of this act."
833	dbpedia	2	58	https://buildingsofnewengland.com/tag/train-history/	en	Train History – Buildings of New England	https://buildingsofnewen…/image.jpg?w=200	https://buildingsofnewen…/image.jpg?w=200	[ "https://buildingsofnewengland.com/wp-content/uploads/2022/08/img_5163.jpg?w=1024", "https://buildingsofnewengland.com/wp-content/uploads/2022/01/img_9760.jpg?w=1024", "https://buildingsofnewengland.com/wp-content/uploads/2021/07/img_2875.jpg?w=1024", "https://buildingsofnewengland.com/wp-content/uploads/2021/03/img_0515.jpg?w=1024", "https://buildingsofnewengland.com/wp-content/uploads/2021/03/img_0106.jpg?w=1024", "https://buildingsofnewengland.com/wp-content/uploads/2020/11/img_6711.jpg?w=964", "https://buildingsofnewengland.com/wp-content/uploads/2020/11/img_6712.jpg?w=800", "https://buildingsofnewengland.com/wp-content/uploads/2020/10/img_6386.jpg?w=1024", "https://buildingsofnewengland.com/wp-content/uploads/2020/10/img_6385.jpg?w=1024", "https://buildingsofnewengland.com/wp-content/uploads/2020/09/img_5483.jpg?w=1024", "https://buildingsofnewengland.com/wp-content/uploads/2020/02/28da08a9-846a-4c35-b7ec-8f8ded12c9db.jpg?w=1024", "https://buildingsofnewengland.com/wp-content/uploads/2020/05/image.jpg?w=50", "https://buildingsofnewengland.com/wp-content/uploads/2020/05/image.jpg?w=50", "https://pixel.wp.com/b.gif?v=noscript" ]	[]	[]	[ "" ]	null	[ "Buildings of New England" ]	2022-08-19T07:06:00-04:00	Posts about Train History written by Buildings of New England	en	https://buildingsofnewen…5/image.jpg?w=32	Buildings of New England	https://buildingsofnewengland.com/tag/train-history/	Trinity Place Station was the Boston & Albany Railroad’s second depot for trains running outbound from its newly completed South Station. The depot was designed by Alexander Wadsworth “Waddy” Longfellow, Jr., who from Harvard University in 1876, later studying architecture at the Massachusetts Institute of Technology and the École des Beaux-Arts in Paris, and then worked as senior draftsman in Henry Hobson Richardson‘s office upon his return to the United States. A. W. Longfellow was also the nephew of poet Henry Wadsworth Longfellow. He designed the station of pink granite with a covered platform 375 feet in length. The building long served train commuters leaving the ever-changing Back Bay neighborhood. Consolidated lines led to the station being deemed obsolete, and it was scheduled for demolition. Much of the old line route would be cleared for the right-of-way for the Mass Pike Expansion into Boston. The demolition on Trinity Place was postponed until early 1964 to allow for scenes of the movie, “The Cardinal” to be filmed there. TOOT TOOT! Next stop, Willington, Connecticut. Historically, all of central Connecticut was occupied by various Algonquin tribes which for thousands of years inhabited the region, the larger Pequot and Mohegan, and the smaller Nipmuck, Podunk, Shenipset and Skunkamaug all sharing a common-lineage, and language. In 1720, a party of eight men, originally from England, bought 16,000 acres of the region and called it Wellington after the town in England. Willington was incorporated in 1727. Like many early towns, Willington began as a farming community with modest industry until the 19th century, when the American Industrial Revolution saw mills and factories sprouting up all along the river towns in the region. Villages spouted up in town, mostly following their geographic location in relation to the town center (South Willington, West Willington, etc.) and each had their own industry and character. By the 20th century with industry in decline, many of the former mills and villages closed up and residents moved to “greener pastures”. The town is today mostly rural and serves as a suburb to larger towns nearby. This train depot is located in West Willington just over the town line of Tolland. Due to this, the depot was originally named Tolland Station. Rail service began here in 1850, when the New London, Willimantic and Palmer Railroad Company built a freight and passenger station near this location. The rail line was later absorbed into the larger Central Vermont Railway in 1871. The original depot burned down in 1894, and was replaced that same year by this structure. The line, and this station, were in use for passenger service until 1947, when it closed. The depot has luckily been occupied by businesses ever-since, preserving this building typology in America that we are losing every year. The first train arrived in Gardiner, Maine in 1851. Rail here introduced a new mode of transportation for passengers and freight, which previously relied on horse or ship up the Kennebec River. When the old station was deemed too small and outdated, the Maine Central Railroad Company decided to hire Portland architect, George Burnham to complete plans for a more fitting station. This building is a mix of styles, the two I would categorize it as are Romanesque Revival and Spanish Revival. The building incorporates a number of influences of the two along with a deep overhanging roof supported by large brackets, heavy rusticated granite blocks at the base, and quoining around the windows and corners. The station was in operation until about 1960 when rail service here halted. Since that time, the building has been adaptively reused as a retail store, today as a recreational cannabis dispensary. So you can get high and look at cool architecture! All Aboard!! The Kneeland Street Station was built at the southern edge of Downtown Boston in 1847 for the newly established Old Colony Railroad Company. By the early 1840s, the city of Boston had six major rail lines connecting it with other places including Lowell, Maine, Fitchburg, and Salem to the north, Worcester to the west and Providence to the southwest. The southeastern part of Massachusetts had yet to be served by a rail link to Boston. On March 16, 1844 the Old Colony Railroad Corporation was formed to provide a rail connection between Boston and Plymouth. Construction of the line began in South Boston in 1844 and the line opened to Plymouth in 1845. The company needed a more accessible station to the residents and businessmen of Downtown Boston, so they acquired a large parcel of land on Kneeland Street to extend the line. The corporation hired architect Gridley James Fox Bryant, who designed this stunning railroad station constructed of brick with strong stone trimmings. As was common, a large clock was affixed to the building to allow waiting passengers to know how long they would be waiting. From 1845 to 1893, the Old Colony railroad network grew extensively through a series of mergers and acquisitions with other established railroads, serving lines to Providence, Newport, Fall River, New Bedford and down the Cape. The railroad was acquired in 1893 by the New York, New Haven and Hartford Railroad, and sought to consolidate the many local stations into a larger building. They soon after began construction on Boston’s South Station, re-routing lines to that new building. They sold off the excess stations, including this one on Kneeland Street, and it was eventually demolished in 1918. The railroad line through Crawford Notch in the White Mountains of New Hampshire was completed and opened in 1875 by the Portland and Ogdensburg Railroad, and had a transformative effect on the local economy. Soon after completion, tourists arrived in droves during the summer months to take in the area’s scenic beauty and clean air. From this, wealthy investors built large resort hotels, like the Mount Washington Hotel, to satisfy the demand of the affluent visitors. The Portland and Ogdensburg was taken over by the Maine Central Railroad in 1888, and this depot was built in 1891. It was one of the most elaborate stations built by that railroad’s Mountain Division, because of its prominent location in the mountains. The Crawford Depot presently serves as a visitor center and shop operated by the Appalachian Mountain Club. Nearby is the trailhead to Mount Willard, which has some of the best views for a modest hike. Pennsylvania Station in Manhattan was opened in 1910, and its sheer scale immediately evoked a sense of awe. At the time it was completed, it was the largest building ever built occupying two entire city blocks, and boasted the biggest waiting room in history. Over 500 buildings were demolished for the station to make way for the Charles McKim-designed station, an icon in the Beaux-Arts style. The structure had “nine acres of travertine and granite, 84 Doric columns, a vaulted concourse of extravagant, weighty grandeur, classical splendor modeled after royal Roman baths, rich detail in solid stone, and an architectural quality in precious materials that set the stamp of excellence on a city.” Sadly, being one of the most beloved architectural gems in the city did not constitute its maintenance nor preservation. In 1961, after numerous plans for redevelopment, air-rights were sold on the building and in 1963, Penn Station was razed. The former grand station was replaced by Madison Square Garden and Pennsylvania Plaza, an office skyscraper, all with a modernized station below. When the building was destroyed, art historian Vincent Scully famously said, “One entered the city like a god. One scuttles in now like a rat.” In 1965, two years after Penn Station’s demolition commenced, the city passed a landmarks preservation act, thereby creating the New York City Landmarks Preservation Commission. Additionally, Grand Central Station was proposed to be demolished later in the decade, but was saved thanks to preservation efforts. The Southport railroad stations in Fairfield, Connecticut, are reminders of the important role of railroad passenger service in the historical development of the town which continues to this day. In Southport, there are two stations, an east-bound and west-bound, one on either side of the tracks. The older east-bound station was built in 1884 to replace a depot destroyed by fire. It is typical of the substantial brick stations built at small-town stops throughout the state in the period. The use of brick was likely to prevent fire destroying yet another station. The stations were commonly large enough to accommodate spacious waiting rooms, ticket counters, offices, restrooms, and a baggage area. The brick station was converted to a restaurant, with a modern addition by Roger Ferris + Partners completed by 2017. The wooden west-bound station was built around 1895 as part of a massive rebuilding of the New York, New Haven and Hartford Railroad’s main line. At this time, the railroad adopted a single design-concept for all the stations, reverting to wood construction, and limited the stylistic details. The Southport station has an interesting design however; with its saltbox-like roofline, bargeboards, and stick detailing. Imagine all the people and stories that passed through these buildings. Parents saying goodbye to children going off to college or war, businessmen and women commuting to and from work, or people like me who took it to Manhattan! The village of Waban in Newton, Massachusetts, was named after a Massachusett Chief who had previously resided atop Nonantum Hill on the Newton-Brighton line. This location is believed to have been a favorite hunting ground for Waban (the Wind) and his people. Throughout much of the 19th century, Waban remained a quiet agricultural region. As late as 1874, fewer than 20 families held title to all of its land. In the mid-1880s, however, interest in suburban developments near the Boston and Albany Railroad became increasingly widespread. Seeing suburbanization in the late 19th century and into the early 20th century. The station that allowed all the development in the early days of Waban was built in 1886. The Boston & Albany Railroad hired renowned architect Henry Hobson Richardson to design the station, and many others on branches of the various lines radiating out from Boston. The Highland Branch (which this station was on) was later acquired by the MBTA in Boston, which operated it as a Commuter line. Waban Station closed along with the rest of the Highland Branch commuter rail line in 1958 and reopened a year later in 1959 as part of the Green Line’s D Branch. The gorgeous H.H. Richardson-designed station was demolished in order to build a 74-space parking lot. They literally paved paradise, and put up a parking lot… Located at the northern edge of Downtown Providence, Rhode Island, the Union Station complex transports us back to a time where the railroad ruled. The original Union Station was Providence’s first, opening in 1847 and was considered “a brilliant example of Romanesque architecture” in its time, and titled the longest building in America. The station was outgrown by the end of the 19th century. Stakeholders were analyzing what to do with the building, until a fire gutted the building in 1896, making way for a more advanced and larger station. The new Union Station was designed by the architectural firm of Stone, Carpenter & Willson, who were based out of Providence. Built in 1898, the new station in the Renaissance Revival style, was constructed with a unique yellow brick. Since the conclusion of WWII, the station, as with many nationwide, suffered a massive decline which correlated with personal automobile ownership and use. The station eventually closed and a new station was built just north, across from the State House. The old Union Station was adaptively reused and now is home to Rhode Island Public Radio, Union Station Brewery, and various non-profits.
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"https://en.wikipedia.org/static/images/footer/wikimedia-button.svg", "https://en.wikipedia.org/static/images/footer/poweredby_mediawiki.svg" ]	[]	[]	[ "" ]	null	[ "Contributors to Wikimedia projects" ]	2002-10-20T23:56:45+00:00		en	/static/apple-touch/wikipedia.png		https://en.wikipedia.org/wiki/Lowell,_Massachusetts	City in Massachusetts, United States Lowell ( ) is a city in Massachusetts, United States. Alongside Cambridge, it is one of two traditional seats of Middlesex County. With an estimated population of 115,554 in 2020,[3] it was the fifth most populous city in Massachusetts as of the last census, and the third most populous in the Boston metropolitan statistical area.[4] The city is also part of a smaller Massachusetts statistical area, called Greater Lowell, and of New England's Merrimack Valley region. Incorporated in 1826 to serve as a mill town, Lowell was named after Francis Cabot Lowell, a local figure in the Industrial Revolution. The city became known as the cradle of the American Industrial Revolution because of its textile mills and factories. Many of Lowell's historic manufacturing sites were later preserved by the National Park Service to create Lowell National Historical Park.[5] During the Cambodian genocide (1975–1979), the city took in an influx of refugees, leading to a Cambodia Town and America's second-largest Cambodian-American population.[6] Lowell is home to two institutions of higher education. UMass Lowell, part of the University of Massachusetts system, has three campuses in the city. Middlesex Community College's two campuses are in Lowell and in the town of Bedford, Massachusetts. Arts facilities in the city include the Whistler House Museum of Art, the Merrimack Repertory Theatre, the Lowell Memorial Auditorium, and Sampas Pavilion. In sports, the city has a long tradition of boxing, hosting the annual New England Golden Gloves boxing tournament. The city has a baseball stadium, Edward A. LeLacheur Park, and a multipurpose indoor sports arena, the Tsongas Center, both of which have hosted collegiate and minor-league professional sports teams. History [edit] Indigenous and Colonial History [edit] The Pawtucket Falls, which provided the hydropower for Lowell's industry in the 1800s, also served as an important seasonal fishing site for native people at the time of European colonization in the 1600s.[7] The Pawtucket people are named for this location, literally meaning "at the falls" in Massachusett.[8] In the mid-1600s, English efforts to convert native people to Christianity led to the founding of the "praying town" of Wamesit at the confluence of the Concord and Merrimack Rivers in what is today Lowell,[7] however the population of Wamesit was reckoned at only 75 people just prior to King Phillip's War,[7] which significantly altered relations between English colonists and indigenous groups in New England, and led to the abandonment of many praying towns. By the 1800s, the area that would become Lowell was part of the farming community of East Chelmsford, Massachusetts. Founding and Early Industry [edit] Founded in the 1820s as a planned manufacturing center for textiles, Lowell is located along the rapids of the Merrimack River, 25 mi (40 km) northwest of Boston in what was once the farming community of East Chelmsford, Massachusetts. The so-called Boston Associates, including Nathan Appleton and Patrick Tracy Jackson of the Boston Manufacturing Company, named the new mill town after their visionary leader, Francis Cabot Lowell,[9] who had died five years before its 1823 incorporation. As Lowell's population grew, it acquired land from neighboring towns, and diversified into a full-fledged urban center. Many of the men who composed the labor force for constructing the canals and factories had immigrated from Ireland, escaping the poverty and Great Famine of the 1830s and 1840s. The mill workers, young single women called Mill Girls, generally came from the farm families of New England. By the 1850s, Lowell had the largest industrial complex in the United States. The textile industry wove cotton produced in the Southern United States. In 1860, there were more cotton spindles in Lowell than in all eleven states combined that would form the Confederate States of America.[10] Many of the coarse cottons produced in Lowell eventually returned to the South to clothe enslaved people, and, according to historian Sven Beckert, "'Lowell' became the generic term slaves used to describe coarse cottons."[11] The city continued to thrive as a major industrial center during the 19th century, attracting more migrant workers and immigrants to its mills. Next were the Catholic Germans, followed by a large influx of French Canadians during the 1870s and 1880s. Later waves of immigrants came to work in Lowell and settled in ethnic neighborhoods, with the city's population reaching almost 50% foreign-born by 1900.[12] By the time World War I broke out in Europe, the city had reached its economic peak. In 1922, it was affected by the 1922 New England Textile Strike, shutting down the mills in the city over an attempted wage cut.[13][14] The Mill Cities' manufacturing base declined as companies began to relocate to the South in the 1920s.[12] The city fell into hard times, and was even referred to as a "depressed industrial desert" by Harper's Magazine in 1931, as the Great Depression worsened. At this time, more than one third of its population was "on relief" (government assistance), as only three of its major textile corporations remained active.[12] Several years later, the mills were reactivated, making parachutes and other military necessities for World War II. However, this economic boost was short-lived and the post-war years saw the last textile plants close. Zoning, development and the Massachusetts Miracle [edit] In the 1970s, Lowell became part of the Massachusetts Miracle, being the headquarters of Wang Laboratories. At the same time, Lowell became home to thousands of new immigrants, many from Cambodia, following the genocide at the hands of the Khmer Rouge. The city continued to rebound, but this time, focusing more on culture. The former mill district along the river was partially restored and became part of the Lowell National Historical Park, founded in the late 1970s. Although Wang went bankrupt in 1992, the city continued its cultural focus by hosting the nation's largest free folk festival, the Lowell Folk Festival, as well as many other cultural events. This effort began to attract other companies and families back to the urban center. Additional historic manufacturing and commercial buildings were adapted as residential units and office space. By the 1990s, Lowell had built a new ballpark and arena, which became home to two minor league sports teams, the Lowell Devils and Lowell Spinners. The city also began to have a larger student population. The University of Massachusetts Lowell and Middlesex Community College expanded their programs and enrollment. During the period of time when Lowell was part of the Massachusetts Miracle, the Lowell City Development Authority created a Comprehensive Master Plan which included recommendations for zoning adaptations within the city. The city's original zoning code was adopted in 1926 and was significantly revised in 1966 and 2004, with changes included to respond to concerns about overdevelopment.[15] In 2002, in lieu of updating the Comprehensive Master Plan, more broad changes were recommended so that the land use and development would be consistent with the current master plan. The most significant revision to the 1966 zoning code is the adoption of an inclusion of a transect-based zoning code and some aspects of a form-based code style of zoning that emphasizes urban design elements as a means to ensure that infill development will respect the character of the neighborhood or district in question. By 2004, the recommended zoning changes were unanimously adopted by the City Council and despite numerous changes to the 2004 Zoning Code, it remains the basic framework for resolving zoning issues in Lowell to this day.[16] The Hamilton Canal District (HCD) is the first district in Lowell in which regulation and development is defined by Form-Based Code (HCD-FBC) and legislated by its own guiding framework consistent to the HCD Master Plan.[17] The HCD is a major redevelopment project that comprises 13 acres of vacant, underutilized land in downtown Lowell abutting former industrial mills. Trinity Financial was elected as the Master Developer to recreate this district with a vision of making a mixed-use neighborhood. Development plans included establishing the HCD as a gateway to downtown Lowell and enhanced connectivity to Gallagher Terminal.[18][19] Anti-crime efforts [edit] In the 1990s, Lowell had been locally notorious for being a place of high drug trafficking and gang activity, and was the setting for a real life documentary, High on Crack Street: Lost Lives in Lowell. In the years from 1994 to 1999, crime dropped 50 percent, the highest rate of decrease for any city in America with over 100,000 residents. Within one generation, by 2009, Lowell was ranked as the 139th most dangerous city of over 75,000 residents in the United States, out of 393 communities. Out of Massachusetts cities, nine are larger than 75,000 residents, and Lowell was fifth.[20] For comparison Lowell was still rated safer than Boston (104 of 393), Providence, RI (123), Springfield (51), Lynn (120), Fall River (103), and New Bedford (85), but rated more dangerous than Cambridge (303), Newton (388), Quincy (312), and Worcester (175).[20] Geography [edit] Lowell is located at (42.639444, −71.314722).[21] According to the United States Census Bureau, the city has a total area of 14.5 square miles (38 km2) of which 13.8 square miles (36 km2) is land and 0.8 square miles (2.1 km2) (5.23%) is water. Climate [edit] Lowell features a four-season Humid continental climate, with long and very cold winters, which typically experience an average 56 in (1,400 mm) of snowfall, with the highest ever recorded seasonal snowfall being 120 in (3,000 mm) in the winter of 2014–2015. Summers are hot and humid, and of average length, while autumn and spring are brief transition periods between the two. On average, temperature in Lowell ranges from 64 to 84 °F (18 to 29 °C) in the summer months, and between 2 and 33 °F (−17 and 1 °C) in the winter months, with the yearly average being 49 °F (9 °C). Physical [edit] Lowell is located at the confluence of the Merrimack and Concord rivers. The Pawtucket Falls, a mile-long set of rapids with a total drop in elevation of 32 feet, ends where the two rivers meet. At the top of the falls is the Pawtucket Dam, designed to turn the upper Merrimack into a millpond, diverted through Lowell's extensive canal system. The Merrimack, which flows southerly from Franklin, New Hampshire to Lowell, makes a northeasterly turn there before emptying into the Atlantic Ocean at Newburyport, Massachusetts, approximately 40 mi (64 km) downriver from Lowell. It is believed that in prior ages, the Merrimack continued south from Lowell to empty into the ocean somewhere near Boston. The glacial deposits that redirected the flow of the river left the drumlins that dot the city, most notably, Fort Hill in the Belvidere neighborhood. Other large hills in Lowell include Lynde Hill, also in Belvidere, and Christian Hill, in the easternmost part of Centralville at the Dracut town line. The Concord, or Musketaquid (its original name), forms from the confluence of the Assabet and Sudbury rivers at Concord, Massachusetts. This river flows north into the city, and the area around the confluence with the Merrimack was known as Wamesit. Like the Merrimack, the Concord, although a much smaller river, has many waterfalls and rapids that served as power sources for early industrial purposes, some well before the founding of Lowell. Immediately after the Concord joins the Merrimack, the Merrimack descends another ten feet in Hunt's Falls. There is an ninety-degree bend in the Merrimack partway down the Pawtucket Falls. At this point, the river briefly widens and shallows. Here, Beaver Brook enters from the north, separating the city's two northern neighborhoods, Pawtucketville and Centralville. Entering the Concord River from the southwest is River Meadow, or Hale's Brook. This brook flows largely in a man-made channel, as the Lowell Connector was built along it. Both of these minor streams have limited industrial histories as well. The bordering towns (clockwise from north) are Dracut, Tewksbury, Billerica, Chelmsford, and Tyngsborough. The border with Billerica is a point in the middle[citation needed] of the Concord River where Lowell and Billerica meet Tewksbury and Chelmsford. The ten communities designated part of the Lowell Metropolitan area by the 2000 US Census are Billerica, Chelmsford, Dracut, Dunstable, Groton, Lowell, Pepperell, Tewksbury, Tyngsborough, and Westford, and Pelham, New Hampshire. See Greater Lowell. Neighborhoods [edit] Lowell has eight distinct neighborhoods: the Acre, Back Central, Belvidere, Centralville, Downtown, Highlands, Pawtucketville, and South Lowell.[24] The city also has five ZIP codes: four are geographically distinct general ZIP codes, and one (01853) is for post-office boxes only. The Centralville neighborhood, ZIP Code 01850, is the northeastern section of the city, north of the Merrimack River and east of Beaver Brook. Christian Hill is the section of Centralville east of Bridge Street. The Highlands, ZIP Code 01851, is the most populated neighborhood, with almost a quarter of the city residing here. It is located in the southwestern section of the city, bordered to the east by the Lowell Connector and to the north by the railroad. Lowellians further distinguish the sections of the Highlands as the Upper Highlands and the Lower Highlands, the latter being the area closer to downtown. Middlesex Village, Tyler Park, and Drum Hill are in this ZIP Code. The Upper Highlands also includes the University of Massachusetts Lowell, South Campus (Fine Arts, Humanities, Social Sciences, Health Sciences & Education). Downtown, Belvidere, Back Central, and South Lowell make up the 01852 ZIP Code, and are the southeastern sections of the city (south of the Merrimack River and southeast of the Lowell Connector). Belvidere is the mostly residential area south of the Merrimack River, east of the Concord River, and north of the Lowell and Lawrence railroad. Belvidere Hill Historic District runs along Fairmount Street. Lower Belvidere is the section west of Nesmith Street. Rogers Fort Hill Park Historic District, Lowell Cemetery, and Shedd Park are this side of town. Back Central is an urban area south of downtown, toward the mouth of River Meadow Brook. South Lowell is the area south of the railroad and east of the Concord River. Other minor neighborhoods within this ZIP Code are Ayers City, Bleachery, Chapel Hill, the Grove, Oaklands, Riverside Park, Swede Village, and Wigginville. Although the use of the names of these smaller neighborhoods has been in decline in the past decades, there has been recently a reemergence of their use. Downtown Lowell includes the UMass Lowell East Campus which consists of university housing, recreation facilities, research and the university's sports arena, as well as the Middlesex Community College. Pawtucketville, the University of Massachusetts Lowell, North Campus; and the Acre make up the 01854 ZIP Code. The northwestern portion of the city includes the neighborhood where Jack Kerouac resided around the area of University Avenue (previously known as Moody Street). The North Campus of UMass Lowell (Colleges of Engineering, Sciences and Business) is in Pawtucketville near the Lowell General Hospital. The older parts of the neighborhood are around University Avenue and Mammoth Road, whereas the newer parts are around Varnum Avenue. Pawtucketville is the official entrance to the Lowell-Dracut-Tyngsborough State Forest, the site of an historic Native American tribe, and in the age of the Industrial Revolution was a prominent source of granite used in canals and factory foundations.[25] Demographics [edit] Historical populationYearPop.±%18306,474— 184020,796+221.2%185033,383+60.5%186036,827+10.3%187040,928+11.1%188059,475+45.3%189077,696+30.6%190094,969+22.2%1910106,294+11.9%1920112,759+6.1%1930100,234−11.1%1940101,389+1.2%195097,249−4.1%196092,107−5.3%197094,239+2.3%198092,418−1.9%1990103,439+11.9%2000105,167+1.7%2010106,519+1.3%2020115,554+8.5%2022113,608−1.7% = population estimate. Source: United States census records and Population Estimates Program data.[26][27][28][29][30][31][32][33][34][35][36][37] Source: U.S. Decennial Census[38] 2020 census [edit] Lowell, Massachusetts – Racial and ethnic composition Note: the US Census treats Hispanic/Latino as an ethnic category. This table excludes Latinos from the racial categories and assigns them to a separate category. Hispanics/Latinos may be of any race. Race / Ethnicity (NH = Non-Hispanic) Pop 2000[39] Pop 2010[40] Pop 2020[41] % 2000 % 2010 % 2020 White (NH) 65,760 56,280 46,908 62.53% 52.84% 40.59% Black or African American (NH) 3,644 6,367 9,570 3.46% 5.98% 8.28% Native American or Alaska Native (NH) 170 137 111 0.16% 0.13% 0.10% Asian (NH) 17,302 21,337 25,548 16.45% 20.03% 22.11% Pacific Islander or Native Hawaiian (NH) 12 34 56 0.01% 0.03% 0.05% Some other race (NH) 474 1,554 2,494 0.45% 1.46% 2.16% Mixed race or Multiracial (NH) 3,071 2,414 5,816 2.92% 2.27% 5.03% Hispanic or Latino (any race) 14,734 18,396 25,051 14.01% 17.27% 21.68% Total 105,167 106,519 115,554 100.00% 100.00% 100.00% Population Density: According to the 2010 Census,[42] there were 106,519 people living in the city. The population density was 7,842.1 inhabitants per square mile (3,027.9/km2). There were 41,431 housing units at an average density of 2,865.5/sq mi (1,106.4/km2). Household Size: 2010, there were 38,470 households, and 23,707 families living in Lowell; the average household size was 2.66 and the average family size was 3.31. Of those households, 34.9% had children under the age of 18 living with them, 35.9% were married couples living together, 14.7% had a female householder with no husband present, 38.4% were non-families, 29.4% of all households were made up of individuals, and 8.3% had someone living alone who was 65 years of age or older.[42] Age Distributions: Lowell has also experienced a significant increase in the number of residents between the ages of 50-69 while the percentages of residents under the age of 15 and over the age of 70 decreased.[43] In 2010 the city's population had a median age of 32.6.[44] The age distribution was 23.7% of the population under the age of 18, 13.5% from 18 to 24, 29.4% from 25 to 44, 23.3% from 45 to 64, and 10.1% who were 65 years of age or older. For every 100 females, there were 98.6 males; while for every 100 females age 18 and over, there were 97.6 males.[44] Median Income: for a household in the city was $51,714, according to the American Community Survey 5-year estimate ending in 2012.[45] The median income for a family was $55,852. Males had a median income of $44,739 versus $35,472 for females. The per capita income for the city was $22,730. About 15.2% of families and 17.5% of individuals were below the poverty line, including 24.5% of those under age 18 and 13.2% of those age 65 or over.[46] Racial Makeup: In 2010, the ethnic diversity of the city was 60.3% White (49.3% Non-Hispanic White[47]), 20.2% Asian American (12.5% Cambodian, 2.0% Indian, 1.7% Vietnamese, 1.4% Laotian), 6.8% African American, 0.3% Native American, 8.8% from other races, 3.6% from two or more races. Hispanic or Latino of any race were 17.3% of the population. The largest Hispanic group was those of Puerto Rican ancestry, constituting 11.3% of the population.[48] Cambodian-American Population: In 2010, Lowell had the highest proportion of residents of Cambodian origin of any place in the United States at 12.5% of the population. The Government of Cambodia opened up its third U.S. Consular Office in Lowell, on April 27, 2009, with Sovann Ou as current advisor to the Cambodian Embassy.[49] The other consular offices are in Long Beach, California, and Seattle, Washington, which also have large Cambodian communities. In 2022, Lowell elected the first Cambodian-American mayor in the United States, Sokhary Chau.[50] Crime data [edit] According to current FBI Crime Data Analysis, Lowell is the 46th most dangerous city in the Commonwealth of Massachusetts, for all sizes.[51] In 2018, the violent crime rate for Lowell was less than half of the violent crime rate in Boston, with no murders compared to 49 in Boston. Lowell's crime rate has dropped tremendously since the 1990s, and while the likelihood of becoming a victim of violent crime in Massachusetts are 1 in 265, the odds in Lowell are 1 in 289, making Lowell (approximately) 10% safer than the rest of the state, on average.[52] Lowell's violent crime rate is comparable to Honolulu, HI and is less than one-quarter that of Washington, D.C.[53] Arts and culture [edit] Annual events [edit] February: Winterfest – celebration of winter. (Also, Lowell's Birthday) March: Lowell Women's Week[54] – A week of events recognizing women's achievements, struggles, and contributions to the Lowell community past and present. Irish Cultural Week - A celebration of Irish history and hulture within the Greater Lowell community. April: Lowell Film Festival[55] – Showcases documentary and feature-length films focusing on a variety of topics of interest to the Greater Lowell community and beyond May: Doors Open Lowell[56] – A celebration of preservation, architecture, and design where many historic buildings that normally have limited public access are open for viewing June: African Festival[57] – A celebration of the various African communities in and around Lowell July: Lowell Folk Festival – A three-day free folk music and traditional arts festival attended by on average 250,000 people on the last weekend in July August: Lowell Southeast Asian Water Festival[58] – celebrates Southeast Asian culture September: Lowell Kinetic Sculpture Race[59] – From the crossroads of Science, Technology, Engineering, Art and Mathematics comes a spectacular racing spectacle! October: Lowell Celebrates Kerouac Festival[60] – A celebration of the works of Jack Kerouac and his roots in the city of Lowell October: Bay State Marathon and half marathon Points of interest [edit] Among the many tourist attractions, Lowell also currently has 39 places on the National Register of Historic Places including many buildings and structures as part of the Lowell National Historical Park. In the mid-1980s, Kerouac Park was placed in downtown.[61] Lowell National Historical Park: Maintains Lowell's history as an early manufacturing and immigrant city. Exhibits include weave rooms, a waterpower exhibit, and paths along 5.6 mi (9.0 km) of largely restored canals. Lowell-Dracut-Tyngsboro State Forest: Hiking, biking, and cross-country skiing trails in an urban state forest University of Massachusetts Lowell: State University University of Massachusetts Lowell Radiation Laboratory: The site of a small nuclear reactor at the school Vandenberg Esplanade: Walking, biking, swimming, and picnicking park along the banks of the Merrimack River. Contains the Sampas Pavilion. Western Avenue Studios:[62] Largest complex of artists studios in the United States at 122 Western Avenue. Jack Kerouac's birthplace: In the Centralville section of the city at 9 Lupine Road. Armenian genocide memorial: "A Mother's Hands" monument at Lowell City Hall. Bette Davis's birthplace: In the Highlands section of the city at 22 Chester Street. Rosalind Elias's birthplace: In the Acre neighborhood at 144 School Street . Lowell Cemetery: burial site of many of Lowell's wealthy industrialists from the Victorian era, as well as several U.S. Congressmen, a Massachusetts Governor, John McFarland, and a U.S. Senator. 77 Knapp Avenue. Edson Cemetery: burial site of Jack Kerouac and William Preston Phelps. Location of a monument dedicated to Chief Passaconaway. 1375 Gorham Street. The Acre: Lowell's gateway neighborhood where waves of immigrants have established their communities. Yorick Building: Former home of the gentlemen's club the "Yorick Club", currently a restaurant & function facility (Cobblestones). Little Cambodia: In 2010, the city began an effort to make it a tourist destination.[63] Culture [edit] In the early years of the 1840s when the population quickly exceeded 20,000, Lowell became very active as a cultural center, with the construction of the Lowell Museum, the Mechanics Hall, as well as the new City Hall used for art exhibits, lectures, and for the performing arts. The Lowell Museum was lost in a devastating fire in the early morning of January 31, 1856,[64] but was quickly rehoused in a new location. The Lowell Art Association was founded in 1876, and the new Opera House was built in 1889.[65] Continuing to inspire and entertain, Lowell currently has a plethora of artistic exhibitions and performances throughout a wide range of venues in the city: Museums and public galleries [edit] 119 Gallery[66] Arts League of Lowell & All Gallery[67] The American Textile History Museum (closed in 2016)[68] Ayer Lofts[69] Artist Live-work Lofts The Boott Cotton Mills Museum: Lowell National Historic Park Brush Art Gallery and Studios[70] Gallery Z & Artist Cooperative[71] The Lowell Gallery[72] Mill No. 5 – an eclectic indoor mall/streetscape featuring artisanal foods and hand-made items, live music and The Luna Theater, an independent film venue.[73] National Streetcar Museum[74] The New England Quilt Museum[75] Patrick J. Mogan Cultural Center: Lowell National Historic Park Whistler House Museum of Art – Art museum in birthplace of James McNeill Whistler. Western Avenue Studios (The Loading Dock Galleries)[76] – A converted mill with over 300 working artists and musicians. UMass Lowell Galleries[77] Interactive and live performances [edit] Angkor Dance Troupe[78] – Cambodian classical and folk dance company and youth program[79] Arts League of Lowell[80] Center for Lowell History, University of Massachusetts Lowell[81] – local history library and archive The Gentlemen Songsters[82] The Lowell Chapter of The Barbershop Harmony Society – Causing Harmony In The Merrimack Valley. Lowell Memorial Auditorium – Mid-sized venue for live performances. The Lowell Chamber Orchestra[83] – First professional orchestra based in Lowell Lowell Philharmonic Orchestra[84] – Community orchestra presenting free concerts and offering youth programs Lowell Poetry Network[85] – A network of area poets and appreciators of poetry who host readings, receptions, and open mics. Lowell Rocks[86] – Lowell nightlife and entertainment web site promoting performances at local bars and clubs Lowell Summer Music Series[87] – Boarding House Park Merrimack Repertory Theater – Professional equity theater Play by Player's Theatre Company – critically acclaimed community theater RRRecords – Internationally known record label and store Sampas Pavilion – Outdoor amphitheater on the banks of the Merrimack River Standing Room Only Players – musical review troupe UMass Lowell Department of Music Performances[88] The United Teen Equality Center[89] A by teens, for teens youth center promoting peace, positivity and empowerment for young people in Lowell. UnchARTed[90] – Gallery, studios, cafe, bar, and performance space in downtown Lowell Libraries [edit] Municipal [edit] Pollard Memorial Library / Lowell City Library [edit] Main article: Pollard Memorial Library The first Lowell public library was established in 1844 with 3,500 volumes, and was set up in the first floor of the Old City Hall, 226 Merrimack St. In 1872, the expanding collection was relocated down the street to the Hosford Building[91] at 134 Merrimack St. In 1890–1891, the City of Lowell hired local Architect Frederick W. Stickney to design the new Lowell City Library, known as "Memorial Hall, in honor of the city's men who died in the American Civil War.