Бостон қаласындағы Боудоин метро стансасының тарихы

Subway station in Boston, Massachusetts, US

Bowdoin was built with a wedge shaped island platform inside a balloon loop, which eliminated the awkward end changing required at Court Street and allowed use of unpowered trailer cars in the tunnel to increase capacity. The finish of Bowdoin and Scollay Under stations was similar to Washington station (opened 1915) and the Boylston Street subway stations (1914): granolithic platforms, wainscotting of white polished terrazzo, and white plaster upper walls and ceiling. Bands of ceramic tile trimmed the wainscotting; at Bowdoin, the tile was dark blue. Construction of the station began on March 2, 1914; 247 men were employed for the work. Several buildings had to be underpinned to allow the loop to be built underneath them. Construction of the station was completed on December 4, 1914, with finish work following. Bowdoin station opened on March 18.

Though originally planned to use high floor rapid transit trains, the East Boston Tunnel opened with streetcars serving low platform stations. Large bi loading streetcars (with high floors but capable of loading from low platforms), which incorporated many attributes from metro cars used on the Main Line El, began use in 1905. However, neither these nor the large center entrance cars introduced in 1917 (which were designed for multiple unit operation) could fully handle the crowds. The next year, the BTD board approved the construction of high level platforms at Atlantic Avenue, Devonshire, Scollay Under, and Bowdoin. Construction of concrete high level platforms above the rails at Bowdoin began in December 1923 or January 1924. A section of low level platform was left to serve streetcars during construction. Temporary wooden platform sections were put in place to allow service to begin on April 21, with the permanent concrete sections completed by July 12. The Bowdoin platform was also extended east from August 27 to December 12. Rather than modify the tunnel, the BERy elected to build smaller than usual rapid transit cars which could operate in a tunnel designed for streetcars—particularly around the tight loop at Bowdoin. Because the line did not have a dedicated heavy maintenance facility, major repair work was performed at Eliot Shops – the main maintenance facility for the Cambridge–Dorchester line. Trains used the former streetcar portal west of Bowdoin and ran on surface streetcar tracks on the Longfellow Bridge, which connected to the Cambridge–Dorchester line tracks near Kendall Square. When the first phase of the Revere Extension opened to with a new maintenance facility in 1952, the connection was no longer necessary and the portal was filled. The original entrances at the west end of the station were replaced with a glassy entrance under a tilted concrete slab, set into a shallow depression to reduce the costs of installing the escalator. Illustrations showing the history of Bowdoin Square were added to the station signs. Bowdoin was closed during part of the renovations and reopened on March 7, 1968. The station was surveyed in 1984 and 1987 for potential inclusion on the National Register of Historic Places; it was concluded that the 1924 and 1968 reconstructions had left little of the original station, and that it was of minor significance within the system. The station was closed from July 29 to September 8, 1992, during track work on the loop. In 2008, the MBTA began running six car trains on the Blue Line. Because the eastbound side of the Bowdoin platform can only fit four cars, the MBTA had originally planned to close the station when six car trains entered service; a planned renovation of Government Center station was to add a second headhouse close to Bowdoin Square. However, the station was kept open, with only four cars on each eastbound train berthed at the platform. Until at least 2011, the MBTA still planned to close the station after Government Center was renovated. However, by 2013, the MBTA decided not to construct the planned west entrance at Government Center, and to instead build only a less expensive emergency exit. On December 28, 2013, the MBTA resumed night and weekend service to Bowdoin station. The change was intended to provide alternative transportation during the three month closure of the Callahan Tunnel and subsequent two year closure of Government Center station. This was the first time since 1981 that the station was open during all operating hours. Daily ridership at the station increased from 1,526 in 2013 to 2,127 in FY 2019. In 2019, the MBTA indicated that Bowdoin was a "Tier II" accessibility priority pending the results of conceptual design.

The Red–Blue connector is a proposed extension of the Blue Line under Cambridge Street to Charles/MGH station, about west of Bowdoin, where a transfer to the Red Line would be available. The project was first proposed in 1924, and returned to consideration in the 1978 update to the Program for Mass Transportation, although extensions from Bowdoin or Government Center to were proposed in 1926 and 1978. In 1991, the state agreed to build the project by 2011 as part of the settlement of a lawsuit over auto emissions from the Big Dig project. This commitment was changed to design only in 2007–08 and lifted entirely in 2015. Original plans for the connector in 1986 called for a cut and cover extension west from Bowdoin Yard, with Bowdoin station retained without significant modifications. The 2010 Draft Environmental Impact Report instead called for a pair of deeper tunnels bored by a tunnel boring machine (TBM), starting east of Bowdoin station and passing underneath the existing platform. Alternatives with a replacement Bowdoin station west of Bowdoin Street, and without a replacement station, were considered; the latter was recommended due to lower cost and reduced travel time. A 2018 update which analyzed multiple tunneling methods only considered an extension without a replacement Bowdoin station, as did a 2020 conceptual design. A 2021 conceptual design raised the possibility of retaining the loop as a storage track.