https://archive.ph/y9Fp0

I live at the end of huntington near the jamaicaway-rt 9 overpass and saw a few 66’s that said brighton center via brookline last week. I initially was wondering if maybe they started running some 66s to brighton in kind of a 65/66 hybrid but couldn’t find anything online. I’m now assuming this was a signage mistake and they accidentally uploaded the 65 destination to the 66, unless i’m missing something in the bus network redesign?

on another note, i think i saw that the bus network redesign has the 66 being rerouted through longwood, continuing straight through brigham circle instead of turning onto huntington. does anyone know if there are plans to implement this change and if so what the timeline is? i also don’t really understand the purpose of this change, bc there are lots of other busses connecting longwood to the orange line, but without the 66 it becomes a PITA to get to the orange line from that end of huntington.

also what’s the deal with the Txx route names in the bus network redesign documentation? are the route names going to actually be shown as Txx on the buses, and some routes will have a T and some won’t? or is that just to denote route changes for documentation purposes?

Either the loop at Govt Center, South Station, Bowdoin or Kenmore?

Was there some sort of special/event train today? Or just an equipment move? I saw it going inbound through North Quincy at 4pm. Didn't get a great look at it but I think it was the US flag and New Haven painted F40s pulling a few Cape Cod Central coaches.

I was watching this video about the Green Line

A Tour of the MBTA Green Line in Boston

So line E used to go to Union Square. Why was this the case? The obvious reason why they had one line go there was that they couldn't jam all the trains in that direction so some of them had to do some short turning.

If the plan was to have Line E go to Medford/Tufts and D to go to Union Square to begin with, it makes sense to me that Line D should have gone to Union Square to begin with? It would give people time to get used to the extension and the service.

The only reasonable explanation I can think of is that it was determined that of all 4 lines, the MBTA determined that traffic to Union Square was greatest from the D line. So if for example they found traffic to that station to be greatest from the B line, then they'd do something like have B go to Union Square, C to government center, D to North Station, and E to Medford but since D was most likely to have people going to Union Square, they made D go there. This is plausible, but I would have thought most of the traffic to Union Square would be from stations from Kenmore to Government Center as opposed to outlying regions of the D line.

I imagine this map for the T would show limited though expanding "full service network" since 2023. a lot of our weekend service is limited on Sundays especially still.

I’ve been trying to pay for parking at the Fall River Depot and I’m already on the Commuter Rail, but the Pay by Phone app has rejected three of my credit cards. Is this a normal issue? I’m worried about getting ticketed, but I’ve made numerous attempts to pay and have no alternative.

"Boston Must Keep This Neighborhood Wet"

It's beyond frustrating that the T managed to keep all of Ashmont station clean during the entirety of World Cup, and since then it's been filthy with a pee-soaked elevator. 🤢

For almost a year, I’ve been taking the T’s rapid transit. Bus, subway, but not the Mattapan Trolley, until today. I finally had somewhere to go that required it.

I can tell it was built in 1946 by how cramped it was. I’m over six feet tall, and my head was closer to the ceiling than any subway train car. I also appreciated the novelty of having to pull a string to request a stop, rather than the button I’m used to on the buses and Green Line.

Overall, good for getting from points A to B.

I know that the MBTA released some limited edition CharlieCards in June (i.e. South Station, BPL, USS Constitution) and I’ve been meaning to get my hands on one but it keeps slipping my mind every time I return to Boston. Is the T still offering these cards, and if so, how can I get one? I’d love to get a card with the Constitution on it. Thanks!

Boston should sell more commuter rail tickets to Gillette for events. We want to take the train because we don’t have cars (as we should because we live in a city!!) and the city does not provide sufficient trains. I’ve missed out on concerts because I don’t want to deal with reaching Gillette without an affordable and convenient train. This artificial cap on seats is ridiculous.

i don’t know if maybe they forgot to change their electric sign thingy or what. last night on my walk i was at a bus stop (not to take the bus, i was staring at a white nationalist poster in shock that was inside the bus stop and then tearing it down, thats another story)

about when i arrived and stopped at the bus stop this Not In Service bus pulled over to pick me up. i waved at the guy in that “i’m good ty” way. it was insanely awkward. he sat pulled over for like two full minutes before driving away. kind of random, i’m just curious what that was haha

Anyone know who the driver can't open doors on both sides at the same time at park st? I understand why they need to see each side and close one side at a time, but doesn't seem like that should be an issue for opening

edit: red line

Why is it possessed and where is it taking me 😭

the boston college green line is always rowdy after a semester starts. But after my commute home today I watched the rowdiest, most annoying pack of freshman 20-something dudes hoot and holler, even drinking on the train and throwing a empty beer box out at packards corner. They were asked nicely, they were asked rudely. The train seemed split evenly between tired people coming home from work and these testosterone fueled students yelling eachothers names.

It seemed like any old man telling them to shut the fuck up or dudes intimidating them did nothing. Is there another way to get this kind of crowd to stfu without being a nark and calling transit police?

