Lechmere station

File:North entrance to Lechmere station north headhouse, March 2022.JPG

Lechmere station is located on the east side of O'Brien Highway at Lechmere Square, adjacent to the North Point development. The two-track Green Line viaduct runs approximately southeast–northwest through the station area. The station has a single curved island platform, {{convert|355|feet}} long and {{convert|32-35|feet}} wide, located over the block between East Street and North First Street.

The platform is {{convert|8|in}} high for accessible boarding on current light rail vehicles (LRVs) and can be raised to {{convert|14|in}} for level boarding with Type 9 and future Type 10 LRVs. While the other GLX stations have {{convert|225|feet|adj=on}}-long platforms with provisions for extension, the platform at Lechmere was built to its maximum length because it would be more difficult to extend in the future.{{Cite web |date=December 11, 2017 |title=Execution Version: Volume 2: Technical Provisions |url=https://cdn.mbta.com/sites/default/files/projects/glx/contract/glx-technical-provisions.pdf |website=MBTA Contract No. E22CN07: Green Line Extension Design Build Project |publisher=Massachusetts Bay Transportation Authority}}{{rp|12.1{{hyphen}}5}} A canopy covers the full length of the platform; it is two spans wide, rather than the single span used on the narrower platforms at the other GLX stations.{{cite web |url=https://cdn.mbta.com/sites/default/files/fmcb-meeting-docs/2017/november/2017-11-20-fmcb-glx-update.pdf |title=GLX Program Update |date=November 20, 2017 |publisher=Massachusetts Bay Transportation Authority}}{{rp|29}}

Headhouses are located north of North First Street and south of East Street. The north headhouse has two elevators and stairs to the platform; the south headhouse has one elevator and stairs. A bus loop for MBTA bus routes {{MBTA bus links|Lechmere|yes}} is located off Water Street north of the north headhouse. A bike station between the headhouses has space for 182 bicycles; racks for 72 additional bicycles are located next to the north headhouse. Public artwork at the station includes Field Notes by Randall Thurston – a set of panels on the elevator shafts depicting birds and vines. Some panels on station signs have artwork of poetry overlaid with images of birds; others have historical images and interpretive text.{{cite web |url=https://www.mass.gov/doc/glx-virtual-cwg-meeting-presentation-february-2-2021/download |title=GLX Community Working Group Monthly Meeting #39 |date=February 2, 2021 |publisher=Massachusetts Bay Transportation Authority}}

File:East Cambridge station, 1905.JPG

The Boston and Lowell Railroad (B&L) opened between its namesake cities in 1835. Passenger service initially ran express between the two cities, but local stops were soon added.{{cite book |title=Steelways of New England |year=1946 |first=Alvin Fay |last=Harlow |publisher=Creative Age Press |pages=92–93}} One of the first was East Cambridge{{efn|Also originally called East Cambridge Gates. "Gates", which was a suffix for several B&L stations, denoted the crossing gates at the grade crossing of the Prison Point Bridge.}} which was located near the Prison Point Bridge by 1846.{{cite book |url=https://books.google.com/books?id=goUBAAAAYAAJ&pg=PA134 |page=134 |title=The Boston almanac for the year 1847 |year=1847 |first=S.N. |last=Dickinson |publisher=B.B. Mussey and Thomas Groom |via=Google Books}}{{cite web |url=https://collections.leventhalmap.org/search/commonwealth:1257bc83d |title=Map of the city of Cambridge, Middlesex County, Massachusetts |year=1854 |first=Henry Francis |last=Walling |publisher=George L. Dix}}{{cite web |url=https://www.winchester.us/DocumentCenter/View/6725/Four-Railroad-Depots |title=The Evolution of Winchester's Four Railroad Depots |first=Ellen |last=Knight |date=2021 |publisher=Town of Winchester}} By 1865, it was moved north to the foot of Third Street, closer to development on Dog Island (East Cambridge).{{cite web |url=https://id.lib.harvard.edu/curiosity/scanned-maps/44-990094789400203941 |title=Map of the City of Cambridge for 1865 |year=1865 |first=J.G. |last=Chase |publisher=John Henry Bufford}} The station was popular with employees from Somerville commuting to the factories of East Cambridge; among its more famous users was Benjamin Butler.{{cite news |url=https://www.newspapers.com/clip/36889678/the_boston_globe/ |title=Judges, Lawyers, Criminals Have Tramped in and Out of This Station |newspaper=Boston Daily Globe |date=April 30, 1905 |page=60 |via=Newspapers.com}}{{open access}} In 1870, the Lexington Branch was routed over the B&L east of Somerville Junction, increasing service to Somerville Junction, Winter Hill, Milk Row, and East Cambridge stations. The Central Massachusetts Railroad began operations in 1881 with the Lexington Branch and B&L as its Boston entry.{{cite book |title=Boston's Commuter Rail: The First 150 Years |last1=Humphrey |first1=Thomas J.|last2=Clark |first2=Norton D. |publisher=Boston Street Railway Association |year=1985 |isbn=9780685412947 |page=55}}{{cite book |title=The Rail Lines of Southern New England |edition=2 |last=Karr |first=Ronald Dale |publisher=Branch Line Press |year=2017 |isbn=9780942147124 |page=278}} The Fitchburg Railroad also had an East Cambridge station (primarily served by Lexington Branch trains) located at Linwood Street, just over the Somerville border, in the mid-19th century.{{citation |title=Map of the city of Boston and immediate neighborhood : from original surveys |title-link=:commons:File:1852 Map of the city of Boston and immediate neighborhood.jpg |first=Henry |last=McIntyre |year=1852 |via=Wikimedia Commons}}{{cite web |url=https://wardmapsgifts.com/products/cambridge-massachusetts-1865 |title=Map of the City of Cambridge for 1865 |year=1865 |first=J.G. |last=Chase |publisher=John Henry Bufford |via=Ward Maps}}{{cite book |url=https://books.google.com/books?id=I1o3AAAAIAAJ&pg=PA16 |title=ABC Pathfinder Railway Guide |page=16 |year=1858 |publisher=New England Railway Publishing Company |via=Google Books}}

In 1926, the Boston and Maine Railroad (B&M), which had acquired the B&L in 1887, began work on North Station plus an expansion of its freight yards. The B&M proposed to abandon East Cambridge station in order to realign the ex-B&L into the new station.{{cite news |url=https://www.newspapers.com/clip/36889785/the_boston_globe/ |title=Protest Giving Up Three Stations |date=November 10, 1926 |newspaper=Boston Daily Globe |page=14 |via=Newspapers.com}}{{open access}} Although most inner stations were largely replaced by streetcars and automobiles at this time, East Cambridge was still used by both industrial workers and by those headed to the Middlesex County Courthouse, and the proposed closure was locally opposed.{{cite news |url=https://www.newspapers.com/clip/36890046/the_boston_globe/ |title=Oppose B. & M. Abandonment |date=January 11, 1927 |newspaper=Boston Daily Globe |page=10 |via=Newspapers.com}}{{open access}}{{cite news |url=https://www.newspapers.com/clip/36890070/the_boston_globe/ |title=Oppose Closing East Cambridge Station |newspaper=The Boston Globe |date=January 12, 1927 |page=8 |via=Newspapers.com}}{{open access}} The Public Utilities Commission approved the closure of East Cambridge and nearby Prospect Hill in March 1927; one train was rescheduled for ten minutes earlier to accommodate court attendees.{{cite news |url=https://www.newspapers.com/clip/36839725/the_boston_globe/ |title=Five B. & M. Stations Will Be Abandoned |newspaper=Boston Daily Globe |date=March 16, 1927 |via=Newspapers.com}} ([https://www.newspapers.com/clip/36839752/the_boston_globe/ second page]) {{open access}} The stations closed at some point between then and May 17, when trains were rerouted over the new alignment.{{cite news |url=https://www.newspapers.com/clip/52368553/the-boston-globe/ |title=New Boston & Maine Line to be Used Sunday |newspaper=Boston Globe |date=May 17, 1927 |page=8 |via=Newspapers.com}} {{open access}} The former alignment remained in use for freight for decades thereafter. A portion of the abandoned embankment near the former station location dates from between 1855 and 1868.{{cite web |url={{MACRIS|CAM.9020}} |title=Boston and Lowell Railroad Retaining Wall |first=John J. |last=Daly |publisher= Massachusetts Historical Commission |via=Massachusetts Cultural Resource Information System}}

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File:Passenger shelter at Lechmere Square, January 1915.jpg

The Cambridge Railroad was granted permission in 1860 to run horsecar tracks over the Craigie Bridge from East Cambridge to Boston.{{Cite news |date=August 3, 1860 |title=[Untitled] |page=4 |work=Boston Evening Transcript |url=https://www.newspapers.com/clip/82963346/boston-evening-transcript/ |via=Newspapers.com}}{{cite news |url=https://www.newspapers.com/clip/96691057/boston-evening-transcript/ |title=Cambridge Horse Railroad |newspaper=Boston Evening Transcript |date=August 11, 1860 |page=2 |via=Newspapers.com}}{{Cite magazine |last=Clarke |first=Bradley H. |date=May 2020 |title=Lechmere Station – The End of the End |magazine=Rollsign |publisher=Boston Street Railway Association |volume=57 |issue=5/6}}{{rp|14}} Service began from Harvard Square along Cambridge Street to Lechmere Square around 1861, and from Lechmere Square over the bridge into Boston by 1862.{{rp|14}}{{Humphrey Bus Report}}{{rp|202}}{{cite book |title=Russell's horse railroad guide for Boston and vicinity |url=https://archive.org/details/russellshorserai00samu/page/10/mode/2up |pages=9, 10 |first=Benjamin B. |last=Russell |date=May 1862 |publisher=[Boston] Benj. B. Russell |via=Internet Archive}} In 1864, the company built a line from Union Square in Somerville along Somerville Avenue and Bridge Street to the existing tracks at Lechmere Square, allowing through service from Elm Street (now Davis Square) to Boston.{{rp|205}} The Cambridge Street line was converted to electric streetcar service by Cambridge Railroad successor West End Street Railway in 1891; the Somerville Avenue line and an 1888-built line to Davis Square via Highland Avenue were electrified and extended to Clarendon Hill in 1893–1895.{{rp|202, 205}}