[92] In 1981, the library was renamed the Pollard Memorial Library in memory of the late Mayor Samuel S. Pollard. And, in the mid-2000s the century-old National Historic building underwent a major $8.5m renovation.[93] The city also expanded the library system to include the Senior Center Branch, located in the City of Lowell Senior Center.[94] In fiscal year 2008, the city of Lowell spent 0.36% ($975,845) of its budget on its public libraries, which houses 236,000 volumes, and is a part of the Merrimack Valley Library Consortium. Currently, circulation of materials averages around 250,000 annually, with approximately one-third deriving from the children's collection.[92][95] In fiscal year 2009, Lowell spent 0.35% ($885,377) of its budget on the library—approximately $8 per person, per year ($9.83 adjusted for inflation in 2021).[96] As of 2012, the Pollard Library purchases access for its patrons to databases owned by: EBSCO Industries; Gale, of Cengage Learning; Heritage Archives, Inc.; New England Historic Genealogical Society; OverDrive, Inc.; ProQuest; and World Trade Press.[97] University [edit] Lydon Library [edit] The Lydon Library is a part of the University of Massachusetts Lowell system, and is located on the North Campus. The building is named in honor of President Martin J. Lydon, whose vision expanded and renamed the college during his tenure in the 1950s and 1960s.[98] Its current collection concentrates on the sciences, engineering, business management, social sciences, humanities, and health.[99] O'Leary Library [edit] The O'Leary Library is a part of the University of Massachusetts Lowell system, and is located on the South Campus. The building is named in honor of former History Professor and then President O'Leary, whose vision helped merge the Lowell colleges during his tenure in the 1970s and 1980s.[100] Its current collection concentrates on music and art.[101] Center for Lowell History [edit] The Center for Lowell History [special collections and archives] is a part of the University of Massachusetts Lowell system, established in 1971 to assure the safekeeping, preservation, and availability for study and research of materials in unique subject areas, particularly those related to the Greater Lowell Area and the University of Massachusetts Lowell. Located downtown in the Patrick J. Mogan Cultural Center at 40 French Street, the center is committed to the design and implementation of historical, educational, and cultural programs that link the university and the community in developing an economically strong and multi-culturally rich region. Its current collections and archives focus on historic and contemporary issues of Lowell (including: industrialization, textile technology, immigration, social history, regional history, labor history, women's history, and environmental history).[102] Sports [edit] Boxing [edit] Boxing has formed an important part of Lowell's working-class culture. The city's auditorium hosts the annual New England Golden Gloves tournament, which featured fighters such as Rocky Marciano, Sugar Ray Leonard, and Marvin Hagler. Micky Ward and Dicky Eklund both began their careers in Lowell, the subject of the 2010 film The Fighter.[103] Arthur Ramalho's West End Gym is where many of the city's boxers train.[104] Teams [edit] University of Massachusetts Lowell River Hawks, NCAA Division I Hockey, Soccer, Basketball, Baseball, Softball, Track & Field, Field Hockey, Volleyball Lowell Spinners – Former Class A short-season professional baseball affiliate of the Boston Red Sox Lowell All-Americans – NECBL (Collegiate Summer Baseball) New England Riptide – National Pro Fastpitch League (Major League Softball) Lowell Nor'easter[105] – Semi-Professional football team (New England Football League) Greater Lowell United FC – Semi-Pro soccer team (NPSL)[106][107] Parks and recreation [edit] Athletic venues [edit] Edward A. LeLacheur Park Baseball Stadium – owned by the University of Massachusetts Lowell Lowell Memorial Auditorium – performance and boxing venue. Tsongas Center at UMass Lowell – multi-use sports and concert venue (6500 seats hockey, 7800 concerts)- the University of Massachusetts Lowell River Hawks, and various arena shows. On April 1, 2006, the arena held the 2006 World Curling Championships. Cawley Memorial Stadium – Stadium for Lowell High School and other sporting events around the Merrimack Valley. Uses FieldTurf. Former home of the MICCA Marching Band Championship Finals Stoklosa Alumni Field – Baseball stadium, used by Lowell All-Americans (4,000 seats) Costello Athletic Center indoor arena on campus of the University of Massachusetts Lowell UMass Lowell Bellgarde Boathouse[108] used as a rowing and kayaking center for UMass Lowell and the greater Lowell area Long Meadow Golf Club[109] – Private 9 hole Golf course in the Belvidere neighborhood Mount Pleasant Golf Club[110] – Private 9 hole Golf course in the Highlands neighborhood Government [edit] Lowell City Council (as of 2/2024)[111] Sokhary Chau * John Descoteaux Erik Gitschier Wayne Jenness John Leahy Rita M. Mercier Vesna Nuon Corey Robinson Daniel Rourke Kimberly Scott Paul Ratha Yem * =current mayor **=former mayor Lowell has a Plan-E council-manager government.[112] There are eleven city councilors and seven school committee members. The City Council is elected every two years and is composed of eight district seats and three at-large seats. The School Committee is elected for two-year terms and is composed of four district seats, two at-large seats, and the mayor.[113] City Council and School Committee elections are non-partisan. In 1957, Lowell voters repealed a single-transferable-vote system, which had been in place since 1943.[114] The City Council chooses one of its members as mayor, and another as vice-mayor. The role of the mayor is primarily ceremonial. The mayor runs the weekly meetings under the guidance of the City Clerk. In addition, the mayor serves as the Chairperson of the School Committee. The administrative head of the city government is the City Manager, who is responsible for all day-to-day operations, functioning within the guidelines of City Council policy, and is hired by and serves indefinitely at the pleasure of at least 5 of 9 City Councilors. As of April 2017, the City Manager is Eileen M. Donghue replacing Kevin J. Murphy.[115][116] Lowell is represented in the Massachusetts General Court by elected state representatives Rodney Elliot[117] (D- 16th Middlesex), Vanna Howard[118] (D- 17th Middlesex), Rady Mom (D- 18th Middlesex),[119] and by State Senator Edward J. Kennedy (1st Middlesex) who is also a City Councilor. Federally, the city is part of Massachusetts's 3rd congressional district and represented by Lori Trahan (D). The state's senior Senator is Elizabeth Warren (D). the state's junior Senator is Ed Markey (D). In July 2012, Lowell youth led a nationally reported campaign to gain voting privileges for 17-year-olds in local elections; it would have been the first municipality to do so.[120][121] The 'Vote 17' campaign was supported by national researchers; its goals were to increase voter turnout, create lifelong civic habits, and increase youth input in local matters.[122] The effort was led by youth at the United Teen Equality Center in downtown Lowell.[89] Registered Voters and Party Enrollment as of February 15, 2012[123] Party Number of Voters Percentage Democratic 20,420 40.48% Republican 4,542 9.00% Unenrolled 25,110 49.78% Other 374 0.74% Total 50,446 100% Voting rights lawsuit [edit] Lowell is the last city in Massachusetts to use a fully plurality-at-large system due to its impact in diluting minority representation on its city council and school committee. With majority bloc voting these two committees were all-white, and had been mostly so for decades, despite the fact that the city's minority population had grown to 49%.[124] On May 18, 2017, the Boston Lawyers' Committee for Civil Rights and Economic Justice filed a federal lawsuit on behalf of Latino and Asian-American voters, charging Lowell with violating the Voting Rights Act.[124] On May 29, 2019, a settlement agreement was reached that laid out six options for Lowell voters to review:[125] A single-member district-based system, with nine city council districts including at least two majority-minority districts, and three school committee districts electing two members each, with at least one being a majority-minority district. A hybrid system that combines single-member district-based seats with at-large seats: Hybrid 8-1 will have eight single-member districts (at least two majority-minority) and one at-large seat for the city council, and four single-member districts (at least one majority-minority) and two at-large seats for the school committee; Hybrid 8-3 is the same as 8-1 but expanding the city council by two at-large seats; Hybrid 7-2 will have seven single-member districts (at least two majority-minority) and two at-large seats for the city council, and seven single-member districts (at least two majority-minority) for the school committee (increasing its size by one); An at-large system of nine city council seats and six school committee seats, elected using single transferable vote — a return to the system in place between 1943 and 1957. A three-district system elected using single transferable vote, with three members from each elected to the city council and two members from each elected to the school committee. Two options will be selected by the city council and will be put before the voters to choose in a non-binding referendum in November 2019, with a final decision by the city council in December 2019. The new system must be put in place by the November 2021 municipal elections. Education [edit] Colleges and universities [edit] With a rapidly growing student population, Lowell has been considered an emerging college town.[126] With approximately 12,000 students at Middlesex Community College (MCC) and 19,000 students at University of Massachusetts Lowell, Lowell is currently home to more than 31,000 undergraduate, graduate and doctoral students, and the location of some of the top research laboratories in Massachusetts. UMass Lowell is the third largest state university and fifth largest university in Massachusetts, while MCC is the second largest Associate's college in Massachusetts.[127] Middlesex Community College University of Massachusetts Lowell Primary and secondary schools [edit] Public schools [edit] Lowell Public Schools operates district public schools. Lowell High School is the district public high school. Non-district public schools include Greater Lowell Technical High School, Lowell Middlesex Academy Charter School,[128] Lowell Community Charter Public School,[129][130] and Collegiate Charter School of Lowell.[131] Lowell Public Schools is an above average, public school district located in Lowell, MA. It has 14,247 students in grades Pre-K, K–12 with a student-teacher ratio of 14 to 1.[132] Lowell High School students have the opportunity to take Advanced Placement® course work and exams. The AP® participation rate at Lowell High is 29 percent. The student body makeup is 50 percent male and 50 percent female, and the total minority enrollment is 68 percent with a student-teacher ratio of 14 to 1.[133] Media [edit] Newspaper [edit] The Sun, headquartered in downtown Lowell, is a major daily newspaper serving Greater Lowell and southern New Hampshire. The newspaper had an average daily circulation of about 42,900 copies in 2011.[134] Continuing a trend of concentration of newspaper ownership, The Sun was sold to newspaper conglomerate MediaNews Group in 1997 after 119 years of family ownership.[135] Radio [edit] WCAP AM 980, talk radio WLLH AM 1400 Spanish Tropical WUML FM 91.5, UMass Lowell-owned station WCRB FM 99.5, Classical music, licensed to Lowell Infrastructure [edit] Transportation [edit] Lowell can be reached by automobile from Interstate 495, U.S. Route 3, the Lowell Connector, and Massachusetts Routes: 3A, 38, 110, 113, and 133, all of which run through the city; Route 133 begins at the spot where Routes 110 and 38 branch off just south of the Merrimack River.[136] There are six bridges crossing the Merrimack River in Lowell, and four crossing the Concord River (not including the two for I-495). For public transit, Lowell is served by the Lowell Regional Transit Authority (LRTA), which provides fixed route bus services and paratransit services to the city and surrounding area. OurBus has daily bus service to Worcester and New York City. Other service includes Merrimack Vallery Regional Transfer Authority (MVRTA) Route 24 to Lawrence, and the Coach Company bus to Foxwoods Resort Casino. Lowell is also served at Lowell station by the MBTA's commuter rail Lowell Line, with several departures daily to and from Boston's North Station. The Lowell National Historical Park provides a free streetcar between its various sites in the city center, using track formerly used to provide freight access to the city's mills. An expansion to expand the system to 6.9 mi (11.1 km) was planned but rejected in 2016.[137] In addition to several car rental agencies, Lowell has four Zipcar rental locations convenient to Gallagher Terminal, the Downtown, and the three UMass Lowell campuses (North, South and East). Hospitals [edit] Lowell General Hospital Saints Medical Center Law enforcement [edit] The city is primarily policed and protected by the Lowell Police Department, the University Police: UMass Lowell, and the National Park Service Police. The Massachusetts State Police and Middlesex County Sheriff's Office also work with local law enforcement to set up driver checkpoints for alcohol awareness. With the growth of UMass Lowell and the impact of its faculty and students in areas of scientific research, engineering, and nursing, the city has seen rapid gentrification of several neighborhoods. Cable [edit] Lowell Telecommunication Corporation[138] (LTC) – A community media and technology center, as well as the first public access television station in Massachusetts to unionize,[139] despite opposition from the nonprofit organization's board of directors.[140] Notable people [edit] See List of people from Lowell, Massachusetts Businesses started and products invented [edit] Current [edit] The Massachusetts Medical Device Development Center (M2D2) Biotechnology Lab offers 11,000 square feet of fully equipped, shared lab facilities that can house 50 researchers and also includes plenty of co-working and meeting spaces.[141] The UMASS Lowell Innovation Hub[142] (iHUB) offer entrepreneurs, startups, technology companies and established manufacturing partners 24-hour access to all the amenities they need to get their businesses up and running, such as: dedicated office space rapid prototype development equipment and services open co-working and collaboration space, and meeting and conferencing space. Historical [edit] Cash Carriers – William Stickney Lamson of Lowell patented this system in 1881. CVS/pharmacy – originally named the Consumer Value Store was founded in Lowell in 1963. Father John's Medicine[143] a cough medicine that was first formulated in the United States in a Lowell pharmacy in 1855. Francis Turbine – A highly efficient water-powered turbine Fred C. Church – Insurance (est. 1865)[144] Market Basket – Chain of approximately 80 grocery stores in Massachusetts, New Hampshire, and Maine Moxie – the first mass-produced soft drink in the U.S. Telephone numbers, 1879, Lowell is the first U.S. city to have phone numbers, two years after Alexander Graham Bell demonstrates his telephone in Lowell.[145] Stuarts Department Stores Wang Laboratories – Massachusetts Miracle computer company Banks and financial institutions [edit] In 1854, the Lowell Five Cent Savings Bank was founded as the first and only bank in the city that would accept a deposit of less than $1.00. It is the 73rd-oldest bank in America and has been in continuous operation since its founding.[146][147] In 1892, Washington Savings Bank made its first home in Lowell and has continuously served the Greater Lowell area and communities.[148][149] In 1989, Enterprise Bank and Trust was founded in Lowell and is the largest financial institution.[150][clarification needed] In 1911, Jeanne D'Arc Credit Union was founded in Lowell and is the 5th-largest credit union in Massachusetts.[151][152] In 1922, Align Credit Union was founded in Lowell.[153] In 1936, the Lowell Firefighters Credit Union was founded in Lowell.[154] In 1937, the Lowell Municipal Employees FCU was founded in Lowell.[155] In 1958, Mills42 Federal Credit Union was founded in Lowell.[156] Merged financial institutions [edit] Lowell Bank and Trust Company (1970–1983; now part of Bank of America)[157] Lowell Institution for Savings (1829–1991; now part of TD Banknorth N.A.)[158] Butler Bank (1901–2010; now part of People's United Bank)[159][160] Lowell Co-operative Bank/Sage Bank (1885–2018; now part of Salem Five Bank)[161] Twin towns – sister cities [edit] Lowell's sister cities are:[162] Honors [edit] 2010, Lowell designated as a "Green Community"[166] 1997 and 1998, Lowell was a finalist for the All-America City award.[167] 1999, Lowell received an All-America City award.[167] See also [edit] United States portal List of mill towns in Massachusetts References [edit] Further reading [edit] Dalzell, Robert F. Enterprising elite: The Boston Associates and the world they made (Harvard University Press, 1987) Deitch, Joanne Weisman. The Lowell Mill Girls: Life in the Factory (Perspectives on History Series) (1998) Dublin, Thomas. Women at Work: The Transformation of Work and Community in Lowell, Massachusetts, 1826-1860, (Columbia University Press, 1981) Eno, Arthur Louis. Cotton was king: A history of Lowell, Massachusetts (New Hampshire Publishing Company, 1976) Gross, Laurence F. The Course of Industrial Decline: The Boott Cotton Mills of Lowell, Massachusetts, 1835-1955 (Johns Hopkins University Press, 1993) Malone, Patrick M., Waterpower in Lowell: Engineering and Industry in Nineteenth-Century America, Johns Hopkins Introductory Studies in the History of Technology (2009) Mrozowski, Stephan A.; Ziesing, Grace H.; Beaudry, Mary C., Living on the Boott: Historical Archaeology at the Boott Mills Boardinghouses, Lowell, Massachusetts, The Lowell Historic Preservation Commission (1996) Savard, Rita, "Three Hard Words: I Need Help: Jobs gone and bills mounting, many more in Greater Lowell seek food aid", The Lowell Sun, January 22, 2010 Stanton, Cathy, The Lowell Experiment: Public History in a Postindustrial City, University of Massachusetts Press. (2006) Weible, Robert, ed. The Continuing Revolution: A History of Lowell, Massachusetts (1991) Primary sources [edit] Denenberg, Barry. So Far From Home: The Diary of Mary Driscoll, An Irish Mill Girl, Lowell, Massachusetts 1847 (Dear America Series) (2003) Eisler, Benita, The Lowell Offering: Writings by New England Mill Women (1840-1845), J.B. Lippincott (1977); Norton (1998) Larcom, Lucy, "Among Lowell Mill-Girls: a reminiscence", The Atlantic Monthly, v.XLVIII (48), no.268, November 1881, pp. 593–612. The Lowell Historical Society, Lowell: The Mill City (MA) (Postcard History Series), Arcadia Publishing. (2005), illustrated postcards
833	dbpedia	3	43	https://www.acecma.org/about/news/engineering-the-future-of-rail-service-in-greater-boston-3992	en	Engineering the Future of Rail Service in Greater Boston	https://www.acecma.org/assets/images/favicon.ico	https://www.acecma.org/assets/images/favicon.ico	[ "https://www.acecma.org/assets/images/logos/ACEC_logo.svg", "https://www.acecma.org/assets/images/logos/ACEC_logo.svg", "https://images.engineers.org/TransitMatters.jpg", "https://images.engineers.org/AECOM-1c-Black-2016-NEW.jpg?rs40-mw160-mh70", "https://images.engineers.org/MG-M-The-Law-Firm-002.png?mw160-mh70", "https://images.engineers.org/GannettFleming-Stacked-Rgb.jpg?mw160-mh70", "https://images.engineers.org/HDR-Inc-Logo-70DC.png?rs70-mw160-mh70", "https://images.engineers.org/Jacobs-Logo-2091.jpg?w600-h93-x0-y0-mw160-mh70", "https://images.engineers.org/MBI-Logo-Transparent.png?rs30-mw160-mh70", "https://images.engineers.org/Stantec.png?rs40-mw160-mh70", "https://images.engineers.org/VHB-logo-8447.png?rs40-mw160-mh70", "https://images.engineers.org/WSP.jpg?rs30-mw160-mh70", "https://images.engineers.org/9815-F411-87-F0-40-B5-A8-D3-9-Ac2-C377-E4-C2.jpg?mw160-mh70", "https://images.engineers.org/Geocomp-Modified-ED7D.png?mw160-mh70", "https://images.engineers.org/MM-Logo-Black-RGB-002.png?mw160-mh70", "https://www.acecma.org/assets/images/logos/Education-Center-logo.png" ]	[]	[]	[ "" ]	null	[]	null		en	/assets/images/favicon.ico		null	TransitMatters The Massachusetts Bay Transportation Authority (MBTA) is the main transit provider and operator for Greater Boston. It provides heavy rail transit, commuter rail, light rail, trackless trolley, bus and ferry service -- one of two agencies in the United States to provide this range of service. The MBTA serves a region of dense, walkable urban clusters, including Boston and its inner suburbs, as well as historic mill towns like Lowell, Worcester, Attleborough, and Haverhill. After World War II, Massachusetts neglected many of these cities, in favor of building greenfield highways and encouraging job and housing sprawl. But in the 1980s, frequent traffic congestion, the environmental movement, and a desire to reinvest in cities brought about increasing interest in transit. Since the 1970s, the core MBTA system has been expanded to the north and to the south. The Green Line Extension to Somerville is under construction and scheduled to open this year. The commuter rail system has also undergone important changes: lines that were all but abandoned in the late 1960s have been reactivated, although in many cases the stations in walkable neighborhoods have been replaced with outlying park-and-ride stations, and lines that were single track have been doubled. Amidst this expansion and change, riders remained dissatisfied, and the system has sustained several high-profile failures. In that context, a group of transit advocates founded TransitMatters, a registered 501c3 advocacy group established in 2015. We draw on a multidisciplinary talent pool of subject matter experts amongst our membership, encompassing policy, engineering, and operational knowledge to advocate for a cohesive vision for transit in Metro Boston and New England as a whole. Recent history illustrates the existing commuter rail business model has underutilized this enormous asset. Service has long been peak-focused, limiting the utility because missing a train could mean a multiple-hour wait. Fares are also very high, geared to the suburban white collar worker, rather than the lower income service or blue collar workers living in terminal cities like Lawrence and Lowell. That’s where TransitMatters stepped in. Regional Rail: A New Business Model TransitMatters’ founding was motivated by the realization that the MBTA lacked a vision for its own future and its own initiatives were often constrained by the conventional American thinking on transit: that different modes, like rapid transit and commuter rail, served different silos of riders. Consequently, from this phenomenon, the idea that commuter rail could be an attractive and convenient mode for everyone was rare and certainly not official policy. Toronto, Auckland, and Denver are three cities that have recently transformed their commuter rail systems along these lines or are in the process of doing so. Drawing on lessons learned from these and other national and international best practices and current trends, TransitMatters released a report for a new vision and business model in 2018, “Regional Rail for Metropolitan Boston.” The key premise is that commuter rail should act more like a subway line and provide frequent, affordable service all day to as many riders as possible. This requires achieving five key elements: Full system electrification and the purchase of reliable, modern electric trains, called electric multiple units (EMUs) High-level platforms to provide step-free access, improving accessibility and keeping stops short Frequent all day service in both directions, with trains at least every 15 minutes in the urban core and at least every half-hour beyond Strategic infrastructure improvements, eliminating key bottlenecks that limit frequency and harm reliability Cheaper fares overall, including free transfers to rapid transit, buses, and other Regional Rail trains, and means-tested discounts for low-income riders In Fall 2019, the MBTA’s Fiscal and Management Control Board (FMCB) approved the beginning of a transition away from the outdated “commuter rail” business model. The board embraced a Regional Rail operating model, centered around frequent all-day service, at least every 15-20 minutes in Boston and the immediate suburbs, with half hourly or hourly service beyond. While much of Regional Rail is in the realm of policy decisions, it will clearly accelerate the need for the MBTA and the Massachusetts Department of Transportation (MassDOT) to upgrade the system’s infrastructure. From modernizing inaccessible stations to building maintenance facilities for modern electric trains, the initiative of rail transformation is a key opportunity to modernize a system that has long been associated with trains delayed or canceled by equipment failures. Embracing Global Best Practices Recommendations for transforming the rail system are informed by two axioms of best practice rail planning. The first, organization before electronics before concrete, means that operational changes and upgrades to fleet and signal technology should be optimized as much as possible. The second, integration between scheduling, infrastructure, and rolling stock, means that infrastructure investments should be dictated by the level of service desired and based on current technology to avoid profligate spending on unnecessary projects. Achieving this standard requires that MassDOT and the MBTA be open to these methods of engineering, design and construction. Practices in France, Germany, Switzerland, the Netherlands, and Japan should be studied and replicated. For example, rather than undertaking costly expansion of North and South stations, improved switch technology and track reconstruction should be deployed to double capacity of the existing footprint and platforms, as was recently done at the major rail station at Utrecht. This is important because the costs of building and operating transit in the United States are vastly higher than they should be, well in excess of costs in the rest of the developed world. Traditionally, this has meant that American transit agencies have been forced to compromise on what they build and operate. As we work to decarbonize transport and promote transit usage as an alternative to cars, reducing capital and operating costs will help the MBTA make use of its funds in a more effective way, helping bring everything into a state of good repair and even allowing for crucial capital projects to address capacity where necessary, such as the Red-Blue connector or extending the Orange Line to West Roxbury. Optimizing Design and Construction Achieving Regional Rail will require standardized design for capital projects. For instance, improving accessibility at commuter rail stations requires building high-level platforms, which can reduce dwell times at busy stations by as much as 2-3 minutes. Currently, the MBTA does not have a plan to upgrade most stations. As a result, costs vary widely between platform projects. Implementing a standard design for high platforms will lower costs and thus make the essential task of providing total accessibility at all stations faster. Similarly, electrification will require investment in a significant amount of physical infrastructure beyond the wires: substations and new maintenance and storage facilities. This means that It is important that design and construction of these facilities be informed by best practice in terms of capacity and siting. As part of these efforts, the MBTA could further partner with municipalities and utilities to develop resilient systems, prevent disruption and combine efforts. To meet Governor Baker’s goal of zero net emissions by 2050, MA and RI utility providers must implement a coherent, unified strategy for electrifying all vehicles. Much focus has been on electric cars, which, while important for this transition, cannot alone meet emissions and carbon reduction goals. A greener Commonwealth is one with a reliable and environmentally sound transit system, including fully electrified Regional Rail. The most economical and efficient way to achieve this is through overhead catenary electrification. Technologies like battery trains are at present only capable of short distance trips at high frequency, requiring lengthy dwell time to charge, and take more time to get up to speed. Numerous jurisdictions have delivered overhead electrification in a cost-effective manner; Israel, for example, is electrifying its entire network for $53 billion, or $2.2 million per mile, and Danish, Norwegian, and New Zealand projects have achieved a similar cost, as have numerous British projects. Unfortunately, the closest recent electrification projects to Boston - Toronto’s GO and the San Francisco Bay Area’s Caltrain - have had severe cost overruns. But these are outliers; in 2021 dollars, electrification of the Northeast Corridor from New Haven to Boston cost $5.62 million per mile. With disciplined project management and attention to best practice, there is no reason why Boston’s rail transformation cannot achieve the successes of electrified rail systems abroad. Such a comprehensive strategy should include ways to combine efforts in electric power optimization and rollout. The MBTA already works with telecommunications companies to run trunk fiber optic lines within its right of ways. It may be worth trying to figure out how else MBTA property can be optimized, for instance, installing solar panels at MBTA parking lots and yard facilities. Prioritizing to Meet Unmet Needs The phasing for this sort of work will be very important. MassDOT can both help to address long standing issues in transportation equity and environmental justice and demonstrate a commitment to the idea of Regional Rail by adopting these implementation recommendations. Phase One, for example, would implement Regional Rail service on the Providence Line, which already has catenary wires above the rail for most of its length for Amtrak service. In addition to electrifying the MBTA yard in Pawtucket, the southbound platform at Attleboro, and the MBTA track south of Providence, TransitMatters also urges that the short Stoughton Line branch be electrified at the same time to reduce diesel reliability conflicts as much as possible and prepare the line for South Coast Rail Phase II. Phase One of Regional Rail will also modernize the Fairmount Line, a short line serving lower income, minority-majority communities in Dorchester and Mattapan. For many years these neighborhoods have had diesel trains pass through spreading pollution (along with the cars on Interstate 93), but had no passenger service. Years of activism by the community resulted in service beginning about a decade ago, but service remains infrequent and subject to delays when locomotives are needed on other lines. The Fitchburg, Middleborough/Lakeville, Lowell, Haverhill and Newburyport/Rockport lines also serve Gateway Cities or neighborhoods that have been disadvantaged. Additional “infill” stations will add connectivity to dense areas that commuter rail currently passes. Fare integration with the bus and rapid transit system makes service more accessible to lower income riders, and will help address environmental justice issues. The Urgency of Regional Rail The 2019 decision to build a more equitable and reliable rail system marked a key turning point for a network that for too long relied on a mid-20th century business model that did not consider riders who were not 9-to-5 suburban higher-income commuters - and didn’t even serve those riders well, due to unreliable diesel equipment and poor service quality. The A&E community has a key role to play in Regional Rail by drawing on successful international projects to build the best regional rail system possible. The future of our cities, economy, and environment depend on getting this right.
833	dbpedia	2	5	https://www.britannica.com/technology/railroad/Boston-railroads	en	Railroad - Boston, Expansion, Industry	https://cdn.britannica.c…mmuter-train.jpg	https://cdn.britannica.c…mmuter-train.jpg	[ "https://cdn.britannica.com/mendel/eb-logo/MendelNewThistleLogo.png", "https://cdn.britannica.com/mendel/eb-logo/MendelNewThistleLogo.png", "https://cdn.britannica.com/28/233928-004-9B0CF806/high-speed-railway-commuter-train.jpg", "https://cdn.britannica.com/34/4734-004-E5A545D9/New-Castle-work-Richard-Trevithick-locomotive-1803.jpg", "https://cdn.britannica.com/11/134311-004-96FDA660/steam-locomotive-De-Witt-Clinton-state-New.jpg", "https://cdn.britannica.com/72/166572-138-1080B711/discussion-history-railroad-impact-documentary-Binding-Ties.jpg?w=400&h=225&c=crop", "https://cdn.britannica.com/64/226664-138-2963DE35/how-was-the-transcontinental-railroad-built.jpg?w=400&h=225&c=crop", "https://cdn.britannica.com/10/134310-004-68E7790C/Countess-of-Dufferin-Philadelphia-Baldwin-Locomotive-Works-1877.jpg", "https://cdn.britannica.com/12/134312-004-9C64865C/Andrew-Onderdonk-Labourers-track-Canadian-Can-BC-1883.jpg", "https://cdn.britannica.com/37/146737-004-1EBBE20E/Gotthard-Base-Tunnel-Sedrun-Switz-drilling-miners-Oct-15-2010.jpg", "https://cdn.britannica.com/78/190378-004-83A4E7C6/Gotthard-Base-Tunnel-Train-opening-June-1-2016.jpg", "https://cdn.britannica.com/42/4742-004-D86E6AB3/Trial-run-Transrapid-06-Ger-Lingen.jpg", "https://cdn.britannica.com/22/129522-050-53E9BF43/bullet-train-Front-station-High-speed-Switzerland-2009.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/39/100339-131-4C4A8CE2/Chhatrapati-Shivaji-Terminus-Mumbai-India-UNESCO-World-2004.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/22/232222-050-C7D008B3/Hand-ballot-box-vote-election.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/26/109326-131-4CFA0261/pet-macaw-parrot-Bird-bird-companionship-beak.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/28/161228-131-45F0812F/Grove-giant-sequoia-trees-California-Sequoia-National.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/82/156482-131-AEEBFEFC/New-York-York.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/04/79904-131-6DCAD337/Elizabeth-II-speech-throne-Parliament-state-opening-1958.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/22/143622-131-1B4C6D0F/Landing-Columbus-oil-canvas-John-Vanderlyn-US-1846.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/55/164555-131-D8A6E6C8/rat-glass-table.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/39/71439-131-F9B51B49/banner-Nazis-Tod-dem-Marxismus.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/56/198256-131-63923156/Chapter-header-The-Adventures-of-Tom-Sawyer-1884.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/30/172930-131-2E39C6FB/surgeon-incisin-forearm-patient-abscess-trocar-knife.jpg?w=200&h=200&c=crop", "https://cdn.britannica.com/04/187404-131-2839AF60/bison-American-buffalo-plains-prairie.jpg?w=200&h=200&c=crop" ]	[]	[]	[ "railroad", "encyclopedia", "encyclopeadia", "britannica", "article" ]	null	[ "Geoffrey Freeman Allen", "James E. Vance" ]	1999-07-26T00:00:00+00:00	Railroad - Boston, Expansion, Industry: Three Massachusetts railroads were chartered and under construction in 1830, at first showing a strong affinity for British practice. The Boston and Lowell, Boston and Providence, and Boston and Worcester railroads radiated from the metropolis to towns no more than 70 km (45 miles) away. In 1835, when all were operating, Boston became the world’s first rail hub. As in Europe the pattern of having a metropolitan station for each line was established, though Boston had by the end of the century created a North Union Station and a South Station and an elevated railway to join them by rapid	en	/favicon.png	Encyclopedia Britannica	https://www.britannica.com/technology/railroad/Boston-railroads	Expansion into the interior The first phase of American railroad development, from 1828 until about 1850, most commonly involved connecting two relatively large cities that were fairly close neighbours. New York City and New Haven, Connecticut, Richmond, Virginia, and Washington, D.C., or Syracuse, New York, and Rochester, New York, were examples of this phase of eastern railroad development. By 1852 this first phase was followed by six crossings of the Appalachian mountain chain, which were essentially incremental alignments of railroads first proposed to tie neighbouring cities together, and there was a need for a new strategy of routing. What followed was an extension of railroads into the interior of the continent and from the Atlantic to the Pacific.
833	dbpedia	2	97	https://www.visit-massachusetts.com/state/biking/	en	Biking, Bike Trails, Bicycling			[ "https://pixel.quantserve.com/pixel/p-7bJ2vzN1pYUEE.gif", "https://www.visit-massachusetts.com/Content/images/brand-logo.svg", "https://www.visit-massachusetts.com/adservimage/19998.jpg", "https://www.visit-massachusetts.com/adservimage/10698.jpg", "https://www.visit-massachusetts.com/adservimage/15802.jpg", "https://www.visit-massachusetts.com/adservimage/10694.jpg", "https://www.visit-massachusetts.com/adservimage/10692.jpg", "https://www.visit-massachusetts.com/adservimage/10696.jpg", "https://www.visit-massachusetts.com/adservimage/10697.jpg", "https://www.visit-massachusetts.com/adservimage/13891.jpg", "https://www.visit-massachusetts.com/adservimage/18569.jpg", "https://www.visit-massachusetts.com/adservimage/16203.jpg", "https://www.visit-massachusetts.com/adservimage/19722.jpg", "https://www.visit-massachusetts.com/adservimage/19547.jpg", "https://www.visit-massachusetts.com/adservimage/16990.jpg", "https://www.visit-massachusetts.com/adservimage/16989.jpg", "https://www.visit-massachusetts.com/adservimage/18799.jpg", "https://www.visit-massachusetts.com/adservimage/18803.jpg", "https://www.visit-massachusetts.com/adservimage/1828.jpg", "https://www.visit-massachusetts.com/adservimage/5921.jpg", "https://www.visit-massachusetts.com/adservimage/18798.jpg", "https://www.visit-massachusetts.com/adservimage/1843.jpg", "https://www.visit-massachusetts.com/adservimage/18752.jpg", "https://www.visit-massachusetts.com/adservimage/1824.jpg" ]	[]	[]	[ "Massachusetts has plenty of bike trails and bicycling rentals in town and country" ]	null	[]	null	Bike Guide of Massachusetts covering Biking, Bike Trails, Bicycling. Find trails and maps to go biking, along with bicycling rentals and advice	en	/favicon.svg		https://www.visit-massachusetts.com/state/biking/	Start pedaling and you’ll discover that Massachusetts is bike friendly for all ages and abilities. In country or in town you can travel former railroad and trolley tracks, riverbeds and shoreline, parks and greenways. There are paved roads, car-free service roads and off-road trails. Bike through historic and indescribably scenic places, on flat and hilly terrain, on marked and handicap accessible stretches. You’ll find comfort stations and concession stands, bike rentals, parking, and access to public transportation. Stay in a cozy B&B or relax at a nearby spa after a day out. Ahhhh!