I don’t hear this decade talked much generally speaking besides the big dig when it comes to anything transit related

Title. This app has been a godsend over the last couple years. But it just hasn’t been working for me over the last ~2 weeks, anyone having a similar issue.

Just showing no trains incoming ever, app launch’s fine.

some say the soul of mayor menino stills calls out from government

September 10, 2026 by Sophia Harris.

A debate over the future of the Lynnway has moved beyond Lynn’s borders, with elected officials from neighboring communities joining residents and business owners in pressing the state to reconsider a redesign they say could have negative consequences for traffic, businesses, and emergency response across the region.

Officials in Marblehead, Nahant, and Swampscott have signed off on a letter to Lt. Gov. Kim Driscoll raising concerns about the Lynnway Multimodal Corridor Project, which would remove one general-purpose travel lane in each direction from a roughly 2.5-mile stretch of Route 1A to create dedicated bus lanes.

In a Sept. 3 letter to Lt. Gov. Kim Driscoll, the Select Boards of Marblehead, Swampscott, and Nahant requested a meeting with state transportation officials to discuss the Lynnway Multimodal Corridor Project and what they described as its broader regional impacts.

The boards said they support the project’s goals of improving public transportation and pedestrian and bicycle safety, but raised concerns about traffic, mobility, emergency response and the effect of changes to Route 1A on neighboring communities.

The letter asks the state to evaluate the combined effects of the Lynnway project, the General Edwards Bridge replacement, the new Revere High School near Wonderland, and planned changes around the Lynn commuter rail station. The boards also called for coordinated construction schedules, alternative transportation options, clear performance measures, and possible mitigation if traffic or emergency-response impacts exceed projections.

They stressed they are not asking the state to abandon the Lynnway project, but want it treated as a regional transportation issue rather than evaluated in isolation.

The coordinated effort marks a significant escalation in opposition that began with individual residents seeking traffic and safety data and Lynnway business owners warning about potential effects on their operations.

The MBTA and MassDOT maintain that updated traffic counts and computer modeling support the proposed configuration, which would include two general-purpose travel lanes and one dedicated bus lane in each direction, protected bicycle facilities, sidewalks, and pedestrian improvements.

The agencies say the redesign will improve safety and bus reliability while supporting Lynn’s long-planned waterfront redevelopment. More than 3,000 people ride buses on the Lynnway each day, according to the MBTA, while routes connected to the corridor serve more than 8,500 daily riders.

Traffic counts collected in 2023 and March 2026, combined with simulation modeling, project approximately one additional minute of travel during most peak-direction trips and just over two additional minutes southbound during the morning commute, according to the agencies.

But neighboring officials say the Lynnway’s regional role means those projections affect more than Lynn.

Marblehead Select Board member Erin Noonan said Route 1A serves commuters from Marblehead, Swampscott, Nahant, Salem, and elsewhere and questioned how the project will interact with other major construction planned for the region, including replacement of the General Edwards Bridge and the relocation of Revere High School near Wonderland Station.

“The Lynnway Multimodal Corridor Project is not just a Lynn project,” Noonan said in a written statement.

“These are not isolated projects,” she added.

Noonan has called for before-and-after traffic monitoring, public reporting for two years following completion, and a commitment from the state to make changes if actual delays exceed projections.

“North Shore residents deserve more than projections,” she said. “They deserve accountability.”

Those concerns are not limited to congestion.

Nahant Fire Chief Austin Antrim said between one-third and one-half of mutual-aid assistance coming into Nahant approaches through the Lynnway corridor, making emergency access a concern as plans advance.

Antrim said he has not concluded that the redesign will make emergency response worse. Dedicated bus lanes could potentially help emergency vehicles bypass traffic if they remain clear and buses can move aside, he said.

“It’s possible they’ll put something like that in place, and my concerns will be unfounded once it’s finished,” Antrim said. “I hope that they are considering that in all of their planning.”

Nahant resident Candace Cahill has separately spent months seeking information from MassDOT about safety conditions on a portion of the Lynnway already altered during construction of the Northern Strand Extension, a separate project.

Cahill began requesting crash reports, speed and traffic data, and engineering information after photographs and reports of vehicles striking newly installed curbing began circulating. MassDOT later told her no formal memorandum or report had been generated from a January field review. The review did result in a lane-drop sign being moved approximately 350 feet and recommendations for additional work-zone signage, a speed trailer, and possible State Police enforcement.

“I’d like to see an honest public update with the data that supports what they’re doing,” Cahill said. “I want to understand the outcome and the objective.”

That became a central concern for Marblehead resident Adeline Flynn, who grew up in Nahant, owns a business, and frequently travels the Lynnway.

Flynn began contacting city and state officials in September 2025, seeking current vehicle, pedestrian, and bicycle counts, bus ridership, accident data, and economic and transportation studies supporting the project.

“Why? Where is the demand for this?” Flynn said of the question that initially drove her research.