The West End was leased to the Boston Elevated Railway (BERy) in 1897.{{rp|35}} The three streetcar lines running through Lechmere Square began running into the Tremont Street subway via the Canal Street incline upon its September 3, 1898, opening.{{rp|3}} The trip from Lechmere Point over the bridge was slow and prone to delays, causing congestion in the subway.{{rp|5}} Construction of the Lechmere Viaduct and Causeway Street Elevated began in 1907 to provide the streetcar routes a more direct route into the subway. The BERy considered building a station at Lechmere Square at the north end of the viaduct but rejected the idea in 1911.{{rp|6}} The viaduct opened on June 1, 1912, though some local streetcar lines continued to use the Charles River Dam Bridge.{{NETransit}}{{rp|7}}{{cite news |url=https://www.newspapers.com/clip/96891190/the-boston-globe/ |title=New Line to Marine Park |newspaper=Boston Globe |date=June 12, 1914 |page=15 |via=Newspapers.com}} The incline at the north end of the viaduct, which connected to the surface streetcar tracks, occupied half the block between Lechmere Square and Second Street.{{cite book |url=https://collections.leventhalmap.org/search/commonwealth:tt44pw49q |title=Atlas of the city of Cambridge, Massachusetts : from actual surveys and official plans |first1=George W. |last1=Bromley |first2=Walter S. |last2=Bromley |year=1916 |publisher=G.W. Bromley & Co. |chapter=Plate 11}}

File:Lechmere station under construction, March 1922.jpg

Although it substantially reduced travel times between Lechmere and North Station, the Lechmere Viaduct and Causeway Street Elevated soon became insufficient for the service the BERy needed. Unlike the Commonwealth Avenue, Beacon Street, and Huntington Avenue lines, the Cambridge Street and Bridge Street lines did not have dedicated medians, so automobile traffic caused delays on the surface lines, which in turn propagated into the subway. Additional capacity in the subway was also needed – more than could be provided by small streetcars suitable for operation in mixed traffic.{{rp|5}}

In 1917, transit consultant John A. Beeler was hired by the Massachusetts Public Service Commission to analyze the struggling BERy. Among Beeler's recommendations was for the Tremont Street Subway to be converted to a third rail rapid transit service, with surface lines terminating at transfer stations (as had been done with the Main Line El and Cambridge–Dorchester line). He proposed that the northern transfer station be at Lechmere Square, with elevated rapid transit platforms and surface loops for streetcars.{{rp|6}}

In September 1921, the BERy applied to the Massachusetts Public Utilities Commission (PUC), successor to the Public Service Commission, for authority to build transfer stations at Lechmere Square and Braves Field.{{efn|By 1922, the western terminal proposal had been relocated to Linden Street in Allston. It was never built due to public objection.{{cite book |title=Tremont Street Subway: A Century of Public Service |last1=Clarke |first1=Bradley H. |last2=Cummings |first2=O.R. |year=1997 |publisher=Boston Street Railway Association |isbn=0938315048 }}{{rp|59}}}} The Lechmere Square proposal included taking {{convert|73000|sqft}} of land by eminent domain.{{cite news |url=https://www.newspapers.com/clip/96937781/the-boston-globe/ |title=For Braves Field and Lechmere Sq. |newspaper=Boston Globe |date=September 2, 1921 |page=16 |via=Newspapers.com}} The city of Cambridge objected to the design, particularly the construction of a loop track on Third Street.{{cite news |url=https://www.newspapers.com/clip/96938711/the-boston-globe/ |title=Hearing on Proposed "L" Station at Lechmere Sq |newspaper=Boston Globe |date=September 27, 1921 |page=7 |via=Newspapers.com}} The PUC approved the proposal in November 1921, but the city sought an injunction to prevent construction of the Third Street track.{{cite news |url=https://www.newspapers.com/clip/96938970/the-boston-globe/ |title=Cambridge to Seek to Enjoin Elevated |newspaper=Boston Globe |date=November 16, 1921 |page=4 |via=Newspapers.com}}{{cite news |url=https://www.newspapers.com/clip/96938948/the-boston-globe/ |title="L" Wins Fight on Lechmere Station |newspaper=Boston Globe |date=November 4, 1921 |page=4 |via=Newspapers.com}} The Massachusetts Supreme Judicial Court upheld the BERy's position, allowing construction of the track, in May 1922 – by which time the construction of the rest of the terminal was already well underway.{{cite news |url=https://www.newspapers.com/clip/52224671/the-boston-globe/ |title=Elevated Officials at the New Lechmere-Sq Terminal |newspaper=Boston Globe |date=April 14, 1922 |page=23 |via=Newspapers.com}}{{cite news |url=https://www.newspapers.com/clip/96938935/the-boston-globe/ |title=Elevated Given Two Streets |newspaper=Boston Globe |date=May 20, 1922 |page=8 |via=Newspapers.com}}

File:Lechmere station nearing completion, 1922.jpg

The station occupied the triangular parcel bounded by Cambridge Street, Bridge Street, and Second Street. It had a balloon loop for subway trains (which were still made of streetcars, rather than true rapid transit cars), with cross-platform transfers between streetcars and subway trains. Terminating streetcars used a pair of tracks off Cambridge Street, with a covered platform for passengers to then wait for subway trains. Streetcars then looped under the viaduct at Lechmere Square and picked up passengers using two tracks off Bridge Street, where a waiting room was located on the platform. Harvard-bound streetcars ran on a single track on Gore Street and Third Street to reach Cambridge Street; streetcars arriving from Somerville used the same Third Street track to reach Lechmere station. A second loop and several storage tracks were located inside the main subway train loop.{{rp|6}} Unlike the Boston portion of the subway system, which was funded by the cities and built by contractors, Lechmere station was funded and built entirely by the BERy at a cost of $100,000 ({{inflation|US-GDP|100000|1922|fmt=eq|r=-5}}).{{rp|44}}{{cite magazine |url=https://babel.hathitrust.org/cgi/pt?id=umn.31951d00022379i&view=1up&seq=675 |title=How Boston Will Spend Her Four Million |date=April 1, 1922 |magazine=Electric Railway Journal |volume=59 |issue=13 |page=583}}

Lechmere station opened on July 10, 1922. The new terminal was expected to be used by 24,000 passengers daily in each direction and to increase daily seated capacity through the subway by 8,754 passengers.{{cite news |url=https://www.newspapers.com/clip/96936457/the-boston-globe/ |title=Dana Outlines New Elevated Plan |newspaper=Boston Globe |date=June 26, 1922 |page=10 |via=Newspapers.com}}{{cite magazine |url=https://archive.org/details/cooperation1519bost/page/n19/mode/2up |date=June 1922 |title=More Rapid Transit |volume=1 |issue=6 |publisher=Boston Elevated Railway |magazine=Co-operation}} Initial subway service to Lechmere was a shuttle service to Pleasant Street, which was intended as a temporary terminal until a more suitable western terminal could be found.{{cite news |url=https://www.newspapers.com/clip/52267267/the-boston-globe/ |title=New Lechmere Sq Transfer Station, Open for L Traffic |newspaper=Boston Globe |date=July 10, 1922 |page=9 |via=Newspapers.com}} {{open access}} Service ran with three-car trains every three minutes at peak and two-car trains every four minutes at other times. The forced transfer was unpopular with some riders who formerly had a one-seat ride to downtown Boston.{{cite news |url=https://www.newspapers.com/clip/52226508/the-boston-globe/ |title=Somerville |newspaper=Boston Globe |date=March 30, 1923 |page=8 |via=Newspapers.com}} {{open access}}

On January 2, 1923, some off-peak trips were extended through the Boylston Street Subway to the surface station at {{bts|Kenmore}}; all-day service began on October 10.{{cite news |url=https://www.newspapers.com/clip/52214396/the-boston-globe/ |title=Large Gains Shown by Elevated Road |newspaper=Boston Globe |date=December 17, 1922 |page=7 |via=Newspapers.com}} {{open access}}{{cite news |url=https://www.newspapers.com/clip/52220671/the-boston-globe/ |title=Lechmere-Kenmore Train Service All Day |newspaper=Boston Globe |date=October 5, 1923 |page=10 |via=Newspapers.com}} {{open access}} Most trips were extended along the Beacon Street line to {{bts|Washington Square}} on December 14, 1929.{{cite news |url=https://www.newspapers.com/clip/52221048/the-boston-globe/ |title=Added "L" Service on Beacon-St Line |newspaper=Boston Globe |date=December 13, 1929 |page=19 |via=Newspapers.com}} {{open access}} The Washington Street service was cut back to Kenmore in June 1930 but resumed that September.{{cite news |url=https://www.newspapers.com/clip/52222222/the-boston-globe/ |title=Several Changes in "L" Service Effective Today |newspaper=Boston Globe |date=June 7, 1930 |page=9 |via=Newspapers.com}} {{open access}}{{cite news |url=https://www.newspapers.com/clip/52226295/the-boston-globe/ |title=Crash of Trolleys Blocks Governor Sq |newspaper=Boston Globe |date=July 25, 1930 |page=8 |via=Newspapers.com}} {{open access}} On February 7, 1931, all regular 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.{{cite journal |title=Boston's Main Line El: The Formative Years 1879-1908 |first=George Jr. |last=Chasson |journal=Headlights |publisher=Electric Railroader's Association |volume=49 |year=1987 |editor=Lonto, Arthur J. |pages=25–26}}{{cite news |url=https://www.newspapers.com/clip/38891556/the_boston_globe/ |title=Lake St, Reservoir, to Lechmere trains |date=February 5, 1931 |newspaper=Boston Globe |page=7 |via=Newspapers.com}} {{open access}}