833	dbpedia	1	95	https://www.abandonedrails.com/framingham-and-lowell-railroad	en	The Framingham and Lowell Railroad	https://www.abandonedrails.com/favicon.ico	https://www.abandonedrails.com/favicon.ico	[ "https://www.abandonedrails.com/img/external-links.png", "https://www.abandonedrails.com/img/user-comments.png" ]	[]	[]	[ "" ]	null	[]	null	Map and ICC filings of the abandoned Framingham and Lowell Railroad between Framingham and Lowell, Massachusetts.	en	apple-touch-icon.png		https://www.abandonedrails.com/framingham-and-lowell-railroad	Add your comments for this page here. All fields are required. What is your name? Where are you from? , Comment: Your email address will NOT be displayed as part of your comment, and will only allow you to optionally receive emails notifying you of updates to these comments. Email address? Subscribe to this abandonment
833	dbpedia	3	0	https://libguides.uml.edu/early_lowell/Boston_and_Lowell_RR	en	The Town & the City: Lowell before and after The Civil War	https://libguides.uml.edu/ld.php?screenshot=ecaehd.png&size=facebook&cb=1723300220	https://libguides.uml.edu/ld.php?screenshot=ecaehd.png&size=facebook&cb=1723300220	[ "https://libapps.s3.amazonaws.com/customers/10/images/libguide_header_nov_2021_copy_v.2_resize.png", "https://libapps.s3.amazonaws.com/accounts/85660/images/B_and_L_RR_001__1_.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/misc_005.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/B_and_L_RR_003__2_.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/Boston___Lowell_Rail_Road_1836_pg_1.PNG", "https://libapps.s3.amazonaws.com/accounts/85660/images/misc_010.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/B___L_1836_pg_2.PNG", "https://libapps.s3.amazonaws.com/accounts/85660/images/commonwealth_c534g3670_access_full.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/long_RR_map.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/ocm34512372.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/commonwealth_7h14b1570_access_full.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/Screen_Shot_2022-06-02_at_3.27.13_PM.png", "https://libapps.s3.amazonaws.com/accounts/85660/images/map_reduced.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/Screen_Shot_2022-06-03_at_9.59.06_AM.png" ]	[]	[]	[ "" ]	null	[ "Brad MacGowan" ]	null	Originally created to be a digital archive for Lowell documents from 1826 to 1861, this website has grown to cover many periods and events in Lowell's history.	en	//d2jv02qf7xgjwx.cloudfront.net/apps/common/favicon/apple-touch-icon.png		https://libguides.uml.edu/early_lowell/Boston_and_Lowell_RR	From Summer Saunterings by the B & L (1885) https://archive.org/details/summersauntering00bost/page/n9/mode/2up?ref=ol&view=theater The original main line of the Boston & Lowell Railroad was only twenty-six miles in length; and for many years it remained "little among the thousands" of great railway lines. Now that it has suddenly reached out and, by purchase, lease and business contract, secured the management or traffic of many connecting and tributary roads, so that it has become the largest railroad system in New England, it is interesting to recall the fact that, as it was the first railroad chartered in New England for passenger transportation, so it was the first to be completed and operated its entire length, and it was the third or fourth in the United States. In 1821, what is now the city of Lowell was a straggling village of twelve houses; some time previous a canal had been dug around Pawtucket Falls, on the Merrimack River, for purposes of navigation. In 1822, an organization was effected under the name of " The Locks and Canal Co." on the Merrimack River, to utilize the water power for manufacturing purposes, and the first wheel was set in motion Sept. 1, 1823. The facilities for the transportation of raw material to, and manufactured goods from, the place, were the river from Newburyport via Haverhill, the Middlesex Canal from Boston, and the highways; the latter being sandy in summer, muddy in spring and early winter, and often blockaded with snow in mid-winter. In 1820, Messrs. William Appleton, Patrick T. Jackson and Kirk Boott, of Boston, with other far-seeing men of the owners and managers of water power and mills located at Lowell, were convinced that there must be greater transportation facilities for the proper development of their investments; for already on an average as many as twenty-four tons of freight passed daily between the manufacturing village and the then young city of Boston, and "six stage-coaches, drawn by four and six horses each, "conveyed" from 100 to 120 passengers daily from one town to the other." This is a small amount of freight and number of passengers to us, but for that day indicates that great business activity had begun in eastern Massachusetts. It was evident that something must be done speedily, and certain enterprises in England and other parts of this country attracted their attention and directed their efforts. In 1827, a road three miles in length, with rails of wood covered with iron, was opened from the Quincy granite quarries to the Neponset River, and successfully used with horse-propelling power. This same year another similar road, nine miles in length, was opened among the coal mines of the Lehigh region in Pennsylvania; and, in 1821), the Delaware & Hudson Canal Co. constructed a third railroad. All of these were operated either by gravity, animals, or stationary steam engines, and were for freight transportation only. The latter company, hearing of the success of Stephenson in moving loads of coal in England on a railroad, sent an agent there, who purchased a locomotive steam engine named the " Stourbridge Lion," which was tested on their road at Honesdale, Penn., August 8, 1829, "which was, without a shadow of doubt, the day the first locomotive turned a driving wheel upon a road on the American continent." The Massachusetts Legislature of 1829 had ordered a survey, at State expense, to ascertain the practicality of a railroad between Boston and Lowell. It was made by Mr. James Haywood, and his report transmitted to the Legislature by Gov. Levi Lincoln on Jan. 1, 1830. The previous October, Stephenson had made his successful experiment with a locomotive steam engine on the Manchester & Liverpool Railroad. All these movements had been closely watched by those interested in the Lowell "Locks and Canal Co.," and on Jan. 18, 1830, Patrick T. Jackson, Esq., requested Kirk Boott, Esq., agent, to call a meeting of the directors, by whom he hoped a meeting of the "proprietors" would be called, and he states that his "object is to draw the attention of the proprietors of that stock to the project for building a railroad from this place (Boston) to Lowell." The directors' meeting was the 22d and the proprietors the 27th of January, at the house of Mr. Jackson, No. 22 Winter Street, Boston, when the first step was taken for the organization of a company to build the Boston & Lowell Railroad. The project was strenuously opposed by the owners of the Middlesex Canal, but the Legislature of that year granted a charter, giving the company the exclusive right to railroad transportation between Boston and Lowell for thirty years, which rights the courts afterwards sustained them in asserting. The road was so well located and built that there is no grade over ten feet to the mile, except at the overhead crossing of the Fitchburg Railroad in Somerville, and all the curves are wide and easy. A copy of "The Merchants' and Traders' Guide and Strangers' Memorandum Book for the year of our Lord 1836," says: "This road was opened for public accommodation on the 24th of June, 1835, [the Providence road was opened June 11th, and the Worcester, July 4th, of the same year,] and its cost thus far exceeds $1,000,000. The road is built with a single track, and is constructed of the iron edge-rail, supported by cast-iron chairs on stone blocks and stone sleepers, resting on stone foundation walls. A second track is commenced and laid about five miles." This second track was not so expensively laid with stone foundation walls, as it was found that the frost would not heave the sleepers so much as was feared. All of the stone blocks and stone sleepers have now been removed, being replaced with wood; but many of them may yet be seen lying by the railroad side between Boston and Lowell. The rails were not of the now universal "T" pattern, but what were called "fish bellies," because they were wider perpendicularly in the middle than the ends -where they rested on the chairs; they were of iron and weighed only 35 pounds to the yard and broke easily. The first locomotive used on the road was built in England and named the "Stephenson," and, among other peculiarities, had the plates on the side of her fire-box welded instead of riveted. The first passenger car was an open one ; covers were soon provided, above which was a chaise-top for the conductor, who was the lookout, and carried a silver whistle to blow as a signal, which however could hardly be heard when the train was in motion, on account of the force of the wind. The engines had no cabs, and the engineer and fireman were exposed to all the extremes of weather. "The Merchants' and Traders' Guide," before quoted, also contains the following interesting notice in connection with the above: "Before the starting of the cars, stages leave Nos. 9 and 11 Elm Street, and City Tavern, Brattle Street, and call at almost any part of the city for passengers, and take them to the depot free of charge. Arrangements have not yet been made, though they are in progress, for the conveyance of merchandise, but there is a private car attached to the train for the purpose of conveying small quantities of merchandise." Probably this was the forerunner of the modern express companies' cars. The Boston terminus was then at the foot of Lowell Street, where the freight-house now is. In 1857, the present site of the station on Causeway Street was occupied, and the present costly and commodious depot, 700 feet long, having a frontage of 205 feet, with a train-house having an arch with a clear span of 120 feet without any central support, was occupied in 1874. The spot upon which it stands is made land, and the Blackstone Canal which formerly crossed Boston along the line of the street of that name, intersected Causeway Street near this point, that street being originally what its name implies, a causeway with water on either side. The writer's father has told him he had often seen vessel's jib-booms extending over that street, the water allowing them to be moored by its side.
833	dbpedia	3	75	https://www.tdgarden.com/plan-your-visit/transportation	en	Transportation	https://www.tdgarden.com…0-7d0781f96b.jpg	https://www.tdgarden.com…0-7d0781f96b.jpg	[ "https://www.tdgarden.com/assets/img/B2S_1048x528-copy-14d7c70d93.jpg", "https://www.tdgarden.com/assets/img/Event-Image-1600x600MatchUp-50766fded4.jpg", "https://www.facebook.com/tr?id=508560485973988&ev=PageView&noscript=1" ]	[]	[]	[ "" ]	null	[ "TD Garden" ]	null	Get to TD Garden by MBTA or Commuter Rail.	en	/favicon.ico		https://www.tdgarden.com/plan-your-visit/transportation	Visit our Know Before You Go page for the most up to date information on TD Garden. There are many ways to buy tickets to TD Garden events. Visit our Tickets page to learn more. TD Garden is committed to creating a safe and enjoyable experience for everyone. Visit our Policies page to learn more. The expansion of legal sports betting in the United States offers sports fans the opportunity to engage with their favorite teams and leagues in a new and fun way. Have A Game Plan provides tools and resources to help you play safely and responsibly.
833	dbpedia	1	83	https://www.digitalcommonwealth.org/search/commonwealth-oai:ww72bh26n	en	Railroads from Salem to Lawrence, Lowell and South Reading	https://bpldcassets.blob…humbnail_300.jpg	https://bpldcassets.blob…humbnail_300.jpg	[ "https://bpldcassets.blob.core.windows.net/derivatives/metadata/commonwealth-oai:zg64v299g/image_thumbnail_300.jpg", "https://bpldcassets.blob.core.windows.net/derivatives/metadata/commonwealth-oai:j9602g621/image_thumbnail_300.jpg", "https://bpldcassets.blob.core.windows.net/derivatives/metadata/commonwealth-oai:sn00bd921/image_thumbnail_300.jpg", "https://bpldcassets.blob.core.windows.net/derivatives/metadata/commonwealth-oai:f1882299v/image_thumbnail_300.jpg", "https://bpldcassets.blob.core.windows.net/derivatives/metadata/commonwealth-oai:q237j856d/image_thumbnail_300.jpg" ]	[]	[]	[ "" ]	null	[]	null	An online library of photographs, manuscripts, audio recordings, and other materials of historical interest from libraries, museums, archives, and historical societies across Massachusetts.	en	/assets/favicon-ec65ea4337497a90c2b7086624f428347bd42ea88809773b200e2b601ade42cc.ico		https://www.digitalcommonwealth.org/search/commonwealth-oai:ww72bh26n
833	dbpedia	0	20	https://libguides.uml.edu/early_lowell/interactive_map	en	The Town & the City: Lowell before and after The Civil War	https://libguides.uml.edu/ld.php?screenshot=ecaehd.png&size=facebook&cb=1723300165	https://libguides.uml.edu/ld.php?screenshot=ecaehd.png&size=facebook&cb=1723300165	[ "https://libapps.s3.amazonaws.com/customers/10/images/libguide_header_nov_2021_copy_v.2_resize.png", "https://s3.amazonaws.com/libapps/accounts/55395/images/1834_Lowell_Massachusetts_by_Farrar_BPL_10504_copy.png", "https://libapps.s3.amazonaws.com/accounts/85660/images/1871_interactive.png", "https://libapps.s3.amazonaws.com/accounts/85660/images/slider_bar.png" ]	[]	[]	[ "" ]	null	[ "Brad MacGowan" ]	null	Originally created to be a digital archive for Lowell documents from 1826 to 1861, this website has grown to cover many periods and events in Lowell's history. Interactive map and a spreadsheet of buildings, &c. on the map with links to more information on each one.	en	//d2jv02qf7xgjwx.cloudfront.net/apps/common/favicon/apple-touch-icon.png		https://libguides.uml.edu/early_lowell/interactive_map	Use the legend across the bottom of the map by checking and unchecking the boxes to see different categories of landmarks. The place markers are color-coded - Boarding Houses, Hotels, Inns (purple) Business, Commercial (blue) Mills (red) Cemetery (yellow) Church (green) Town Building/School (light green) Canal/Bridge/Dam/Lock (black) House (lavender) To access more information on each property, go to the MACRIS database - https://mhc-macris.net and type the MHC ID (LOW.#), found on the spreadsheet below, in the MHC ID Search box at the bottom of the left-hand column (for example, LOW.804) and click Do Search. 1871 map of Lowell with overlay of current map (clicking on the map will open the external site with the interactive map) When on the external website, use the slider bar in the upper right corner of the webpage to change the opacity of the map.
833	dbpedia	2	39	https://www.census.gov/history/www/homepage_archive/2022/september_2022.html	en	U.S. Census Bureau	https://www.census.gov/h…s-dc1963-loc.jpg		[ "https://www.census.gov/main/uswds/uswds-2.12.0/img/us_flag_small.png", "https://www.census.gov/main/img/USCENSUS_IDENTITY_SOLO_BLACK_1.5in_R_no_padding.svg", "https://www.census.gov/history/img/bostonsubway1904-loc.jpg", "https://www.census.gov/main/www/img/offsite.gif", "https://www.census.gov/history/img/lilyfuredi-subway-si.jpg", "https://www.census.gov/history/img/commuters-dc1963-loc.jpg", "https://www.census.gov/history/img/beachpneumatictunnel.jpg", "https://www.census.gov/main/www/img/offsite.gif", "https://www.census.gov/ratingtool/images/like-hand-3122.svg", "https://www.census.gov/ratingtool/images/unlike-hand-3123.svg", "https://www.census.gov/ratingtool/images/exclamation-icon.png", "https://www.census.gov/ratingtool/images/angle-circle-arrow-right.png", "https://www.census.gov/ratingtool/images/angle-circle-arrow-right-hover.png" ]	[]	[]	[ "subway", "commuting", "transit", "mass transit", "commute", "train", "commute", "bus", "commuter", "metro", "L", "Chicago", "New York", "Puerto Rico", "tunnel", "Boston" ]	null	[ "Jason Gauthier", "History Staff", "US Census Bureau", "Census History Staff" ]	null	September 2022 featuring America's first subway	en			null	September 2022 Visit https://www.census.gov/history every month for the latest Census History Home Page! U.S. Census Bureau History: America's First Subway On September 1, 1897, the first underground subway in the United States opened in Boston, MA. Known as the "Tremont Street Line," the half-mile long route initially connected three underground stations to the city's existing above-ground street railway system. On opening day, more than 100,000 people paid 5 cents to take the 3- to 4-minute journey underneath Boston's streets. Today, subways in the United States and Puerto Rico carry an estimated 2.8 million workers aged 16 and over to work every day. Rail transit to commute to and from Boston began as early as 1830 when the Boston and Lowell Railroad was chartered to provide steam rail service between Lowell and Boston, MA. Dozens of railways were soon establishing routes into Boston from outlying cities and towns. In March 1856, the Cambridge Horse Railroad started horse-drawn streetcar service between Harvard Square in Cambridge, MA—adjacent to Harvard University—and Boston's West End neighborhood. Like the steam railways, the number of streetcar companies plying the streets of Boston and its suburbs multiplied quickly. Horse-drawn trolleys, wagons, and the smelly manure they left behind soon jammed Boston's streets. In response, electric streetcars began replacing horse-drawn trolleys in 1889 and rail companies and the state legislature began planning commuter routes above and below the city's streets. On March 28, 1895, dignitaries including Massachusetts Governor Frederick T. Greenhalge, broke ground for the nation's first underground subway during a ceremony at the Boston Public Garden. Workers utilized two construction techniques learned from building the subways in London, England, and Paris, France. The first method involved boring a "tube-like" tunnel—the origin of the London subway's "Tube" nickname—through the earth without disturbing traffic or buildings on the surface. A second "cut and cover" technique involved digging trenches, constructing steel beam and concrete tunnel walls with arched brick ceilings, and then filling in the excavation to bury the tunnel underground. As construction progressed on the Tremont Street Subway, workers discovered they were digging through a forgotten part of Boston's Central Burying Ground. During the subway tunnel's excavation, they unearthed more than 900 graves dating back to the 1750s. Progress slowed again when a broken utility pipe filled the excavated "cut and cover" cavity beneath Boylston and Tremont Streets with gas. On March 4, 1897, a spark from a streetcar passing over the construction site ignited a tremendous explosion. The blast destroyed nearby streetcars, shattered windows for blocks around, injured dozens of pedestrians, and killed eight to ten people [depending on accounts] including: Reverend W.A. Start, who was standing on a nearby sidewalk; streetcar conductors Gilford D. Bigelow and Benjamin R. Sargent; public carriage driver Benjamin Downing and his passenger William L. Vinal; private carriage passenger A. M. Bates; William Mayvour, who was a waiter at the nearby Hotel Thorndike; and cab driver Delano Sibley. Despite these setbacks, workers completed construction of the Tremont Street Subway early and under budget. In the next decade, New York City, NY (1904), and Philadelphia, PA (1907), , followed Boston's example by moving their rapid transit rail systems underground. Today, the original 1897 Tremont Street Line remains a vital component of the Massachusetts Bay Transportation Authority's subway system. The rapid transit system's "Green Line" carries more than 100,000 commuters through the historic tunnel every day between the Boylston and Government Center stations. You can learn more about the history of our nation's railroads, rapid transit systems, and commuting patterns using census data and records. For example: The U.S. Census Bureau first collected detailed statistics on transportation—including steam railroads, steamboat companies, and incorporated express companies—in 1880. With a particular emphasis on railroads, the census incorporated specially-designed questionnaires that asked hundreds of questions to collect data on the railroads' financial and physical characteristics. Data published in the 1883 Report on the Agencies of Transportation in the United States, showed that total railroad track mileage built and completed grew from 39.8 miles in 1830 to 20,198.99 miles in 1855 and reached 87,801.42 miles at the time of the 1880 Census. Total permanent investment for track, equipment, building, land, etc., by railroad companies in the United States was nearly $5.2 billion at the time of the census. Asset and debt data were available for railroads large and small. For example, the giant New York Central and Hudson River Railroad Co., had assets of more than $121.6 million from construction; $19.5 million in equipment; nearly $1.2 million in land; more than $1.7 million in cash; and total liabilities (including stock, loans, dividends, etc.) of $149.4 million. Meanwhile, the tiny North Brookfield Railroad Co., in North Brookfield, MA, had assets of $105,456.79 from constructing its 4.16 mile branch line in 1876, $0 in equipment, $83.38 in cash, and liabilities of $105,615.17. The 1890 Census expanded coverage of rail transportation by collecting data from cities' rapid-transit facilities, including railways powered by animals, cable, and electricity. The August 23, 1890, Census Bulletin: Transportation—Rapid Transit in Cities reported that the 286 street railroads responding to the census had a total length of 3,150.93 miles. Animals (usually horses) powered more than 74 percent of these railways. In 1890, animal power was used on 2,351.10 miles; electricity on 260.36 miles; cable on 255.87 miles; and steam on 61.79 miles of elevated and 221.81 miles of surface roads. Philadelphia, PA, led the nation for total rail line length with 283.47 miles, followed by Boston, MA, with 200.86 miles, and Chicago, IL, with 181.78 miles. The Census Bureau conducted its first census of street and electric railways in 1902. Data showed that between 1890 and 1902, the number of street and electric railways grew from 789 to 987. The number of fare passengers grew from 2,023,010,202 in 1890 to 4,774,211,904 in 1902. One of the greatest changes in the 12 years between the 1890 and 1902 railway censuses was the way systems powered their railways. In 1890, animals (usually horses) powered railcars on 4,061.94 line miles while electricity powered 914.25 line miles. By 1902, electricity powered 16,230.62 line miles compared to just 195.21 line miles using animals; 113.93 line miles using cable; and 111.82 line miles using steam. Additional data and historical information about the construction and growth of the nation's street and electric railways are available in the Census Bureau's Street and Electric Railways Part 1 and Part 2. One drawback of the rapid growth of street and electric railways between 1890 and 1902 was the dangers this traffic posed to pedestrians who were not accustomed to dodging rapidly moving and difficult to stop railcars. In 1902, 1,217 people were killed and 47,429 people were injured in street railway accidents. By comparison, the Federal Railroad Administration reported 239 fatalities in 2021. Forty years after Boston's Tremont Street subway opened, the Census Bureau conducted the 1937 Census of Street Railways, Trolley-bus, and Motorbus Operations. As automobiles like the Ford Model T became increasingly affordable and the nation's roads improved, the need for street railways declined. In 1917, there were 1,200 in 1922, 706 in 1932. By 1937, the number of railway companies had fallen to 478. Passenger traffic fell from 14.1 billion in 1927 to 9.4 billion, 10 years later. As the number of street railways and passenger traffic decreased, so too did the number of street railway employees. The number of salaried and wage-earning employees decreased by 35.1 percent, from 27,845 in 1927 to 18,068 in 1937. The 1960 Census was the first to ask respondents about their place of work and how they commuted to their place of employment. These data helped governments better understand commuting patterns to determine road, highway, and transit spending; locate future transit station locations; and target areas for housing or business development, etc. The Census Bureau published its supplementary report Place of Work and Means of Transportation to Work in January 1963. The report showed that about 83 percent of the workers living in the central cities of standard metropolitan statistical areas (SMSA) of 100,000 or more at the time of the 1960 Census also worked in these central cities; about 9 percent commuted to the outlying suburban ring, while and 2 percent worked outside the area. Transportation to work data showed that New York City, NY, was the only SMSA where more than half of workers (54.8 percent) used public transportation to go to work. Other SMSAs with large percentages of people using public transportation to travel from home to work included Boston, MA (25.1 percent); Jersey City, NJ (39.6 percent); New Orleans, LA (32 percent); Philadelphia, PA (27.5 percent); and Washington, DC (23.7 percent). Although data about the number of people using carpools to commute to work had been asked in previous censuses, the 1980 Census collected more detailed data about carpools. That year, more than 19 million people carpooled, including 13.3 million in a 2-person carpool; more than 3.3 million in 3-person carpools; 1.4 million in 4-person carpools; and 1 million commuted in 5-or-more-person carpools. The 1990 Census was first to inquire about workers' usual time leaving their home to go to work. In 1990, 54.8 percent of all workers 16 years and over (61,194,181) left home for work between 6:30 a.m. and 8:29 a.m. In 2020, American Community Survey estimates reported that 24.1 percent of the nation's 142,512,559 workers 16 years and over who did not work from home departed for work sometime after the "traditional" morning rush between 9:00 a.m. and 11:59 p.m. During the morning hours in 2020, the largest cohort of commuters—14.6 percent—left between 7:00 a.m. and 7:29 a.m. The 1990 Census was the first to ask about workers' usual time spent traveling to work. Of the 111,664,249 workers 16 years and over who did not work at home in 1990, the majority (19,026,053) had travel times between 15 and 19 minutes to work. Long commutes of 90 minutes or more were usual for 1,763,991 people, while the average travel time for all workers not working at home was 22.4 minutes. Ten years later, the majority of workers not working at home still had commutes of 15 to 19 minutes (19,634,328), but the number of people reporting commutes of more than 90 minutes rose to 3,435,843 and average time to work increased to 25.5 minutes. In 2000, 75.7 percent of workers 16 years and over drove to work alone; 12.2 percent carpooled; 4.7 percent used public transportation; 2.9 percent walked; and 1.2 percent rode a motorcycle, bicycle, or had another means of transportation to work. More recently, 2020 American Community Survey estimates revealed that nearly 75.4 percent of the nation's 152,193,868 workers 16 year and over drove to work alone; more than 8.8 percent carpooled; about 4.6 percent used public transportation; 2.2 percent walked; and 1.8 percent usually took a taxi, motorcycle, bicycle, or other mode of transportation to work. As the technology has made working from home easier, the number of people 16 years and over reporting they worked from home rose from 3,406,025 in 1990 to 10,940,462 in 2020. Many villages, towns, and cities in the United States are named for the train stations they grew up around. Along with towns like Railroad, PA, and Railroad, IN, rail-related places include: Lake Station, IN, which was the western terminus of the Michigan Central Railroad; Fairfax Station, VA, so named because it was a stop on the Orange and Alexandria Railroad; Johnson Siding, SD, named for the rail siding that ran through the area along the Rapid City, Black Hills and Western Railroad; Cook Station in Crawford County, MO, named after becoming a stop on the St. Louis and San Francisco Railway; Laury's Station, PA, named for the town's first station agent and postmaster when the Lehigh Valley Railroad opened a train station in the town previously named "Slate Dam"; Yeehaw Junction, FL, named for the Florida East Coast Railway's Yeehaw Station; and Huntington Station, NY, named for the Long Island Railroad station that opened in the community in 1868. The Census Bureau's report Commuting by Public Transportation in the United States: 2019 featured data collected from the American Community Survey. Data from the survey's question, "How did this person usually get to work LAST WEEK?" showed that 5 percent of workers 16 years and over (7,778,444) used public transportation, including: 3,601,403 taking the bus; 2,935,633 riding the subway or elevated rail; 921,391 boarding long-distance train or commuter rail; and 242,776 commuting by light rail, streetcar, or trolley. Data from the Census Bureau's County Business Patterns series showed that in 2020 there were 674 urban transit systems (NAICS 4851) in the United States. Urban transit systems include establishments primarily engaged in operating local and suburban passenger transit systems such as light rail, subways, streetcars, and buses. These establishments employed 53,911 employees during the pay period that included March 12, 2020. This Month in Census History In a report by Census Bureau director James C. Capt on September 12, 1942, the 1940 Census of Housing found that 15 million American homes had a refrigerator; 9.2 million used ice boxes; and more than 9.3 million homes had no type of refrigerating equipment. By 1950, more than 33.7 million homes had electric- or gas-powered mechanical refrigerators. In 2011, the Survey of Income and Program Participation showed that 99.2 percent of American households had mechanical refrigeration. Subway Systems Boston, MA, opened the first subway in the United States in September 1897, but within a decade, it was surpassed in length and ridership by the New York City Subway—the largest subway system in the United States. New York City's first subway—the "Manhattan Main Line"—opened on October 27, 1904, and transported riders between city hall and Harlem's 145th Street. After more than a century of growth, New York's 248-mile-long subway system carries 1.7 billion passengers annually. Subways in Washington, DC, and Chicago, IL, are the nation's second and third largest systems. In 2019, Washington's 117-mile Metro carried nearly 238 million passengers, while Chicago's 102.8-mile "L" carried more than 218 million. In Boston, MA, the Tremont Street Tunnel that opened on September 1, 1897, is still used by the region's subway system. In 2019, the 38-mile-long "T" carried more than 152 million passengers. The newest—and shortest—subway line in the United States can be found in San Juan, Puerto Rico. The 10.7-mile Tren Urbano system opened in 2004 and carried more than 5.2 million passengers in 2019. Worldwide, Shanghai, China, had the longest and busiest subway system in 2019. More than 10.6 million people ride the 499-mile-long Shanghai Metro every weekday! Did you know? Alfred Ely Beach designed his "Beach Pneumatic Transit" in the 1860s and secretly constructed it beneath New York City's congested Broadway Avenue in 1869 using a tunneling device of his own invention. On February 26, 1870, Beach began offering rides along the 300 foot long test track. Despite positive reviews, city politicians were reluctant to approve an expansion of the subway. Financier John Jacob Astor III argued construction would damage buildings and worsen surface traffic. When New York governor John Adams Dix finally signed a bill chartering Beach's pneumatic railway in 1873, the Panic of 1873 and advances in electric motors ended Beach's air-driven railway dreams. More than 2 decades later, a growing population and gridlocked streets convinced New Yorkers to invest in underground transit. Approved in 1894, the New York City Subway opened its first underground segment on October 27, 1904. On its first day, it carried more than 150,000 people along its 9.1 mile route. Today, New York's subway is the largest and busiest subway system in the United States. Visit https://www.census.gov/history every month for the latest Census History Home Page!