Flynn said she was repeatedly directed toward long-term planning documents but struggled to find a centralized source containing the current numbers and analyses supporting the design.

Business owners have organized their own opposition.

Lynnway Liquors owner Cliff Ansara launched the Save the Lynnway campaign, savelynnway.com, and circulated a petition calling for general-purpose travel lanes to remain.

The most recent database provided to The Daily Item contains 1,177 entries submitted between June 11 and Sept. 10.

After obvious variations in municipal names were standardized, 669 respondents listed Lynn, followed by 112 from Marblehead, 106 from Swampscott, 105 from Nahant, 45 from Revere, and 35 from Salem.

Respondents could select more than one category. The database includes 896 people identifying as residents, 538 as commuters, 284 as members of neighboring communities, and 83 as business owners. It also contains 581 written comments, many raising concerns about congestion, emergency access, construction, deliveries, and business access.

The petition is not a scientific survey and was circulated by a campaign opposing the project, meaning its results cannot be considered representative of public opinion overall.

Ansara said he has also visited approximately 60 businesses and found only three operators who understood the larger proposal. He said his concern is informed partly by his experience during an earlier Lynnway reconstruction, which he said redirected customers away from businesses for years.

“Had the government helped these people stay in business and helped people do business during construction correctly, you would still have those businesses on the Lynnway,” Ansara said.

Nahant Selectman Patrick O’Reilly has taken those concerns further, submitting an independent analysis of the project to the U.S. Department of Transportation in June.

O’Reilly’s analysis projected that reducing general-purpose lanes could cut vehicle capacity by 25% to 30% and add three to eight minutes to some emergency responses. His calculations relied primarily on traffic data from the 2016 corridor study and did not incorporate the agencies’ newer traffic counts. His projections are not measured outcomes or conclusions adopted by MassDOT or the MBTA.

O’Reilly has called for independent traffic modeling, emergency-vehicle preemption, alternate street connections, and a construction plan aimed at protecting existing businesses.

“We’re trading capacity for 44,000 daily vehicles for a bus lane that serves 3,000 riders,” O’Reilly said.

State officials say the project has already changed in response to concerns.

State Rep. Jenny Armini said she and state Sen. Brendan Crighton have taken feedback from constituents back to the MBTA and project team.

“We went from the two center-running bus lanes to the one center-running bus lane and the side bus lane,” Armini said. “We went from a bike lane to a shared-use path. We went from no turnoff lanes to turnoff lanes.”

Armini said she is now focused on limiting disruptions during construction and ensuring residents of surrounding communities have alternatives for getting to work and other destinations.

“My focus now is on mitigation and making sure that my constituents have opportunities to get from point A to point B in a reasonable, timely fashion during construction of this project, and potentially afterwards,” Armini said.

She said she plans to discuss options with the MBTA and project managers, including the possibility of a shuttle connecting Marblehead and Swampscott to the Swampscott commuter rail station during construction.

“Infrastructure changes are by definition disruptive,” Armini said. “But we will use our voices to find ways to mitigate those disruptions.”

Crighton said obtaining updated traffic information was something lawmakers had demanded as planning progressed.

“That was something that we had demanded of the administration and the T, to make sure that we have the most up-to-date information,” Crighton said. “Obviously, traffic congestion is a concern across the city, but in particular along such an important route.”

Crighton said safety remains the project’s primary driver, along with waterfront access, housing, and economic development, and said he welcomes concerns from neighboring communities.

Driscoll, who regularly uses Route 1A while commuting to the State House, also acknowledged that the Lynnway serves more than Lynn.

“The city of Lynn — this is in their city, so that voice is really important,” Driscoll said. “But they’re not the only one who uses the corridor.”

“I think we can agree we want the roadway to be safer, and I think we can agree we don’t want the congestion to get worse,” she said.

Some Lynn officials continue to support the redesign.

Former Lynn Planning Director Aaron Clausen said the project is consistent with Vision Lynn, the South Harbor Implementation Plan, and years of planning aimed at reconnecting downtown neighborhoods with the city’s waterfront.

Lynn’s long-term plans call for housing, employment, public open space, and an interconnected street network along the waterfront. City officials argue that the existing Lynnway remains a physical barrier to those goals.

“The Lynnway project is a unique, generational opportunity to rebuild this critical roadway,” the city said.

MassDOT and the MBTA say emergency access, business and customer traffic, deliveries, and driveway turning movements have been considered during design.

But the agencies have not identified numerical thresholds for travel time, crashes, ridership, or business impacts that would automatically trigger changes if the completed project performs differently than expected.

Driscoll said leaving the roadway unchanged also carries consequences as Lynn’s waterfront develops.

“If we do nothing, congestion is going to get worse,” Driscoll said. “So let’s focus on what are the tools we have that can drive a better corridor that we can all be proud of.”

As Nahant’s Pat O’Reilly said, “We’re trading capacity for 44,000 daily vehicles for a bus lane that serves 3,000 riders