File:Outbound transfer station at Lechmere, September 1927.jpg

In 1923, the BERy constructed a brick-and-steel canopy over the northbound (outbound) surface tracks.{{cite book |url=https://archive.org/details/annualreporto19181925bost/page/n213/mode/2up |title=Annual Report of the Public Trustees of the Boston Elevated Railway for the Year Ending December 31, 1923 |page=10 |year=1924 |publisher=Boston Elevated Railway |via=Internet Archive}}{{rp|6}} On October 18, 1924, a prepayment entrance was added to the north end of this shelter. This allowed passengers boarding streetcars (who had not come from the subway) to wait in the station rather than at the next stop.{{cite book |url=https://archive.org/details/annualreporto19181925bost/page/n247/mode/2up |title=Annual Report of the Public Trustees of the Boston Elevated Railway for the Year Ending December 31, 1924 |page=10 |year=1925 |publisher=Boston Elevated Railway |via=Internet Archive}}{{rp|14}} The final streetcars still using the Charles River Dam were night cars, which were routed onto the viaduct on July 26, 1924.{{rp|7}} Bridge Street was widened into the Northern Artery in 1928. The widening was on the south side of the street – except at Lechmere Square, where it was diverted to the north to avoid the streetcar shelter. A track on Bridge Street next to the station, not used for revenue service since the night car diversion in 1924, was kept in service to store extra streetcars during events at the new Boston Garden.{{rp|7}}

Bus service to Lechmere station began on May 9, 1932.{{rp|7}}{{rp|55}}{{efn|A night bus route between Central Square and Scollay Square via Lechmere Square began on May 4, 1930.{{cite news |url=https://www.newspapers.com/clip/97026921/the-boston-globe/ |title="L" Asks for Right to Rawding Lines |newspaper=Boston Globe |date=April 25, 1930 |page=2 |via=Newspapers.com}}{{cite news |url=https://www.newspapers.com/clip/97026822/the-boston-globe/ |title=New Nightly Car–Bus Service to Brighton |newspaper=Boston Globe |date=May 3, 1930 |page=7 |via=Newspapers.com}} The route ran on Cambridge Street and did not enter Lechmere station.{{cite magazine |url=https://archive.org/details/cooperation1119bost/page/124/mode/2up?view=theater |title=A Decade of the Bus on the "El": Part II: Bus Routes of the Last Five Years |magazine=Co-operation |date=August 1932 |page=124 |volume=11 |issue=8 |publisher=Boston Elevated Railway}}}} The first route ran to Lafayette Square via Cambridge and Columbia streets, with a supplemental short turn route on Cambridge Street to Webster Street operated during peak hours. The outbound surface track used by Cambridge Street cars was rebuilt and set in concrete paving to accommodate buses.{{cite magazine |url=https://archive.org/details/cooperation1119bost/page/82/mode/2up |title=Busway Through Lechmere Square |page=85 |magazine=Co-operation |date=June 1932 |volume=11 |issue=6 |publisher=Boston Elevated Railway}}{{cite book |url=https://archive.org/details/annualreportofpu32bost/page/16/mode/2up |title=Fourteenth Annual Report of the Public Trustees of the Boston Elevated Railway for the Year Ended December 31, 1932 |pages=13, 17 |publisher=Boston Elevated Railway |year=1933 |via=Internet Archive}} A Lechmere–Arlington Center bus route was established on July 9, 1932.{{rp|55}}{{cite magazine |url=https://archive.org/details/cooperation1119bost/page/100/mode/2up |title=A Long Bus Route |pages=103–104 |magazine=Co-operation |volume=11 |issue=7 |date=July 1932 |publisher=Boston Elevated Railway}} The Central Square route and its short turn variant were discontinued on October 14, 1933.{{rp|55}} By that time, the Cambridge Street side of Lechmere station had also been paved, with one of the surface car tracks removed.{{cite magazine |url=https://archive.org/details/cooperation1119bost/page/36/mode/2up |title=A Decade of the Bus on the "El": Part VI: Facilities for Passenger Interchange Between Motor Coaches and Rail Lines |page=37 |date=July 1933 |volume=12 |issue=3 |magazine=Co-operation |publisher=Boston Elevated Railway}}

File:Lechmere 1936 track layout.svg

The Harvard–Lechmere streetcar line was converted to trackless trolley (trolleybus) on April 11, 1936 – the first route in what would become an extensive trackless trolley system.{{rp|202}}{{cite news |url=https://www.newspapers.com/clip/97094777/the-boston-globe/ |title=El Tries Out New Trolleys |newspaper=Boston Globe |date=April 11, 1936 |page=9 |via=Newspapers.com}} However, the tracks on Cambridge Street were kept for non-revenue use, as Commonwealth Avenue streetcars were stored at Bennett Street Carhouse.{{cite book |title=Streetcar Lines of the Hub - The 1940s |last=Clarke |first=Bradley H. |year=2003 |publisher=Boston Street Railway Association |isbn=0938315056 |page=}}{{rp|104}} In 1937, part of the inbound shelter was bricked in as a waiting room.{{cite web |url={{MACRIS|CAM.914}} |title=Form F – Structure |date=April 1984 |author=Architectural Preservation Associates |publisher=Massachusetts Bay Transportation Authority |via=Massachusetts Cultural Resource Information System}} The remaining portion of the Charles River Dam tracks was removed in the late 1930s.{{cite book |url=https://bostonintransit.com/collections/boston-elevated-railway-co-track-plans-1936/products/boston-elevated-railway-co-track-plans-1936-plate-16-boston-and-cambridge |title=Boston Elevated Railway Track Lengths of Surface Lines and Subway |chapter=Sheet 16 |date=December 31, 1936 |publisher=Boston Elevated Railway |via=Boston in Transit}}{{rp|104}} Commonwealth Avenue line streetcars were transferred to the expanded Reservoir Carhouse on May 6, 1940, and the Cambridge Street tracks were abandoned.{{rp|115}} Most overnight storage of streetcars in the Lechmere yard also ended at that time, though it resumed from September 14, 1942, to late 1953.{{rp|7}}

In 1940–41, the BERy reassigned its public-facing route numbers.{{rp|27}} The Harvard–Lechmere route was designated as route 69, Arlington Center–Lechmere as route 80, and the Clarendon Hill–Lechmere routes as {{MBTABus|87}} (via Somerville Avenue) and {{MBTABus|88}} (via Highland Avenue).{{citation |title=Boston Elevated Railway System Route Map |title-link=:commons:File:1942 Boston Elevated Railway system map.png |year=1942 |first=Richard F. |last=Lufkin |publisher=Boston Elevated Railway |via=Wikimedia Commons}} On September 3, 1941, the BERy began paving around the remaining surface car tracks at Lechmere station. This allowed for the conversion of routes 87 and 88 to trackless trolley on November 8, 1941.{{rp|137}} The surface tracks at Lechmere station were abandoned, leaving just the loop and yard tracks for subway service.{{rp|104}} The BERy opened a 325-space parking lot on the south side of Cambridge Street on April 23, 1941; it was enlarged to 358 spaces in 1950.{{cite book |url=https://archive.org/details/annualreporto19361942bost/page/n271/mode/2up |title=Twenty-third Annual Report of the Public Trustees of the Boston Elevated Railway: Year Ended December 31, 1941 |page=24 |year=1942 |publisher=Boston Elevated Railway}}{{cite book |url=https://archive.org/details/annualreportofbo1950metr/page/10/mode/2up |page=10 |title=Fourth Annual Report of the Board of Trustees of the Metropolitan Transit Authority |year=1950 |publisher=Metropolitan Transit Authority}}

File:PCCs and trackless trolley at Lechmere - 1960 postcard.jpg

The Metropolitan Transit Authority (MTA) replaced the BERy in 1947.{{rp|17}} Although MTA management generally favored buses over trackless trolley, bus route 80 was converted to trackless trolley on September 12, 1953.{{rp|8}} The MTA began charging for parking at its stations, including Lechmere, on November 2, 1953.{{cite news |url=https://www.newspapers.com/article/the-boston-globe/172415276/ |title=Parks Fill M.T.A. Lots Despite Fee |newspaper=The Boston Globe |date=November 2, 1953 |pages=1, [https://www.newspapers.com/article/the-boston-globe/172301842/ 7] |via=Newspapers.com}}{{cite book |url=https://archive.org/details/annualreportofbo1953metr/page/n12 |pages=5, 6 |title=Seventh Annual Report of the Board of Trustees of the Metropolitan Transit Authority |year=1954 |publisher=Metropolitan Transit Authority}} On November 3, 1961, midday service to Lechmere was replaced with a {{bts|Haymarket}}–Lechmere shuttle, with the Commonwealth Avenue and Beacon Street lines cut back to Park Street and {{bts|North Station|Green}} while the shuttle was running.{{cite news |url=https://www.newspapers.com/clip/97231429/the-boston-globe/ |title=M.T.A. Shuttle To Lechmere |newspaper=Boston Globe |date=November 7, 1961 |page=12 |via=Newspapers.com}} The Riverside Line (opened in 1959) was extended from {{bts|Park Street}} to Lechmere on November 25, 1961; the Commonwealth Avenue and Beacon Street lines were cut back at all times, while the shuttle was discontinued.{{cite news |url=https://www.newspapers.com/clip/97237839/the-boston-globe/ |title=M.T.A. to Change Service on 4 Lines |newspaper=Boston Globe |date=November 16, 1961 |page=50 |via=Newspapers.com}}

