Кенмор метро станциясының тарихы мен дамуы

Subway station in Boston, Massachusetts, US
the station in Shaker Heights, Ohio

On January 2, 1923, some off peak trips of the –Pleasant Street shuttle were extended through the Boylston Street Subway to the surface station at Kenmore; all day service began on October 10. Most trips were extended along the Beacon Street line to on December 14, 1929. The Washington Street service was cut back to Kenmore in June 1930 but resumed that September. On February 7, 1931, Commonwealth Avenue and Beacon Street service was extended from Park Street to Lechmere, and the existing shuttle services to Lechmere were replaced with Kenmore–Park Street shuttles. The subway station opened on October 23, 1932, replacing the former Kenmore Incline – whose portal archway can still be seen east of Kenmore Square – and the surface station. The Commonwealth Avenue and Beacon Street services – now the B and C branches – were routed through the station from its opening day. The Kenmore cutback was replaced with a pocket track at
The Commonwealth Avenue line was planned to be eventually converted to use high platform metro stock (like the other subway lines), and was to move into a tunnel under Commonwealth Avenue, while the Beacon Street line was to use the short turn loop rather than continuing into the Boylston Street subway. Streetcar passengers would make a cross platform transfer to subway trains, similar to the then recently opened Ashmont station. The streetcar tracks were placed on a wooden structure in the station and at the surface incline pending the future tunnel extension. Over the years, it became clear that the Commonwealth Avenue line was unlikely to be converted to heavy rail service. In the 1980s, the wooden structure was removed and the cavity was filled with dirt and concrete. Bus service to Kenmore began in 1933 as replacement for the Ipswich Street line. Buses originally stopped at the curb, which required them to cut across multiple lanes of traffic to loop from inbound to outbound. In early 1939, the Chamber of Commerce proposed a busway in the center of the square, with direct access to the station mezzanine below. Mayor Maurice J. Tobin initially supported the plan, but soon refused to allow the city to pay for it. The proposal was raised again in 1943, and Tobin awarded a $24,063 contract on June 28. The busway, which had a concrete platform and a wooden shelter, opened along with a direct stairway to the mezzanine on November 4, 1943.

Service on the Highland branch (now the D branch) began on July 4, 1959. Until its shutdown in 1969, the A branch to Watertown Yard shared the B branch tracks, running along Commonwealth Avenue to Packard's Corner, where it branched off onto Brighton Avenue. The new busway shelter had red brick walls with a fluted concrete and plastic canopy; an escalator from mezzanine to busway was added. The busway work was finished in April 1968, with the modernization completed in 1970. The work included the addition of abstract murals depicting neighborhood scenes on the station signs. The station was closed for two months in 1996, after the Muddy River overflowed its banks, completely submerging the platform and some of the mezzanine. During the closure, substitute service was provided by commuter rail trains between Riverside and South Station. A similar flood previously occurred on October 6, 1962, requiring closure of the station for five days. In 2019, the MBTA installed steel doors at the Fenway portal to prevent future flooding. Design for renovations to make Kenmore accessible began in May 1996, with construction then expected to last from 2002 to 2004. Separately, the south entrance to the station was moved inside the Boston University funded Hotel Commonwealth during its 2002 03 construction. A $22.7 million construction contract was ultimately issued on November 10, 2004, with construction starting in January 2005. Temporary bus stops on Beacon Street were used during construction. Work included construction of the busway shelter, raising the platforms, and addition of three elevators and three escalators. Previously undocumented utilities delayed excavation, and keeping the station open during construction presented difficulties. The total cost was $50.6 million; the original base contract had increased from $22.7 million to $40.7 million, almost entirely because of change orders for which the MBTA was at fault.