833	dbpedia	3	22	https://lrta.com/	en	Lowell Regional Transit Authority	https://lrta.com/wp-cont…/03/lrta-fav.png	https://lrta.com/wp-cont…/03/lrta-fav.png	[ "https://lrta.com/wp-content/themes/lrta/images/logo/lrta-logo-triangle.png", "https://lowelltransit.wpengine.com/wp-content/uploads/2020/10/lrta-logo-with-full-name-small.png" ]	[]	[]	[ "" ]	null	[]	null		en	https://lrta.com/wp-cont…/03/lrta-fav.png		null	Realtime Arrivals from RouteMatch Where's my Bus? View a system map of real-time bus locations
833	dbpedia	0	77	https://supreme.justia.com/cases/federal/us/79/65/	en	Railroad Company v. Harris, 79 U.S. 65 (1870)	https://justatic.com/v/2…al-media/law.jpg	https://justatic.com/v/2…al-media/law.jpg	[ "https://justatic.com/v/20240823085847/branding/logos/sites/justia.svg", "https://justatic.com/v/20240823085847/branding/logos/sites/us-supreme-court.svg", "https://justatic.com/v/20240823085847/shared/images/icons/svgfiles/white/search.svg", "https://justatic.com/v/20240823085847/shared/images/icons/svgfiles/white/profile.svg", "https://justatic.com/v/20240823085847/shared/images/icons/svgfiles/blue/search.svg", "https://justatic.com/v/20240823085847/shared/images/icons/svgfiles/blue/down2.svg", "https://justatic.com/v/20240823085847/shared/images/icons/svgfiles/blue/down.svg", "https://justatic.com/v/20240823085847/shared/images/icons/svgfiles/blue/down.svg", "https://justatic.com/v/20240823085847/shared/images/icons/svgfiles/blue/down.svg", "https://justatic.com/v/20240823085847/shared/images/icons/svgfiles/blue/down.svg", "https://justatic.com/v/20240823085847/shared/images/icons/svgfiles/blue/down.svg", "https://justatic.com/v/20240823085847/shared/images/icons/svgfiles/blue/down.svg", "https://justatic.com/v/20240823085847/shared/images/icons/svgfiles/blue/down.svg", "https://justatic.com/v/20240823085847/shared/images/icons/svgfiles/blue/down.svg", "https://lawyers.justia.com/s/facebook.svg", "https://lawyers.justia.com/s/twitter.svg", "https://lawyers.justia.com/s/linkedin.svg", "https://lawyers.justia.com/s/youtube.svg", "https://lawyers.justia.com/s/justia.svg" ]	[]	[]	[ "" ]	null	[]	null	Railroad Company v. Harris	en	//justatic.com/v/20240823085847/branding/favicon.ico	Justia Law	https://supreme.justia.com/cases/federal/us/79/65/	U.S. Supreme Court Railroad Company v. Harris, 79 U.S. 12 Wall. 65 65 (1870) Railroad Company v. Harris 79 U.S. (12 Wall.) 65 Syllabus 1. Where a Maryland railroad corporation whose charter contemplated the extension of the road beyond the limits of Maryland was allowed by act of the Legislature of Virginia -- reenacting the Maryland charter in words -- to continue its road through that State and was also allowed by act of Congress to extend into the District of Columbia, a lateral road in connection with the road through Maryland and Virginia, held (the unity of the road being unchanged in name, locality, election and power of officers, mode of declaring dividends, and doing all its business) First. That no new corporations were created either in the District or in Virginia, but only that the old one was exercising its faculties in them with their permission, and that, as related to responsibility for damages, there was a unity of ownership throughout. Second. That in view of such unity, the corporation was amenable to the courts of the District for injuries done in Virginia on its road. Third. That this responsibility was not changed by a traveler's receiving tickets in "coupons" or different parts, announcing that "Responsibility for safety of person or loss of baggage on each portion of the route is confined to the proprietors of that portion alone." 2. The principle of pleading that a demurrer, after several pleadings, reaches back to a defective declaration has no application where the defect is one of form simply. Page 79 U. S. 66 3. A plea in bar waives all pleas in abatement. 4. A defective declaration may be cured by sufficient averments in a replication demurred to. On the 28th February, 1827, the State of Maryland incorporated a company known as the Baltimore & Ohio Railroad Company. It was, of course, a Maryland corporation, with capacity to sue and be sued, to take and condemn lands, subject to certain restrictions, and with the ordinary powers, rights, and privileges of corporations in that State and elsewhere. The place where the board of directors was to meet was Baltimore. There its dividends from the company's earnings were to be declared, and there was to be the seat of its government generally. It had power to make lateral roads. But the principal and declared purpose of the charter of the company, a purpose indicated by the company's name, was "the construction of a railroad from the City of Baltimore to some suitable point on the Ohio River" -- a matter to do which, in a line at all direct, it was necessary to have some action of the Legislature of Virginia. Accordingly the Legislature of Virginia, within eight days after the Legislature of Maryland had passed its act of incorporation, passed an act to "confirm" the same. The Virginia act reads thus: "Whereas, an act has passed the Legislature of Maryland, entitled 'An act to incorporate the Baltimore & Ohio Railroad Company, in the following words and figures,' viz.: (setting out the Maryland acts). Therefore be it enacted by the General Assembly that the same rights and privileges shall be and are hereby granted to the aforesaid company, within the territory of Virginia as are granted to them within the territory of Maryland. The said company shall be subject to the same pains, penalties, and obligations as are imposed by said act, and the same rights, privileges, and immunities which are reserved to the State of Maryland or to the citizens thereof are hereby reserved to the State of Virginia and her citizens, except as to making lateral roads, and that the road shall not strike the Page 79 U. S. 67 Ohio at a point below the mouth of the Little Kanawha; that the words 'other property' in the 17th section of the Maryland act shall not be construed to extend to any property other than materials necessary for the road, works, and buildings, and that in procuring land and materials for the road, they shall pursue the course pointed out by the Virginia laws." Under these acts, a railroad was accordingly made between Baltimore and the Ohio River. Subsequently to this date -- that is to say, on the 22d February, 1831, the Legislature of Maryland gave the company authority to build a lateral road from the main road between Baltimore to the Ohio, to the line of the District of Columbia. In immediate sequence, Congress passed a law by which a connection with the Capital was opened through the District. The act of Congress, which was approved March 2, 1831, entitled "An act to authorize the extension, construction, and use of a lateral branch of the Baltimore & Ohio Railroad, into and within the District of Columbia," ran thus: "Whereas it is represented to this present Congress that the Baltimore & Ohio Railroad Company, incorporated by the General Assembly of the State of Maryland, by an act passed the 28th day of February, 1827, are desirous under the powers which they claim to be vested in them by virtue of the provisions of the before-mentioned act, to construct a lateral branch from the said Baltimore & Ohio Railroad to the District of Columbia, therefore," "Be it enacted &c. that the Baltimore & Ohio Railroad Company, incorporated by the said act of the General Assembly of the State of Maryland, shall be, and they are hereby authorized to extend into and within the District of Columbia, a lateral railroad such as the said company shall construct or cause to be constructed in a direction towards the said District in connection with the road they have located and are constructing from the City of Baltimore to the Ohio River in pursuance of said act of incorporation. And the said Baltimore & Ohio Railroad Company are hereby authorized to exercise the same powers, rights, and privileges, and shall be subject to the same restrictions in the construction and extension of the said lateral Page 79 U. S. 68 road into and within the said District as they may exercise or be subject to under or by virtue of the said act of incorporation in the extension and construction of any railroad within the State of Maryland, and shall be entitled to the same rights, benefits, and immunities in the use of said road and in regard thereto as are provided in the said charter, except the right to construct any lateral road or roads in said District from said lateral road." A supplementary act of the Legislature of Maryland, passed March 14, 1832, provided that the stock issued by the company to complete this lateral road "shall, united, form the capital upon which the net profits derived from the use of said road shall be apportioned." Under this act of Congress and the act of Maryland authorizing a lateral road, a road was made from Washington to a point on the main road called the Washington Junction, not far from Baltimore, and so a complete road by rail opened from Washington to the Ohio River. At this point, the Baltimore & Ohio Railroad terminated. From Belair, in Ohio, opposite this point of termination, began another road (the Ohio Central), running to Columbus. While, however, the road from Washington to the Ohio River was thus made up of two parts, one from Washington to the Junction and one from the Junction to the Ohio River, each part, as the reader will have observed, was made in virtue of two different enactments -- the former, from Washington to the Junction, by the act of Congress and the act of Maryland; the latter, or main branch, by the act of Maryland and the act of Virginia. In this state of things, one Harris bought, at an office which the Baltimore & Ohio Railroad Company had established in Washington, a ticket with which to go to Columbus, Ohio. This ticket was made up of three coupons, one for travel between Washington City and the Washington Junction; another for travel between Washington Junction and the Ohio River, over the line of the Baltimore & Ohio Railroad; and the third and last, for travel from Belair, in Ohio, opposite the terminus of the Baltimore & Ohio Railroad, to Columbus, in Ohio, over the line of the Central Page 79 U. S. 69 Ohio Railroad, already mentioned as confessedly disconnected with the Baltimore & Ohio one except in the matter of running junction. [Footnote 1] Over the first coupon was a memorandum thus: "Responsibility for safety of person or loss of baggage on each portion of the route is confined to the proprietors of that portion alone." And each coupon had printed on it: "CONDITIONED AS ABOVE." While traveling on the Baltimore & Ohio Railroad, at Mannington, in the State of Virginia, Harris was severely injured by a collision between the train in which he was so traveling and another train of the Baltimore & Ohio Railroad Company. He accordingly brought suit against the railroad in the Supreme Court of the District of Columbia for the injury he had suffered. The writ was served on the president of the Baltimore & Ohio Railroad Company. At the time that the writ was thus served, there was no act of Congress authorizing suits against foreign corporations doing business in the District. Some time afterwards -- that is to say, on the 22d of February, 1867, [Footnote 2] Congress enacted: "That in actions against foreign corporations doing business in the District of Columbia, all process may be served on the agent of such corporation or person conducting its business aforesaid, or in case he is absent and cannot be found, by leaving a copy thereof at the principal place of business of, in the District, and such service shall be effectual to bring the corporation before the court." The declaration was against the company, describing it not as a citizen, or resident, or inhabitant of the District, or of Page 79 U. S. 70 any State, but as "a corporation duly and legally established by law, having and professing a legal and recognized existence, within the limits of the District of Columbia, and exercising therein corporate powers, rights, and privileges, in the making of the contracts, receiving freight and passengers, for transportation in and along their said railroad, from the City of Washington to the Ohio River," and it relied on the purchase of the ticket, and a contract in virtue thereof, to carry the plaintiff safely to the Ohio River, and the breach of the contract in what had occurred. The company pleaded in abatement, 1st. That the company was not an inhabitant of the District of Columbia when the writ was served. 2d. That the company was not found in the District of Columbia when the writ was served. The view of the company in their pleas apparently was that no new corporation had been created by the act of Congress of 1831 within the District, and so made an inhabitant of it; that the old corporation, by virtue of that act, did not become such an inhabitant or found within the District, and that the court in which the action was brought had succeeded but to the jurisdiction of the circuit court of the District; a court in regard to whose jurisdiction it was provided by the 6th section of an Act of February 27, 1801, [Footnote 3] identical, so far as this suit was concerned, with the 11th section of the Judiciary Act of 1789: "That no action or suit shall be brought before said court by any original process against any person who shall not be an inhabitant of or found within said District at the time of serving the writ." To the first of the above-mentioned pleas Harris replied that the company was an inhabitant of the District of Columbia by virtue of the act of Congress already mentioned, the date and title of which he set forth, and that they had accepted its provisions, and constructed their roads under the Page 79 U. S. 71 act, availing themselves of the privileges thus conferred and doing business under it in the District of Columbia. To the second, that the company was found within the District of Columbia when the writ was served and was within the jurisdiction of the court by virtue of the acts of Congress mentioned in the first replication, and that due and legal service of the writ was made upon the person of the president within the District, &c. The company demurred to these replications, adding to the demurrer an admission of the service on the president but denying that such service was a legal service or service on the company. The demurrers were overruled. The company thereupon filed the general issue of Not Guilty. Upon the trial, the counsel of the company asked the court to instruct the jury that upon the evidence before them, the plaintiff could not recover. The court refused to give the instruction, and the jury having found $8,250 damages for the plaintiff, the company brought the case here. It was argued at the last term, when a reargument was directed upon one of the points raised in the first argument, to-wit: "Whether the acts of Congress and the statutes of West Virginia relating to the Baltimore & Ohio Railroad Company created a new and distinct corporation under that name in the said state and District of Columbia, respectively, or whether they are only enabling acts, as respected the corporation under that name, created by the State of Maryland. "
833	dbpedia	1	40	https://www.mbta.com/schedules/commuter-rail	en	Schedules & Maps	https://cdn.mbta.com/ima…3577f6.png?vsn=d	https://cdn.mbta.com/ima…3577f6.png?vsn=d	[ "https://cdn.mbta.com/images/map-thumbnail-commuter-rail-3137e24f95dfffd734496624f2e45fae.jpg?vsn=d", "https://cdn.mbta.com/images/map-thumbnail-fare-zones-701cddb2021e19a8446c17f37f88849b.jpg?vsn=d", "https://live-mbta.pantheonsite.io/sites/default/files/styles/teaser/public/media/2023-04/CR-black-text-for-sidebar.png?itok=SLQFECBF", "https://live-mbta.pantheonsite.io/sites/default/files/styles/teaser/public/projects/south-shore-garages/braintree-garage-rendering.jpg?itok=MwVvMnDl", "https://live-mbta.pantheonsite.io/sites/default/files/styles/teaser/public/media/2020-02/v2-winchester-station-from-aberjona-parking-lot.jpg?itok=SaWKSbHE" ]	[]	[]	[ "" ]	null	[ "Massachusetts Bay Transportation Authority" ]	null	Schedule information for MBTA Commuter Rail lines in the Greater Boston region, including real-time updates and arrival predictions.	en	https://cdn.mbta.com/app…4c0e51.png?vsn=d		null	commuter rail Commuter Rail Schedules Maps Fares
833	dbpedia	2	15	https://www.mbta.com/schedules/CR-Lowell/line	en	Commuter Rail	https://cdn.mbta.com/ima…3577f6.png?vsn=d	https://cdn.mbta.com/ima…3577f6.png?vsn=d	[]	[]	[]	[ "" ]	null	[ "Massachusetts Bay Transportation Authority" ]	null	MBTA Lowell stops and schedules, including maps, parking and accessibility information, and fares.	en	https://cdn.mbta.com/app…4c0e51.png?vsn=d		null	Information & Support Monday thru Friday: 6:30 AM - 8 PM Saturday thru Sunday: 8 AM - 4 PM Main: 617-222-3200 711 for TTY callers; VRS for ASL callers Report a Railroad Crossing Gate Issue To report a problem or emergency with a railroad crossing, call 800-522-8236
833	dbpedia	1	17	https://www.loc.gov/collections/railroad-maps-1828-to-1900/articles-and-essays/history-of-railroads-and-maps/the-beginnings-of-american-railroads-and-mapping/	en	The Beginnings of American Railroads and Mapping	http://www.loc.gov/static/images/favicons/open-graph-logo.png	http://www.loc.gov/static/images/favicons/open-graph-logo.png	[ "https://www.loc.gov/static/images/logo-loc-new-branding.svg", "https://www.loc.gov/static/images/social-media/facebook.svg", "https://www.loc.gov/static/images/social-media/twitter.svg", "https://www.loc.gov/static/images/share/link.svg", "https://www.loc.gov/static/collections/railroad-maps-1828-to-1900/images/boston.gif", "http://lcweb2.loc.gov/gmd/gmd370/g3701/g3701p/rr001730.gif", "https://www.loc.gov/static/images/share/email.svg", "https://www.loc.gov/static/images/social-media/facebook.svg", "https://www.loc.gov/static/images/social-media/twitter.svg", "https://www.loc.gov/static/images/social-media/youtube.svg", "https://www.loc.gov/static/images/social-media/pinterest.svg", "https://www.loc.gov/static/images/social-media/flickr.svg", "https://www.loc.gov/static/images/social-media/instagram.svg", "https://www.loc.gov/static/images/social-media/itunesU.svg", "https://www.loc.gov/static/images/congress-gov.svg", "https://www.loc.gov/static/images/copyright-gov.svg" ]	[]	[]	[ "" ]	null	[]	null	Railways were introduced in England in the seventeenth century as a way to reduce friction in moving heavily loaded wheeled vehicles. The first North American "gravity road," as it was called, was erected in 1764 for military purposes at the Niagara portage in Lewiston, New York. The builder was Capt. John Montressor, a British engineer known to students of historical cartography as a mapmaker.	en		The Library of Congress	null	Railways were introduced in England in the seventeenth century as a way to reduce friction in moving heavily loaded wheeled vehicles. The first North American "gravity road," as it was called, was erected in 1764 for military purposes at the Niagara portage in Lewiston, New York. The builder was Capt. John Montressor, a British engineer known to students of historical cartography as a mapmaker. Surveying and mapping activities flourished in the United States as people began moving inland over the inadequately mapped continent. The settlement of the frontier, the development of agriculture, and the exploitation of natural resources generated a demand for new ways to move people and goods from one place to another. Privately owned toll or turnpike roads were followed first by steamships on the navigable rivers and by the construction of canals and then in the 1830s by the introduction of railroads for steam-powered trains. The earliest survey map in the United States that shows a commercial "tramroad" was drawn in Pennsylvania in October 1809 by John Thomson and was entitled "Draft Exhibiting . . . the Railroad as Contemplated by Thomas Leiper Esq. From His Stone Saw-Mill and Quarries on Crum Creek to His Landing on Ridley Creek." Thomas Leiper was a wealthy Philadelphia tobacconist and friend of Thomas Jefferson, who owned stone quarries near Chester. Using his survey map, Thomson helped Reading Howell, the project engineer and a well-known mapmaker, construct the first practical wooden tracks for a tramroad. Thomson was a notable land surveyor who earlier had worked with the Holland Land Company. He was the father of the famous civil engineer and longtime president of the Pennsylvania Railroad, John Edgar Thomson, who was himself a mapmaker. In 1873 the younger Thomson donated his father's 1809 map to the Delaware County Institute of Science to substantiate the claim that the map and Leiper's railroad were the first such work in North America. In 1826 a commercial tramroad was surveyed and constructed at Quincy, Massachusetts, by Gridley Bryant, with the machinery for it developed by Solomon Willard. It used horsepower to haul granite needed for building the Bunker Hill Monument from the quarries at Quincy, four miles to the wharf on the Neponset River. These early uses of railways gave little hint that a revolution in methods of transportation was underway. James Watt's improvements in the steam engine were adapted by John Fitch in 1787 to propel a ship on the Delaware River, and by James Rumsey in the same year on the Potomac River. Fitch, an American inventor and surveyor, had published his "Map of the Northwest" two years earlier to finance the building of a commercial steamboat. With Robert Fulton's Clermont and a boat built by John Stevens, the use of steam power for vessels became firmly established. Railroads and steam propulsion developed separately, and it was not until the one system adopted the technology of the other that railroads began to flourish. John Stevens is considered to be the father of American railroads. In 1826 Stevens demonstrated the feasibility of steam locomotion on a circular experimental track constructed on his estate in Hoboken, New Jersey, three years before George Stephenson perfected a practical steam locomotive in England. The first railroad charter in North America was granted to Stevens in 1815. Grants to others followed, and work soon began on the first operational railroads. Surveying, mapping, and construction started on the Baltimore and Ohio in 1830, and fourteen miles of track were opened before the year ended. This roadbed was extended in 1831 to Frederick, Maryland, and, in 1832, to Point of Rocks. Until 1831, when a locomotive of American manufacture was placed in service, the B & O relied upon horsepower. Soon joining the B & O as operating lines were the Mohawk and Hudson, opened in September 1830, the Saratoga, opened in July 1832, and the South Carolina Canal and Rail Road Company, whose 136 miles of track, completed to Hamburg, constituted, in 1833, the longest steam railroad in the world. The Columbia Railroad of Pennsylvania, completed in 1834, and the Boston and Providence, completed in June 1835, were other early lines. Surveys for, and construction of, tracks for these and other pioneer railroads not only created demands for special mapping but also induced mapmakers to show the progress of surveys and completed lines on general maps and on maps in "travelers guides". Planning and construction of railroads in the United States progressed rapidly and haphazardly, without direction or supervision from the states that granted charters to construct them. Before 1840 most surveys were made for short passenger lines which proved to be financially unprofitable. Because steam-powered railroads had stiff competition from canal companies, many partially completed lines were abandoned. It was not until the Boston and Lowell Railroad diverted traffic from the Middlesex Canal that the success of the new mode of transportation was assured. The industrial and commercial depression and the panic of 1837 slowed railroad construction. Interest was revived, however, with completion of the Western Railroad of Massachusetts in 1843. This line conclusively demonstrated the feasibility of transporting agricultural products and other commodities by rail for long distances at low cost. Early railroad surveys and construction were financed by private investors. Before the 1850 land grant to the Illinois Central Railroad, indirect federal subsidies were provided by the federal government in the form of route surveys made by army engineers. In the 1824 General Survey Bill to establish works of internal improvements, railroads were not specifically mentioned. Part of the appropriation under this act for the succeeding year, however, was used for "Examinations and surveys to ascertain the practicability of uniting the head-waters of the Kanawha with the James river and the Roanoke river, by Canals or Rail-Roads." In his Congressional History of Railways, Louis H. Haney credits these surveys as being the first to receive federal aid. He /collections/railroad-maps-1828-to-1900/articles-and-essays/history-of-railroads-and-maps/notes/ that such grants to states and corporations for railway surveys became routine before the act was repealed in 1838. The earliest printed map in the collections of the Library of Congress based on government surveys conducted for a state-owned railroad is "Map of the Country Embracing the Various Routes Surveyed for the Western & Atlantic Rail Road of Georgia, 1837". The surveys were made under the direction of Lt. Col. Stephen H. Long, chief engineer, who ten years earlier had surveyed the routes for the Baltimore and Ohio . Work on the 138-mile Georgia route from Atlanta to Chattanooga started in 1841, and by 1850 the line was open to traffic. Its strategic location made it a key supply route for the Confederacy. It was on this line that the famous "Andrews Raid" of April 1862 occurred when Union soldiers disguised as railroad employees captured the locomotive known as the General.
833	dbpedia	3	18	https://www.bostonmpo.org/data/html/plans/LRTP/destination/Destination_2040_Needs_Assessment_CH2.html	en	Chapter 2 - Land Use and the Transportation System			[ "https://www.bostonmpo.org/data/html/plans/LRTP/destination/Destination_2040_NA_images/Fig2-1.png", "https://www.bostonmpo.org/data/html/plans/LRTP/destination/Destination_2040_NA_images/Fig2-2.png", "https://www.bostonmpo.org/data/html/plans/LRTP/destination/Destination_2040_NA_images/Fig2-3.png", "https://www.bostonmpo.org/data/html/plans/LRTP/destination/Destination_2040_NA_images/fig2-4.png", "https://www.bostonmpo.org/data/html/plans/LRTP/destination/Destination_2040_NA_images/fig2-5.jpg", "https://www.bostonmpo.org/data/html/plans/LRTP/destination/Destination_2040_NA_images/fig2-6.png", "https://www.bostonmpo.org/data/html/plans/LRTP/destination/Destination_2040_NA_images/fig2-7.png", "https://www.bostonmpo.org/data/html/plans/LRTP/destination/Destination_2040_NA_images/fig2-8.jpg", "https://www.bostonmpo.org/data/html/plans/LRTP/destination/Destination_2040_NA_images/fig2-9.png", "https://www.bostonmpo.org/data/html/plans/LRTP/destination/Destination_2040_NA_images/fig2-10.png", "https://www.bostonmpo.org/data/html/plans/LRTP/destination/Destination_2040_NA_images/Fig2-11-01.png" ]	[]	[]	[ "" ]	null	[]	null					null	Definition of the Study Area The Boston Region Metropolitan Planning Organization (MPO) encompasses 97 municipalities extending from Ipswich on the North Shore to Marshfield on the South Shore as shown in Figure 2-1. The region’s outer circumferential highway, Interstate 495, passes through 11 MPO municipalities. In 2010, the population of the MPO was 3,086,000 making it the fifteenth most populous MPO in the country. The MPO’s land area, however, is a comparatively small 1,381 square miles, the ninety-third largest MPO in geographical size. The MPO’s small land area has important implications for transportation planning. For example, out of the 139 stations in the Massachusetts Bay Transportation Authority’s (MBTA) commuter rail system, 35 are located outside of the Boston Region MPO area. Also, many warehouses and logistic centers serving the Boston Region MPO are located in neighboring MPOs. Therefore, there is a heightened need for coordination with the Commonwealth and other MPO’s across the state. This chapter describes the existing land use as well as the land use projected for 2040 in the Boston Region MPO area. It also describes the existing transportation system including: Roadway Systems Public Transit Regional Rail Civil Air Space Navigable Waterways Multiuse Paths Figure 2-1 Boston Region MPO Area Source: Boston Region MPO. Existing Land Use in the Boston region MPO area Background The Boston Region MPO area is a mature region with the majority of jobs and population located in a dense urban core. This region is composed of 97 cities and towns, each with its own land use regulatory authority.1 These municipalities are connected by a diverse network of local roads, highways, rail lines, bus routes, and rapid transit services. In order to understand how regional trends will affect the region’s diverse communities over the coming decades, the Metropolitan Area Planning Council (MAPC) has identified four basic community types (shown in Figure 2-2) as the Inner Core, Regional Urban Centers, Maturing Suburbs, and Developing Suburbs. While each city and town is unique, communities within each community type share important characteristics that will influence their development in the coming decades. The criteria used to define community types include land use and housing patterns, recent growth trends, and projected development patterns.2 The following sections describe the four basic community types in detail, along with Priority Development Areas, Priority Preservation Areas, and transit-oriented development in the Boston Region MPO area. Figure 2-2 Metropolitan Area Planning Council Community Types Source: Metropolitan Area Planning Council. The Inner Core The Inner Core consists of the high-density cities of Boston, Cambridge, Somerville, Revere, Everett, and Chelsea, as well as more residential streetcar suburbs, such as Arlington and Brookline. There are 16 cities and towns in the Inner Core (within Route 128) that are classified as Streetcar Suburbs, which are built around village-scale commercial districts. The Inner Core has little vacant developable land, yet has experienced large gains in employment and residents in recent years as households shift to prefer dense, walkable areas. Virtually all recent development has occurred through infill and reuse of previously developed land. Multifamily housing is a significant component of the housing stock, as are rental and subsidized housing. Most employment is concentrated in downtown Boston and portions of Cambridge. Regional Urban Centers This community type includes urbanized municipalities (both cities and towns), located outside of the Inner Core. Eleven Regional Urban Centers are located in the Boston Region MPO area. These communities are characterized by an urban-scale downtown core with multiple blocks of multistory and mixed-use buildings. Moderately dense residential neighborhoods surround this core; in some cases, lower-density, single-family residential development surrounds these neighborhoods. Some of these communities are considered “built out,” while other communities still have undeveloped but potentially developable land. Rental housing and multifamily structures compose a significant portion of the housing stock, and many of these communities have large or growing immigrant populations, such as Framingham and Lynn. Maturing Suburbs There are 43 towns classified as Maturing Suburbs in the Boston Region MPO area. These municipalities are moderate-density residential communities that have a very limited supply of currently undeveloped but potentially developable land (less than 25 percent of the land area). Most Maturing Suburbs are predominantly “bedroom communities” where less than 20 percent of the land area is devoted to commercial and industrial uses, although a few of these towns are significant job centers. More than half of the housing units are owner-occupied single-family homes. Developing Suburbs There are 27 towns in the Boston Region MPO area classified as developing suburbs. Most of these municipalities are located along Interstate 495 and on the North and South Shores. These are less-developed towns that have large expanses of currently undeveloped land that could be converted to developable uses. While the vast majority of housing is in single family homes, some of these towns have a locally significant stock of rental units in larger complexes and in modestly sized multifamily structures. Many of these towns have a well-defined, mixed-use town center surrounded by moderately dense neighborhoods. Others areas are more rural, with sparse residential development and town or village centers that have historical and civic significance but little commercial or neighborhood function. The extent of economic development varies, but generally is quite limited. Priority Development and Preservation Areas Many cities and towns in the developing suburbs have planned ahead by identifying and prioritizing areas for growth and preservation. In many cases, identification of these priority areas has occurred through a subregional process involving multiple adjacent municipalities, the MAPC, and participating state agencies. This process entails Identification of local priority areas; Geographic information system-aided screenings of those areas to select regional priorities most consistent with MAPC’s regional plan MetroFuture; and In most cases, further refinement of priority areas by the Executive Office of Housing and Economic Development (for priority development areas) and the Executive Office of Energy and Environmental Affairs (for priority preservation areas) Priority Development Areas (PDAs) may range in size from a single lot to many acres, and may include sites that are appropriate for housing, commercial development, industrial uses, or some combination of the above. PDAs may be considered “greenfield” sites,3 major redevelopment areas, infill opportunities, or adaptive reuse of existing buildings to preserve a sense of place. While localities generally identify a wide range of priority sites, the screening process for select regionally-significant PDAs is designed to identify those with the following features: Significant capacity to support additional development or redevelopment, even if that development may first require additional investment in infrastructure Good transportation access, including transit and walkability for housing and commercial development, and highway access for industrial or office sites Existing infrastructure (primarily water and sewer) Low level of environmental constraints such as wetlands, flood plains, protected open space, and steep slopes Existing community plans for development and demonstrated real estate interest and market activity In addition to PDAs identified through a subregional planning process, the MPO and MAPC also recognize areas designated under state programs such as Chapter 43D (expedited permitting), Chapter 40R (smart growth zones) or Economic Opportunity Areas. Priority Preservation Areas’ features include Significant environmental factors and/or natural features, such as endangered-species habitats, large blocks of high-quality intact habitat for natural communities and ecosystem diversity, areas critical to the water supply, scenic vistas, areas important to a cultural landscape, or areas of historical significance Currently protected land, for example, via a conservation restriction, municipal or state conservation land, and land trust ownership (In general, existing parks and new park facilities do not fall within this category.) Linked open space and trails within a community across municipal boundaries that are part of a larger, regional network Transit-Oriented Development Transit-oriented development (TOD) has been a large part of Boston’s growth since the earliest horse-drawn railways, and many of the region’s city and town centers reflect the influence of former streetcars that stretched throughout the area. The Boston Metropolitan area (Metro Boston) is also experiencing a new wave of growth near transit service with hundreds of residential and commercial developments under way and more on the horizon. MAPC’s database of recent, current, and future development indicates that 60 percent of inventoried housing development and 71 percent of commercial development planned for 2018 and after are located within one-half mile of commuter rail or transit service.4 Cities and towns are creating plans for developing areas near transit stations, and are also updating their zoning to unlock development potential. The MBTA is accepting proposals for major developments on MBTA-owned parcels; state agencies are using transit proximity as a criterion for prioritizing infrastructure or housing resources; and the development community is finding a strong market for residential and commercial space near MBTA stations and stops. Future Land Use: From 2010 to 2040 Background The forces of an aging population, growing diversity, and economic restructuring will intersect to create a markedly different region in 2040 from the one that exists in the Boston Region MPO area today. The next section describes these differences by breaking them out into key trends. The MAPC, the region’s land use planning agency, is responsible for preparing detailed transportation analysis zone (TAZ)-level socioeconomic and land use projections to the year 2040 to support the Long-Range Transportation Plan (LRTP). The Massachusetts Department of Transportation (MassDOT) helped lead the process for this LRTP by creating a projections committee with members from each of the state’s MPOs, MAPC, Central Transportation Planning Staff (CTPS), and other relevant government agencies. This committee oversaw the development of regional population, labor force, household, and employment projections for each MPO in the state. MAPC and the University of Massachusetts Donahue Institute (UMDI) were contracted as technical leads for the production of these projections. The UMDI developed population and employment projections while MAPC developed household and labor force projections. CTPS served as a member of the committee and contributed to the development of the methods as well as preparation of specific deliverables such as group quarters projections and auto availability estimates. To advise this process and the methods used for creating these projections, MAPC convened a projections advisory group with representatives from state agencies, academic experts, and staff from Boston and Cambridge.5 The process to create the regional projections relied on the consistency between population, households, labor force, and employment. UMDI relied on recent rates of births, death, and migration to create a future year population for each MPO region and municipality using a traditional cohort component method. These estimates were calibrated to match the 2015 municipal and regional population estimates. With those population projections as the input, MAPC relied on age-specific headship rates, and labor force participation rates specific to age, sex, and educational attainment to produce regional projections of workers and households for the forecast years.6 MAPC was then tasked with allocating the Boston Region MPO’s projected population, households, workers, and employment to TAZs. First, the region’s households were grouped into “agents” based on demographic characteristics such as age, income, and presence of children. MAPC then allocated these household agents and employment types based on four key inputs: Existing distribution of agents and jobs A development pipeline inventory, MassBuilds, showing planned and proposed housing units and commercial space Estimated development capacity Access to employment, retail, and services based on existing travel attributes Overall, the land use scenario created for the LRTP, Destination 2040, involves key assumptions about the future and reflects large-scale, long-term land use trends in the region due to an aging population, a restructured economy, and the investment in development projects already planned. These key trends are described in the following sections. Population and Housing DemandâKey Trends 1. Demographic shifts, even without changes in household formation preferences, will fundamentally change the type of households living in our region in 2040 The aging of the population will have large impacts, not just on the number of households in the future, but on the type of households that will exist. In 2010, the majority of households in the region were headed by someone born before 1965, with the baby boomers comprising the largest share of householder. As shown in Figure 2-3, as this generation ages, it will result in a large increase in senior households, and eventually outmigration and mortality will cause a steady decline in the number of baby boomer-headed households. Meanwhile, millennials (born 1981â2000) and generation Z (post-2000) will form new households in great numbers, and by 2040, the majority of the region’s households will be headed by someone born after 1980. While it is hard to say exactly what location and travel preferences these households will exhibit, it is likely that the habits of these householders, shaped by a near-lifelong availability of the internet, mobile devices, and on-demand mobility, will differ substantially from their predecessors. Figure 2-3 Households by Householder Year Born: 2010â40 Source: Boston Region MPO. As this demographic transformation takes place, the projections suggest that the number of households with children under the age of 18 will remain relatively stable. However, families with children will comprise of a smaller share of total households (28 percent in 2010, 26 percent in 2040), and the average number of children per family will decline 15 percent from 1.8 to 1.6 across the same time period. Figure 2-4 Households by Household Type: 2010â40 Source: Boston Region MPO. 2. New housing demand will outpace population growth due to declining household size Since seniors comprise a larger share of households, the region’s demand for housing units will outpace its population growth. A large part of this demand is due to the increase in single-person households, which are projected to grow from 362,000 in 2010 to 514,000 in 2040. Average household size would likely decline by 8.4 percent from 2010 to 2040 as the number of one- and two-person households increase by 41 percent and 48 percent, respectively. This change is driven largely by the growth in smaller senior households, which occur as baby boomers age out of their family-rearing years into their senior years. The region’s population is projected to grow by 20 percent from 2010â40 while the number of households will grow by 30 percent. Statewide, the population is projected to grow 13 percent and households are projected to grow 24 percent over that same time period. Figure 2-5 Households by Size and Type: 2010â40 Source: Boston Region MPO. 3. The Boston region will have a labor force with more formal education than the labor force of today Labor force projections for the region anticipate larger increases in those with a Bachelor’s degree or higher (23 percent) than labor force participants with either an Associate’s degree or less (7 percent). This could benefit the region as both retail and basic employment opportunities shrink. These projections assume current rates of educational attainment level by age (while current rates of labor force participation by age, sex, and educational attainment), which means these numbers could be underestimating education levels of the labor force as millennials continue to accumulate more degrees than their parents. Figure 2-6 Labor Force Projections by Educational Attainment Source: Boston Region MPO. 4.Â A larger share of Metro Boston’s households will be low income Households earning less than $35,000 in 2012 dollars are projected to increase 41 percent from 2010 to 2040 while the total household growth is only projected to increase by 30 percent. This is largely due to the increase in senior-headed households, which are largely comprised of retired workers on a fixed income. These projections do not trend forward any continued wage polarization in the region, which could dramatically alter these projections and make the growth in low-income households even greater.7 Figure 2-7 Projected Households by Income Source: Boston Region MPO. Regional Economic GrowthâKey Trends 1. Availability of labor will be a fundamental constraint on job growth Economic forecasts based only on recent growth rates suggest that the region’s employment could grow by leaps and bounds over the coming decades. However, a limited supply of workers are likely to be a major constraint on growth. Even with labor force participation rates rising for older adults, the baby boomers will eventually leave the labor force, diminishing the supply of workers and the corresponding job growth potential. MAPC’s labor force projections estimate a labor force growth of 15 percent over a 30-year period, averaging about 0.4 percent per year from 2020â30 and 0.3 percent per year from 2030â40. A statewide analysis indicates that the problem may be worse for other regions of Massachusetts than for the Boston MPO area, where seven out of 13 regional planning agencies show no growth or declines in their labor force over the coming decades. However, it is projected that jobs in the Boston MPO area will increase by 14 percent, or 261,000 jobs, from 2010 to 2040. One way to compare these projections against market activity is by looking at MAPC’s MassBuilds dataset. MassBuilds is a collaborative inventory of recently completed, in-construction, or planned commercial or residential development across Massachusetts. Projects in MassBuilds are inputted by municipal planning staff, regional planning agencies, and engaged residents. Most project information input is based on local news sources, planning board documents, or local planning knowledge. MAPC’s MassBuilds dataset shows that there is more commercial real estate development planned or envisioned for the region than there are projected jobs for the same area. This information suggests that the supply of commercial development in the pipeline may exceed demand. As a result, it is likely that some of the region’s major planned office and commercial projects may not materialize or may not reach full occupancy; or that existing commercial real estate may experience higher vacancy rates, or some combination of the two scenarios.