On May 25, 1962, the MTA abandoned non-revenue tracks that connected the Canal Street Inline with Everett Shops (the agency's heavy maintenance facility) and Charlestown Neck Carhouse (where many maintenance railcars were stored). A ramp was built inside Lechmere Yard so that streetcars could be loaded onto trucks for transfer to Everett. Some work cars were also stored in Lechmere Yard.{{rp|8}} Routes 69, 80, 87, and 88 were all converted from trackless trolley to diesel bus on March 31, 1963.{{rp|201}}{{rp|8}} In early 1964, the north end of the yard was paved. This allowed buses on routes 80, 87, and 88 to reach the inbound busway directly from Bridge Street, eliminating the jog on Third and Cambridge streets.{{rp|8}}

The Massachusetts Bay Transportation Authority (MBTA) replaced the MTA in August 1964. On August 26, 1965, the MBTA assigned color names to the rapid transit lines, with the Tremont Street Subway-based streetcar lines becoming the Green Line. The western branches were assigned letters A through E in 1967. The Commonwealth Avenue line became the B branch, the Beacon Street line the C branch, and the Riverside Line the D branch. After the 1964 opening of a loop at {{bts|Government Center}}, which gave the MBTA four downtown terminals for Green Line branches, the MBTA more frequently switched which lines ran to which downtown terminals to match passenger demands and other operational needs. The C branch was extended to Lechmere on March 25, 1967, joining the D branch. On March 25, 1974, the B branch was extended back to Lechmere and the D branch cut to North Station; for the next decade, the B, C, and D branches frequently were switched between Lechmere and other termini.

The practice of routing inbound buses through Lechmere Yard was ended in the late 1970s, likely when the Boeing LRVs (which were larger and heavier than previous streetcars) began operating on the Green Line.{{rp|8}} Around 1980, a new parking lot was opened on the north side of Bridge Street to allow for redevelopment of the old lot.{{cite book |url=https://archive.org/details/annualreportmass9819mass/page/n37/mode/2up |title=Annual Report 1981 |year=1981 |page=28 |publisher=Massachusetts Bay Transportation Authority}} On January 2, 1983, for the first time in the station's history, trains from Huntington Avenue (the E branch) began serving Lechmere. They were extended from Park Street to Lechmere during rush hours and midday, with the D branch cut back to Government Center at those hours. On February 11, 1983, the E branch was shut down by snow for several days; a Government Center–Lechmere shuttle ran in its stead, joined by some D branch service on March 26.

File:Trains at Lechmere station, August 2018.JPG

On January 20, 1984, a fire destroyed the wooden approach trestles to the North Station drawbridges. A temporary terminal for the Fitchburg Line and Lowell Line{{efn|The Ipswich/Rockport Line originally used this terminal as well. However, it switched to a platform at Sullivan Square station on the Orange Line several weeks later to ease congestion on the Green Line.{{cite news |url=https://www.newspapers.com/clip/97438765/the-boston-globe/ |title=MBTA revising commuting pattern for passengers from north of Boston |first=Chris |last=Chinlund |newspaper=Boston Globe |date=January 27, 1984 |pages=17, [https://www.newspapers.com/clip/97438703/the-boston-globe/ 19] |via=Newspapers.com}} The Merrimack Valley Line initially terminated at {{bts|Malden Center}}, then at {{bts|Oak Grove}} after February 15, and never used the temporary terminal.{{cite news |url=https://www.newspapers.com/clip/97374446/the-boston-globe/ |title=MBTA reroutes commuters |newspaper=Boston Globe |date=February 16, 1984 |page=39 |via=Newspapers.com}}}} – with a large tent erected next to the tracks as a waiting room – was set up just north of the bridges.{{cite news |url=https://www.newspapers.com/clip/97437884/the-boston-globe/ |title=Under the Big Top |newspaper=Boston Globe |date=January 25, 1984 |page=56 |via=Newspapers.com}}{{efn|The Lynch Family Skatepark now occupies this site.}} Riders were bused between the temporary terminal and Lechmere station, with free fares for inbound passengers at Lechmere.{{cite news |url=https://www.newspapers.com/clip/97438459/the-boston-globe/ |title=What's in store for B&M riders |first=Paul |last=Langner |newspaper=Boston Globe |date=January 23, 1984 |pages=17, [https://www.newspapers.com/clip/97438477/the-boston-globe/ 18] |via=Newspapers.com}} All peak Lechmere service was operated as Government Center–Lechmere shuttles to handle the load. North Station reopened on April 20, 1985, with no change to Green Line service.{{cite news |url=https://www.newspapers.com/clip/97438265/the-boston-globe/ |title=T rail service resumes at North Station |newspaper=Boston Globe |date=April 21, 1985 |first=Douglas S. |last=Crocket |pages=29, [https://www.newspapers.com/clip/97438275/the-boston-globe/ 30] |via=Newspapers.com}}

Revenue equipment was stored in Lechmere Yard beginning in December 1984. The ramp, largely disused after heavy maintenance shops at {{bts|Riverside}} opened in 1976, was removed in the late 1980s to make room for additional storage tracks.{{rp|8}} From December 28, 1985, to July 25, 1986, additional shuttle service ran between Lechmere and Kenmore. (This provided the first direct peak service between Lechmere and much of the subway since January 1984.) Most E branch service resumed to Lechmere on July 26, 1986. The remaining Lechmere–Government Center shuttles were replaced with an extension of D branch service to Lechmere on June 21, 1997. Around 2000, portable lifts were added at Lechmere as a temporary accessibility measure, along with a wooden mini-high platform on the inbound side.{{cite web |archive-url=https://web.archive.org/web/20120220063458/http://www.bostonmpo.org/bostonmpo/pmt-old/PMT-1.pdf |archive-date=February 20, 2012 |url=http://www.bostonmpo.org/bostonmpo/pmt-old/PMT-1.pdf |title=Executive Summary |work=Program of Mass Transportation |date=January 2004 |publisher=Boston Regional Metropolitan Planning Organization |page=2{{hyphen}}9}}

On June 25, 2004, service between Lechmere and North Station was suspended as the Causeway Street Elevated was removed, and the surface and elevated platforms at North Station were consolidated into a new underground "superstation". A Government Center–Lechmere shuttle bus was operated. Unlike during previous bus substitutions, which took place largely during evenings and weekends, bus operations at Lechmere were modified to accommodate the number of shuttle buses needed. The shuttle buses used the inbound busway, while regular bus service used only the outbound busway, with those buses operating in the reverse of the usual direction.{{rp|10}} Green Line E branch service to Lechmere resumed on November 12, 2005, with buses returned to their previous routing at the station.{{cite press release |url=https://www.mbta.com/news/2005-11-04/effective-saturday-november-12th-green-line-service-lechmere-and-science-park |title=Effective Saturday, November 12th, Green Line Service To Lechmere and Science Park Stations To Resume |publisher=Massachusetts Bay Transportation Authority |date=November 4, 2005}}

Service past North Station was replaced with North Station–Lechmere buses from April 30 to November 4, 2011, as {{bts|Science Park}} was rebuilt.{{cite web |url=http://www.mbta.com/about_the_mbta/t_projects/default.asp?id=14747 |publisher=Massachusetts Bay Transportation Authority |title=Science Park/West End Improvement Project |archive-url=https://web.archive.org/web/20120105030618/http://www.mbta.com/about_the_mbta/t_projects/default.asp?id=14747 |archive-date=January 5, 2012}}{{cite news |url=http://archive.boston.com/news/local/massachusetts/articles/2011/11/03/trolley_service_to_resume_as_project_ends/ |title=Trolley service to resume as project ends |newspaper=Boston Globe |date=November 3, 2011 |access-date=March 13, 2022}} The same bus routings as the 2004–05 closure were used. However, after the station reopened, buses continued to use only the outbound busway. This routing was deemed safer by the MBTA due to the fewer turns, though it was "extremely inconvenient to inbound passengers".{{rp|10}}

{{Image frame|content={{Lechmere timeline}}|caption=Timeline of which subway services have terminated at Lechmere since 1922|align=left|mode=scrollable}}

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| caption = Map showing the 1926-proposed extensions northwest from Lechmere (at left)

