The first part of the Northwest Extension, the relocation of Harvard station, was finished on September 6, 1983. The rest of the line, the Braintree Extension (first planned by the BTPR) to Braintree, opened March 22, 1980, and the intermediate station at Quincy Adams opened on September 10, 1983. Its northernmost station was North Quincy, with two others at Wollaston and Quincy Center. This line branched from the original line at a flying junction north of Columbia and ran along the west side of the Old Colony right-of-way (since reduced to one track), crossing to the east side north of Savin Hill. The first section of the South Shore Line opened on September 1, 1971. The color was chosen because the line ended at Harvard University, whose school color is crimson, a shade of red. The color red was assigned on Augto what had been called the Cambridge-Dorchester Tunnel and marked on maps as route 1. The first phase of the Ashmont-Mattapan High Speed Line opened on August 26, 1929, using the rest of the Shawmut Branch right-of-way, including the Cedar Grove station, and part of the old Dorchester and Milton Branch. The rest of the extension opened to Ashmont and Codman Yard on September 1, 1928, and included a station - Shawmut - where there had been no Old Colony station. No station was built at the former junction of the Old Colony main line with the Shawmut Branch, where the Old Colony's Harrison Square station had been operated, because it was very close to Fields Corner. Surface stations were built at Columbia and Savin Hill, at the site of Old Colony stations. This extension ran south from Andrew and turned southeast to surface and run along the west side of the Old Colony Railroad mainline in a depressed right-of-way. The MTA bought the branch and opened the first phase of the Dorchester Extension to Fields Corner on November 5, 1927. Old Colony and later New York, New Haven and Hartford Railroad passenger service operated on the Shawmut Branch until September 4, 1926. The upper level has since been incorporated into the mezzanine. The Broadway station included an upper level with its own tunnel for streetcars, which was abandoned in 1919 due to most lines being truncated to Andrew. Further extensions opened to Broadway on Decemand Andrew on June 29, 1918, both prepayment stations for streetcar transfer. Extensions (built as the Dorchester Tunnel) to Washington Street and South Station opened on Apand December 3, 1916, with transfers to the Washington Street Tunnel and Atlantic Avenue Elevated respectively. On the Boston side of the bridge, the line became elevated, rising to go over Charles Circle and into a tunnel through Beacon Hill to Park Street. The tunnel ran from Harvard under Massachusetts Avenue and Main Street to the Longfellow Bridge, where it ran along the middle of the bridge (opened in 1906). At Harvard, a prepayment station was provided for easy transfer to streetcar routes operating in a separate tunnel (now the Harvard Bus Tunnel). The Red Line was the last of the four original subway lines to begin construction, with the Cambridge Tunnel opening from Eliot Yard and Harvard to Park Street on the Tremont Street Subway on March 23, 1912. That railroad was incorporated in 1870, taken over by the Old Colony Railroad, and opened in 1872 as an alternate route between the Old Colony's main line at Harrison Square and the Dorchester and Milton Branch Railroad, which branched from the Old Colony at Neponset and ran west to Mattapan. The oldest right-of-way on the Red Line is south of South Boston, where the Ashmont Branch was built on the path of the former Shawmut Branch Railroad. 5.3 Braintree Branch (originally South Shore Line).To learn more about the Red Line Extension project and the CTA’s commitment to improve mobility, accessibility and economic opportunity throughout Chicago, watch the project video below ( click here to view with Spanish captions). RLE is estimated to catalyze, or set the table, for $1.7 billion in real estate development in the half-mile station area between 2029-2040. Connecting People and Investing in Neighborhoods: RLE will be one of the single biggest investments on the Far South Side in decades and is a critical investment for CTA to expand its rapid transit network.New Opportunities for Chicagoans: RLE will pay dividends locally during construction and, once implemented, RLE is estimated to generate more than 25,000 jobs throughout Cook County in the coming years.A Better System for Everyone: RLE will help Far South Side residents reliably access jobs and opportunities outside their neighborhoods, which includes jobs within communities along the RLE project footprint and throughout the region.Improving the Transit Experience: RLE will provide up to 30-minute time savings to riders traveling from the future 130th Street station to the Loop and facilitate access to multiple CTA rail lines and bus routes.
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