Â Â Figure 2-8 MassBuilds Job Capacity vs. Projected Employment Source: Boston Region MPO. 2. The economy will continue to experience significant restructuring and shifts between different sectors Given the relatively slow pace of overall job growth projected for the coming decades, the growth and decline of certain sectors may have more impact on the region’s economy than the absolute change in the number of jobs. Based on historical trends and national projections by sector, UMDI forecasted that certain sectors would most likely grow rapidly while others would experience continued declines. Specifically, the educational services sector, including colleges and universities, is projected to grow 44 percent in the Boston MPO area and health care and social assistance jobs are projected to grow 40 percent. Together these sectors are projected to gain over 160,000 jobs. Meanwhile, the share of jobs in financial activities and insurance are expected to decrease, while the manufacturing, wholesale trade, retail trade, and utilities sectors are also projected to decline substantially. This reflects long-term trends in production and commerce, with more overseas manufacturing and online purchasing, and fewer labor-intensive retail operations. The slight declines in both basic and retail employment with a growth in service employment could result in the need to repurpose existing buildings and dramatically alter the land use in areas that have large employment centers in these sectors. Location ChoiceâKey Trends 1. We anticipate a continued resurgence of urban communities Past trends show that many urban municipalitiesâboth in the Inner Core and outlying regional urban centersâexperience a large influx of young people but lose them to suburban communities as those residents form families. However, those trends have changed in recent years. When compared to the 1990s, more young people have been moving to urban communities and only a slight number have moved out once they turn 20. An increasingly diverse population attracted by the job proximity, transit access, vibrancy, and cultural assets of urban areas will likely drive continued population growth. MassBuilds data collected since 2010 shows commercial development is more likely to be built near public transportation. From 2010 through 2014, 48 percent of commercial development was within half a mile of public transportation, and 57 percent from 2015 through 2018. Looking out to 2030, 68 percent of commercial development projects in the pipeline are located near public transit. Figure 2-9 Households by Community Type Source: Boston Region MPO. Figure 2-10 Employment by Community Type Source: Boston Region MPO. 2. It is difficult to predict winners and losers in the decline of basic and retail employment As described above, losses are projected for both basic and retail employment in the region between 2010 and 2040. To both account for projected development in these sectors in MassBuilds and avoid any major municipal employment loss, MAPC allocated employment in both the basic and retail sectors based on the 2010 employment numbers and any proposed projects in the development pipeline. Due to the difficulties in predicting which industrial and retail centers are better positioned to weather the coming economic changes, and which are more likely to see substantial declines, MAPC adjusted basic and retail employment downward across the region. As a result, no specific employment center is projected to experience catastrophic decline or revival. Instead, this land use scenario reflects the thought that all retail and basic sites will experience slight declines with the overall decline in regional employment. It was projected that the declines in retail were more likely in Maturing Suburbs and Developing Suburbs than the Inner Core or Regional Urban Centers as online retail takes a larger share of purchases previously made at suburban malls and big-box stores. It was projected that the declines in basic employment (for example, manufacturing) were more likely in the Inner Core and Regional Urban Centers given the demand for land for other uses in these areas. The Existing Transportation System The previous sections defined the Boston Region MPO study area and its existing and projected land use and trends in population, housing, and economic growth in the region. The following section describes the existing transportation system in the MPO region. Interconnected Systems of Routes, Terminals, and Travel Modes Ground transportation systems in the MPO region include roads and associated bridges and tunnels, railroads, rapid transit and light rail lines, multiuse bicycle and pedestrian paths, sidewalks, and navigable waterways. Most of these routes are publicly owned and managed by agencies including MassDOT Highway Division, the MBTA, the Department of Conservation and Recreation (DCR), and individual municipalities. Some railroad lines within the MPO area are owned by freight railroads, and all railroads in Massachusetts connect with the national railroad system, most of which is also privately owned. Entering, leaving, and transferring between these extensive and interconnected route networks takes place at millions of terminals, ranging in size from residential doorways and driveways at homes and businesses to North and South Stations and the Massachusetts Port Authority’s (Massport) Logan Airport and Conley Container Terminal. These terminals are specialized based on the modes served and types of passenger trips or freight commodities. The simplest intermodal terminal is arguably a bus stop or a parking lot. Origin and destination terminals are publicly or privately owned. Passenger intermodal terminals tend to be publicly owned and freight distribution and consolidation centers are usually privately owned. Passengers and freight use a mode or combination of modes to travel between origin and destination terminals using available routes. Providers of the transportation service fall into three broad groups: The traveler provides the service A private carrier such as an airline, bus company, taxi or transportation network company (TNC), or a truck company or freight railroad provides the service A public carrier such as the MBTA or Amtrak provides the service The discussion of the transportation system in this chapter is organized generally around the major route systems, starting with the roadway system, for which the MPO has a major role in programming investments for improvement and reconstruction. The remainder of this chapter describes the elements of the existing transportation system in the Boston region, including: Roadway System Public Transit Regional Rail Civil Air Space Navigable Waterways Multiuse Paths The Roadway System Roadways as a Route System The roadway system is the most extensive part of the regional transportation system. It connects with all the other route systems and allows them to operate as part of the overall transportation system. The roadway system consists of rights-of-way (ROW) (owned by MassDOT, local municipalities, independent agencies such as the DCR, or Massport), and a limited number of privately owned roads that allow general traffic. Roadway system ROW contain roadway pavement, and may also contain medians, traffic islands, sidewalks, or protected paths designated for bicycles. The pavement can be striped for motor vehicle travel lanes of varying width and varying restrictions such as high-occupancy vehicle lanes, bus lanes, bicycle lanes, or parking. ROW pavement markings are reconfigured at intersections and interchanges to maximize safety while optimizing operations. The use of the curb and parking spaces can be regulated based on time of day or class of vehicle. The creation of curb cuts, small ramps built into sidewalks making it easier for strollers and wheelchairs to pass into the road, is governed by laws and regulations. Medians and other parts of ROW are often landscaped and the roadway is an important part of the public realm, with respect to appearance as well as transportation. The modes and users traveling on the roadway system include Private two- and four-wheeled vehicles with one or more occupants; Taxis and TNC-associated vehicles; Private shuttle buses; Public transportation buses; Commercial regional and intercity buses; Commercial four-wheeled vehicles such as plumbers’ vans; Trucks and heavy vehicles with six or more wheels; Emergency and official vehicles; Bicycles; and Pedestrians. The design of each roadway system ROW determines the access, capacity, efficiency, and safety that members of these user groups will experience when using that part of the system. Many trip origins or destinations are at facilities very close to or physically connected to a public transportation facility. This type of configuration dates back to the invention of modern rapid transit systems over 100 years ago. However, today new developments are actively encouraged to build in close proximity to fixed-guideway transit services, a practice commonly referred to as transit-oriented development (TOD). However, for the foreseeable future, the vast majority of trips, motorized or nonmotorized, will begin or end at some point on the roadway system. Roadway Classification and Ownership For purposes of planning and analysis, roadways are grouped into functional classes. Functional classes reflect the role that groups of roadways play in the overall transportation system rather than their physical attributes. The Federal Highway Administration and MassDOT define functional classes and subclasses slightly differently, however, there is congruence between the two systems at a higher classification level using four overarching groups; interstate highways, arterials, collectors, and local roads and streets. Interstate highways are defined by United States statute that, as the name implies, forms a system whose components extend from state to state across the contiguous 48 states. At the opposite extreme are local roads and streets that can be as limited as a dead end cul-de-sac, or more likely, a street that goes for one or a few blocks. Collector roads may not be physically larger than local streets, but they are more important because they connect with arterials. Arterials are a broad class of roads that include express highways built to interstate standards that are not designated as part of the interstate system. These important distinctions are reflected in the various arterial subclasses used in federal or state level analyses. The composition of the region’s roadway system is summarized in Table 2-1. Federal recordkeeping guidelines require that roads be characterized by both lane-miles and centerline miles, which reflects the geographical distance that the roads cover. For the system as a whole, there are 10,966 centerline miles which comprise a total of 22,982 lane-miles in the Boston region. Most regional roads have two lanes. However, with a small number of one-lane roads and the added lanes of multi-lane roads and highways, the average is 2.1 lanes. Table 2-1 Boston Region MPO Roadway Miles by Functional Class Functional Class Centerline Miles Percent Lane Miles Percent Average Lanes All Functional Classes 10,966 100.0Â 22,982 100.0Â 2.1 Local 7,403 67.5Â 14,162 61.6Â 1.9 Collector 1,208 11.0Â 2,414 10.5Â 2.0 Arterial 2,179 19.9Â 5,252 22.9Â 2.4 Interstate 176 1.6Â 1,154 5.0Â 6.6 MPO = Metropolitan Planning Organization. Source: Massachusetts Road Inventory Report, 2017. More than half of the roadway miles in the region, whether measured by centerline or lane miles, are local streets and roads. Because there are very few local streets with more than two lanes, and a sizeable number with only one lane, the average local street averages 1.9 lanes. Collectors, the smallest group of non-interstate roadways, are almost entirely two-lane streets. There are 2,179 miles of arterial roadways in the Boston Region MPO. The primary function of an arterial road is to deliver traffic from collector roads to freeways or expressways, and between urban centers at the highest level of service possible. Some arterial roadways are also limited-access roads. There are only 176 centerline miles of interstate highways in the Boston region, 1.6 percent of the total, but these comprise of 1,154 lane miles, or 5.0 percent. This represents an average of 6.6 lanes, reflecting the mix of six- and eight-lane sections, plus the four-lane section of Interstate 90 through the Ted Williams Tunnel. All of the interstate highways in Massachusetts are owned by MassDOT. However, MassDOT only owns 23 percent of the arterial centerline miles in the Boston Region MPO area, with the municipalities owning 72 percent and the DCR owning 5 percent. The municipalities own 98 percent of the collectors and 87 percent of the local roads and streets. The remaining 13 percent of local roadways are privately owned public ways. These public ways are often referred to as “unaccepted,” because the municipality at some point declined to accept ownership of the roads and the associated maintenance commitment. Altogether, 84 percent of roadway miles in the MPO region are owned by local municipalities. Connecting the Roadway System with Other Route Systems It is possible to travel by different modes while staying entirely within the roadway system. Travelers can drive, walk, or ride a bicycle for the entire length of a trip. Travelers can also use transportation services such as taxis, TNCs, public transit buses or private shuttle buses that operate within the roadway system. For these trips, the terminals can be quite simpleâthe vehicle stops at a curb or parking lot, and the users enter or leave the vehicle. Transferring between the roadway route system and another transportation system, such as transit, civil aviation, or navigable waterways, can be more complex and may include a variety of connections. The effectiveness of any transportation service is dependent on its connection with the roadway system. The Public Transit System The Boston Region MPO’s transit system includes three forms of rail transit: heavy rail, light rail, and commuter rail, as shown in Figure 2-11. Heavy rail and light rail are operated directly by the MBTA; the commuter rail is operated under contract for the MBTA, which owns the rolling stock and most of the fixed facilities. The transit system also includes a network of bus routes operated by or for the MBTA, and various regional transit authorities (RTAs) that also operate in the region, as well as passenger ferryboat service. The present transit system has evolved over a span of nearly 200 years. Predecessors of most of the commuter rail lines were opened by 1850, and the histories of many present day bus routes can be traced to horse-drawn street railways built in the latter half of the nineteenth century. Although the system has always served passengers with a variety of trip purposes, the major focus has been to serve people traveling to and from work in downtown Boston. At present, all of the commuter rail and heavy rail rapid transit lines, and all but one of the light rail lines serve downtown Boston directly. The majority of bus routes do not run into downtown Boston, but connect with one or more heavy rail, light rail, or commuter rail lines that do. All ferryboat routes funded by the MBTA serve terminals on the downtown Boston waterfront. Figure 2-11 Rail Transit in the Boston Region Source: Boston Region MPO. Service frequency on all lines is greatest during the traditional commuting hours of Boston arrivals between 6:00 AM and 9:00 AM, and departures between 3:30 PM and 6:30 PM. Some commuter rail lines have intervals of more than two hours between off-peak trains, and some routes have no off-peak service. MBTA Heavy and Light Rail Transit The MBTA’s heavy rail system has three lines: the Red, Orange, and Blue Lines. These operate over a mix of surface private ROW, subways, open cuts, embankments, bridges, and highway medians. All segments are fully separated from road traffic. South of downtown Boston, the Red Line divides into the Ashmont and Braintree Branches, while the Orange and Blue Lines have only one route. All stations on these lines have off-train fare collection via electronic fare gates. Power for the Red and Orange Lines is supplied exclusively via third rail. Power for approximately one-third of the Blue Line is supplied via third rail and the rest via overhead catenary. For historical reasons, the cars on the Red, Orange, and Blue Lines are not interchangeable, and there are no track connections between any of them. However, the stations in downtown Boston include one shared by the Orange and Blue Lines (State) and one shared by the Orange and Red Lines (Downtown Crossing), where free transfers can be made within the paid areas. The Red and Blue Lines have no stations in common. The light rail system has five lines: the B, C, D, and E branches of the Green Line, and the Mattapan Trolley. Power for all five lines is supplied via overhead wires. The Green Line branches all operate through some portion of what is known as the Central Subway, but also include approximately 0.8 miles on viaduct and elevated structures. All Central Subway stations (from Kenmore and Symphony to Lechmere) have off-train fare collection. One Central Subway station (Park Street) is shared with the Red Line and one (Government Center) with the Blue Line. Two stations (North Station and Haymarket) are shared with the Orange Line. A pedestrian tunnel within the paid station areas connects Park Street on the Green and Red Lines with Downtown Crossing on the Orange and Red Lines. Outside the Central Subway, fares are collected on-board the cars at all stops except Riverside Station on the D Branch, which has fare gates. The surface portion of the D Branch runs on a private ROW of a former commuter rail line, with no vehicular grade crossings. The surface segments of the B and C Branches and approximately 60 percent of the E Branch operate in center-of-street reservations, with many at-grade crossings of other streets. The rest of the E Branch has in-street running with no separation from other traffic. The Mattapan Trolley operates over the private ROW of a former commuter rail line. It has two grade crossings of streets. The inner terminal of the Mattapan Trolley is the Red Line Ashmont Branch outer terminal. The fare system allows free transfers between the two lines, but not within a paid area. Unlike the Green Line, which uses modern light rail vehicles, the Mattapan trolley uses World War II era streetcars. Commuter Rail The MBTA commuter rail system has 14 lines that were all historically owned and operated by railroad companies that were part of the national rail network. The term commuter rail originated in the mid-1800s, in reference to railroad lines that offered discounted or “commuted” fares to frequent riders, especially those making daily trips between home and work. In recent years, commuter rail operating entities in some North American cities have switched to using terms such as regional rail to emphasize that their service is not just for people going to and from work. After initially subsidizing commuter service run by railroad companies in the 1960s, the MBTA gradually took ownership of most of the ROW and stations, bought new rolling stock, and hired management companies other than the railroads to run the service. The current operator is Keolis Commuter Services. All trains are run with diesel-electric locomotives and coaches in push-pull configuration, with a control cab at the opposite end from the locomotive. Five of the MBTA commuter rail lines were formerly part of the Boston and Maine (B&M) Railroad system, and terminate at North Station in Boston. These are the Newburyport and Rockport Lines, which share track south of Beverly Junction, and the Haverhill, Lowell, and Fitchburg Lines. A cross-connection called the Wildcat Branch links the Lowell Line at Wilmington with the Haverhill Line at Wilmington Junction. Except for the Newburyport and Rockport Lines north of Salem Station, all of these lines also have some freight service, run by Pan Am Railways, successor to the B&M. Amtrak intercity Downeaster service between Boston and Brunswick, Maine uses the Lowell Line south of Wilmington, the Wildcat Branch, and the Haverhill Line north of Wilmington Junction. The other nine commuter rail routes terminate at South Station in Boston. The Worcester Line was historically part of the New York Central Railroad system. The Needham, Franklin, Providence, Stoughton, Fairmount, Middleborough/Lakeville, Kingston/Plymouth, and Greenbush Lines were all historically part of the New York, New Haven and Hartford (New Haven) Railroad system. The Providence and Stoughton Lines share tracks north of Canton Junction, and also share tracks with the Franklin Line, north of Readville and with the Needham Line, north of Forest Hills. The Middleborough/Lakeville and Kingston/Plymouth Lines share tracks north of South Braintree, and both also share tracks north of Braintree with the Greenbush Line. From Memorial Day weekend through Labor Day weekend, the MBTA runs one round trip train per day, Friday through Sunday, between Boston and Hyannis on Cape Cod. This service, called the Cape Flyer, uses the route of the Middleborough/Lakeville Line between South Station and Middleborough/Lakeville Station. An 11-month pilot program of commuter rail service to Foxborough is expected to begin in 2019. This service will be an extension of selected Fairmount Line trains, using the Franklin Line between Readville Station and Walpole Station, and a line between Walpole Station and Gillette Stadium in Foxborough that is used for special trains to football games and other events at the stadium. CSX Transportation operates freight service on the Worcester, Franklin, and Stoughton Lines, the Providence Line between Readville and Attleboro, the Middleborough/Lakeville Line south of Braintree, and the line between Walpole and Gillette Stadium. The Providence and Worcester Railroad operates freight service on the part of the Providence Line in Rhode Island. The Fore River Railroad operates freight service on the Greenbush Line between Braintree and East Braintree. The Massachusetts Coastal Railroad operates freight service on the Cape Flyer route south of Middleborough/Lakeville Station. The other lines emanating from South Station have no freight service at present. The Providence Line is also part of Amtrak’s Northeast Corridor, which carries intercity passenger trains between Boston, New York City, Washington, D.C., and points in Virginia. Amtrak also operates one daily round trip on the Worcester Line as part of a route to Chicago. Bus Rapid Transit Six MBTA bus routes are classified as Bus Rapid Transit (BRT). These routes are branded as the Silver Line (SL) and are divided into two sub-groups. The Silver Line Washington Street group includes Routes SL4 and SL5. Both routes use articulated hybrid diesel-electric buses. The outer terminal of Routes SL4 and SL5 is at Dudley Square in Roxbury. They share the same alignment, mostly on Washington Street, as far north as Essex Street. From there, Route SL5 continues to Temple Place and Route SL4 diverges to South Station. Most of the alignment outside downtown Boston has reserved bus lanes designated by pavement markings but with no physical barriers separating them from other traffic. The inbound segment unique to Route SL4 also has a reserved bus lane. Otherwise, within downtown Boston Routes SL4 and SL5 operate in mixed traffic. The Silver Line Waterfront group includes Routes SL1, SL2, and SL3. These routes use articulated dual-mode vehicles that can run either on electric power supplied through overhead wires or with power from diesel engines. Buses on all three routes run in electric mode through a subway and open cut between South Station and Silver Line Way in South Boston, where they switch to diesel mode. From Silver Line Way, Routes SL1 and SL2 continue in mixed traffic to their respective endpoints at Logan Airport and at the Boston Design Center. Route SL3 runs in mixed traffic from Silver Line Way to Eastern Avenue in Chelsea then continues on private ROW on a former freight railroad line to its endpoint at Everett Avenue. MBTA Bus System Excluding the Silver Line BRT routes, the MBTA bus network consists of 164 directly operated routes and five routes operated for the MBTA by private contractors. These routes operate in 44 of the 176 cities and towns in the MBTA district. Other RTAs provide bus service to some cities and towns in the MBTA district that do not have MBTA bus service. Of the MBTA bus routes, all but seven have at least one direct connection to the heavy rail rapid transit or light rail system. The seven routes that do not have heavy- or light-rail connections have direct connections to commuter rail stations, and to bus routes that have rapid transit connections. The MBTA classifies all non-BRT routes as either local or express. Of the 169 directly operated or contracted routes, 23 are classified as express. All but one of the express routes runs between a suburb and downtown Boston or Back Bay, and includes a segment on a limited-access highway. Some of the express buses can also be used for local travel on the suburban end. Other Local Bus Services in the Boston Region In addition to the five bus routes operated for the MBTA by private carriers, the MBTA provides partial funding for town-based fixed-route local bus systems in Bedford, Beverly, Burlington, and Lexington, and a community-based route in the Mission Hill neighborhood of Boston. A local bus system in Dedham was formerly funded by the MBTA but now operates with town funds. Regional Transit Authority Bus System Other than the MBTA, most of the RTAs in Massachusetts only serve cities and towns outside the Boston region, but there are a few exceptions. The state enabling legislation for the RTAs requires them to contract with private carriers to operate their services rather than running services directly. The MetroWest Regional Transit Authority (MWRTA) is one of only two RTAs operating entirely within the Boston Region MPO area. The MWRTA currently provides fixed-route local bus service in Ashland, Framingham, Holliston, Hopkinton, Hudson, Marlborough, Milford, Natick, Sherborn, Southborough, Wayland, and Wellesley, and also provides service from Natick and Wellesley to Newton-Wellesley Hospital and the MBTA Woodland Station in Newton, and from Massachusetts Bay Community College in Wellesley to Riverside Station in Newton. The MWRTA is planning a trial service to Riverside Station from Marlborough and intermediate towns along Route 20. The MWRTA also runs the MetroWest Ride, a shared-ride paratransit service for residents of Framingham, Natick, Wellesley, and Dover with disabilities that prevent them from using the MWRTA’s fixed-route bus service. MetroWest Ride service includes connections at Riverside Station with the MBTA’s THE RIDE service, discussed below. A separate MWRTA Dial-A-Ride system serves residents of Ashland, Marlborough, Southborough, and Wayland who have disabilities certified, according to the Americans with Disabilities Act. The Cape Ann Regional Transit Authority (CATA) provides year-round weekday and Saturday bus service in Gloucester and Rockport, and Saturday-only service between Gloucester and shopping malls in Danvers and Peabody. CATA also provides summer weekend and holiday bus service between the Ipswich commuter station, Crane Beach in Ipswich, and the town of Essex. All of the CATA routes are entirely within the Boston Region MPO area. CATA also operates Dial-A-Ride service in Gloucester, Rockport, Essex, and Ipswich for persons over 60 years of age and for adults with physical, mental, or cognitive disabilities. A separate CATA paratransit service, only in Gloucester and Rockport, is for individuals who are unable to use fixed-route service because of physical, mental, or cognitive disabilities. The Merrimack Valley Regional Transit Authority provides bus service to cities and towns outside the Boston Region MPO area, but also provides weekday express bus service to downtown Boston during commuting hours on one route from North Andover, Methuen, Lawrence, and Andover. The Lowell Regional Transit Authority provides bus service to cities and towns outside the Boston Region MPO area, but also provides service outside the Boston Region MPO area from Lowell and Billerica to the Burlington Mall and the Lahey Clinic in Burlington, and to other employment locations in Burlington and Bedford. The Greater Attleboro Taunton Regional Transit Authority (GATRA) provides bus service primarily to cities and towns outside the Boston Region MPO area. However, GATRA also runs some local bus services in Bellingham, Franklin, Norfolk, Wrentham, Foxborough, Marshfield, and Scituate. The Brockton Area Transit Authority provides bus service primarily to cities and towns outside the Boston Region MPO area, but has one route from Brockton to Ashmont Station with stops in Boston MPO communities, Randolph, and Milton.Â THE RIDE THE RIDE is a demand-responsive transit service operated by private carriers under contract with the MBTA that provides transportation to people who cannot use fixed-route public transportation because of a disability, either all or some of the time. THE RIDE operates sedans and lift-equipped vans within 58 municipalities in the MBTA district and small portions of six other municipalities within three-quarters of a mile of MBTA fixed-route service. It is a shared-ride service provided 365 days a year from 6:00 AM to 1:00 AM. About 6,600 passengers use THE RIDE on an average weekday. Public Transportation by Water Passenger ferryboat service in the Boston Region MPO area includes a mix of year-round routes operated under contract for the MBTA or other public agencies, seasonal routes sponsored by municipalities, and unsubsidized routes run by for-profit companies. At present, Nolan Associates, also known as Boston Harbor Cruises (BHC), is the largest ferry operator in the Boston area. BHC runs three year-round routes under contract with the MBTA: Route F1 from Hingham to Rowes Wharf, Route F2H from Hingham to Long Wharf via Hull and Logan Airport, and Route F4 from Charlestown to Long Wharf. For historical reasons, BHC owns the boats used on Routes F1 and F4 and the MBTA owns the boats used on Route F2H. In January 2019, Bay State Cruise Company (Bay State) began running a route called the North Station/Seaport Ferry between Lovejoy Wharf near North Station and a wharf near the Institute of Contemporary Art (ICA) in South Boston. This service is a one-year demonstration under contract from the Massachusetts Convention Center Authority with funding from several large employers in the Seaport District. It replaces shuttle buses that previously ran between North Station and the Seaport. Bay State has leased two boats from a New York Harbor ferry operator for this service. The service is intended for employees of the sponsoring companies, but a few seats on each trip are available (by advance reservation) for members of the general public. The Town of Winthrop runs a seasonal ferry service between a town-owned landing and Boston. Most recent service was run from mid-April to the end of November. The Boston stops have varied, but in 2019, the expected stops will be the Aquarium Wharf and the wharf at the ICA. Some trips also serve a wharf at Marina Bay in Quincy. The boat used for this service is owned by the town and was acquired partly with federal funds obtained by the state. The service is unusual in that it is run by permanent and seasonal town employees rather than by a ferry company. BHC also runs a seasonal ferry service between Salem and Long Wharf in Boston by arrangement with the City of Salem, which owns the Salem terminal and the boat used on the route. These were funded partly with federal and state grants. BHC leases the boat from the city and does not receive any operating subsidy. One trip on weekdays in each direction is scheduled for commuting to and from work in Boston. Residents of Salem or nearby North Shore communities are eligible for discounted fares on these trips. BHC and Rowes Wharf Water Transport, also known as Rowes Wharf Water Taxi, each run year-round on-demand water taxi service between several designated stops on the downtown Boston waterfront and South Boston, East Boston, and Charlestown. The Logan Airport Ferry Terminal is the largest single source of ridership for these services. From mid-May to mid-October, BHC runs unsubsidized seasonal ferry service from Long Wharf to Spectacle Island and Georges Island in the Boston Harbor Islands State and National Park. BHC also runs connecting service from Georges Island to Peddocks Island and Lovells Island, and service from Hingham to Bumpkin, Grape, Peddocks, Lovells, and Georges islands. During the months of service, BHC also adds an intermediate stop at Georges Island on MBTA ferry route F2H for passengers traveling between the island and Hingham. The Thompson Island Outward Bound Education Center runs summer weekend ferry service for the general public from the EDIC Pier on the Reserved Channel at Summer Street in South Boston to Thompson Island. Year-round service on the same route is provided for staff and students of Education Center programs on the island. The Regional Rail SystemâAn Integral Part of a Nationwide Network Passenger Services As noted above in “The Public Transit System” section, the lines on which MBTA commuter rail trains currently run were historically owned and operated by railroad companies that were a part of the national rail network. When the MBTA bought these lines, the companies that sold them, and later successors to these companies, retained perpetual rights to operate freight service on them. However, much of the rail-dependent industry formerly located on these lines has given way to other kinds of enterprises for which shipping or receiving freight directly in carload volumes is not a consideration anymore. In response, the railroads have discontinued freight service on several of the MBTA-owned lines and have given up their rights to reinstate it. Some of the lines on which freight service has been discontinued are now used exclusively for MBTA passenger service. Other lines have been converted to rail trails, with the MBTA retaining the right to convert them back to active rail lines if the need should arise in the future. Several cities and towns are in various stages of planning additional rail trails on MBTA-owned ROW. The MBTA has also sold a few parcels of former railroad property for redevelopment. The National Railroad Passenger Corporation (Amtrak) was created by the federal government in 1971 to relieve the private railroad companies of the responsibility to operate intercity passenger trains. While Amtrak has statutory authority to run its trains over lines still owned by railroads, public agencies, or other parties, it must pay for the use of these lines. In 1976, ownership of the segments of the Northeast Corridor rail line between Boston and Washington, D.C., not already owned by public agencies was transferred from private ownership to Amtrak. This excluded the section from Boston to the Rhode Island border, which the MBTA had bought previously. The MBTA also owns all the lines between Boston and the New Hampshire border used for Amtrak’s Downeaster service, and the segment of Amtrak’s BostonâChicago route between Boston and Worcester. CSX transportation owns the rest of this line from Worcester to the New York border. Freight Services Rail is an important freight mode in the United States, New England, and the Boston Region MPO area. This importance is not immediately apparent, however, because of the widespread adoption of intermodal rail technology, where truck trailers and shipping containers are carried over long distances by rail, and then lifted from trains and hauled to customers by truck tractors. CSX Transportation operates a large intermodal lift facility in Worcester. Pan Am Southern, LLC, a joint venture of Pan Am Railways and the Norfolk Southern Corporation, operates the Ayer Intermodal Facility in the former Fort Devens space in Ayer. Both Worcester and Devens are outside the Boston Region MPO area, but many containers lifted at these facilities begin or end their journeys in the MPO region. Some freight is still moved by freight cars delivered directly to shippers or receivers facilities. Carload rail is an especially competitive freight mode for bulk commodities such as cement, gravel, or chemicals, and construction materials such as lumber and steel. In some instances, boxcars are still competitive for moving manufactured goods. Freight cars are also picked up and dropped off for a number of MPO region industrial customers located near one of the regional rail lines, including both lines with passenger service and freight-only branches. Civil Airspace Civil Airspace as a Route System Airspace forms a route system in two respects. First, commercial air carriers, both passenger and freight, operate flights according to published schedules to non-stop, multi-stop, and connecting destinations across the world. The second route system is the approach and departure corridors, conditions, and rules that govern the safe operation of an airfield. Different wind and visibility conditions require the use of specific runways by specific types of aircrafts for landing or takeoff. These runway and approach patterns are defined in advance in consultation with the Federal Aviation Administration and have the force of law, which means no tradeoff of safety for operational convenience is acceptable. Under certain circumstances, light aircraft and helicopters are allowed to file flight plans where they can operate using what are called Visual Flight Rules (VFR). Near Logan Airport, an aircraft using VFR must avoid the active takeoff and approach corridors. The traffic helicopters that frequent Boston’s airspace during rush hour are operating under VFR. These small aircrafts are often collectively referred to as general aviation. Logan Airport: New England’s Ultimate Intermodal Hub Logan Airport, located in East Boston, is owned and operated by Massport and is the sixteenth busiest airport in the United States for passenger travel, serving about 41 million passengers in 2018. It has a similar rank in terms of flight operations and air cargo handled. Logan Airport operates on 1,700 acres of land. Within this area, less than 2.7 square miles, Logan has 8.8 miles of runways and paved overrun areas. These include four runways at least 1.5 miles in length and two shorter auxiliary runways. As the airport is surrounded by water and residential neighborhoods, Logan’s owner, Massport, has been forced to use its limited real estate as efficiently as possible to accommodate growth in air travel. Logan Airport is also acknowledged to have one of the most convenient locations with respect to the city center and other important local venues. It is within two miles of downtown Boston. To a large degree, public transportation access to Logan Airport utilizes the same fixed-guideway transit routes that are used by daily commuters. The rapid transit Blue Line Airport Station is located on the perimeter of the airport, with free Massport shuttle bus connections to all the airline terminals and to Massport offices. In downtown Boston, the Blue Line connects with the Green and Orange Lines in the Government Center area and the northern end of the financial district. The Silver Line SL1 route connects Logan Airport with the Boston Convention and Exhibition Center (BCEC) in the Seaport District, and also with South Station, which includes the Red Line, south side commuter rail lines, Amtrak Northeast Corridor and Chicago trains, and large employment centers at the southern end of the financial district. Access to Logan Airport by employees via public transportation is also important. Massport and individual employers at the airport have considerable influence over the type of vehicle access that is available to the various classes of employees. Use of parking spaces at the airport by air travelers is viewed as a priority. The airport also has a ferry terminal served by MBTA ferries running between Hingham, Hull, and Long Wharf and by privately operated water taxis from points throughout the Inner Harbor. The fixed-guideway transit route system plays an important role in the work travel market. The Blue Line extends to several residential neighborhoods in Revere, where it also connects with buses. The recently implemented SL3 route originates on a busway in Chelsea and connects with the Newburyport/Rockport commuter rail line at Chelsea Station. The SL3 does not stop at any of the airline terminals or Massport offices, but it connects with the Massport shuttle buses at Airport Station. Massport also runs an employee-only shuttle bus that shares some of the SL3 route from an off-airport garage it owns. Logan Airport is not New England’s only airport, but it is certainly the most important. From outside of the urban core, an extensive network of bus services brings passengers and employees from many points in New England directly to Logan Airport. Some of these buses also carry commuters to the Boston intercity bus terminal, located above the commuter and intercity rail platforms at South Station. Massport also funds Logan Express bus service to the airport from four terminals outside the Route 128 circumferential corridor in Peabody, Woburn, Framingham, and Braintree, where secure long-term parking is offered for travelers. The necessary roadway system to support efficient operations at Logan Airport is complicated. Some of the transit services, mostly using buses, have already been described. A partial list of specific vehicle moves supported by Logan’s roadway system helps illustrate the challenges facing the roadway system: Transit-type bus services Massport and hotel shuttle buses Long-distance coach-type bus services Car service, taxis, and TNC services Cars going to the arrival or departure levels Cars seeking low-cost parking Cars seeking convenient parking Rental cars arriving or leaving the airport Trucks accessing the air cargo area Official and airport-support vehicles using the public roadways As previously described, because the physical constraints prevent the roadway and other access systems at Logan from growing outwards, alternatively, they must grow upwards. The circulation system is now two levels at all terminals and at the consolidated car rental facility. A third roadway level would be impractical, however, an automated on-airport fixed guideway system (to move passengers across terminalsâalso referred to as a people mover) is under consideration. General Aviation Hanscom Field, located 20 miles northwest of Boston, just outside of Interstate 95/Route 128 in the towns of Bedford, Concord, Lexington, and Lincoln, is the busiest general aviation airport in New England. With no scheduled commercial flights, Hanscom Field has attracted office and light industrial development along nearby roads, appealing to firms that value access to convenient business, charter, private, and air-taxi flights. Massport operates Hanscom Field. In addition to Logan Airport and Hanscom Field, the MPO region includes other public-use airports: three municipally owned in Beverly, Norwood, and Marshfield, and one privately owned in Stow. The business of these airports is supporting general aviation with facilities such as tie-down rentals and services such as flight instruction, fuel sales, and light repair. Navigable Waterways Navigable Waterways as a Route System The locations of shipping channels are not as obvious as the locations of transportation arteries on land. However, to avoid running aground, waterborne vessels of all sizes must travel in designated lanes suitable for their dimensions, especially in port areas. The US Army Corps of Engineers (the Corps) is responsible for maintaining the major navigable waterways of the United States. The basic structure of Boston Harbor has not changed since colonial times and is similar to other coastal port systems. There is a main shipping channel entering from the ocean that meets navigable tributary rivers. The ability of these channels to accommodate navigation gradually decreases as one moves father from the ocean. As described by the Corps, the Boston main channel is six miles long and 40 feet deep, extending from Massachusetts Bay, also referred to in the description as “the sea, to the entrance of the Mystic and Chelsea Rivers.” The eastern end of the channel is near the eastern limit of the Boston Harbor Islands State and National Parks. The history of navigation has been characterized by steady increases in vessel sizes. Improvements in metallurgy, propulsion, and construction practices have allowed larger ships to be built, carrying both passengers and freight. Larger ships generally reduce the unit costs or the cost per passenger or pound, an economic condition called economies of scale. To be a competitive port, Boston must accommodate vessels of all sizes that are currently operating in its target markets. In July 2018, a project to increase the depth and width of the Boston main shipping channels between the sea and the Conley container terminal at Castle Island got underway, under a partnership between Massport and the Corps. The depth of the North Channel will be increased to 51 feet at mean low water. The depth of the main channel and the Reserved Channel at the Conley terminal will be increased to 47 feet. This $122 million project is expected to take three years. Future plans include increasing the depth of the Chelsea River channel to 38 feet, and the depth of the Mystic River channel to 40 feet. Increasing the depth of the main channel to greater than the present 40 feet west of Castle Island is not feasible because of the depth of the Interstate 90 Ted Williams Tunnel under the channel. Before this tunnel was built, the channel depth was constrained farther upstream by the Blue Line rapid transit tunnel and the Sumner and Callahan highway tunnels. Consequently, there is limited potential for the Port of Boston to serve large modern container ships such as the “Post Panamax” class, which draw 51 feet of water. Massport operates two modern terminal facilities on the Reserved Channel (described below): the Paul W. Conley Container Terminal and the Raymond L. Flynn Cruiseport Boston Terminal (formerly Black Falcon Terminal). The shoreline of the inner harbor is now almost entirely nonindustrial, but Mystic and Chelsea River tributaries still host important ocean-going commerce. The existing Charles River Dam locks allow for industrial barges to enter the Charles River, but no remaining industries on the river use waterborne freight transportation. The water-dependent industries on the Mystic River are located between the Tobin Bridge and the Alford Street Bridge. The riverbanks farther upstream have been made into parks. Boston’s Maritime Markets The working waterfront is lined with specialized wharves and terminals that support specific types of ships and cargoes. Several of these terminals are owned by Massport, and the rest are privately owned. The Conley Terminal is a regional facility. All containers entering or leaving this terminal are hauled by truck to or from locations almost exclusively in eastern Massachusetts, Rhode Island, and southern New Hampshire and Maine. Use of the terminal has grown steadily, however, and programs to expand and improve the terminal have been ongoing. A recently completed truck access road has removed about 1,000 daily truck trips from South Boston residential streets. With the completion of the dredging project, the Conley Terminal will be able to accommodate larger container vessels. Importantly, these vessels do not completely unload when they visit Boston. Containers are stacked on vessels in order to allow the Boston-bound containers to be easily removed, and then the ship can proceed on to its next port of call. The intent of the harbor dredging is to allow the major world shipping alliances to route most vessels in their fleets through Boston. The Flynn Cruiseport shares the Reserved Channel with the Conley Terminal, and is designed to accommodate the largest cruise vessels. Modern cruise ships, used almost exclusively for leisure travel, would dwarf the great ocean liners of the pre-aviation travel era. Boston has enjoyed steady growth in cruise ship activity, both as a cruise stop and as an originating port. Cruises originating in Boston provide a boost to the local hospitality industry as travelers typically arrive in the city a few days before the cruise. Massport owns several other waterfront facilities. The Moran Terminal on the Mystic River is used for importing automobiles and light preparation before shipment to regional auto dealers. Massport also owns properties that support the fishing industry, including Boston’s historic Fish Pier. Massport also owns land on the nearby North Jetty that has been leased to build modern seafood processing plants. These facilities are near the water but are served by refrigerated trucks. The private waterfront terminals mostly handle bulk cargoes. Terminals on the Chelsea River unload, store, and arrange to deliver road salt and refined petroleum products. Terminals on the Mystic River receive cement, fish, liquefied natural gas, and some refined petroleum products. There is also an export terminal on the Mystic River for scrap steel. Multiuse Paths The roadway system is the most important route system for pedestrians and bicyclists because it is a complete system reaching virtually any spot in Massachusetts that is possible to travel to. This is the case even if many parts of the roadway system are still substandard with respect to safely accommodating the nonmotorized modes. There are a growing number of paths for nonmotorized users, some of which are on former railroad ROW. These have been improved to varying degrees but do not benefit from regular maintenance and upgrade programs because they are not generally part of the roadway system. Few of these paths connect with each other directly, and most trips using these paths require travelers to use the roadway system for some portion of the trip. However, these paths are an important extension of the ubiquitous roadway system for the nonmotorized user. Some of the best known and most heavily used paths include the Minuteman Commuter Bikeway between Cambridge and Bedford on a former railroad ROW, and the Dr. Paul Dudley White Bike Path, along the banks of the Charles River in Boston and Cambridge. < Chapter 1 - Introduction to the Needs Assessment \| Chapter 3 - Travel Patterns in the Boston Region >
833	dbpedia	1	2	https://libguides.uml.edu/early_lowell/Boston_and_Lowell_RR	en	The Town & the City: Lowell before and after The Civil War	https://libguides.uml.edu/ld.php?screenshot=ecaehd.png&size=facebook&cb=1723300183	https://libguides.uml.edu/ld.php?screenshot=ecaehd.png&size=facebook&cb=1723300183	[ "https://libapps.s3.amazonaws.com/customers/10/images/libguide_header_nov_2021_copy_v.2_resize.png", "https://libapps.s3.amazonaws.com/accounts/85660/images/B_and_L_RR_001__1_.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/misc_005.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/B_and_L_RR_003__2_.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/Boston___Lowell_Rail_Road_1836_pg_1.PNG", "https://libapps.s3.amazonaws.com/accounts/85660/images/misc_010.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/B___L_1836_pg_2.PNG", "https://libapps.s3.amazonaws.com/accounts/85660/images/commonwealth_c534g3670_access_full.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/long_RR_map.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/ocm34512372.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/commonwealth_7h14b1570_access_full.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/Screen_Shot_2022-06-02_at_3.27.13_PM.png", "https://libapps.s3.amazonaws.com/accounts/85660/images/map_reduced.jpg", "https://libapps.s3.amazonaws.com/accounts/85660/images/Screen_Shot_2022-06-03_at_9.59.06_AM.png" ]	[]	[]	[ "" ]	null	[ "Brad MacGowan" ]	null	Originally created to be a digital archive for Lowell documents from 1826 to 1861, this website has grown to cover many periods and events in Lowell's history.	en	//d2jv02qf7xgjwx.cloudfront.net/apps/common/favicon/apple-touch-icon.png		https://libguides.uml.edu/early_lowell/Boston_and_Lowell_RR	From Summer Saunterings by the B & L (1885) https://archive.org/details/summersauntering00bost/page/n9/mode/2up?ref=ol&view=theater The original main line of the Boston & Lowell Railroad was only twenty-six miles in length; and for many years it remained "little among the thousands" of great railway lines. Now that it has suddenly reached out and, by purchase, lease and business contract, secured the management or traffic of many connecting and tributary roads, so that it has become the largest railroad system in New England, it is interesting to recall the fact that, as it was the first railroad chartered in New England for passenger transportation, so it was the first to be completed and operated its entire length, and it was the third or fourth in the United States. In 1821, what is now the city of Lowell was a straggling village of twelve houses; some time previous a canal had been dug around Pawtucket Falls, on the Merrimack River, for purposes of navigation. In 1822, an organization was effected under the name of " The Locks and Canal Co." on the Merrimack River, to utilize the water power for manufacturing purposes, and the first wheel was set in motion Sept. 1, 1823. The facilities for the transportation of raw material to, and manufactured goods from, the place, were the river from Newburyport via Haverhill, the Middlesex Canal from Boston, and the highways; the latter being sandy in summer, muddy in spring and early winter, and often blockaded with snow in mid-winter. In 1820, Messrs. William Appleton, Patrick T. Jackson and Kirk Boott, of Boston, with other far-seeing men of the owners and managers of water power and mills located at Lowell, were convinced that there must be greater transportation facilities for the proper development of their investments; for already on an average as many as twenty-four tons of freight passed daily between the manufacturing village and the then young city of Boston, and "six stage-coaches, drawn by four and six horses each, "conveyed" from 100 to 120 passengers daily from one town to the other." This is a small amount of freight and number of passengers to us, but for that day indicates that great business activity had begun in eastern Massachusetts. It was evident that something must be done speedily, and certain enterprises in England and other parts of this country attracted their attention and directed their efforts. In 1827, a road three miles in length, with rails of wood covered with iron, was opened from the Quincy granite quarries to the Neponset River, and successfully used with horse-propelling power. This same year another similar road, nine miles in length, was opened among the coal mines of the Lehigh region in Pennsylvania; and, in 1821), the Delaware & Hudson Canal Co. constructed a third railroad. All of these were operated either by gravity, animals, or stationary steam engines, and were for freight transportation only. The latter company, hearing of the success of Stephenson in moving loads of coal in England on a railroad, sent an agent there, who purchased a locomotive steam engine named the " Stourbridge Lion," which was tested on their road at Honesdale, Penn., August 8, 1829, "which was, without a shadow of doubt, the day the first locomotive turned a driving wheel upon a road on the American continent." The Massachusetts Legislature of 1829 had ordered a survey, at State expense, to ascertain the practicality of a railroad between Boston and Lowell. It was made by Mr. James Haywood, and his report transmitted to the Legislature by Gov. Levi Lincoln on Jan. 1, 1830. The previous October, Stephenson had made his successful experiment with a locomotive steam engine on the Manchester & Liverpool Railroad. All these movements had been closely watched by those interested in the Lowell "Locks and Canal Co.," and on Jan. 18, 1830, Patrick T. Jackson, Esq., requested Kirk Boott, Esq., agent, to call a meeting of the directors, by whom he hoped a meeting of the "proprietors" would be called, and he states that his "object is to draw the attention of the proprietors of that stock to the project for building a railroad from this place (Boston) to Lowell." The directors' meeting was the 22d and the proprietors the 27th of January, at the house of Mr. Jackson, No. 22 Winter Street, Boston, when the first step was taken for the organization of a company to build the Boston & Lowell Railroad. The project was strenuously opposed by the owners of the Middlesex Canal, but the Legislature of that year granted a charter, giving the company the exclusive right to railroad transportation between Boston and Lowell for thirty years, which rights the courts afterwards sustained them in asserting. The road was so well located and built that there is no grade over ten feet to the mile, except at the overhead crossing of the Fitchburg Railroad in Somerville, and all the curves are wide and easy. A copy of "The Merchants' and Traders' Guide and Strangers' Memorandum Book for the year of our Lord 1836," says: "This road was opened for public accommodation on the 24th of June, 1835, [the Providence road was opened June 11th, and the Worcester, July 4th, of the same year,] and its cost thus far exceeds $1,000,000. The road is built with a single track, and is constructed of the iron edge-rail, supported by cast-iron chairs on stone blocks and stone sleepers, resting on stone foundation walls. A second track is commenced and laid about five miles." This second track was not so expensively laid with stone foundation walls, as it was found that the frost would not heave the sleepers so much as was feared. All of the stone blocks and stone sleepers have now been removed, being replaced with wood; but many of them may yet be seen lying by the railroad side between Boston and Lowell. The rails were not of the now universal "T" pattern, but what were called "fish bellies," because they were wider perpendicularly in the middle than the ends -where they rested on the chairs; they were of iron and weighed only 35 pounds to the yard and broke easily. The first locomotive used on the road was built in England and named the "Stephenson," and, among other peculiarities, had the plates on the side of her fire-box welded instead of riveted. The first passenger car was an open one ; covers were soon provided, above which was a chaise-top for the conductor, who was the lookout, and carried a silver whistle to blow as a signal, which however could hardly be heard when the train was in motion, on account of the force of the wind. The engines had no cabs, and the engineer and fireman were exposed to all the extremes of weather. "The Merchants' and Traders' Guide," before quoted, also contains the following interesting notice in connection with the above: "Before the starting of the cars, stages leave Nos. 9 and 11 Elm Street, and City Tavern, Brattle Street, and call at almost any part of the city for passengers, and take them to the depot free of charge. Arrangements have not yet been made, though they are in progress, for the conveyance of merchandise, but there is a private car attached to the train for the purpose of conveying small quantities of merchandise." Probably this was the forerunner of the modern express companies' cars. The Boston terminus was then at the foot of Lowell Street, where the freight-house now is. In 1857, the present site of the station on Causeway Street was occupied, and the present costly and commodious depot, 700 feet long, having a frontage of 205 feet, with a train-house having an arch with a clear span of 120 feet without any central support, was occupied in 1874. The spot upon which it stands is made land, and the Blackstone Canal which formerly crossed Boston along the line of the street of that name, intersected Causeway Street near this point, that street being originally what its name implies, a causeway with water on either side. The writer's father has told him he had often seen vessel's jib-booms extending over that street, the water allowing them to be moored by its side.