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In June 1922, several weeks before Lechmere station opened, the BERy proposed three new radial subways. One was to run northwest from Lechmere through Somerville and South Medford.{{Cite news |date=June 25, 1922 |title=Three New Subways Planned |page=71 |work=Boston Globe |url=https://www.newspapers.com/clip/52404512/the-boston-globe/ |via=Newspapers.com}} In 1924, the BERy indicated that Lechmere was "not fitted to be a permanent transfer station, and while being used as such must fail to satisfy", recommending an extension to a larger transfer station.{{cite book |url=https://archive.org/details/annualreporto19181925bost/page/n217/mode/2up |page=14 |title=Annual Report of the Public Trustees of the Boston Elevated Railway for the Year ending December 31, 1923 |year=1924 |publisher=Boston Elevated Railway}} The Report on Improved Transportation Facilities, published by the Boston Division of Metropolitan Planning in 1926, recommended conversion of the Tremont Street subway to Maverick Square–Warren Street, Brighton and Lechmere Square–Brigham Circle, Roxbury rapid transit routes. Among the secondary priorities was an extension from Lechmere to North Cambridge, with several possible branches; it would have run in a dedicated median in the Northern Artery from Lechmere to Winter Hill, alongside the B&M Southern Division tracks to Somerville Junction, then followed the Fitchburg Cutoff to North Cambridge.{{Cite web |last=Central Transportation Planning Staff |date=November 15, 1993 |title=The Transportation Plan for the Boston Region - Volume 2 |url=http://ntl.bts.gov/DOCS/boston.html |url-status=dead |archive-url=https://web.archive.org/web/20010505072732/http://ntl.bts.gov/DOCS/boston.html |archive-date=May 5, 2001 |publisher=National Transportation Library}}{{Cite book |title=Report on Improved Transportation Facilities in Boston |date=December 1926 |publisher=Division of Metropolitan Planning |pages=6, 7, 34, 35 |hdl=2027/mdp.39015049422689}} Variations on this plan were proposed several times during the 1930s, including subway extensions from {{bts|Haymarket}} or {{bts|Bowdoin}} to replace the Lechmere Viaduct.{{Cite news |date=February 27, 1935 |title=Rapid Transit Project Urged |page=28 |work=Boston Globe |url=https://www.newspapers.com/clip/50893896/the-boston-globe/ |via=Newspapers.com}}{{Cite news |date=December 29, 1938 |title=Rapid Transit Line Proposed from Boston to Arlington |page=5 |work=Boston Globe |url=https://www.newspapers.com/clip/83380860/the-boston-globe/ |via=Newspapers.com}}

In 1943, the state legislature appointed a commission headed by Arthur W. Coolidge to plan for the future of transit in the Boston region. The 1945 and 1947 reports from the Coolidge Commission recommended nine suburban rapid transit extensions – most similar to the 1926 plan – along existing railroad lines.{{rp|16}}{{Citation |last1=Boston Elevated Railway |title=Air View: Present Rapid Transit System – Boston Elevated Railway and Proposed Extensions of Rapid Transit into Suburban Boston |date=April 1945 |last2=Massachusetts Department of Public Utilities |title-link=:commons:File:1945 BERy extensions map.jpg |via=Wikimedia Commons}}{{Cite news |last=Lyons |first=Louis M. |date=April 29, 1945 |title=El on Railroad Lines Unified Transit Plan |pages=1, [https://www.newspapers.com/clip/83587536/the-boston-globe/ 14] |work=Boston Globe |url=https://www.newspapers.com/clip/83587444/the-boston-globe/ |via=Newspapers.com}} The proposed extension from Lechmere to Woburn followed the same alignment as the 1926 plan, albeit using an extended elevated structure rather than a subway north of Lechmere.{{Cite book |last=Metropolitan Transit Recess Commission |url=https://archive.org/details/reportofmetropol00mass |title=Report of the Metropolitan Transit Recess Commission |date=April 1, 1947 |publisher=Commonwealth of Massachusetts |via=Internet Archive}} The 1962 North Terminal Area Study, claiming that the 1959 Highland Branch conversion showed that PCC streetcars were inadequate for suburban rapid transit service, recommended that the elevated Lechmere–North Station segment be abandoned. The Main Line (now the Orange Line) was to be relocated along the B&M Western Route with branches to Woburn or Arlington via the Southern Division.{{Cite book |last=Barton-Aschman Associates |url=https://archive.org/details/northterminalare00bart |title=North Terminal Area Study |date=August 1962 |pages=51, 59–61 |via=Internet Archive}}{{efn|The MTA proposed to close Lechmere on weekends beginning June 23, 1962, but this was cancelled after opposition from the state legislature.{{cite news |url=https://www.newspapers.com/clip/74699989/the-boston-globe/ |title=New Bus Routes Asked by MTA in E. Cambridge |newspaper=Boston Globe |date=April 20, 1962 |page=2 |via=Newspapers.com}}{{cite news |url=https://www.newspapers.com/clip/97592008/the-boston-globe/ |title=At the State House: House Votes to Bar MTA Lechmere Cut |newspaper=Boston Globe |date=April 19, 1962 |page=35 |via=Newspapers.com}}{{cite news |url=https://www.newspapers.com/clip/97855734/the-boston-globe/ |title=Lechmere Station Closing Deferred |newspaper=Boston Globe |date=May 29, 1962 |page=4 |via=Newspapers.com}}}}

The 1966 Program for Mass Transportation, the MBTA's first long-range plan, listed an approximately {{convert|1|mile|adj=on}} extension from Lechmere to Washington Street as an immediate priority. A second phase of the project would extend Green Line service from Washington Street to Mystic Valley Parkway (Route 16) or {{bts|West Medford}}.{{Cite book |url=https://archive.org/details/comprehensivedev00mass/page/n87/mode/2up |title=A Comprehensive Development Program for Public Transportation in the Massachusetts Bay Area |publisher=Massachusetts Bay Transportation Authority |year=1966 |pages=V-20 – V-23 |via=Internet Archive}} An extension from Lechmere to Somerville or Medford was listed as low priority in several 1970s and early 1980s due to the addition of Davis station to the Red Line Northwest Extension, which opened in 1984. Plans in 1978 for redevelopment of the Lechmere Canal area called for a new elevated station on the east side of the O'Brien Highway. It was to have a {{convert|200|feet|adj=on}}-wide deck, which included a busway loop for cross-platform transfers to Green Line trains.{{cite book |url=https://books.google.com/books?id=oeU3AQAAMAAJ&pg=PA43 |title=Environmental Impact Statement/Report: Lechmere Canal and Triangle Area Development Project |page=43 |author=City of Cambridge, Community Development Department |date=1979 |publisher=United States Department of Housing and Urban Development}}

File:1978 Lechmere relocation plans.jpg

In 1980, the MBTA began a study of the "Green Line Northwest Corridor" (from {{bts|Haymarket}} to Medford) with three area of focus: replacement of the Causeway Street elevated, replacement of Lechmere station, and extension beyond Lechmere.{{Cite journal |last=McCarthy |first=James D. |title=Boston's Light Rail Transit Prepares for the Next Hundred Years |url=http://onlinepubs.trb.org/Onlinepubs/sr/sr221/221-019.pdf |journal=Special Report 221: Light Rail Transit: New System Successes at Affordable Prices |publisher=Transportation Research Board |pages=286–308 |year=1988 |issn=0360-859X}}{{rp|293}} An evaluation report for the extension was published in 1981 and updated in 1984. Alternatives recommended for further evaluation included a Green Line extension to Tufts, a Green Line extension to {{bts|Union Square|Green|D}}, and a busway to Tufts and Davis.{{Cite web |date=June 3, 2004 |title=Beyond Lechmere Northwest Corridor Project Project History |url=https://www.somervillestep.org/files/GreenAdvisory_ProjectHistory_060304.pdf |publisher=Somerville Transportation Equity Partnership}}{{rp|308}} Later in the 1980s, the MBTA made plans to relocate Lechmere station as a precursor to an extension. A new elevated station would be located at the same site as the 1970s plans, with a new vehicle storage yard and maintenance facility to the north.{{rp|301}} The project was not pursued due to lack of available funding.{{Cite book |last=Vanasse Hangen Brustlin, Inc |url=https://web.archive.org/web/20160705134151/http://greenlineextension.eot.state.ma.us/docs_beyondLechmere.html |title=Beyond Lechmere Northwest Corridor Study: Major Investment Study/Alternatives Analysis |date=August 2005 |publisher=Massachusetts Bay Transportation Authority |page=2 |chapter=Introduction |chapter-url=http://greenlineextension.eot.state.ma.us/documents/beyondLechmere/MIS8-05-Chapter1.pdf |archiveurl=https://web.archive.org/web/20160705151118/http://greenlineextension.eot.state.ma.us/documents/beyondLechmere/MIS8-05-Chapter1.pdf |archivedate=July 5, 2016}}{{cbignore}}

In 1991, the state agreed to build a set of transit projects as part of the settlement of a lawsuit by the Conservation Law Foundation (CLF) over auto emissions from the Central Artery/Tunnel Project (Big Dig). Among these projects was a "Green Line Extension To Ball Square/Tufts University", to be complete by the end of 2011.{{Cite journal |last=United States Environmental Protection Agency |date=October 4, 1994 |title=Approval and Promulgation of Air Quality Implementation Plans; Massachusetts—Amendment to Massachusetts' SIP (for Ozone and for Carbon Monoxide) for Transit Systems Improvements and High Occupancy Vehicle Facilities in the Metropolitan Boston Air Pollution Control District) |url=https://www.federalregister.gov/citation/59-FR-50498 |journal=Federal Register |volume=59 FR 50498}} In 1999, Guilford Transportation Industries (GTI) proposed to develop {{convert|50|acres}} of disused railroad yards on the east side of Lechmere Square. GTI and the MBTA reached an agreement under which GTI would construct a new Lechmere station and maintenance facility – similar to the late 1980s proposal – as a precursor to the extension project. In return, GTI would receive rights to redevelop the site of the surface station.{{cite news |url=https://www.newspapers.com/clip/97645515/the-boston-globe/ |first=Peter J. |last=Howe |title=Lechmere development plan drawing fire |newspaper=Boston Globe |date=August 3, 1999 |page=39 |via=Newspapers.com}} The deal between the MBTA and GTI was criticized by Cambridge officials for its secrecy, while existing residents were concerned that the relocated station would require a difficult crossing of O'Brien Highway for pedestrians from East Cambridge.{{cite news |url=https://www.newspapers.com/clip/97647478/the-boston-globe/ |title=Cambridge neighbors cool to $1.2b building plan |first=Anthony |last=Flint |newspaper=Boston Globe |date=November 18, 2001 |pages=B1, [https://www.newspapers.com/clip/97647528/the-boston-globe/ B7] |via=Newspapers.com}}

After a 2005 lawsuit by the city of Somerville and the CLF, the state began planning of the Green Line Extension (GLX), including a second branch from Lechmere to {{bts|Union Square|Green|E}}.{{Cite news |last=Daniel |first=Mac |date=May 19, 2005 |title=$770m transit plans announced |pages=B1, [https://www.newspapers.com/clip/83909659/the-boston-globe/ B4] |work=Boston Globe |url=https://www.newspapers.com/clip/83909630/the-boston-globe/ |via=Newspapers.com}} By 2006, plans for the development (NorthPoint) called for a $70 million Lechmere station to open in 2010. The elevated station was to have a half-cylinder glass canopy, with an office building constructed over its northern end. It would initially be named "Lechmere at NorthPoint", though the developer hoped to rename it simply "NorthPoint".{{cite web |archive-url=https://web.archive.org/web/20060623075911/http://northpointcambridge.com/vision_siteplan_transportation.html |archive-date=June 23, 2006 |url=http://northpointcambridge.com/vision_siteplan_transportation.html |title=Public Transportation |date=2006 |publisher=Spaulding & Slye |work=NorthPoint}}{{cite news |url=https://www.newspapers.com/clip/97649755/the-boston-globe/ |title=The train comes to NorthPoint |first=Thomas C. Jr. |last=Palmer |newspaper=Boston Globe |date=October 23, 2006 |pages=E1, [https://www.newspapers.com/clip/97649992/the-boston-globe/ E4] |via=Newspapers.com}} In 2007, the development stalled due to disagreements between the two firms involved.{{cite news |url=https://www.newspapers.com/clip/97650654/the-boston-globe/ |title=Feuding owners aim to sell NorthPoint |newspaper=Boston Globe |first=Thomas C. Jr. |last=Palmer |date=July 25, 2007 |pages=D1, [https://www.newspapers.com/clip/97650679/the-boston-globe/ D4] |via=Newspapers.com}} With the relocated station in jeopardy, the state took over station planning and incorporated it into GLX planning.{{Cite book |url=https://web.archive.org/web/20160705134146/http://greenlineextension.eot.state.ma.us/docs_draftEIR.html |title=Green Line Extension Project Draft Environmental Impact Report / Environmental Assessment and Section 4(f) Statement |date=October 2009 |publisher=Massachusetts Executive Office of Transportation and Public Works; Federal Transit Administration |chapter=Chapter 3: Alternatives |chapter-url=http://greenlineextension.eot.state.ma.us/documents/draftEIR/Vol1Text/10_DEIR_EA_V1_CH3_Alts.pdf |archive-url=https://web.archive.org/web/20160705144443/http://greenlineextension.eot.state.ma.us/documents/draftEIR/Vol1Text/10_DEIR_EA_V1_CH3_Alts.pdf |archive-date=July 5, 2016}}{{cbignore}}{{rp|62}}

Lechmere was a proposed stop on the Urban Ring – a circumferential bus rapid transit line designed to connect the existing radial MBTA rail lines to reduce overcrowding in the downtown stations.{{cite web |archive-url=https://web.archive.org/web/20110708181035/https://www.commentmgr.com/projects/1169/docs/URnews0105c.pdf |archive-date=July 8, 2011 |url=https://www.commentmgr.com/projects/1169/docs/URnews0105c.pdf |title=Urban Ring Phase 2 Fact Sheet |date=January 2009 |publisher=Massachusetts Department of Transportation}} Under draft plans released in 2008, the Urban Ring would have approached Lechmere Square from the north on a dedicated bridge over the MBTA Commuter Rail Maintenance Facility, continuing on Morgan Avenue and First Street. Platforms would have been located near Water Street under the relocated Green Line station.{{cite web |archive-url=https://web.archive.org/web/20170514232004/http://www.massdot.state.ma.us/theurbanring/downloads/Plan_Profile_Drawings.pdf |archive-date=May 14, 2017 |url=http://www.massdot.state.ma.us/theurbanring/downloads/Plan_Profile_Drawings.pdf |title=The Urban Ring Phase 2: Revised Draft Environmental Impact Report/Statement |publisher=Massachusetts Executive Office of Transportation |date=November 2008}} The project was cancelled in 2010.{{cite web |url=http://eeaonline.eea.state.ma.us/EEA/emepa/mepadocs/2010/012710em/pn/14.pdf |title=Re: Urban Ring Phase 2, EOEEA #12565 |date=January 22, 2010 |last=Mullan |first=Jeffery B. |publisher=Massachusetts Executive Office of Energy and Environmental Affairs}}

The draft environmental impact report (DEIR) was released in October 2009. Preliminary plans in the DEIR kept the location and arched canopy of the previous design, though without the building above. The main headhouse would be located north of First Street at the north end of the platform, with only secondary egress at the southern end. A one-way southbound busway would run from Water Street to First Street, and two parking lots would replace the existing lot.{{rp|47}}{{Cite book |url=https://web.archive.org/web/20160705134146/http://greenlineextension.eot.state.ma.us/docs_draftEIR.html |title=Green Line Extension Project Draft Environmental Impact Report / Environmental Assessment and Section 4(f) Statement |date=October 2009 |publisher=Massachusetts Executive Office of Transportation and Public Works; Federal Transit Administration |chapter=Chapter 3: Alternatives |chapter-url=http://greenlineextension.eot.state.ma.us/documents/draftEIR/Vol1Text/10_DEIR_EA_V1_CH3_Alts.pdf |archive-url=https://web.archive.org/web/20160705144443/http://greenlineextension.eot.state.ma.us/documents/draftEIR/Vol1Text/10_DEIR_EA_V1_CH3_Alts.pdf |archive-date=July 5, 2016}}{{cbignore}} Figures [https://web.archive.org/web/20160705144635/http://greenlineextension.eot.state.ma.us/documents/draftEIR/Vol2Fig/027_DEIR_EA_V2_Fig3_7-2LechmereLayout.pdf 3.7-2], [https://web.archive.org/web/20160705144640/http://greenlineextension.eot.state.ma.us/documents/draftEIR/Vol2Fig/028_DEIR_EA_V2_Fig3_7-3Lechmere_Plan.pdf 3.7-3], [https://web.archive.org/web/20160705144643/http://greenlineextension.eot.state.ma.us/documents/draftEIR/Vol2Fig/029_DEIR_EA_V2_Fig3_7-4LechmereCirculation.pdf 3.7-4], and [https://web.archive.org/web/20160705144652/http://greenlineextension.eot.state.ma.us/documents/draftEIR/Vol2Fig/030_DEIR_EA_V2_Fig3_7-5LechmereElevation.pdf 3.7-5]. The final environmental impact report was released in July 2010. Changes from the DEIR included a redesigned headhouse, a reduction in the platform length from {{convert|450|feet}} to {{convert|225|feet}}, fewer parking spaces, and realignment of the busway into a loop accessed from Water Street.{{Cite book |url=https://web.archive.org/web/20160705134140/http://greenlineextension.eot.state.ma.us/docs_finalEIR.html |title=Green Line Extension Project Final Environmental Impact Report |date=June 2010 |publisher=Massachusetts Executive Office of Transportation and Public Works; Federal Transit Administration |chapter=Chapter 5: Lechmere Station |chapter-url=http://greenlineextension.eot.state.ma.us/documents/FinalEIR/vol1/03_GLX_FEIR_V1_Chap1_to_9.pdf |archive-url=https://web.archive.org/web/20160705141946/http://greenlineextension.eot.state.ma.us/documents/FinalEIR/vol1/03_GLX_FEIR_V1_Chap1_to_9.pdf|archive-date=July 5, 2016}}{{cbignore}} See also [https://web.archive.org/web/20160705142019/http://greenlineextension.eot.state.ma.us/documents/FinalEIR/vol1/07_GLX_FEIR_V1_Fig5-1_to_5-6b.pdf Figure 5.1]