833	dbpedia	2	54	https://amtrakguide.com/2023/03/04/boston-amtrak-stations/	en	Boston Amtrak stations: Which station is best?	https://amtrakguide.com/…ourse.jpg?w=1200	https://amtrakguide.com/…ourse.jpg?w=1200	[ "https://amtrakguide.com/wp-content/uploads/2023/02/boston-south-station-concourse.jpg?w=772", "https://i0.wp.com/amtrakguide.com/wp-content/uploads/2017/10/1000px-amtrakfreqmapcolor_svg-svg.png?resize=40%2C40&ssl=1", "https://i0.wp.com/amtrakguide.com/wp-content/uploads/2021/12/1024px-map_of_usa_states_with_names_white.svg_.png?resize=40%2C40&ssl=1", "https://i0.wp.com/amtrakguide.com/wp-content/uploads/2019/11/8488193091_227f32d6c5_b-e1572998997253.jpg?resize=40%2C40&ssl=1", "https://i0.wp.com/amtrakguide.com/wp-content/uploads/2017/08/northbound_amtrak.jpg?resize=40%2C40&ssl=1", "https://i0.wp.com/amtrakguide.com/wp-content/uploads/2018/01/1024px-Seattle_King_Street_Station_Inside-e1546299376538.jpg?resize=40%2C40&ssl=1", "https://i0.wp.com/amtrakguide.com/wp-content/uploads/2017/10/amtrak_california_zephyr_green_river_-_floy2c_utah.jpg?resize=40%2C40&ssl=1", "https://i0.wp.com/amtrakguide.com/wp-content/uploads/2021/10/amtrak_northeast_regional_at_newport_news.jpg?resize=40%2C40&ssl=1", "https://i0.wp.com/amtrakguide.com/wp-content/uploads/2017/10/8753560470_7864f677b2_b.jpg?resize=40%2C40&ssl=1", "https://i0.wp.com/amtrakguide.com/wp-content/uploads/2020/04/1024px-coast_starlight_passing_alviso_marina_county_park2c_june_2017.jpg?resize=40%2C40&ssl=1", "https://i0.wp.com/amtrakguide.com/wp-content/uploads/2023/04/coast-starlight-train-in-oregon.jpg?resize=40%2C40&ssl=1", "https://www.ftjcfx.com/image-8458746-11454018", "https://amtrakguide.com/wp-content/uploads/2021/03/train-icon.png?w=50", "https://amtrakguide.com/wp-content/uploads/2021/03/train-icon.png?w=50", "https://pixel.wp.com/b.gif?v=noscript" ]	[]	[]	[ "" ]	null	[ "Travel Guide" ]	2023-03-04T00:00:00	Boston is one of the few cities in the United States that has multiple Amtrak stations. One is in downtown Boston, one is in the North End and the other is in Back Bay. They are within two miles of each other, so all stations offer easy access to Boston transportation, attractions and businesses. To…	en	https://amtrakguide.com/…in-icon.png?w=32	Amtrak Guide	https://amtrakguide.com/2023/03/04/boston-amtrak-stations/	Boston is one of the few cities in the United States that has multiple Amtrak stations. One is in downtown Boston, one is in the North End and the other is in Back Bay. They are within two miles of each other, so all stations offer easy access to Boston transportation, attractions and businesses. To determine which Boston station is best to use, see recommendations and tips below. This website is reader supported and not affiliated with Amtrak. We may earn a small commission from links on this page. For current train schedules and trip options, visit Amtrak.com. South Station South Station is a major transportation hub in downtown Boston near the Financial District, Chinatown, the Seaport District and the Waterfront. Open since 1899, it is the most historic station in the city. Acela, Northeast Regional and Lake Shore Limited Amtrak trains stop here. Pros There is a food court, CVS and Amtrak lounge inside the station. Teddy Ballgames provides luggage storage near the escalators. South Station (and North Station) are closest to Boston Logan Airport. It’s the station closest to the Boston Convention & Exhibition Center. It’s a short walk to the Boston Tea Party Ships and the Boston Children’s Museum. You can transfer to red line subway trains at the station, which travel to/from Harvard and the University of Massachusetts. Regional buses (including Greyhound, Bolt and Peter Pan) stop at the South Station Bus Terminal (a building next to the train station). Local city buses also stop on Summer Street next to the station. Many commuter trains stop at South Station: Fairmont Line Framingham/Worcester Line Franklin/Foxboro Line Greenbush Line Kingston Line Middleborough/Lakeville Line Needham Line Providence/Stoughton Line Cons It’s a large station, so allow extra time for walking to and from the train platforms. The station sometimes shelters homeless people overnight during cold weather. Only one hotel is within a 5-minute walk from the station (InterContinental Boston). Back Bay Station In the Back Bay neighborhood, the Back Bay Station offers access to Acela, Northeast Regional and Lake Shore Limited trains, commuter trains and the orange subway line. The modern station opened in 1987, replacing several stations that were built in earlier decades. Pros There are multiple hotels within a 5-minute walk of the station. The station is next to two shopping malls: Prudential Center and Copley Place. Plus, it’s near many shops and restaurants on Newbury Street. The Back Bay station is closest to Fenway Park, Northeastern University, Boston Public Library, Boston Public Garden and the Boston Marathon finish line. You can transfer to orange line subway trains and the following commuter rail routes inside the station: Framingham/Worcester Line Franklin/Foxboro Line Needham Line Providence/Stoughton Line Cons No Amtrak lounge. It’s the station furthest away from Boston Logan Airport. Pollution from train exhaust is an issue at the Back Bay Station, but air quality improvements are in progress. If you have asthma or other lung issues, use South Station instead. North Station Boston’s North Station is next to the Charles River and the North End and West End neighborhoods. Only one Amtrak route stops here — the Downeaster. Trains on this route travel through Massachusetts, New Hampshire and Maine. Pros There are many restaurants near the station. You can walk to the historic North End neighborhood. There is a parking garage on site and many parking options nearby. The station is in the same building as the TD Garden where the Celtics and Bruins play. Several hotels are a 5-minute walk or less from the North Station (the closest hotel is citizenM followed by Hotel Indigo Boston Garden). You can transfer to MBTA orange line and green line at the station. The following commuter rail routes also stop at the North Station: Fitchburg Line Haverhill Line Lowell Line Newburyport/Rockport Line Cons No Amtrak lounge. The bathrooms are usually dirty. Limited food options inside the station (but many options nearby). The station is busy during weekday rush hour and sporting events. More Information Amtrak to Boston Boston to NYC by train Boston to Florida by train Best Amtrak trips from Boston Amtrak to Fenway Park Boston Logan Airport to/from Amtrak Top photo credit: Kenneth C. Zirkel (South Station interior)
833	dbpedia	2	9	https://forgottennewengland.com/2012/10/14/the-men-of-the-boston-lowell-and-nashua-line-train-life-in-the-1870s/	en	The Men of the Boston, Lowell and Nashua Line – Train Life in the 1870s	https://forgottennewengl…ll_rrstation.jpg	https://forgottennewengl…ll_rrstation.jpg	[ "https://forgottennewengland.com/wp-content/uploads/2012/10/2350786645_boston_and_lowell_rrstation.jpg?w=601", "https://forgottennewengland.com/wp-content/uploads/2012/10/boston-lowell-rr-station-lowell.jpg?w=224&h=300", "https://i0.wp.com/upload.wikimedia.org/wikipedia/commons/thumb/a/ae/Lowell_depot%2C_by_Leander_Baker.jpg/300px-Lowell_depot%2C_by_Leander_Baker.jpg", "https://i0.wp.com/upload.wikimedia.org/wikipedia/commons/c/c7/BostonLowellRR_CausewaySt_BostonDirectory_1861.png", "https://i0.wp.com/upload.wikimedia.org/wikipedia/commons/thumb/e/e1/MBTA_GP40_1136.jpg/300px-MBTA_GP40_1136.jpg", "https://2.gravatar.com/avatar/550bccf0acbd76643d647f912a5ea9c51d519aca4531169c347c73c1529f79db?s=74&d=identicon&r=G", "https://0.gravatar.com/avatar/3b1b58d6f868c39e132061f374773d35894bd186bab6c250cb9b05405a6a7dd0?s=74&d=identicon&r=G", "https://2.gravatar.com/avatar/811b4f3037178cb1c8efbbf3f5df53b2a9cd48dd1030d3cdc03f3f54ca64c6eb?s=74&d=identicon&r=G", "https://2.gravatar.com/avatar/828206e68bf03cb3addd5719972ea444f735761285f8254a51b0fb14f9a7543c?s=74&d=identicon&r=G", "https://2.gravatar.com/avatar/828206e68bf03cb3addd5719972ea444f735761285f8254a51b0fb14f9a7543c?s=74&d=identicon&r=G", "https://0.gravatar.com/avatar/3b1b58d6f868c39e132061f374773d35894bd186bab6c250cb9b05405a6a7dd0?s=74&d=identicon&r=G", "https://1.gravatar.com/avatar/4d2f9fc7c1c254c487a176a2bb28da70b9f74091d968e0c41f9214d57570bea1?s=74&d=identicon&r=G", "https://2.gravatar.com/avatar/2838fc3fab810242318f25621275b3a13c6790f224a7aaa3b79a813484fd9393?s=74&d=identicon&r=G", "https://2.gravatar.com/avatar/512618e2d0176ff5f2e8a31349669ba21d87d1aa907f7f8b16ae959c75d8ffd6?s=74&d=identicon&r=G", "https://1.gravatar.com/avatar/739af0ef2cb5920afba80059e239f82a83b75d976011a16c45e0527e3ff4340e?s=74&d=identicon&r=G", "https://2.gravatar.com/avatar/5700d40f2eb61eb7096b6b4c95bb8b03bc02ea2b21ecda7b4adac845b2181cde?s=74&d=identicon&r=G", "https://forgottennewengland.com/i/rss/blue-small.png", "https://forgottennewengland.com/i/rss/blue-small.png", "https://secure.gravatar.com/blavatar/2c266ba2f2cfe38d321f9683f872ffaf63db6ecf82a041cb991e5e909157918b?s=50&d=https%3A%2F%2Fs2.wp.com%2Fi%2Flogo%2Fwpcom-gray-white.png", "https://secure.gravatar.com/blavatar/2c266ba2f2cfe38d321f9683f872ffaf63db6ecf82a041cb991e5e909157918b?s=50&d=https%3A%2F%2Fs2.wp.com%2Fi%2Flogo%2Fwpcom-gray-white.png", "https://pixel.wp.com/b.gif?v=noscript" ]	[]	[]	[ "" ]	null	[ "Forgotten New England" ]	2012-10-14T00:00:00	My two-year-old son loves trains. One of his first words was "train". And, he likes to announce the arrival and departure of trains, with the word "train", repeatedly, while pointing. The fascination people have with trains can be traced back much further than today's living generations. In fact, before planes and automobiles, trains, or iron…	en	https://secure.gravatar.com/blavatar/2c266ba2f2cfe38d321f9683f872ffaf63db6ecf82a041cb991e5e909157918b?s=32	Forgotten New England	https://forgottennewengland.com/2012/10/14/the-men-of-the-boston-lowell-and-nashua-line-train-life-in-the-1870s/	My two-year-old son loves trains. One of his first words was “train”. And, he likes to announce the arrival and departure of trains, with the word “train”, repeatedly, while pointing. The fascination people have with trains can be traced back much further than today’s living generations. In fact, before planes and automobiles, trains, or iron horses – as they were sometimes admiringly called, captivated young people in cities, towns, and out on country farms. In the years following the close of the Civil War, young men on rural farms looked with fascination at the trains that passed through their New England towns. They looked to the trains to deliver them from the boredom they had come to associate with farm life. For young rural women, a trip to the depot to watch the train come in allowed them to break up the monotony of farm life by seeing who was arriving from Boston, the ‘big city’. In the 1870s, young people everywhere saw railroad life as offering a certain charm and urban sophistication. Men who were able to land positions with the railroad could count on steady employment and a solid career. And, they would travel through the city and surrounding countryside once or maybe even twice daily. Men landing railroad jobs started off as brakemen, who brought trains to a stop at approaching stations. From there, with time, experience, and some politicking, they were elevated into baggage-master positions. Baggage masters were charged with caring for and delivering the bags and suitcases to traveling passengers. All young men on the railroad hoped one day to become conductors, who held the awe of all. Conductors wore gold-laced caps, and were the ones who announced the ‘all aboard!’ at each stop along the line. Railway men, and those who loved them, knew that a job on the railroad meant many hours away from home, but most of the men wouldn’t trade the job for any other, and often, a man who started his career as a brakeman retired decades later after a lifetime of employment on the railroad. The conductors of the railroad were known by their uniforms. Made of distinctive dark blue cloth, each man wore a sack coat and vest with pants, decorated with stripes. The men fastened their uniforms in place with brass buttons, which bore the date of the railroad’s incorporation. As part of their compensation, conductors received a stipend of $200 annually to buy their uniforms. Strict regulations were enforced to ensure that conductors always appeared in uniform, and that they were neatly dressed. Upon each completion of five years of experience, conductors added a black velvet stripe with gold trimming to their right sleeves. Life on The Boston, Lowell, and Nashua Line In 1874, the vast network of railroad lines connecting Boston with the outside world included the Boston & Providence, the Old Colony, the Fitchburg, the Boston & Albany, the Boston & Maine, the Eastern, and the Boston, Lowell & Nashua. During the years following the Civil War, the Boston, Lowell, and Nashua line was known for its austere, direct conductors. Most of the men who ran the line had grown up in the towns of New Hampshire where, as boys, they dreamt of one day becoming conductors. In 1874, sixteen men served as conductors for the Boston, Lowell, and Nashua line on its “Boston End”; three more served as additional help when collecting and punching tickets on the trains when they ran their short trips. Forty-six men supported the conductors’ efforts in the roles of and baggage masters. The line prided itself on hiring men who had the ability to grow into the conductor role. On the Boston, Lowell & Nashua line, men working the Lowell, Concord and Greenfield routes averaged 120 miles daily. Men who worked the Woburn, Lexington, and Stoneham routes averaged some 60 or 80 miles, daily. It was said that the more frequent stops on the shorter routes were more exhausting. Conductors earned monthly salaries between $70 and $85. Brakemen and baggage masters earned salaries around $50, monthly. The men of the Boston, Lowell & Nashua line were described as a “steady-going” set, and almost all were married. Those who had seen the conductors’ room described scenes of “high, low, jack” or backgammon. The conductors on the line included some of the railroad’s longest-serving veterans. One, John Barrett, had run the first train to ever make the route some forty years earlier, on June 26, 1835. Barrett had held his conductorship through 1860, when he became a depot master for several more years. By the 1870s, Barrett was still serving the railroad, even at the advanced age of 74. Another veteran of the line, Josiah Short, had served the railroad some forty years; by the mid-1870s, he had become a ticket agent at the Lowell station. Another conductor, Albert Carter, had served for so long on the line’s Woburn branch that generations of schoolboys had come to know him as “Old Carter”. Old Carter had developed no small part of his reputation by catching and reprimanding train stowaways who tried to steal rides between stations in the Winchester area during the years surrounding the Civil War.
833	dbpedia	1	56	https://www.library.hbs.edu/hc/railroads/first-big-business.html	en	The Railroads: The First Big Business - Railroads and the Transformation of Capitalism			[ "https://www.library.hbs.edu/hc/railroads/images/site/hbs-banner.jpg", "https://www.library.hbs.edu/hc/railroads/images/site/search.gif", "https://www.library.hbs.edu/hc/railroads/images/site/pictures/menu3/1_thumb.jpg", "https://www.library.hbs.edu/hc/railroads/images/site/pictures/menu3/2_thumb.jpg", "https://www.library.hbs.edu/hc/railroads/images/site/pictures/menu3/quote.png", "https://www.library.hbs.edu/hc/railroads/images/site/pictures/menu3/3_thumb.jpg", "https://www.library.hbs.edu/hc/railroads/images/site/pictures/menu3/4_thumb.jpg" ]	[]	[]	[ "" ]	null	[]	null					null	The Railroads: The First Big Business Beginning in the mid-sixteenth century, local railroads around the world served as a means of conveying coal and iron ore from mines to low-lying coastal areas. Horses drew wagons along rails made of wood and later iron. In the 1820s, the English introduced the first successful steam locomotive engine. As routes were carved out, mining areas transformed into industrial centers and coastal sites into bustling ports. In the United States in the 1830s and 1840s, the railroads linked port cities to outlying areas, and, by the 1850s, they pushed westward and helped settle the frontier. From eastern terminals, American railways grew at an astonishing pace: from 23 miles of track in 1830 to 240,000 miles by 1910. As an Atchison and Pike’s Peak Railroad report of 1866 noted, “So considerable is the existing commerce, and so rapidly on the increase that competent railway authority expresses the belief that within less than the five years from the opening a single track will be inadequate to the business flowing to it.”5 The first vehicles to exceed the speed of a horse, locomotives compressed weeklong journeys into days. By mid-century, the rails moved people, raw materials, and goods around the country relatively quickly, cheaply and, for the most part, in all seasons and weather. With the establishment of the transcontinental lines, shared technological systems among state railroads began to emerge. Coordination of functions became not a choice but a necessity in order for the railroads to perform even the most basic services of running on time and avoiding catastrophic accidents. Passengers, employees, nearby buildings, livestock, and pedestrians could fall victim to the violent force of locomotive trains running at unprecedented speeds or to the hazardous sparks they emitted. In 1841 a tragic collision of two trains on the Western Railroad in Massachusetts killed a conductor and passenger and injured seventeen others, making urgent the need to create and adhere to exact timetables.6 The resulting “Report on Avoiding Collisions and Governing Employees” called for a system of clearly defined responsibilities and lines of communication.
833	dbpedia	1	57	https://www.lowellhistoricalsociety.org/timeline/	en	Timeline – Lowell Historical Society	https://www.lowellhistor…logo-150x150.png	https://www.lowellhistor…logo-150x150.png	[ "https://www.lowellhistoricalsociety.org/wp-content/themes/lhs-2019/static/logo.svg", "https://www.lowellhistoricalsociety.org/wp-content/uploads/2019/07/made-by.svg" ]	[]	[]	[ "" ]	null	[]	null	Preserving the History of Lowell, Massachusetts	en	https://www.lowellhistor…logo-150x150.png		https://www.lowellhistoricalsociety.org/timeline/
833	dbpedia	1	3	https://fromthepage.com/mountauburncemetery/mount-auburn-cemetery/article/58788	en	Boston & Lowell Railroad	https://live.staticflick…c272b396c1_o.jpg		[ "https://www.facebook.com/tr?id=194616117686834&ev=PageView&noscript=1", "https://fromthepage.com/assets/icons/globe-af5f62970d6dd7c5304fa47289406628ef109bb94ca0e79914981f7654eac421.svg", "https://fromthepage.com/images/working/dot/58788.png", "https://live.staticflickr.com/65535/50094297182_c272b396c1_o.jpg", "https://lacountylibrary.org/wp-content/uploads/2018/10/instagram_32.jpg", "https://live.staticflickr.com/65535/51082727728_88a932b678_o.jpg ", "https://live.staticflickr.com/65535/50090829158_4d3fc7b985_o.jpg" ]	[]	[]	[ "" ]	null	[ "FromThePage.com" ]	null	Boston & Lowell Railroad - subject overview. A railroad company that connected Boston and Lowell, MA. It was first chartered in 1830 and eventually leased to and became part of the Boston...	en	/assets/favicon-694316b93124346fbc3b3fb3da08ad33130d9258c96b31d265aef55c481280b7.ico		null	Description A railroad company that connected Boston and Lowell, MA. It was first chartered in 1830 and eventually leased to and became part of the Boston & Maine Railroad. See also: https://en.wikipedia.org/wiki/Boston_and_Lowell_Railroad Related Subjects The graph displays the other subjects mentioned on the same pages as the subject "Boston & Lowell Railroad". If the same subject occurs on a page with "Boston & Lowell Railroad" more than once, it appears closer to "Boston & Lowell Railroad" on the graph, and is colored in a darker shade. The closer a subject is to the center, the more "related" the subjects are.
833	dbpedia	2	55	https://www.massmoments.org/moment-details/nations-first-subway-opens-in-boston.html	en	Nation's First Subway Opens in Boston	https://www.massmoments.…897-b70d93b2.jpg	https://www.massmoments.…897-b70d93b2.jpg	[ "https://www.massmoments.org/moment-details/files/assets/layout/logo_final.jpg", "https://www.massmoments.org/moment-details/files/assets/layout/header_tagline.png", "https://www.massmoments.org/moment-details/files/assets/layout/logo_final.jpg", "https://www.massmoments.org/moment-details/files/assets/layout/header_tagline.png", "https://www.massmoments.org/moment-details/files/assets/moments/09-01-1897/09_01_1897.jpg", "https://www.massmoments.org/moment-details/assets/images/3/09_01.2_1897-6a0d7a19.jpg", "https://www.massmoments.org/moment-details/assets/images/d/09_01.1_1897-a6739d75.jpg", "https://www.massmoments.org/moment-details/files/assets/pages/moment_reader2/mass.png", "https://www.massmoments.org/moment-details/files/assets/pages/moment_reader2/g_boston.png", "https://www.massmoments.org/moment-details/assets/images/2/06_25.2_2004-3289bc43.jpg", "https://www.massmoments.org/moment-details/assets/images/e/08_24_1951-d2ee85ca.jpg", "https://www.massmoments.org/moment-details/assets/images/e/07_11.1_1761-5d3773af.jpg", "https://www.massmoments.org/moment-details/files/assets/layout/logo_mass_humanities.png" ]	[]	[]	[ "" ]	null	[]	2007-11-17T03:43:45-05:00	On this day in 1897, at 6 am, over 100 people crowded onto the first train to travel through a tunnel under downtown Boston. More than 100,000 people would take the three-and-a-half minute trip that day. They were riding on the first subway line in the United States. After considering various alternatives to ease …	en	favicon.ico?v=3		https://www.massmoments.org/moment-details/nations-first-subway-opens-in-boston.html	At the foot of the entrance staircases (at the Boylston Street and Park Street Stations) are offices at which the admission of five cents must be paid, for which a subway check will be issued, which will be good only on cars taken in the subway and will be void if carried form the subway without using. Subway checks cannot be purchased in advance for subsequent use. On arrival at Park Street station, passengers who wish to remain on the cars for the return trip may do so upon payment of another fare. To avoid accidents, persons carrying long or bulky articles, such as molding, pipes, etc., will not be permitted to enter the subway. The admission of dogs is prohibited, also the sale of newspapers or other merchandise on cars, within the subway or on the station stairways. Quoted in Tremont Street Subway: A Century of Public Service, by Bradley H. Clarke and O.R. Cummings (Boston Street Railway Association, 1997).
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"https://upload.wikimedia.org/wikipedia/en/thumb/4/4a/Commons-logo.svg/30px-Commons-logo.svg.png", "https://upload.wikimedia.org/wikipedia/en/5/5d/Boston_and_maine_railroad_minuteman_herald.png", "https://upload.wikimedia.org/wikipedia/commons/thumb/e/e2/North_Station_from_north_August_2024.jpg/180px-North_Station_from_north_August_2024.jpg", "https://upload.wikimedia.org/wikipedia/commons/thumb/7/72/Anderson_Regional_Transportation_Center.jpg/180px-Anderson_Regional_Transportation_Center.jpg" ]	[]	[]	[ "" ]	null	[]	null	The Lowell Line is a railroad line of the MBTA Commuter Rail system, running north from Boston to Lowell, Massachusetts. Originally built as the New Hampshire M...	en			https://www.wikiwand.com/en/articles/Lowell_Line	The Lowell Line is a railroad line of the MBTA Commuter Rail system, running north from Boston to Lowell, Massachusetts. Originally built as the New Hampshire Main Line of the Boston & Lowell Railroad and later operated as part of the Boston & Maine Railroad's Southern Division, the line was one of the first railroads in North America and the first major one in Massachusetts. Quick Facts Overview, Status ... Lowell LineOverviewStatusOperationalOwnerMassachusetts Bay Transportation AuthorityLocaleNortheastern MassachusettsTerminiStations9ServiceTypeCommuter railSystemMBTA Commuter RailTrain number(s)300–342 (weekday) 1300-1317 (Saturday) 2300-2317 (Sunday)Operator(s)Keolis North AmericaDaily ridership6,485 (October 2022)[1]HistoryOpened1835 (Boston & Lowell Railroad)TechnicalLine length25.4 miles (40.9 km)[2]CharacterElevated and surface-levelTrack gauge4 ft8+1⁄2 in (1,435 mm) Close All stations are accessible except for West Medford, Winchester Center, and Mishawum. Boston and Lowell Railroad The Boston and Lowell Railroad started freight operations in 1835, with traffic from the Lowell mills to the Boston port. Demand for the express passenger service exceeded expectations, and in 1842 local service was added as well. The line north of Lowell was first owned by the Boston, Concord & Montreal Railroad, which was chartered in 1844. Trackage was completed as far as Wells River, Vermont, in 1853. The Boston & Maine Railroad (B&M) acquired the railroad in 1895.[3][4] The line served as the route for Boston to Montreal service during the Golden Age of Rail (roughly 1880 to 1940). The Ambassador, the train from Boston's North Station to Montreal, ran through Concord, New Hampshire, along this line until 1966.[5] This line, along with the New Englander, via Concord, White River Junction, Montpelier, ran through the northwestern section of Vermont prior to entering Quebec, Canada. The Alouette and Red Wing trains travelled to Montreal via Concord, Plymouth, Wells River and Newport in northeastern Vermont prior to entering Quebec. (The route via Wells River, St. Johnsbury and Newport was the more direct route of the two itineraries.)[6] For this itinerary the Montreal route was marketed as an Air-line railroad. Massive cutbacks on May 18, 1958, included the end of Stoneham Branch service and the closure of Medford Hillside, Tufts College, and North Somerville stations.[7] Cuts on June 14, 1959, ended service north of Woburn on the Woburn Loop; trains for points north were rerouted via the mainline to the east. Boston–Lowell local service was halved to seven daily round trips; Tyngsboro, Bleachery, and South Wilmington stations were closed.[7][8] B&M passenger service to Boston on the line was shortened from Concord, New Hampshire to Lowell in 1967.[9] MBTA era In 1973, the MBTA bought the Lowell line, along with the Haverhill and all other local Greater Boston passenger lines. Along with the sale, the B&M contracted to run the passenger service on the Lowell line for the MBTA. After bankruptcy, the B&M continued to run and fulfill its commuter rail contract under the protection of the United States Bankruptcy Court, in the hopes that a reorganization could make it profitable again. It emerged from the court's protection when newly formed Guilford Transportation Industries (GTI) purchased it in 1983. For approximately thirteen months in 1980–81, daily passenger service was provided to Concord. Two round-trips were operated on each weekday and one on weekend days. Originally, there were intermediate stops in Manchester and Nashua. A stop in Merrimack was added later. Service was discontinued when federal funding was withdrawn.[10] Anderson Regional Transportation Center opened on April 28, 2001, replacing Mishawum as the Lowell Line's primary park-and-ride station for Route 128. Mishawum was reduced to limited reverse-peak service.[9] On December 15, 2001, the Amtrak Downeaster began operating over the line south of Wilmington.[9] In October 2006, the MBTA added four short turn round trips that terminated at Anderson RTC.[11] The line was shut down on weekends in July through September 2017 for the installation of Positive Train Control equipment in order to meet a 2020 federal deadline.[12] Substantially reduced schedules due to the COVID-19 pandemic were in effect from March 16 to June 23, 2020, and from December 14, 2020, to April 5, 2021.[9] On January 23, 2021, reduced schedules went into place with no weekend service on seven lines, including the Lowell Line.[9] Weekend service on the seven lines resumed on July 3, 2021.[13] As of February 2022, the line has 21+1⁄2 round trips on weekdays and nine on weekends.[14] By October 2022, the line had 6,485 daily riders – 59% of pre-COVID ridership.[1] In June 2022, the MBTA indicated it was considering improvements to a siding in Woburn, which would allow 30-minute headways between Boston and Anderson/Woburn by 2024.[15] Until December 2020, a small number of Haverhill Line trains ran via the Wildcat Branch and the inner Lowell Line, making stops between Anderson/Woburn and West Medford.[16][17] Some Haverhill Line trains resumed using this routing on April 5, 2021, but no longer make stops on the Lowell Line.[18][19] From September 9 to November 5, 2023, all outer Haverhill Line service was routed over the Wildcat Branch during signal work on the inner part of the Haverhill Line. The diverted trains stopped only at Anderson/Woburn.[20] Beginning May 20, 2024, weekday midday inbound Haverhill Line trains were again temporarily routed over the Wildcat Branch during construction work, again stopping only at Anderson/Woburn.[21][22] The Medford Branch of the Green Line Extension, which opened on December 12, 2022, runs along the Lowell Line through Somerville and part of Medford. There are five Green Line stations on the branch, but no additional commuter rail stops were added.[9] Proposed expansion to New Hampshire MBTA Commuter Rail service connecting Concord, Manchester and Nashua from the Lowell Line used to exist in New Hampshire until subsidies were ceased in 1967.[10] The service came back in 1980 for a quick 13 month return, but the program grant was cut by the Reagan administration in 1981, and commuter rail service has remained not available.[10] In October 2010, the New Hampshire Department of Transportation received a $2.24 million federal grant to study an extension of the Lowell Line to Concord.[23] In January 2011, a bill was introduced into the New Hampshire legislature to end the proposed extension and give up a potential $4.1 million grant into its planning.[24] The MBTA acquired trackage rights from Pan Am in May 2011 as part of a larger transaction.[25] The project was estimated to cost $246 million in a 2014 NHDOT report.[26] Extending service to NH was projected to provide an expected 34 trains a day to Nashua and 16 a day to Manchester, connecting commuters from Nashua to Boston as low as 54 minutes and commuters from Manchester to Boston in as low as 1 hour and 25 minutes with 3,120 passengers a day.[27][28] Proponents of the extension see expanded rail services as a link to Boston’s growing economy while opponents consider the project to be extraneous and expensive.[29][30] In December 2020, a $5.5 million contract was awarded to AECOM for preliminary engineering and design work, environmental and public engagement services, and final design, for the project to extend MBTA commuter rail service to southern New Hampshire.[31] The project called for the extension of the Lowell Line up through Nashua and Manchester along an existing rail alignment.[28][32][26] The proposed expansion would include four new stops: South Nashua, Crown Street in Nashua, Bedford, and Manchester.[28] In January of 2022, the Manchester Board of Mayor and Aldermen approved the location for new facilities to house layover trains adjacent to the Manchester Transit Authority facilities.[33] By autumn 2022, the study was being carried out by AECOM and the State of New Hampshire to design and make a financial plan for the project by 2023. In December 2022, the New Hampshire Executive Council voted to cease state funding for an extension of the AECOM study; the study reported an updated project cost of $782 million.[34][35][36] The MBTA rail extension project to Manchester is currently in the pre-decisional stage, and is awaiting approval by the NH government.[37] Track speeds North of Wilmington, the line is authorized for a maximum of 60 miles per hour (97 km/h). South of Wilmington, the line has an unusual asymmetrical speed limit. The northbound track supports up to 70 miles per hour (110 km/h) where curvature allows, while the southbound track has a maximum of 60 miles per hour (97 km/h). Additional speed restrictions are in place at Wilmington, through the grade crossings in West Medford, and in the North Station terminal area.[38] Other services Amtrak's Downeaster service to Maine, along with some Haverhill Line express trains, run on the Lowell Line from North Station to Wilmington, then follow the Wildcat Branch to the Haverhill Line. This routing is used to avoid the inner Haverhill Line, which has a number of single-track sections. The line is the designated freight clearance route into Boston from the north; all stations with high-level platforms must either have mini-high platforms or a freight passing track. Pan Am Railways runs freight on the line, including local freights based out of Lawrence Yard and DOBO (a Dover to Boston through freight). More information State, Fare zone ... State Fare zone Location Miles (km)[2][39][40] Station Connections and notes MA 1A Boston 0.0 (0.0) North Station Amtrak: Downeaster MBTA Commuter Rail: Fitchburg Line, Haverhill Line, and Newburyport/Rockport Line MBTA subway: Orange Line, Green Line (D and E branches) MBTA bus: 4 EZRide Somerville 0.8 (1.3) Commuter Rail Maintenance Facility Flag stop for MBTA employees only Medford 4.0 (6.4) Tufts University Open September 1977 to October 1979 5.5 (8.9) West Medford MBTA bus: 94,95 1 Winchester 7.3 (11.7) Wedgemere 7.8 (12.6) Winchester Center Temporarily closed on January 8, 2021 MBTA bus: 134 Former junction with Woburn Branch (closed 1981) 9.0 (14.5) Winchester Highlands Closed June 1978[9] Woburn 10.5 (16.9) Walnut Hill Closed January 18, 1965[9] 10.9 (17.5) Lechmere Warehouse Open 1979 to 1996[9] 2 11.6 (18.7) Mishawum Flag stop with limited reverse commute service. Indefinitely closed on December 14, 2020. 12.7 (20.4) Anderson/Woburn Amtrak: Downeaster Logan Express 3 Wilmington 15.2 (24.5) Wilmington LRTA: 12 Junction with the Wildcat Branch 17.0 (27.4) Silver Lake Closed January 18, 1965[9] Billerica 19.2 (30.9) East Billerica Closed January 18, 1965[9] 5 21.8 (35.1) North Billerica LRTA: 3/4, 13 6 Lowell 25.5 (41.0) Lowell LRTA: 1/8, 2, 3/4, 5, 6/9, 7, 10, 11, 12, 13, 14, 15, 16, 17, 18, 20 MVRTA: 24 Chelmsford 28.7 (46.2) North Chelmsford Closed June 30, 1967 NH Nashua 39.0 (62.8) Nashua Closed June 30, 1967; open from January 28, 1980 to March 1, 1981[9] Merrimack 46.1 (74.2) Merrimack Open from April 1980 to March 1, 1981[9] Manchester 55.5 (89.3) Manchester Closed June 30, 1967; open from January 28, 1980 to March 1, 1981[9] Concord 73.3 (118.0) Concord Closed June 30, 1967; open from January 28, 1980 to March 1, 1981[9] Currently operating station Close Woburn Branch More information Location, Station ... Location Miles (km)[2][39][40] Station Connections and notes Winchester 7.8 (12.6) Winchester Center Junction with mainline Woburn 9.0 (14.5) Cross Street Closed February 1, 1981[41] 9.8 (15.8) Woburn Closed February 1, 1981[41] Currently operating station Close
833	dbpedia	2	43	https://willbrownsberger.com/rail-vision-study-underway/	en	Rail Vision Study Underway – Will Brownsberger	https://willbrownsberger…il-v30-inner.jpg		[ "https://willbrownsberger.com/wp-content/uploads/2023/04/cropped-thumbnail_Senator-Brownsberger_0099_Final.jpg", "https://willbrownsberger.com/matomo/matomo.php?idsite=5&rec=1", "https://willbrownsberger.com/wp-content/uploads/2018/06/2017-05-map-commuter-rail-v30-inner.jpg", "https://willbrownsberger.com/wp-content/uploads/2018/06/IMG_0200.jpg" ]	[]	[]	[ "" ]	null	[ "View more posts", "Will Brownsberger" ]	2018-06-28T13:36:45-04:00		en			https://willbrownsberger.com/rail-vision-study-underway/	Open House on March 5, 2019 The Rail Vision Team will be holding an open house on Tuesday, March from 4:30 to 7:00PM at the MBTA Board Room 10 Park Plaza, 2nd floor, Boston. This is a good opportunity to understand and give input into the developing vision. Above: MBTA subway map and inner core of Purple Line commuter rail map. MassDOT is delivering on its promise to give full consideration to the possibility of providing more frequent service to inner core communities on existing commuter rail lines. I posted 18 months ago that MassDOT had found it more difficult than it initially hoped to provide urban rail. MassDOT has, however, commenced a study that should help resolve its plans for urban rail. The study is framed more broadly. It recognizes that there are potentially conflicting goals for our rail system. I represent inner communities near rail lines. Belmont, Watertown, Allston, Brighton, Fenway and Back Bay are all near current commuter rail stops. So, I am focused on the possibility of running frequent urban service for those communities. If frequent enough, this service could offer a meaningful new option for people going downtown. But there are other very legitimate goals for our rail system. Of course, the current model serves an important goal. It provides long distance commuting service to suburban communities. Commuter rail ridership is small compared to subway ridership. All commuter lines taken together handle roughly 130 thousand passengers per week day, less than half the number of passengers that the red line handles. However, since commuter rail takes passengers so far, the passenger-miles traveled on commuter rail are only slightly less than the passenger miles traveled on all the subway lines combined. So, it is arguably the most important part of the MBTA system from the standpoint of reducing greenhouse gas emissions. Another goal for the rail system is to connect our gateway cities to Boston. Rapid express service from Worcester, Lowell and other gateway cities could help relieve our shortage of affordable housing in the Boston area. It could also support more job development within those communities if it allowed reverse commutes for Boston residents. Achieving all of these valid goals may or may not be possible on the tracks we have. Express service can conflict with suburban service that collects commuters from many stops along the line. Inner core urban service can conflict with both suburban and express service. The rail vision study is designed to develop some concrete options and define the necessary tradeoffs between the different approaches. The study will begin by identifying different possible service models. For example, one way to use our tracks would be to simply run more trains all day long along the existing routes. This would be a step towards urban rail, but it would also benefit suburban riders. It would not address the need for express service. Another model would be to run less frequent service outside Route 128 and have transfer stations at 128 where inbound riders would board urban service that runs much more frequently. Other models might blend express, commuter and/or urban service on the same tracks. The consultants running the rail study have been conducting a survey of both U.S. and international rail systems to develop a broad set of alternative models. Working with an advisory group the consultants will choose a smaller set of models to give closer study. The advisory group includes Senator Boncore, the Senate Chair of the Transportation Committee, and, at his invitation, me. The chosen options will then be evaluated using a fully detailed model of our track system to determine which options could actually work with on our current rail network or on feasible extensions of our network. The intention is to develop models that could offer short-term improvements as well as stretch models that might require substantial investment. The study process will be very transparent and I look forward to sharing more information as it unfolds. More information will be posted at willbrownsberger.com and on this official study site.