In July 2010, the Massachusetts Department of Transportation (MassDOT) announced that the project was delayed to October 2015.{{cite news |url=https://www.newspapers.com/clip/87456626/the-boston-globe/ |title=Starts and Stops: Long-awaited Green Line extension to Somerville, Medford delayed again |newspaper=Boston Globe |first= Eric |last=Moskowitz |date=July 11, 2010 |page=B2 |via=Newspapers.com}} In November 2010, the MBTA reached an agreement with Pan Am Railways (formerly GTI) and the NorthPoint developers under which the MBTA would receive property on the east side of O'Brien Highway needed for the new Lechmere station; in return, Pan Am would receive the existing Lechmere station site for redevelopment. The agreement, which also included MBTA trackage rights on the Worcester Branch and in New Hampshire, was amended in January 2011 and finalized that March.{{cite web |archiveurl=https://web.archive.org/web/20160705132622/http://greenlineextension.eot.state.ma.us/documents/about/Topics/AmendedLandXchgAgmt020711.pdf |archivedate=July 5, 2016 |url=http://greenlineextension.eot.state.ma.us/documents/about/Topics/AmendedLandXchgAgmt020711.pdf |date=January 4, 2011 |title=Amended and Restated Development and Land Exchange Agreement |publisher=Massachusetts Department of Transportation}}{{cite press release |url=https://blog.mass.gov/transportation/mbta/mbta-new-lechmere-station-spurs-development/ |title=New Lechmere Station Spurs Development |date=March 3, 2011 |publisher=Massachusetts Department of Transportation |access-date=March 17, 2022 |archive-date=October 20, 2021 |archive-url=https://web.archive.org/web/20211020221551/https://blog.mass.gov/transportation/mbta/mbta-new-lechmere-station-spurs-development/ |url-status=dead }} By June 2011, the planned arched canopy over the platform and tracks had been replaced with a simpler canopy over the platform.{{cite web |archive-url=https://web.archive.org/web/20160705135814/http://greenlineextension.eot.state.ma.us/documents/PubMtgs/StaWrkshps2011/LechmerePres062911.pdf |archive-date=July 5, 2016 |url=http://greenlineextension.eot.state.ma.us/documents/PubMtgs/StaWrkshps2011/LechmerePres062911.pdf |page=23 |title=Station Design Workshop: Lechmere Station |date=June 29, 2011 |publisher=Massachusetts Department of Transportation}} Wind shields on the platform were added to the design later that year.{{cite web |archive-url=https://web.archive.org/web/20160705135724/http://greenlineextension.eot.state.ma.us/documents/PubMtgs/StaWrkshps2011/Lechmere_MtgMinutes_12142011.pdf |archive-date=July 5, 2016 |url=http://greenlineextension.eot.state.ma.us/documents/PubMtgs/StaWrkshps2011/Lechmere_MtgMinutes_12142011.pdf |page=4 |title=Lechmere Station Meeting – Kennedy/Longfellow School, Somerville, 158 Spring Street, Cambridge, MA – December 14, 2011 |date=December 20, 2011 |first1=Karen |last1=Arpino-Shaffer |first2=Beverly |last2=Johnson |publisher=Massachusetts Department of Transportation}} An additional delay, with service beginning between late 2018 and 2020, was announced in August 2011.{{cite news |url=https://www.newspapers.com/clip/87455079/the-boston-globe/ |title=Green Line extension put off until 2018 |first=Matt |last=Byrne |newspaper=Boston Globe |date=August 2, 2011 |page=B2 |via=Newspapers.com}}

The City of Somerville, MassDOT, and the MBTA reached an agreement in August 2012 to open the Union Square Branch and Lechmere station by early 2017, with construction to begin in 2014.{{cite press release |url=https://www.somervillema.gov/news/city-massdot-mbta-sign-pact-green-line-station-development-union-square |title=City, MassDOT, MBTA Sign Pact on Green Line Station Development for Union Square |date=August 9, 2012 |publisher=City of Somerville}}{{cite news |url=https://www.newspapers.com/clip/87459487/the-boston-globe/ |title=Union Square site for T station |first=Matt |last=Byrne |newspaper=Boston Globe |date=August 9, 2012 |page=NO3 |via=Newspapers.com}} In September 2013, MassDOT awarded a $393 million (equivalent to ${{inflation|US-GDP|393|2013}} million in {{inflation year|US-GDP}}), 51-month contract for the construction of Phase 2/2A – Lechmere station, the Union Square Branch, and the first segment of the Medford Branch to Washington Street station – with the stations to open in early 2017.{{Cite news |last=Orchard |first=Chris |date=September 25, 2013 |title=$393 Million Approved to Bring Green Line to Union Square, Washington Street |work=Somerville Patch |url=http://somerville.patch.com/groups/politics-and-elections/p/393-million-approved-to-bring-green-line-to-union-square-washington-street |access-date=September 26, 2013}}{{Cite news |date=September 26, 2013 |title=State approves $393m for three new stations on Green Line |work=The Boston Globe |url=https://www.boston.com/yourtown/news/somerville/2013/09/state_approves_393m_for_three_new_stations_on_green_line.html |archive-url=https://web.archive.org/web/20130927021244/https://www.boston.com/yourtown/news/somerville/2013/09/state_approves_393m_for_three_new_stations_on_green_line.html |archive-date=September 27, 2013}} Updated plans presented in June 2013 replaced the secondary egress with a second headhouse south of East Street. The platform was extended back to 450 feet, and the parking was moved to the north to allow development adjacent to the station.{{cite web |url=http://greenlineextension.eot.state.ma.us/documents/PubMtgs/staDesign/Lechmere_Presentation061813.pdf |archive-url=https://web.archive.org/web/20160705135522/http://greenlineextension.eot.state.ma.us/documents/PubMtgs/staDesign/Lechmere_Presentation061813.pdf |archive-date=July 5, 2016 |pages=21, 24 |title=Lechmere Station |date=June 18, 2013 |publisher=Massachusetts Department of Transportation}}{{cite web |url=http://greenlineextension.eot.state.ma.us/documents/PubMtgs/staDesign/Lechmere_Minutes061813.pdf |archive-url=https://web.archive.org/web/20160705135536/http://greenlineextension.eot.state.ma.us/documents/PubMtgs/staDesign/Lechmere_Minutes061813.pdf |archive-date=July 5, 2016 |title=Public Meeting – Summary Minutes |date=June 18, 2013 |publisher=Massachusetts Department of Transportation}} Design of the station was completed in late 2014.{{cite web |archive-url=https://web.archive.org/web/20160705135029/http://greenlineextension.eot.state.ma.us/documents/PubMtgs/staDesign/presentation_102814.pdf |archive-date=July 5, 2016 |url=http://greenlineextension.eot.state.ma.us/documents/PubMtgs/staDesign/presentation_102814.pdf |title=Lechmere Station |date=October 28, 2014 |page=7 |publisher=Massachusetts Department of Transportation}}

In August 2015, the MBTA disclosed that project costs had increased substantially, with Phase 2A rising from $387 million to $898 million.{{cite news |url=https://www.wbur.org/news/2015/08/24/ballooning-cost-green-line |title=Ballooning Cost Throws Future Of Green Line Extension Into Question |newspaper=WBUR |first=Andy |last=Metzger |date=August 24, 2015}} This triggered a wholesale re-evaluation of the GLX project. In December 2015, the MBTA ended its contracts with four firms. Construction work in progress continued, but no new contracts were awarded.{{cite news |url=https://www.wbur.org/news/2015/12/10/green-line-extension-contracts |title=MBTA Ending Several Contracts Associated With Green Line Extension Project |newspaper=WBUR |date=December 10, 2015 |first=Abby Elizabeth |last=Conway}} At that time, cancellation of the project was considered possible, as were elimination of the Union Square Branch and other cost reduction measures.{{cite news |url=https://www.wbur.org/news/2015/12/09/green-line-extension-what-to-do |title=Axing Green Line Extension Still On The Table, Pollack Says |newspaper=WBUR |date=December 9, 2015 |first=Abby Elizabeth |last=Conway}}{{cite web |url=https://old.mbta.com/uploadedfiles/About_the_T/Board_Meetings/2015%2012%2009%20GLX%20VE%20MassDOT%20and%20FMC%20Boards%20ISSUE%20FINAL%20copy.pdf |title=Cost Reduction Opportunities |author=Arup |date=December 9, 2015 |publisher=Massachusetts Bay Transportation Agency}} In May 2016, the MassDOT and MBTA boards approved a modified project that had undergone value engineering to reduce its cost. Stations were simplified to resemble D branch surface stations rather than full rapid transit stations, with canopies, faregates, escalators, and some elevators removed. Lechmere station retained its redundant elevators due to the elevation of the platform, but escalators were removed. The platform canopy was replaced with four bus-stop-style shelters.{{cite book |title=Interim Project Management Team Report: Green Line Extension Project |url=https://old.mbta.com/uploadedfiles/About_the_T/Board_Meetings/GLXBOARDREPORTFINALv2.pdf |publisher=MBTA Fiscal and Management Control Board and the MassDOT Board of Directors |date=May 9, 2016 |pages=5, 44}}{{Cite web |date=May 10, 2016 |title=State OK's a cut-down Green Line extension |url=https://www.newspapers.com/clip/89356496/the-boston-globe/ |first=Nicole |last=Dungca |newspaper=Boston Globe |pages=A1, [https://www.newspapers.com/clip/89356514/the-boston-globe/ A9] |via=Newspapers.com}}