833	dbpedia	1	16	https://www.bostonintransit.com/products/boston-lowell-railroad-survey-1836	en	Boston & Lowell Railroad Survey 1836	http://www.bostonintransit.com/cdn/shop/products/wmark-MassStateLibrary-esl10133070.jpg?v=1612997621	http://www.bostonintransit.com/cdn/shop/products/wmark-MassStateLibrary-esl10133070.jpg?v=1612997621	[ "https://www.bostonintransit.com/cdn/shop/files/Boston-In-Transit-Logo-BookCover.jpg?v=1664889899&width=500", "https://www.bostonintransit.com/cdn/shop/products/wmark-MassStateLibrary-esl10133070.jpg?v=1612997621&width=1946", "https://www.bostonintransit.com/cdn/shop/products/wmark-MassStateLibrary-esl10133070.jpg?v=1612997621&width=1946", "https://www.bostonintransit.com/cdn/shop/products/wmark-MassStateLibrary-esl10133070.jpg?v=1612997621&width=550 550w,//www.bostonintransit.com/cdn/shop/products/wmark-MassStateLibrary-esl10133070.jpg?v=1612997621&width=1100 1100w,//www.bostonintransit.com/cdn/shop/products/wmark-MassStateLibrary-esl10133070.jpg?v=1612997621&width=1445 1445w,//www.bostonintransit.com/cdn/shop/products/wmark-MassStateLibrary-esl10133070.jpg?v=1612997621 1500w", "https://cdn.shopify.com/s/files/1/2422/2937/files/Custom_Rear_500w.jpg?v=1573661201", "https://cdn.shopify.com/s/files/1/2422/2937/files/Black_Basic_01_500w.jpg?v=1573660979", "https://cdn.shopify.com/s/files/1/2422/2937/files/Black_Basic_02_500w.jpg?v=1573660987", "https://cdn.shopify.com/s/files/1/2422/2937/files/Black_Basic_03_500w.jpg?v=1573660992", "https://cdn.shopify.com/s/files/1/2422/2937/files/Black_Stepped_01_500w.jpg?v=1573660448", "https://cdn.shopify.com/s/files/1/2422/2937/files/Black_Stepped_02_500w.jpg?v=1573660456", "https://cdn.shopify.com/s/files/1/2422/2937/files/Black_Stepped_03_500w.jpg?v=1573660465", "https://cdn.shopify.com/s/files/1/1983/6871/files/Cherry-02-500_480x480.jpg?v=1612994213", "https://cdn.shopify.com/s/files/1/1983/6871/files/Walnut-02-500_480x480.jpg?v=1612994726", "https://cdn.shopify.com/s/files/1/2422/2937/files/Economy_01_500w.jpg?v=1573659112", "https://cdn.shopify.com/s/files/1/2422/2937/files/Economy_02_500w.jpg?v=1573659119", "https://cdn.shopify.com/s/files/1/2422/2937/files/Economy_03_500w.jpg?v=1573659126", "https://cdn.shopify.com/s/files/1/2422/2937/files/Studio_Back_500w.jpg?v=1573659366", "https://cdn.shopify.com/s/files/1/2422/2937/files/Studio_01_500w.jpg?v=1573659842", "https://cdn.shopify.com/s/files/1/2422/2937/files/Studio_03_500w.jpg?v=1573659591", "https://cdn.shopify.com/s/files/1/2422/2937/files/Studio_02_500w.jpg?v=1573659598", "https://cdn.shopify.com/s/files/1/2422/2937/files/Studio_Back_500w.jpg?v=1573659366", "https://cdn.shopify.com/s/files/1/2422/2937/files/1319_raw_edit_500.jpg?v=1580760680", "https://cdn.shopify.com/s/files/1/2422/2937/files/13x19_corner_raw_500.jpg?v=1580760697", "https://cdn.shopify.com/s/files/1/2422/2937/files/13x19_back_raw_500.jpg?v=1580760714" ]	[]	[]	[ "" ]	null	[]	null	Date: 1836Creators: James F. Baldwin and Henry C. WatersSource Collection: State Library of Massachusetts Boston in Transit - The BookFigure 4.10 - Boston & Lowell Railroad Survey, 1836Mapped a year after opening, Boston’s second steam railroad line to carry paying passengers runs from Boston (far right) to Lowell	en		Boston In Transit	https://www.bostonintransit.com/products/boston-lowell-railroad-survey-1836	____________________________________________ AUTHENTIC PRINTS We sell antique prints (the actual artifact!) as well as fine art reproductions of the maps in our collection. Select "Authentic Print" from the purchase options to purchase the real deal, an artifact produced years ago. Authentic prints are available when we have them. The website will indicate "sold out" if the authentic print is no longer available. Fine art reproductions of every image in our collection are always available. Lead times: Unframed authentic prints are typically ready for shipment or pickup within a few days of order placement. Some authentic prints listed on our website must be brought in from other dealers. In those cases, additional days are required to get those prints to us before shipping or pickup can take place. ____________________________________________ FINE ART PRINTS/REPRODUCTIONS Printing: We print in-house to control all aspects of print quality and consistency. Printers: We exclusively utilize Epson commercial-grade Ultrachrome printers and pigment inks. Papers: We print onto Epson Premium and Ultra-premium matte-finish papers engineered for Epson Ultrachrome printers. Paper Sizes / Prices: Small 8 1/2" x 11" Paper = $14.95 Studio 11" x 14" Paper = $19.95 Medium 13" x 19" Paper = $29.95 Intermediate 18" x 24" Paper = $49.95 Large 24" x 36" Paper = $69.95 Quality: Our fine art prints are museum-quality, no-fade, color-stable, acid-free, and archival. Layout: All images are printed as large as possible onto the selected paper size. The original proportions of the image are maintained. No stretching to fill the paper occurs. Given that the proportions of each image rarely matches that of the paper, there is always white space around the image. Images are centered onto the paper as much as possible. Watermarks: Watermarks will not be printed on reproduction fine art prints. Watermarks are displayed on website images only. Lead times: Unframed prints are typically ready for shipment or pickup within a few days of order placement. Pricing Policy: We reserve the right to change, lower, or increase the price of any item at any time. If we lower a price for an item, such as when we run a sale or put an item on clearance, we do not provide retroactive refunds or credits. ____________________________________________ FRAMING Fabrication: All of our frames are 100% made in Cambridge, Massachusetts USA. We have a longstanding relationship with a local fine art framer who exclusively produces all of our frames. Framing Types: We offer three types of framing, each with its own styles/colors. Custom/Archival Framing Economy/Non-Archival Framing Studio/No Matting Medium/No Matting Framing Why choose Custom/Archival framing? We recommend Custom/Archival frames when framing any authentic print. All authentic prints can fade when exposed to direct or indirect sunlight. Custom/Archival frames feature UV-resistant glazing to protect antique images from fading. Custom/Archival frames feature acid-free mat boards and backing boards that will not damage authentic prints. Store bought frames typically do not use UV-resistant glass nor acid-free materials. A Custom/Archival frame is the best way to protect and display an antique print for the ages. Why choose Economy/Non-Archival framing? Economy/Non-Archival frames are perfect for our fine art reproductions. Since our reproductions are archival (made with archival inks and acid-free papers), UV-resistant glazing nor acid-free boards are required to protect the reproduction. Economy/Non-Archival frames offer a sensible price point and affordable way to bring a framed image into any space. Frame Prices: All frame prices listed below do not include the cost of any reproduction print, shipping, or sales tax. See any individual map page on our site to explore calculated total costs for print + frame + sales tax + shipping. Custom/Archival Small = $125 Custom/Archival Medium = $175 Custom/Archival Intermediate = $225 Custom/Archival Large = $275 Economy/Non-Archival Small (11" x 14") = $60 Economy/Non-Archival Medium (16" x 20") = $80 Studio/No Matting (11" x 14") = $50 Medium/No Matting (13" x 19") = $60 18" x 24" No Matting = $80 (available in store only) Fine Art Reproduction Map + Frame = Total Framed Map Price: Small Print ($14.95) + Economy/Non-Archival ($60) = $74.95 Small Print ($14.95) + Custom/Archival Frame ($125) = $139.95 Studio Print ($19.95) + Studio/No Matting ($50) = $69.95 Medium Print ($29.95) + Medium/No Matting ($60) = $89.95 Medium Print ($29.95) + Economy/Non-Archival ($80) = $109.95 Medium Print ($29.95) + Custom/Archival Frame ($175) = $204.95 Interm. Print ($49.95) + Economy/No Matting* ($80) = $129.95Interm. Print ($49.95) + Custom/Archival Frame ($225) = $274.95 Large Print ($69.95) + Custom/Archival Frame ($275) = $344.95 Available in store only. Pricing Policy: We reserve the right to change, lower, or increase the price of any item at any time. If we lower a price for an item, such as when we run a sale or put an item on clearance, we do not provide retroactive refunds or credits. Frame Sizes: Custom/Archival Small: Add approximately 5" to width and 5" to height of the map. For an 8 1/2 x 11" map, frame size works out to approximately 13" +/- x 16" +/- . * Custom/Archival Medium: Add approximately 6" to width and 6" to height of the map. For a 13" x 19" map, frame size works out to approximately 19" +/- x 25" +/- . Custom/Archival Intermediate: Add approximately 8" to width and 8" to height of the map. For an 18" x 24" map, frame size works out to approximately 26" +/- x 32" +/- . Custom/Archival Large: Add approximately 10" to width and 10" to height of the map. For a 24" x 36" map, frame size works out to approximately 34" +/- x 46" +/- . Economy/Non-Archival Small = 11" x 14" Economy/Non-Archival Medium = 16" x 20" Studio/No Matting = 11" x 14"Medium/No Matting = 13" x 19" These sizes are approximate because we build each custom frame around the size of each map reproduction image size or authentic antique map size. Frame Shipping: Small and Medium Fames are shipped in robust packaging with insurance. As of Jan 1, 2023, we no longer offer shipping of Intermediate and Large Frames. We continue to offer in-store pick up for any frame, regardless of size. Framing Lead Times: Custom/Archival Frames are hand-fabricated to order at our outside fine art framer's shop. They have a lead time of 2-3 weeks before they are ready for shipment or pick up. Economy/Non-Archival Frames are hand-fabricated to order at our outside fine art framer's shop. They have a lead time of 1-2 weeks before they are ready for shipment or pick up. Studio/No-Matting and Medium/No Matting Frames have their final assembly produced in house. They have a lead time of approximately 1 week or less before they are ready for shipment or pick up. __________________________________________________ FRAME TYPES We offer three types of framing, each with various styles. Custom/Archival Framing Economy/Non-Archival Framing Studio/No Matting Medium/No Matting Framing Custom/Archival Frames are constructed from painted wood with UV-resistant glazing to protect an antique map from fading. Custom/Archival frames feature acid-free mat boards and backing boards that will not damage the antique map. Each Custom/Archival frame comes with professional paper backing, hanging wire installed, and even a hook and a nail (see photo below). We offer a variety of styles of Custom/Archival frames. Custom/Archival Frame: Black Basic Smooth black with simple profile Custom/Archival Frame: Black Stepped Smooth black with tiered profile Custom/Archival Frame: Cherry Finish This frame has a reddish-brown color with wood texture. Two versions are photographed. The thinner/smaller profile is used with small and medium frames. The thicker/larger is used with intermediate and large frames. Custom/Archival Frame: Walnut Finish This frame is brown in color with wood texture. Two versions are photographed. The thinner/smaller profile is used with small and medium frames. The thicker/larger is used with intermediate and large frames. Economy/Non-Archival Frames are constructed from painted with with plate glass. They are perfect for our reproduction maps. Since our fine art prints are archival (made with archival inks and acid-free papers), UV-resistant glazing nor acid-free boards are required to protect the reproduction. To keep costs down and offer the highest quality at the lowest price, Economy/Non-Archival frames are available in one style, black with a square profile. Each frame comes with claw hanger on the back. Studio/No-Matting Frames accommodate our Studio 11" x 14" prints and do not include a mat. To keep costs down and offer the highest quality at the lowest price, Medium/No-Matting frames are available in one style, black with a square profile. Each frame comes with claw hanger on the back. Medium/No-Matting Frames accommodate our Medium 13" x 19" prints and do not include a mat. To keep costs down and offer the highest quality at the lowest price, Medium/No-Matting frames are available in one style, black with a square profile. Each frame comes with claw hanger on the back. ____________________________________________ Shipping Shipping Unframed Fine Art Prints / Reproduction Maps Small and Medium prints are shipped flat in plastic sleeves with rigid backing boards. Intermediate and larger prints are shipped rolled in rigid cardboard tubes with protective acid free paper linings. Shipping Framed Maps Frames are shipped in robust packaging with insurance. Shipping Charges Calculated rates are determined by the shipping carriers offered. Set rates and options are displayed during checkout. Shipping Carriers Shipping via the USPS and UPS are offered. Rates are calculated by the carriers. International Shipping We do not offer international shipping. We do ship to US territories and US Armed Forces Overseas addresses. ____________________________________________ Picking Up An Order When placing an order, you have the option to pick up your order in person from our retail store. Orders will not be ready until after we contact you to confirm that your order is ready. We will call or email to notify you when your order is ready to be picked up. We will hold orders for 90 days. We are not responsible for orders not picked-up within 90 days. After 90 days from day of purchase, unclaimed orders may be returned to stock and payment may not be refunded. ____________________________________________ Returns & Defective Items All sales are final. We do not accept exchanges nor returns on properly fulfilled and non-defective orders. We will replace or provide a credit for any defective item within 30 days of receipt of item. Please contact us regarding defective items. We will rectify any improperly fulfilled order. Please contact us regarding improperly fulfilled orders. Items Damaged in Shipping Though we use professional and robust packaging methods, damage of items in shipment is always a possibility. Hence, we typically ship items with shipping insurance at our cost. We will ask for a buyer's assistance in processing any claims against a shipper for items damaged in shipment. Once the claim has been resolved with the shipper, we will offer a replacement or credit to a buyer for the damaged item. If we did not ship with insurance, we will do our best to replace the item or issue a credit. ____________________________________________ Pricing Policy We reserve the right to change, lower, or increase the price of any item at any time. If we lower a price for an item, such as when we run a sale or put an item on clearance, we do not provide retroactive refunds or credits. Privacy Policy All purchases made with WardMaps LLC are processed securely by our third party shopping cart and credit card processors. WardMaps LLC is never privy to credit card data inputted on this site. WardMaps never shares the names, emails, nor any personal data about our customers with anyone.
833	dbpedia	3	58	https://www.bhcc.edu/internationalcenter/transportation/	en	Bunker Hill Community College	https://www.bhcc.edu/med…avicon-16x16.png	https://www.bhcc.edu/med…avicon-16x16.png	[ "https://www.bhcc.edu/media/02-images/layout2022/Red_Black_BHCCBulldogMascot-sm.jpg", "https://www.bhcc.edu/media/05-admin/responsivesiteassets/images/bhcc_logo.png", "https://www.bhcc.edu/media/02-images/layout2022/circle-magnify.png", "https://www.bhcc.edu/media/02-images/internationalcenter/Transportation-Child.jpg", "https://www.bhcc.edu/media/02-images/logos/BHCClogo_WHITEc-2.png" ]	[]	[]	[ "" ]	null	[ "Bunker Hill Community College" ]	null		en	/media/05-admin/responsivesiteassets/images/apple-touch-icon-57x57.png		https://www.bhcc.edu/internationalcenter/transportation/	Welcome to Boston! We are delighted to have you here as a new international student at Bunker Hill Community College. To help make your arrival and transition to Boston as smooth as possible, we have put together some step-by-step instructions for what to do once you arrive at Boston Logan International Airport, how to use the MBTA transportation system, and how to obtain a CharlieCard. Transportation from the Airport into Boston using Google Maps Once you arrive at the airport, open Google Maps on your smartphone or mobile device. Click on the "Directions" icon in the bottom left-hand corner of the screen. Enter your destination (e.g., your short-term rental address) in the "To" field. Select the public transportation icon (i.e., the icon that looks like a train). Click on the "Departure time" field to select the time you plan to travel. Click "Enter" and Google Maps will provide you with a list of options for getting to your destination via public transportation, including buses and trains. Choose the route that works best for you and follow the directions provided by Google Maps. There is no public transit (subways and buses) available after 1am, at that time or any other you also have the choice of using Lyft or Uber - details below on how to get started. Using Google Maps to Find Your Way Around Boston on Public Transport Open Google Maps on your smartphone or mobile device. Click on the "Transit" icon in the bottom left-hand corner of the screen. Enter your destination in the "To" field. Click on the "Departure time" field to select the time you plan to travel. Click "Enter" and Google Maps will provide you with a list of options for getting to your destination via public transportation. Choose the route that works best for you and follow the directions provided by Google Maps. How to Buy a Charlie Card and the Different Options Available A Charlie Card is a reusable card that you can use to pay for public transportation in Boston. You can purchase a Charlie Card at any MBTA subway station, bus terminal, or online at mbta.com. It is best to wait until you arrive to purchase a Charlie Card. The cost of a Charlie Card varies depending on the type of pass you want. Options include a one-day pass, a seven-day pass, or a monthly pass. Please not that if you need to take an express bus regularly, you will need the Express Bus pass, which also covers the subway and other buses. You can also add money to your Charlie Card to pay for individual trips. To use your Charlie Card, simply tap it on the fare reader when you enter the train platform or when you board a bus. The fare will be deducted from your card balance. The Under 25 Program and How to Buy a Semester Pass through the College: The MBTA offers a discounted rate for youth under the age of 25. Apply for a Youth Pass Bunker Hill Community College offers a Semester Pass program for students. The cost of the Semester Pass is included in your tuition and fees. To purchase a Semester Pass and get an 11% discount, visit the BHCC Student Payment Center or fill out the form. Please note that you will be required to pay for the entire semester at once for the Fall and Spring terms. Lyft and Uber Options You will need a credit or debit card that works in the United States to use these services. Lyft and Uber are popular ride-sharing services in Boston. To use these services, you will need to download the Lyft or Uber app on your smartphone or mobile device. To request a ride, open the app and enter your destination. The app will provide you with an estimated fare and a list of available drivers. Choose the driver you want and wait for them to arrive. When your ride is over, the fare will be automatically charged to your credit or debit card on file. Tipping is customary and will be requested through the app. Car & Bike Sharing There are several locations in Boston to rent a car or bike by the hour or by the day, including one blue bike rental on BHCC’s campus. You can find more information about these options at bluebikes.com and zipcar.com. Carpooling Looking for someone to share a ride with and be qualified to use convenient campus carpool spaces, check out this site: Baystatecommute.com Parking at BHCC and Around Town Please note that if you decide to buy or use a car in Boston, you are required to be properly insured and the car registered.
833	dbpedia	2	38	https://amtrakdowneaster.com/	en	Amtrak Downeaster	https://amtrakdowneaster…ocial-scaled.jpg	https://amtrakdowneaster…ocial-scaled.jpg	[ "https://www.facebook.com/tr?id=483609083779724&ev=PageView&noscript=1", "https://di.rlcdn.com/406006.gif?pdata=partner%3Dtap349386%2Cdata%3Dtype%3Asite%24audience%3AMSO_AmtrakDowneaster_ClientSite_Control", "https://amtrakdowneaster.com/wp-content/themes/amtrakdowneaster/assets/images/downeaster-logo.png", "https://amtrakdowneaster.com/wp-content/themes/amtrakdowneaster/assets/images/downeaster-mobile-logo.svg", "https://amtrakdowneaster.com/wp-content/uploads/2022/10/icon-tickets.png", "https://amtrakdowneaster.com/wp-content/uploads/2022/10/icon-seat.png", "https://amtrakdowneaster.com/wp-content/uploads/2022/10/icon-stations.png", "https://amtrakdowneaster.com/wp-content/uploads/2024/07/Fenway_feat-image-1024x538.png", "https://amtrakdowneaster.com/wp-content/uploads/2024/05/Feat-Image_beach-1024x538.png", "https://amtrakdowneaster.com/wp-content/uploads/2024/03/Bike-Brunswick-1024x538.png", "https://amtrakdowneaster.com/wp-content/plugins/instagram-feed/img/placeholder.png", "https://amtrakdowneaster.com/wp-content/plugins/instagram-feed/img/placeholder.png", "https://amtrakdowneaster.com/wp-content/plugins/instagram-feed/img/placeholder.png", "https://amtrakdowneaster.com/wp-content/plugins/instagram-feed/img/placeholder.png", "https://amtrakdowneaster.com/wp-content/plugins/instagram-feed/img/placeholder.png", "https://amtrakdowneaster.com/wp-content/plugins/instagram-feed/img/placeholder.png" ]	[]	[]	[ "" ]	null	[]	2022-08-31T20:16:20-04:00	The Amtrak Downeaster is your car-free connection to exciting destinations in New England, with onboard café, free wi-fi, and personal outlets at every seat.	en	https://amtrakdowneaster…d-icon-32x32.png	Amtrak Downeaster - Northern New England Passenger Rail Authority	https://amtrakdowneaster.com/	© 2024 Amtrak Downeaster. The Downeaster service is operated by Amtrak with financial support from The Northern New England Passenger Rail Authority (NNEPRA). All Rights Reserved. This site is protected by reCAPTCHA and the Google Privacy Policy and Terms of Service apply.
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(Courtesy of Mass.gov) Emmy Misail Connector Contributor As if traffic, the environment and the cost of a parking decal were not enough reasons to leave the car at home, UMass Lowell’s new partnership with the Massachusetts Bay Transportation Authority (MBTA) will<a href="https://umlconnector.com/2018/09/now-arriving-free-mbta-commuter-rail-service-for-umass-lowell/" title="Read more" >...</a>	en	https://umlconnector.com/wp-content/themes/dw-focus/assets/img/favicon.ico		https://umlconnector.com/2018/09/now-arriving-free-mbta-commuter-rail-service-for-umass-lowell/	Day trips to Boston just became a whole lot easier for UMass Lowell students. (Courtesy of Mass.gov) Emmy Misail Connector Contributor As if traffic, the environment and the cost of a parking decal were not enough reasons to leave the car at home, UMass Lowell’s new partnership with the Massachusetts Bay Transportation Authority (MBTA) will give students a new reason to consider traveling sustainably. Starting this fall, UMass Lowell students, staff and faculty will be able to ride the MBTA’s commuter rail service from the Gallagher Terminal all the way to North Station in Boston free of charge. The Lowell Line, making stops at West Medford, Wedgemere, Winchester, Mishawum, Woburn, Wilmington and North Billerica. Nick Piscitello, Director of Administrative Services, oversees all aspects of campus transportation including UMass Lowell’s partnerships with Lowell Regional Transport Authority (LRTA) and Merrimack Valley Regional Transit Authority (MVRTA). His office is constantly looking for ways to lighten traffic and cut down on carbon emissions from student cars, as part of UMass Lowell’s dedication to create a eco-friendlier campus. Piscitello is particularly excited about this new MBTA partnership because it will help fulfill the lofty goals of a greener community for both UMass Lowell and the city of Lowell itself. Free transit will give hundreds of students rides home from Lowell on weekends and holidays, unclogging some of the more congested highways and streets. “Having multiple programs now, we’re getting into hundreds of cars that are coming off the streets, and that’s going to have a big impact not only for parking, but also for traffic,” Piscitello said. The positives of this program don’t just stop at creating a more environmentally friendly campus, though. This is also a huge boon to students looking to take internships in the Boston area or just looking for things to do on the weekends. A ticket normally costs $10 each way; with this new initiative, students and faculty can take the Lowell commuter rail as often as they want for free. “This will allow students to ride the MBTA at no cost to them, so we’re really excited about that,” Piscitello said. Once the program is fully launched, UMass Lowell students, faculty and staff can download the mTicket app and sign up for an account with their UMass Lowell e-mail. LRTA buses 6,7, or 9 passes by UMass Lowell and go to Gallagher Station, making it easy to simply hop on the Lowell commuter rail using their UCard. All routes on all lines are integrated with Google maps, and the LRTA even has their own free app RouteShout 2.0 that tracks buses in real time, so students can know exactly when the next one will be coming to plan their trips. Overall, the partnership will help the environment, people’s wallets, and the traffic in the city of Lowell. The launch date will be on UMass Lowell’s website in the near future and will have additional information on this new initiative.
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"https://upload.wikimedia.org/wikipedia/en/thumb/4/4a/Commons-logo.svg/30px-Commons-logo.svg.png", "https://login.wikimedia.org/wiki/Special:CentralAutoLogin/start?type=1x1", "https://en.wikipedia.org/static/images/footer/wikimedia-button.svg", "https://en.wikipedia.org/static/images/footer/poweredby_mediawiki.svg" ]	[]	[]	[ "" ]	null	[ "Contributors to Wikimedia projects" ]	2005-06-06T11:41:02+00:00		en	/static/apple-touch/wikipedia.png		https://en.wikipedia.org/wiki/Lowell_Line	MBTA Commuter Rail line Lowell LineOverviewStatusOperationalOwnerMassachusetts Bay Transportation AuthorityLocaleNortheastern MassachusettsTerminiStations9ServiceTypeCommuter railSystemMBTA Commuter RailTrain number(s)300–342 (weekday) 1300-1317 (Saturday) 2300-2317 (Sunday)Operator(s)Keolis North AmericaDaily ridership6,485 (October 2022)[1]HistoryOpened1835 (Boston & Lowell Railroad)TechnicalLine length25.4 miles (40.9 km)[2]CharacterElevated and surface-levelTrack gauge4 ft 8+1⁄2 in (1,435 mm) The Lowell Line is a railroad line of the MBTA Commuter Rail system, running north from Boston to Lowell, Massachusetts. Originally built as the New Hampshire Main Line of the Boston & Lowell Railroad and later operated as part of the Boston & Maine Railroad's Southern Division, the line was one of the first railroads in North America and the first major one in Massachusetts. All stations are accessible except for West Medford, Winchester Center, and Mishawum. History [edit] Boston and Lowell Railroad [edit] The Boston and Lowell Railroad started freight operations in 1835, with traffic from the Lowell mills to the Boston port. Demand for the express passenger service exceeded expectations, and in 1842 local service was added as well. The line north of Lowell was first owned by the Boston, Concord & Montreal Railroad, which was chartered in 1844. Trackage was completed as far as Wells River, Vermont, in 1853. The Boston & Maine Railroad (B&M) acquired the railroad in 1895.[3][4] The line served as the route for Boston to Montreal service during the Golden Age of Rail (roughly 1880 to 1940). The Ambassador, the train from Boston's North Station to Montreal, ran through Concord, New Hampshire, along this line until 1966.[5] This line, along with the New Englander, via Concord, White River Junction, Montpelier, ran through the northwestern section of Vermont prior to entering Quebec, Canada. The Alouette and Red Wing trains travelled to Montreal via Concord, Plymouth, Wells River and Newport in northeastern Vermont prior to entering Quebec. (The route via Wells River, St. Johnsbury and Newport was the more direct route of the two itineraries.)[6] For this itinerary the Montreal route was marketed as an Air-line railroad. Massive cutbacks on May 18, 1958, included the end of Stoneham Branch service and the closure of Medford Hillside, Tufts College, and North Somerville stations.[7] Cuts on June 14, 1959, ended service north of Woburn on the Woburn Loop; trains for points north were rerouted via the mainline to the east. Boston–Lowell local service was halved to seven daily round trips; Tyngsboro, Bleachery, and South Wilmington stations were closed.[7][8] B&M passenger service to Boston on the line was shortened from Concord, New Hampshire to Lowell in 1967.[9] MBTA era [edit] In 1973, the MBTA bought the Lowell line, along with the Haverhill and all other local Greater Boston passenger lines. Along with the sale, the B&M contracted to run the passenger service on the Lowell line for the MBTA. After bankruptcy, the B&M continued to run and fulfill its commuter rail contract under the protection of the United States Bankruptcy Court, in the hopes that a reorganization could make it profitable again. It emerged from the court's protection when newly formed Guilford Transportation Industries (GTI) purchased it in 1983. For approximately thirteen months in 1980–81, daily passenger service was provided to Concord. Two round-trips were operated on each weekday and one on weekend days. Originally, there were intermediate stops in Manchester and Nashua. A stop in Merrimack was added later. Service was discontinued when federal funding was withdrawn.[10] Anderson Regional Transportation Center opened on April 28, 2001, replacing Mishawum as the Lowell Line's primary park-and-ride station for Route 128. Mishawum was reduced to limited reverse-peak service.[9] On December 15, 2001, the Amtrak Downeaster began operating over the line south of Wilmington.[9] In October 2006, the MBTA added four short turn round trips that terminated at Anderson RTC.[11] The line was shut down on weekends in July through September 2017 for the installation of Positive Train Control equipment in order to meet a 2020 federal deadline.[12] Substantially reduced schedules due to the COVID-19 pandemic were in effect from March 16 to June 23, 2020, and from December 14, 2020, to April 5, 2021.[9] On January 23, 2021, reduced schedules went into place with no weekend service on seven lines, including the Lowell Line.[9] Weekend service on the seven lines resumed on July 3, 2021.[13] As of February 2022 , the line has 21+1⁄2 round trips on weekdays and nine on weekends.[14] By October 2022, the line had 6,485 daily riders – 59% of pre-COVID ridership.[1] In June 2022, the MBTA indicated it was considering improvements to a siding in Woburn, which would allow 30-minute headways between Boston and Anderson/Woburn by 2024.[15] Until December 2020, a small number of Haverhill Line trains ran via the Wildcat Branch and the inner Lowell Line, making stops between Anderson/Woburn and West Medford.[16][17] Some Haverhill Line trains resumed using this routing on April 5, 2021, but no longer make stops on the Lowell Line.[18][19] From September 9 to November 5, 2023, all outer Haverhill Line service was routed over the Wildcat Branch during signal work on the inner part of the Haverhill Line. The diverted trains stopped only at Anderson/Woburn.[20] Beginning May 20, 2024, weekday midday inbound Haverhill Line trains were again temporarily routed over the Wildcat Branch during construction work, again stopping only at Anderson/Woburn.[21][22] The Medford Branch of the Green Line Extension, which opened on December 12, 2022, runs along the Lowell Line through Somerville and part of Medford. There are five Green Line stations on the branch, but no additional commuter rail stops were added.[9] Proposed expansion to New Hampshire [edit] MBTA Commuter Rail service connecting Concord, Manchester and Nashua from the Lowell Line used to exist in New Hampshire until subsidies were ceased in 1967.[10] The service came back in 1980 for a quick 13 month return, but the program grant was cut by the Reagan administration in 1981, and commuter rail service has remained not available.[10] In October 2010, the New Hampshire Department of Transportation received a $2.24 million federal grant to study an extension of the Lowell Line to Concord.[23] In January 2011, a bill was introduced into the New Hampshire legislature to end the proposed extension and give up a potential $4.1 million grant into its planning.[24] The MBTA acquired trackage rights from Pan Am in May 2011 as part of a larger transaction.[25] The project was estimated to cost $246 million in a 2014 NHDOT report.[26] Extending service to NH was projected to provide an expected 34 trains a day to Nashua and 16 a day to Manchester, connecting commuters from Nashua to Boston as low as 54 minutes and commuters from Manchester to Boston in as low as 1 hour and 25 minutes with 3,120 passengers a day.[27][28] Proponents of the extension see expanded rail services as a link to Boston’s growing economy while opponents consider the project to be extraneous and expensive.[29][30] In December 2020, a $5.5 million contract was awarded to AECOM for preliminary engineering and design work, environmental and public engagement services, and final design, for the project to extend MBTA commuter rail service to southern New Hampshire.[31] The project called for the extension of the Lowell Line up through Nashua and Manchester along an existing rail alignment.[28][32][26] The proposed expansion would include four new stops: South Nashua, Crown Street in Nashua, Bedford, and Manchester.[28] In January of 2022, the Manchester Board of Mayor and Aldermen approved the location for new facilities to house layover trains adjacent to the Manchester Transit Authority facilities.[33] By autumn 2022, the study was being carried out by AECOM and the State of New Hampshire to design and make a financial plan for the project by 2023. In December 2022, the New Hampshire Executive Council voted to cease state funding for an extension of the AECOM study; the study reported an updated project cost of $782 million.[34][35][36] The MBTA rail extension project to Manchester is currently in the pre-decisional stage, and is awaiting approval by the NH government.[37] Operations [edit] Track speeds [edit] North of Wilmington, the line is authorized for a maximum of 60 miles per hour (97 km/h). South of Wilmington, the line has an unusual asymmetrical speed limit. The northbound track supports up to 70 miles per hour (110 km/h) where curvature allows, while the southbound track has a maximum of 60 miles per hour (97 km/h). Additional speed restrictions are in place at Wilmington, through the grade crossings in West Medford, and in the North Station terminal area.[38] Other services [edit] Amtrak's Downeaster service to Maine, along with some Haverhill Line express trains, run on the Lowell Line from North Station to Wilmington, then follow the Wildcat Branch to the Haverhill Line. This routing is used to avoid the inner Haverhill Line, which has a number of single-track sections. The line is the designated freight clearance route into Boston from the north; all stations with high-level platforms must either have mini-high platforms or a freight passing track. Pan Am Railways runs freight on the line, including local freights based out of Lawrence Yard and DOBO (a Dover to Boston through freight). Station listing [edit] State Fare zone Location Miles (km)[2][39][40] Station Connections and notes MA 1A Boston 0.0 (0.0) North Station Amtrak: Downeaster MBTA Commuter Rail: Fitchburg Line, Haverhill Line, and Newburyport/Rockport Line MBTA subway: Orange Line, Green Line (D and E branches) MBTA bus: 4 EZRide Somerville 0.8 (1.3) Commuter Rail Maintenance Facility Flag stop for MBTA employees only Medford 4.0 (6.4) Tufts University Open September 1977 to October 1979 5.5 (8.9) West Medford MBTA bus: 94,95 1 Winchester 7.3 (11.7) Wedgemere 7.8 (12.6) Winchester Center Temporarily closed on January 8, 2021 MBTA bus: 134 Former junction with Woburn Branch (closed 1981) 9.0 (14.5) Winchester Highlands Closed June 1978[9] Woburn 10.5 (16.9) Walnut Hill Closed January 18, 1965[9] 10.9 (17.5) Lechmere Warehouse Open 1979 to 1996[9] 2 11.6 (18.7) Mishawum Flag stop with limited reverse commute service. Indefinitely closed on December 14, 2020. 12.7 (20.4) Anderson/Woburn Amtrak: Downeaster Logan Express 3 Wilmington 15.2 (24.5) Wilmington LRTA: 12 Junction with the Wildcat Branch 17.0 (27.4) Silver Lake Closed January 18, 1965[9] Billerica 19.2 (30.9) East Billerica Closed January 18, 1965[9] 5 21.8 (35.1) North Billerica LRTA: 3/4, 13 6 Lowell 25.5 (41.0) Lowell LRTA: 1/8, 2, 3/4, 5, 6/9, 7, 10, 11, 12, 13, 14, 15, 16, 17, 18, 20 MVRTA: 24 Chelmsford 28.7 (46.2) North Chelmsford Closed June 30, 1967 NH Nashua 39.0 (62.8) Nashua Closed June 30, 1967; open from January 28, 1980 to March 1, 1981[9] Merrimack 46.1 (74.2) Merrimack Open from April 1980 to March 1, 1981[9] Manchester 55.5 (89.3) Manchester Closed June 30, 1967; open from January 28, 1980 to March 1, 1981[9] Concord 73.3 (118.0) Concord Closed June 30, 1967; open from January 28, 1980 to March 1, 1981[9] Currently operating station Woburn Branch [edit] Location Miles (km)[2][39][40] Station Connections and notes Winchester 7.8 (12.6) Winchester Center Junction with mainline Woburn 9.0 (14.5) Cross Street Closed February 1, 1981[41] 9.8 (15.8) Woburn Closed February 1, 1981[41] Currently operating station References [edit] KML is from Wikidata
833	dbpedia	2	96	https://www.discoveryacton.org/visit/plan-your-visit	en	Plan Your Visit	https://www.discoveryacton.org/themes/custom/discovery/favicon.ico	https://www.discoveryacton.org/themes/custom/discovery/favicon.ico	[ "https://www.discoveryacton.org/themes/custom/discovery/logo.svg", "https://www.discoveryacton.org/sites/default/files/styles/4x3_x_small/public/images/yesitsmath_Museum_4.jpg?h=1116cd87&itok=W0uAhDyh 432w, /sites/default/files/styles/4x3_small/public/images/yesitsmath_Museum_4.jpg?h=1116cd87&itok=BUms0Z8x 576w, /sites/default/files/styles/4x3_medium/public/images/yesitsmath_Museum_4.jpg?h=1116cd87&itok=MNBDo8w5 768w, /sites/default/files/styles/4x3_large/public/images/yesitsmath_Museum_4.jpg?h=1116cd87&itok=aZarsCNE 1024w", "https://www.discoveryacton.org/sites/default/files/styles/4x3_x_small/public/images/DM4.8.18Workshop-80.jpg?h=9eb0d413&itok=dWCxftIx 432w, /sites/default/files/styles/4x3_small/public/images/DM4.8.18Workshop-80.jpg?h=9eb0d413&itok=Kd-SBMN3 576w, /sites/default/files/styles/4x3_medium/public/images/DM4.8.18Workshop-80.jpg?h=9eb0d413&itok=AyvUGuGe 768w, /sites/default/files/styles/4x3_large/public/images/DM4.8.18Workshop-80.jpg?h=9eb0d413&itok=E9cGgbtZ 1024w", "https://www.discoveryacton.org/sites/default/files/styles/4x3_x_small/public/images/discoverywoods_8.jpg?h=1116cd87&itok=QyvqpVU9 432w, /sites/default/files/styles/4x3_small/public/images/discoverywoods_8.jpg?h=1116cd87&itok=nxz0ZqPo 576w, /sites/default/files/styles/4x3_medium/public/images/discoverywoods_8.jpg?h=1116cd87&itok=P3MLEPRg 768w, /sites/default/files/styles/4x3_large/public/images/discoverywoods_8.jpg?h=1116cd87&itok=EaEyuwe- 1024w", "https://www.discoveryacton.org/sites/default/files/styles/4x3_x_small/public/images/davinci_Museum_16.jpg?h=2a6c1ccf&itok=snR4sbz4 432w, /sites/default/files/styles/4x3_small/public/images/davinci_Museum_16.jpg?h=2a6c1ccf&itok=c7ehPM-C 576w, /sites/default/files/styles/4x3_medium/public/images/davinci_Museum_16.jpg?h=2a6c1ccf&itok=6iunjqdh 768w, /sites/default/files/styles/4x3_large/public/images/davinci_Museum_16.jpg?h=2a6c1ccf&itok=bvqZgF-z 1024w", "https://www.discoveryacton.org/themes/custom/discovery/static/images/logo-white.svg", "https://www.discoveryacton.org/themes/custom/discovery/static/images/imls_logo_white.png", "https://www.discoveryacton.org/themes/custom/discovery/static/images/cf_logo_white.png" ]	[]	[]	[ "" ]	null	[]	2024-08-15T16:46:00		en	/themes/custom/discovery/favicon.ico	Discovery Museum	https://www.discoveryacton.org/visit/plan-your-visit	Summer Hours \| June 17 - September 1 Note: reservations RECOMMENDED; WE CANNOT ADMIT WALK-INS IF AT CAPACITY Open 7 days: 9:00am to 4:30pm Open late every Friday, June 21 through August 30: 4:30 to 8:00pm (free admission begins 4:30pm) Summer Friday Nights Free! Join us with free admission from 4:30 to 8:00pm, every summer Friday night through August 30. ADVANCE RESERVATIONS ARE RECOMMENDED for the 4:30pm, 5:30pm, and 6:30pm timed ticketing reservation blocks in order to check in with free admission; we cannot admit walk-ins if we are at capacity. We will gratefully accept non-perishable food items to be distributed to local food pantries. School Year Hours \| Begin September 10 Note: reservations RECOMMENDED; WE CANNOT ADMIT WALK-INS IF AT CAPACITY Monday: Closed Tuesday - Sunday: 9:00am to 4:30pm First Friday of each month, October - June: 4:30 to 8:00pm with free admission First Friday Nights Free! Join us with free admission from 4:30 to 8:00pm the first Friday night of each month, October through June. ADVANCE RESERVATIONS ARE RECOMMENDED for the 4:30pm, 5:30pm, and 6:30pm timed ticketing reservation blocks in order to check in with free admission; we cannot admit walk-ins if we are at capacity. Once checked in, you may stay as long as you like. We will gratefully accept non-perishable food items to be distributed to local food pantries. Reservations Required Advanced ticket reservations recommended—including members! We cannot admit walk-ins if at capacity. Please note: Members can reserve tickets up to 14 days prior to their visit, non-members up to 10 days prior. Reserve Tickets Admission Prices You can reserve tickets online in advance; you will be charged admission when you arrive. If you have a coupon, free pass, corporate admission benefit, pre-purchased ticket, library pass, EBT or WIC benefits, or any other discount to apply, please present it to the Admissions staff when you check in and the discount will be applied to the cost of your visit. ONE Price for Discovery Museum and Discovery Woods Adult: $17.00 Senior (60+): $16.00 Child: $17.00 Under 1 year old: Free Teachers are always free! Members: FREE Learn More Ways to Save Reservations Recommended All visitors—including members—should make a reservation for a specific day and time prior to coming to the Museum campus; you must check into the Museum within one hour of your reservation time, and may stay as long as you like. We cannot admit walk-ins if at capacity. Your reservation only valid for the date and time you selected. Payment for your visit, minus any applicable discounts, will be taken when you arrive. On-site ticket purchases will only be available if the Museum is not at capacity. If you are unable to reserve your tickets online, please call us at 978-264-4200 to reserve your tickets by phone. Facilities There is a museum building and an outdoor nature playscape on our campus; Discovery Museum and Discovery Woods are both accessible and are for all ages. Discovery Museum combines the best exhibits—beautifully reimagined and redesigned using Universal Design principles—from the former Science Discovery Museum and Children's Discovery Museum into one building. There are also a number of outdoor exhibits spread throughout our 4.5 acre campus, and a trailhead to 180 acres of Great Hill conservation land. And, of course, Bessie the dinosaur graces our lawn. Risk Children should be adequately supervised by responsible adults at all times. Discovery Woods is an outdoor museum exhibit about nature play and choosing to take “just right” risks. Adult supervision by you helps kids make choices that are right for their age and ability. It is ok for kids to decide that an activity might be for “next time” they come. Code of Conduct Our mission is to spark delight in learning by igniting curiosity and creativity. We appreciate your support in helping us uphold this mission by making the shared experience at the Museum a positive one for all. While on our campus, we require all visitors to adhere to our Code of Conduct. Change of Clothes? Shoes?? There are waterproof smocks available in our Water Gallery. But, exploration of the properties of water can sometimes result in some wet clothing. You might consider bringing a change of clothes for your young scientist, or visiting the Water Gallery at the end of your visit rather than at the beginning. If your child uses a hearing device such as hearing aids or a cochlear implant, you may want to bring a water-resistant cover for them for your time spent in our Water Gallery. All visitors that walk must wear shoes at all times. No Smoking Smoking of any kind, including tobacco, marijuana, vaping, juuling, or any other e-cigarette, is prohibited throughout the entire campus, including Discovery Woods. Smile! During your visit you may be photographed and/or videotaped by our staff for marketing purposes. If you prefer not to be, please tell us at the Admissions desk. We will happily provide stickers to your party so that we know to avoid you with our cameras. Community Collections We collect non-perishable food donations for the Acton Food Pantry and Open Table year-round; a collection bin is in our lobby. Please consider bringing a donation if you are able. Let It Snow! New England weather can be unpredictable! There may be snow or ice on the Discovery Woods path, so please wear appropriate footwear and walk carefully. And please, dress your children for the weather—they may want to play outside longer than you anticipate! Accessibility We welcome visitors of all ability and mobility levels and will work with you or your group to accommodate any special needs. Please visit our Accessibility page to learn more about our accessibility features and resources, and our Especially for Me page to learn about our year-round access events. Visitors may not be accompanied by dogs except for registered service dogs. Service dogs are permitted in the museum building and Discovery Woods. Changing Areas All five restrooms in the building include changing tables. Eating and Drinking Please use designated areas for snacking; food is not permitted in the galleries. Outdoor tables are available for use on our patio as weather permits (they have table umbrellas but are not covered). Water fountains and bottle fillers are available inside the Museum. Snacks and drinks can be purchased from a vending machine located in the Discovery Store in our lobby; we do not have a cafe. Infant Feeding/Nursing A private Care and Feeding Corner is located in the Brain Building Together exhibit on the second floor. It is equipped with a dimmable light, glider chair, and outlet. A bottle warmer and sink are available nearby. Adult Supervision Adults must be in the same exhibit room with their children at all times. Children are not permitted to enter or leave the buildings or Discovery Woods without an adult. Unaccompanied Adults We ask that any adults who wish to visit the Museum without a child leave a photo ID at our Admissions desk. Parking There is a one-way flow through our parking lot; please observe all signs. Please park only in designated spaces to keep the lot safe for pedestrians, buses, and emergency vehicle access. If meeting friends at the Museum, please consider carpooling rather than bringing multiple cars. Handicap spots are available near the rear of the building. Parking is free. Carbon Offset Fee Program A 50 cent opt-out carbon offset fee per visitor group will be added to admissions transactions to mitigate the environmental impact of travel to and from the Museum (free or $1 discount admission is exempt in most cases and will be covered by the Museum). Discovery Museum also covers the carbon offset fees for all staff and volunteers. For members, a $1 opt-out carbon offset fee to mitigate the impact of your travel is part of your annual membership payment. For more information on how this program works and what environmental project we support with the fees, please see this program overview. Discovery Store The Discovery Store has books, puzzles, science kits, craft supplies, and more. Members save 10% in the store! Group Visits Please email kwatt [at] discoveryacton.org (Kathie Watt) for more information about Field Trips or other group visits. Cleaning The Museum is professionally cleaned with CDC-recommended products each night after closing, including disinfecting all high-touch areas including door handles, knobs, elevator buttons, and stair rails. Staff disinfect high-touch areas throughout the day using CDC-recommended products, and also sanitize gallery manipulatives at the end of each day. Air Handling Discovery Museum’s air handling system specifications have been provided by industry professionals and reviewed by Town officials. Based on that we understand that our air exchange rate is more than sufficient for our building capacity. The Museum’s air handling system provides for air flow at 11,275 cubic feet per minute (CFM), allowing for an occupancy just over 1,500 people. Museum HVAC systems are MERV-13 rated air filters. Need Help? Just ask! Our Explorer staff members are here to support your museum experience. They can be identified by their name tags and the purple aprons worn in the Museum and purple aprons or blue jackets worn in Discovery Woods. Our address: 177 Main Street (Route 27) Acton, MA 01720 Bessie the Dinosaur graces our our front yard; the Museum is up the parking lot past Bessie, and not always directly visible from the street. Parking is FREE! Find us on Google Maps Driving Directions From Route 95/128 Take Exit 45B (old exit number 29B) onto Route 2 West toward Acton/Fitchburg. Follow Route 2 West for about 10 miles to the Concord rotary, and take the third exit off the rotary. Continue on Route 2 West for about 2 miles. Bear left at Exit 118 (old exit number 43) for Route 111. At the lights, turn left onto Route 27 South. The museum is 1/2 mile ahead on your left. From Route 495 heading South Take Exit 78A (old exit number 29A) onto Route 2 East. Continue on Route 2 for approximately 5 miles to Exit 117 (old exit number 42) onto Route 27 South toward Maynard (not Acton). The Museum is one mile ahead on your left. From Route 495 heading North Take Exit 75 (old exit number 28) onto Route 111 Boxborough/Harvard. At the end of the ramp, turn left toward Boxborough. Continue on Route 111 for approximately 5 miles to the second set of lights. Turn right onto Route 27. The Museum is 1/2 mile ahead on your left. From Route 27 heading South Follow Route 27 through Chelmsford into Acton (you will cross over Route 2). The Museum is 1 mile ahead on your left. From Route 27 heading North Follow Route 27 through Natick, Wayland and Sudbury. In Maynard, Route 27 takes a left turn followed by a right turn. Entering Acton you will cross a bridge over railroad tracks, followed immediately by a set of lights. Go straight through the lights. The Museum is 1/4 mile ahead on your right. From Boston Take the Mass Pike West (Interstate 90) to Exit 123A/B (old exit number 15A/B) onto Route 95/128 North. Follow directions above for Route 95/128. From Worcester Take Route 290 East to Exit 32A/B (old exit number 26A/B) to Route 495 North toward Lowell. Follow directions above for Route 495 heading north. Mass Transportation Visiting from Boston? Download our subway and Commuter Rail directions and tips, including information on fun things to do together while you travel! Our Boston Travel Guide was developed in conjunction with Countdown to Kindergarten. Commuter Rail The Museum is .4 mile from the South Acton commuter rail station. From the station, head East on Railroad Street to Route 27. Make a left onto Route 27 and walk 7-8 minutes. The Museum will be on your right. Click here for a map of the walking route. MinuteVan For a transportation service within the town of Acton, try MinuteVan: email coordinator [at] minutevan.net (coordinator[at]minutevan[dot]net) or phone 978-844-6809. Cross Acton Transit Bus The CAT rides right past the Museum entrance! We are not an official stop on the route, but the drivers will happily stop here if you let them know. Learn more at crossactontransit.com. January 2024 New Year's Day Monday, January 1 CLOSED Martin Luther King, Jr. Day Monday, January 15 OPEN 9:00am - 4:30pm Early close for private event Saturday, January 20 OPEN 9:00am - 3:30pm (early close) February 2024 Presidents' Day & School Vacation Week Monday, February 19 - Friday, February 23 OPEN 9:00am - 4:30pm March 2024 Good Friday Friday, March 29 OPEN 9:00am - 4:30pm Easter Sunday Sunday, March 31 CLOSED April 2024 Patriot's Day & School Vacation Week Monday, April 15 - Friday, April 19 OPEN 9:00am - 4:30pm May 2024 Memorial Day Monday, May 27 CLOSED June 2024 Juneteenth Independence Day Wednesday, June 19 OPEN 9:00am - 4:30pm July 2024 Independence Day Thursday, July 4 CLOSED August 2024 No holiday hours September 2024 Labor Day Monday, September 2 CLOSED Maintenance Week Tuesday, September 3 - Monday, September 9 CLOSED Private Event Saturday, September 28 CLOSED for a private event Late Open Sunday, September 29 OPEN 10:00am - 4:30pm (late open) October 2024 Indigenous Peoples' Day Monday, October 14 OPEN 9:00am - 4:30pm Yom Kippur Saturday, October 12 OPEN 9:00am - 4:30pm Halloween Thursday, October 31 OPEN 9:00am - 12:30pm (early close) November 2024 Veterans Day Monday, November 11 OPEN 9:00am - 4:30pm Thanksgiving Eve and Thanksgiving Day Wednesday, November 27 & Thursday, November 28 CLOSED December 2024 Christmas Eve and Christmas Day Tuesday, December 24 & Wednesday, December 25 CLOSED School Vacation Week Thursday, December 26 - Tuesday, January 2 OPEN 9:00am - 4:30pm New Year's Eve Tuesday, December 31 OPEN 9:00am - 4:30pm
833	dbpedia	2	79	https://chevaliertheatre.com/venue-info/	en	Chevalier Theatre	https://chevaliertheatre…go-1-150x150.png	https://chevaliertheatre…go-1-150x150.png	[ "https://www.facebook.com/tr?id=2114531628770079&ev=PageView%0D%0A&noscript=1", "https://chevaliertheatre.com/wp-content/uploads/sites/3/2019/01/chevalier-theatre-medford-logo.png", "https://chevaliertheatre.com/wp-content/uploads/sites/3/2019/01/chevalier-social-icons-twitter.png", "https://chevaliertheatre.com/wp-content/uploads/sites/3/2019/01/chevalier-social-icons-facebook.png", "https://chevaliertheatre.com/wp-content/uploads/sites/3/2019/01/chevalier-social-icons-instagram.png", "https://chevaliertheatre.com/wp-content/uploads/sites/3/2019/01/new.jpg", "https://chevaliertheatre.com/wp-content/uploads/sites/3/2019/11/71750504_2465735700130691_4482317098051174400_o.jpg", "https://chevaliertheatre.com/wp-content/uploads/sites/3/2024/04/MedfordSqParkingMap2.jpg", "https://chevaliertheatre.com/wp-content/uploads/sites/3/2018/03/Friends-logo-1-150x150.png", "https://chevaliertheatre.com/wp-content/uploads/sites/3/2018/03/ctos_logo_white-1-150x150.png", "https://chevaliertheatre.com/wp-content/uploads/sites/3/2019/01/chevalier-social-icons-twitter.png", "https://chevaliertheatre.com/wp-content/uploads/sites/3/2019/01/chevalier-social-icons-facebook.png", "https://chevaliertheatre.com/wp-content/uploads/sites/3/2019/01/chevalier-social-icons-instagram.png" ]	[]	[]	[ "" ]	null	[]	2017-12-04T20:25:27+00:00		en	https://chevaliertheatre…9/01/favicon.png	Chevalier Theatre	https://chevaliertheatre.com/venue-info/	Parking / Directions From Route 93 (North or South): Medford Square is easily accessed from Route 93. Take Exit 23 for Rt. 60 West. At the rotary, follow the parking attendant who will direct you to the suggested parking behind Medford City Hall. From Route 2 (East or West): From Route 2 take Exit 59 and follow the signs for Route 60 East. Stay on Route 60 East through Arlington, and into Medford. Route 60 goes right into Medford Square. When you get to the main intersection in the middle of the square take Riverside Drive to City Hall Mall where you will find the suggested parking behind Medford City Hall. PLEASE NOTE Many of the streets in the surrounding area of the theatre are RESIDENT ONLY. Please be mindful of the signs, should you decide to park on the street. Chevalier Theatre is not liable for any parking tickets patrons may receive in result of illegal parking. Public Transportation Medford Square is on several bus routes that easily connect to the MBTA trains. To find the most up to date bus information to Medford Square, please visit the MBTA Web site From Davis Square take bus #94 or #96 From Harvard Square take bus #96 From Sullivan Square take #95 or #101 From Wellington Station take #134 From Malden Center Station take #101 Via Amtrak Commuter Rail: The HAVERHILL commuter rail line stops at Malden Centerwhere you can transfer to the #101 bus to Medford Square. The LOWELL commuter rail line stops at West Medford where you can transfer to the #94 or #95 bus to Medford Square. Friends of The Chevalier Friends of Chevalier Auditorium and Gene Mack Gym is a nonprofit organization dedicated to fostering financial and community support and being an advocate for the historic theater and gymnasium, home of the Medford Boys & Girls Club. Through promotion of cultural, theatrical, civic, and youth programs, the Friends strive to enrich the quality of life in the community. Friends of The Chevalier Facebook Website Accessibility The Chevalier Theatre has multiple handicap spaces and there are several on-street handicap spaces in Medford Square. The theatre has an elevator on its side entrance for handicapped access to the performance hall. Assisted listening devices are available upon request in the Box Office.
833	dbpedia	3	42	https://trolleymuseum.org/national-streetcar-museum-lowell/history-streetcars-lowell/	en	History of Streetcars in Lowell MA	https://trolleymuseum.or…ator-300x191.jpg	https://trolleymuseum.or…ator-300x191.jpg	[ "https://www.facebook.com/tr?id=442126519555037&ev=PageView&noscript=1", "https://trolleymuseum.org/wp-content/themes/seashoretrolley/img/seashore-trolley-logo.jpg", "https://trolleymuseum.org/wp-content/themes/seashoretrolley/img/seashore-trolley-logo.jpg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2021/04/31-1-300x159.jpg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2021/04/31-1-300x159.jpg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2020/03/4387-next-to-Tower-C-300x225.jpeg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2020/03/4387-next-to-Tower-C-300x225.jpeg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2017/03/Mr.-Middleton-and-students-300x200.jpg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2017/03/Mr.-Middleton-and-students-300x200.jpg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2017/03/exhibit-ASL100-300x138.jpg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2017/03/exhibit-ASL100-300x138.jpg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2017/04/another-lowell-300x100.jpg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2017/04/another-lowell-300x100.jpg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2017/05/Lowell-Copy-comp-and-cropped-300x199.jpg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2017/05/Lowell-Copy-comp-and-cropped-300x199.jpg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2022/08/IMG_0268-300x165.jpg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2022/08/IMG_0268-300x165.jpg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2017/03/map.jpg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2017/03/map.jpg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2017/03/prelude-ride-in-heated-car-2-300x225.jpg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2017/03/prelude-ride-in-heated-car-2-300x225.jpg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2022/01/Kids-300x225.jpeg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2022/01/Kids-300x225.jpeg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2022/01/Trolley-People.jpg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2022/01/Trolley-People.jpg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2017/05/cropped-too-150x150.jpg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2017/05/cropped-too-150x150.jpg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2023/01/5841c48ba6515b1e0ad75aa4-300x116.png", "https://trolleymuseum.org/wp-content/uploads/sites/7/2023/01/5841c48ba6515b1e0ad75aa4-300x116.png", "https://trolleymuseum.org/wp-content/uploads/sites/7/2017/05/trolley-operator-300x191.jpg 300w, /wp-content/uploads/sites/7/2017/05/trolley-operator.jpg 400w", "https://trolleymuseum.org/wp-content/uploads/sites/7/2017/05/trolley-operator-300x191.jpg", "https://trolleymuseum.org/wp-content/uploads/sites/7/2020/04/Trolley-in-Lowell-300x179.png", "https://trolleymuseum.org/wp-content/uploads/sites/7/2020/04/Union-Patch-150x150.png", "https://trolleymuseum.org/wp-content/uploads/sites/7/2020/04/Baystate-Street-Railway-Stock-Cert.jpg" ]	[]	[]	[ "" ]	null	[]	2017-05-04T15:30:15+00:00	History of Streetcars in Lowell Rapid growth prompted Lowell's landowners and real estate speculators to build houses away from the downtown.	en	/wp-content/themes/seashoretrolley/img/favicon.ico	Seashore Trolley Museum	https://trolleymuseum.org/national-streetcar-museum-lowell/history-streetcars-lowell/	History of Streetcars in Lowell Early City Transport The history of streetcars in Lowell is an interesting evolution. Like other urban areas in early 19th-century America, Lowell was a “walking city.” Residents used their feet for all inner-city travel. Beginning in the 1840s, omnibuses appeared in larger cities such as Boston, New York, and Philadelphia, but Lowell remained a walking city. Rapid growth in the decades before the Civil War, however, prompted Lowell’s landowners and real estate speculators to build houses in new neighborhoods away from the downtown. While many working-class residents remained in or near the congested city center, which contained factories and boarding houses, the burgeoning middle class and wealthier citizens settled in outlying neighborhoods. To link the city center with Lowell’s growing neighborhoods, the Lowell Horse Railroad Company established the city’s first horse-powered streetcar. Completed in 1864, the company’s line extended from Belvidere, on the east side of Lowell, into the downtown, then westward to Pawtucket Falls. This venture proved quite profitable. The continued growth of Lowell and its environs in the decades following the Civil War fostered the development of Lowell’s early suburbs. Real estate boomed in Lowell and in other American cities, aided by a proliferation of streetcar lines. By the late 1880’s, many transport companies began investing in the latest technology, the electric streetcar. The Trolleys of Lowell Lowell’s first electric streetcar began operation in 1889. Owned by the Lowell & Dracut Street Railway Company, the line ran from downtown across the Merrimack River into Dracut. Over the next decade, additional electric lines extended through the downtown and into suburban neighborhoods. The Lowell & Suburban Street Railway Company carried out much of this expansion after it merged the old Horse Railroad Company with the Lowell & Dracut line in 1891. At the turn of the century, Lowell’s downtown bustled with activity. Horses, wagons, and pedestrians shared city streets with electrically powered trolleys. A maze of overhead wires extended above the steel rails of the trolley tracks that were built in the middle of stone-paved streets. Despite resistance from their employers, Lowell’s streetcar workers pushed for higher wages and better working conditions. in 1903 they joined with the Amalgamated Association of Streetcar Employees to form a trade union. The streetcar workforce and the union were composed entirely of men, many of whom were Irish. In the summertime, they ran open-air trolleys that transported people out of the city and into the countryside. One popular destination, Canobie Lake in Southern New Hampshire, was built by streetcar company interests, which profited from the resort and the fares collected. Accompanying the growth of inner-city trolley lines were interurban street railways that ran from city to city. Many transport companies, however, lacked sufficient capital to operate and maintain their lines. Large firms frequently absorbed smaller companies, discontinuing service to some areas, while expanding it in others. To maintain profits, streetcar managers cut labor as well as operating costs. Strikes by trolley workers, as well as public dissatisfaction with streetcar companies, intensified in the early 1900’s. Reflecting the “merger-mania” in the transport industry, Lowell’s streetcar lines were acquired in 1901 by the Lynn & Boston Railroad Company, which was reorganized as the Boston & Northern Street Railway Company. This firm, headed by Patrick F. Sullivan of Lowell, was the largest transport company north of Boston. A second and even larger merger under the aegis of the Bay State Street Railway Company failed to improve the region’s streetcar system. The Bay State firm declared bankruptcy in 1918.
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The railroads are now solely used to transport cargo. The black outline shows the boundaries of Norwich. The New England Central tracks, shown as a red line, travel along the west side of the Thames River from New London through Norwich to Canada. The trains that run on these tracks are operated today by the New England Central Railroad which is a subsidiary of Genesee & Wyoming. The Providence and Worcester tracks, shown as blue lines, run south from Norwich along the east side of the Thames River through New London on to Providence. The P&W track also runs north from Norwich to Plainfield. At Plainfield the tracks split, and continue on to either Worcester or Willimantic. The trains that run on these tracks are operated by Providence & Worcester Railroad which is a subsidiary of Genesee & Wyoming. Over the years, these railroads have been known by several different names because they have been owned and operated by many different railroad companies. The map above is an 1876 snapshot in time of downtown Norwich. The town was booming. Hugh Henry Osgood was Mayor, Ponemah Mills was one of the largest textile mills in the United States, the Yantic Woolen Mill was in full operation, and there were more than six active gun manufacturers. The combination of access to both a rail system and a port helped to make Norwich be one of the most important transportation hubs in New England. Its system of railroads and steamships provided manufacturers, merchants and individual passengers easy access to central New England, New York and Boston markets. The first major development in the transportation system came in 1840 when the Norwich & Worcester Railroad opened. This line provided direct, railroad access from central New England to the port city of Norwich. At Norwich, cargo and passengers could be transferred to and from a steam ship headed to either New York or Boston. By the time this map was drawn, the Norwich & Worcester Railroad had been extended down to New London. And, the newer company, the New London Northern Railroad had built a line along the western banks of the Thames River that connected Norwich to New London, central Vermont, and even Canada. The map also shows the locations of the two railroad stations at that time, the Norwich & Worcester Depot (#2 on map) and the New London Northern Depot (#7 on the map). The New London Northern Depot was replaced by Union Depot (#6 on the map) in 1891. The Providence & Worcester Railroad that runs through Norwich today has been owned and operated by several different companies over the years. In 1840, the Providence & Worcester Railroad (then owned and operated by the Norwich & Worcester Railroad) was the first railroad to connect Norwich to Central New England. The original construction only included a single line from Norwich to Worcester. The original railroad also included a 300-foot long tunnel near Taftville. The Taft Tunnel was the first common carrier tunnel to be built in the United States. It is still in operation today in its original form. The Norwich & Worcester Depot, (located near downtown Norwich) stood at the beginning of the original Norwich & Worcester Railroad. It served as a passenger terminal. The composition and types of locomotives powering the trains on the P&W has changed dramatically over the years. The placemarks below contain a brief summary of the history of development of the Norwich Depot, the trains, rails, and companies of the Providence & Worcester Railroad. Charles Rockwell was the Mayor and he knew that Norwich needed a railroad to support its burgeoning manufacturing interests. Before moving to Norwich, Charles and his brother John had played a role in various enterprises associated with the development of railroads in other parts of the United States. They were experienced railroad developers. In 1832 a group of engineers and surveyors laid out the proposed Norwich & Worcester Railroad. The detailed path, shown on the left, winds its way from New London, Ct. through Norwich Ct., Jewett City Ct. and Webster, MA to Worcester, MA Construction of the Norwich & Worcester Railroad on the first section of rail that spanned between Norwich and Worcester began on November 18, 1835. In 1837 Charles Rockwell was the President the Norwich & Worcester Railroad and was the Mayor of Norwich. With his experience in railroad development and knowledge of civic affairs, he had the ability to greatly further the development of the Norwich transportation system. The opening of the first section of tracks, 59 miles long, in 1840 was a major milestone for Norwich. Passengers and freight could now easily travel between central New England and New York or Boston. Once rail passengers arrived in Norwich from central New England they could board one of the two steamboats (also owned by the Norwich & Worcester Railroad) headed to either New York or Boston. Sometimes, in the middle of winter, the mouth of the Thames in Norwich can freeze over. In times like this the steam boats could not make it all the way to Norwich from New London. To remedy this problem, a second section of rail was laid between Norwich and Allyn Point. The green line on the map shows the location of the second section. This line was opened in 1843. This second section is 6 miles long. Forty-six years later in 1889, the third section was built by the New York, New Haven and New England Railroad. This section, 6 miles long, connected Allyn Point to Groton. It is shown as a blue line on the map. Passengers could now complete a journey from Central New England to Groton without boarding a boat. The Taft Tunnel, is 300-foot long and it cuts through Bundy Hill. its creation involved skillful engineering, an abundant amount of blasting powder, and many strong backs. The location of the tunnel is shown on the map above. Construction was completed and it was ready for rail to be laid on August 27, 1837. Some passenger and freight service began in September 1839, however, the Norwich & Worcester Railroad did not officially open until March 9, 1840. At its opening, the Taft Tunnel had the honor of being the first common carrier railroad tunnel in the United States. Within a decade, the line began to build its own locomotives and cars in a large shop in Norwich. The Norwich & Worcester Railroad also owned a succession of fine passenger steamers like the City of Worcester and City of Lowell. These boats carried passengers to/from New York and Boston from Norwich. In 1898, when the New York, New Haven and New England Railroad purchased the Norwich & Worcester Railroad Company, it took control of a substantial operation. Today the line is part of the Providence & Worcester Railroad’s regional freight system owned by Genesee & Wyoming. The book, “The Quickest Route – The History of the Norwich and Worcester Railroad,” by Elmer Farnham provides a much more detailed history of the Norwich & Worcester Railroad. The photo on the left shows the first Norwich train station. It opened its doors in 1859 and was used as the passenger terminal for the Norwich & Worcester Railroad. At that point-in-time it was called the “Norwich & Worcester Depot”. The middle and right postcards illustrate Norwich’s second train station. It was built approximately 250-feet from the original, first station. The middle postcard shows how from the station appeared from the train side, looking northwest. And, similarly, the right postcard illustrates the view from the street side, looking northeast. The middle and right postcards are circa 1910. With four daily passenger and freight connections each way to Worcester, Norwich became a major transportation center with steamboat shipping to New York City through Long Island Sound. The route was the preferred Boston to New York route was via the Norwich and Worcester Railroad through Norwich. Until the Thames River was bridged in 1889, Chelsea Harbor had full warehouse and passenger terminals with its favorable access to central New England. After the Norwich & Worcester Railroad was acquired by the New York, New Haven and Hartford Railroad (commonly known as The New Haven) in 1898, the building became known as the “New York, New Haven and Hartford Station” and the “New York, New Haven and Hartford Depot”. The New York and New England Railroad was a major railroad connecting the southern portion of New York state, Hartford CT, Providence RI and Boston, MA. It operated under the name of New York and New England Railroad from 1873-1893. It was envisioned as a direct route between New York City and Boston, and to be built to bypass the shoreline route of the New York, New Haven & Hartford Railroad (NYNH&H). The portion of the railroad, just north of Norwich, which connects Willimantic to Plainfield is shown in the map above. Prior to 1950 the NYNH&H trains were powered by steam locomotives. The 1940’s photo above shows the last steam locomotive leaving on the NYNH&H line in Norwich. History The NYNH&H Railroad operated in Norwich from 1891-1968. It dominated the region’s rail traffic for the first half of the 20th century. It went bankrupt in 1935. After it was reorganized and reduced in scope, NYNH&H Railroad subsequently went bankrupt again in 1961. On January 1, 1969 the NYNH&H merged with the Penn Central Railroad. Unfortunately, a year later in 1970, Penn Central declared bankruptcy. At that point-in-time it was the largest bankruptcy in the U.S. history. Later, in 1976, the rail lines in Norwich (remnants of the original Norwich & Worcester Railroad) were purchased by the Providence & Worcester Railroad. Please refer to the placemark below for details. The remnants of the defunct New York, New Haven and Hartford Railroad system now forms the basis for Metro-North Railroad’s New Haven Line, and parts of Amtrak’s Northeast Corridor, Shore Line East, the Massachusetts Bay Transportation Authority (MBTA) and freight operators such as CSX and the Providence & Worcester Railroad. The majority of the original NYNH&H system is now owned publicly by the states of Connecticut, Rhode Island, and Massachusetts. Today’s Providence and Worcester Railroad is a Class II railroad owned by Genesee & Wyoming. The entire rail line system spans approximately 512 miles. The trains still run through Norwich and pass by the old Train Station, now occupied by The Bulletin. The locations of today’s Providence & Worcester (PW) lines are shown as thick, gold colored lines in the map below. The main lines run from: a)New London to Gardner, MA, and, b) Worcester to Providence, and c) North Haven to Hartford. The Providence & Worcester Railroad now transports a variety of freight. The top commodities moved are: autos, auto parts, chemicals, plastics, minerals, and stones. History After the NYNH&H went bankrupt in 1969, the P&W was bought by the Penn Central Railroad. However, Penn Central went bankrupt in the next year 1970. Providence & Worcester Railroad re-emerged three years later, on February 3, 1973, when they embarked on their inaugural run as an independent operating entity. Since then, the railroad has acquired many other lines from the former Penn Central, the Boston and Maine Railroad Company, and Consolidated Rail Corporation. On January 3, 2017 the Providence & Worcester Railroad joined the family of Genesee & Wyoming.
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