In December 2016, the MBTA announced a new planned opening date of 2021 for the extension.{{cite news |last=Dungca |first=Nicole |date=December 7, 2016 |title=New Green Line stations are delayed until 2021 |url=https://www.bostonglobe.com/metro/2016/12/07/new-green-line-stations-opening-delayed/S9Gc1c6PtbiSz7Wj3FVKkM/story.html |newspaper=Boston Globe |archive-url=https://web.archive.org/web/20161209145509/https://www.bostonglobe.com/metro/2016/12/07/new-green-line-stations-opening-delayed/S9Gc1c6PtbiSz7Wj3FVKkM/story.html |archive-date=December 9, 2016}} A design-build contract for the GLX was awarded in November 2017.{{cite news |url=https://www.bostonglobe.com/metro/2017/11/20/green-line-extension-contract-officially-approved/LpPWSUubsnzWbFtgTceDhI/story.html |archive-url=https://web.archive.org/web/20180124110730/https://www.bostonglobe.com/metro/2017/11/20/green-line-extension-contract-officially-approved/LpPWSUubsnzWbFtgTceDhI/story.html |archive-date=January 24, 2018 |title=Green Line extension contract officially approved |date=November 20, 2017 |newspaper=Boston Globe |first=Adam |last=Vaccaro}} The winning proposal included six additive options – elements removed during value engineering – including full-length canopies at all stations, as well as a second elevator in the north headhouse at Lechmere.{{Cite press release |title=Green Line Extension Project Design-Build Team Firm Selected |date=November 17, 2017 |publisher=Massachusetts Department of Transportation |url=http://blog.mass.gov/transportation/mbta/green-line-extension-project-design-build-team-firm-selected/ |last1=Jessen |first1=Klark |archive-url=https://web.archive.org/web/20220128223614/http://blog.mass.gov/transportation/mbta/green-line-extension-project-design-build-team-firm-selected/ |archive-date=January 28, 2022}}{{cite book |url=https://cdn.mbta.com/sites/default/files/projects/glx/contract/glx-technical-proposal-first-half.pdf |title=Response to the Request for Proposal for the Green Line Extension Design Build Project |publisher=GLX Constructors |date=September 2017}} ([https://cdn.mbta.com/sites/default/files/projects/glx/contract/glx-technical-proposal-second-half.pdf Volume 2]) Station design advanced from 10% in March 2018 to 76% that December and to 100% in October 2019.{{cite web |url=https://www.mass.gov/doc/january-30-2019-glx-public-meeting-presentation/download |title=GLX Project Open House |page=14 |date=January 30, 2019 |publisher=Massachusetts Department of Transportation}} The 100% design added a second entrance to the north headhouse, providing direct access both from the busway and North First Street.{{cite web |url=https://www.mass.gov/doc/lechmere-station-design/download |title=Lechmere Station Information and Design |date=January 30, 2019 |publisher=Massachusetts Department of Transportation}}{{cite web |url=https://www.mass.gov/doc/glx-community-working-group-november-5-2019-meeting-minutes/download |title=November 5, 2019 Community Working Group Meeting – Summary Minutes |date=November 5, 2019 |page=1 |publisher=Massachusetts Department of Transportation}} The platform length was set at {{convert|355|feet}}, between the previous planned lengths. Unlike the pre-2015 designs, no parking lot was included.

File:Lechmere station construction from Lechmere Square, December 2021.jpg

Early GLX work included the demolition of a disused MBTA facility at 21 Water Street to make room for the new Lechmere station. Notice to proceed for the early work was issued to Barletta Heavy Division on January 31, 2013, and construction started in March.{{cite web |archive-url=https://web.archive.org/web/20160705135443/http://greenlineextension.eot.state.ma.us/documents/PubMtgs/Phase1/Phase1_presentation_030513.pdf |archive-date=July 5, 2016 |url=http://greenlineextension.eot.state.ma.us/documents/PubMtgs/Phase1/Phase1_presentation_030513.pdf |title=Green Line Extension Phase 1 Early Bridge & Demolition Public Meeting |date=March 5, 2013 |publisher=Massachusetts Department of Transportation}}{{Cite news |date=March 20, 2013 |title=MBTA gets set to lay tracks |work=The Somerville News |url=http://www.thesomervillenews.com/archives/36388 |archive-url=https://web.archive.org/web/20130324024945/http://www.thesomervillenews.com/archives/36388 |archive-date=March 24, 2013}} The 21 Water Street facility was demolished in August 2014.{{Cite web |last=MassDOT |date=August 25, 2014 |title=2014_08_25 MBTA Building at 21 Water St in Cambridge Demolition_2 |url=https://www.flickr.com/photos/massdot/15034565052/in/set-72157633388240699/ |publisher=Massachusetts Department of Transportation |via=Flickr}} The 369-space parking lot at Lechmere was closed on June 22, 2017, for construction preparation.{{cite tweet |number=876937641970851840 |user=MBTA |author=Massachusetts Bay Transportation Authority |title=Parking Lot at Lechmere will permanently close at ~6p this Thurs. 6/22 due to the #GreenLine Extension Project http://bit.ly/1uLsT2A #MBTA}}{{cite web |url=https://www.ctps.org/data/pdf/programs/cmp/park-and-ride-memo-2017-2018.pdf |title=2017–18 Inventory of Park-and-Ride Lots at MBTA Facilities |page=5 |date=December 17, 2020 |first=Ryan |last=Hicks |publisher=Boston Region Metropolitan Planning Organization}}

A groundbreaking ceremony for the main GLX construction phase was held on June 25, 2018.{{cite news |url=https://www.wbur.org/news/2018/06/25/green-line-extension-groundbreaking |title=Officials Break Ground On Green Line Extension |newspaper=WBUR |date=June 25, 2018 |access-date=November 24, 2021}} Construction began in mid-2019.{{cite web |url=https://www.mass.gov/doc/glx-pubilc-meeting-station-boards-november-19-2019/download |title=Public meeting boards |date=November 19, 2019 |publisher=Massachusetts Bay Transportation Authority}} Work at Lechmere station started by September 2019; the concrete pillars for the viaduct were poured later that year, while installation of the beams supporting the trackways and platform began in January 2020.{{cite web |url=https://www.mass.gov/doc/glx-community-working-group-september-3-2019-meeting-presentation/download |page=15 |title=GLX Community Working Group: Monthly Meeting |date=September 3, 2019 |publisher=Massachusetts Bay Transportation Authority}}{{cite web |url=https://www.mass.gov/doc/glx-community-working-group-november-5-2019-meeting-presentation/download |page=38 |title=GLX Community Working Group: Monthly Meeting |date=November 5, 2019 |publisher=Massachusetts Bay Transportation Authority}}{{cite web |url=https://www.mass.gov/doc/january-7-2020-meeting-presentation/download |page=12 |title=GLX Community Working Group: Monthly Meeting |date=January 7, 2020 |publisher=Massachusetts Bay Transportation Authority}} Installation of the beams through the station was completed in April 2020.{{cite web |url=https://www.mass.gov/doc/may-5-2020-meeting-presentation/download |page=9 |title=GLX Community Working Group: Monthly Meeting |date=May 5, 2020 |publisher=Massachusetts Bay Transportation Authority}}

The project required a temporary service suspension while the elevated structure to the old station was replaced with the new viaduct. The final day of service to the old station was May 23, 2020, with the final revenue trip leaving early in the morning of the 24th. Demolition of the old elevated structure began within hours.{{rp|13}} A bus shuttle between Lechmere and North Station – with dedicated bus lanes on the Charles River Dam Bridge – began on May 24, 2020. (The bus shuttle used the west busway at the former station, while local bus routes continued to use the east busway.) At that time, service was expected to resume in April 2021.{{cite press release |url=https://mbta.com/news/2020-04-15/glx-update-mbta-announced-dedicated-bus-lanes-slated-charles-river-dam-road |title=GLX Update: MBTA Announced Dedicated Bus Lanes Slated for Charles River Dam Road |date=April 15, 2020 |publisher=Massachusetts Bay Transportation Authority}} After removal of the tracks, the former yard area was repurposed for construction employee parking.{{rp|13}}

Station construction was "well underway" by early August 2020, with the headhouse shells partially built; the platform was poured around August 10.{{cite web |url=https://www.mass.gov/doc/glx-community-working-group-meeting-presentation-august-4-2020/download |title=GLX Community Working Group Monthly Meeting: August 4, 2020 |date=August 4, 2020 |publisher=Massachusetts Bay Transportation Authority}} The elevator towers for the north headhouse were erected in October 2020, followed by the tower for the south headhouse in November.{{cite web |url=https://www.mass.gov/doc/glx-community-working-group-meeting-presentation-november-3-2020/download |page=16 |title=GLX Community Working Group: Monthly Meeting #36 |date=November 3, 2020 |publisher=Massachusetts Bay Transportation Authority}} Steelwork for the canopy, the artwork on the elevator shafts, and a signal instrument house were installed in March and April 2021.{{cite web |url=https://www.mass.gov/doc/glx-virtual-cwg-meeting-presentation-april-6-2021/download |pages=19, 21 |title=GLX Community Working Group: Monthly Meeting #41 |date=April 6, 2021 |publisher=Massachusetts Bay Transportation Authority}}{{cite web |url=https://www.mass.gov/doc/glx-virtual-cwg-meeting-presentation-may-4-2021/download |pages=11–13 |title=GLX Community Working Group: Monthly Meeting #42 |date=May 4, 2021 |publisher=Massachusetts Bay Transportation Authority}} The bus loop was under construction by June 2021, with the plaza under the station nearly complete, and the canopy roof was installed that month.{{cite web |url=https://www.mass.gov/doc/glx-virtual-cwg-meeting-presentation-june-1-2021/download |title=GLXC Construction Update |first=Jeff |last=Wagner |date=June 1, 2021 |publisher=Massachusetts Bay Transportation Authority |page=25}}{{cite web |url=https://www.mass.gov/doc/glx-virtual-cwg-meeting-presentation-july-6-2021/download |page=13 |title=GLX Community Working Group: Monthly Meeting #44 |date=July 6, 2021 |publisher=Massachusetts Bay Transportation Authority}} Train testing between for Lechmere and the Union Square Branch began in December 2021.{{cite press release |url=https://www.mbta.com/projects/green-line-extension-glx/update/test-trains-now-running-the-green-line-extension |title=Test Trains Now Running on the Green Line Extension |date=December 23, 2021 |publisher=Massachusetts Bay Transportation Authority}}

By March 2021, the station was expected to open in October 2021.{{cite web |url=https://cdn.mbta.com/sites/default/files/2021-03/2021-03-29-fmcb-9-report-from-general-manager.pdf |title=Report from the General Manager |date=March 29, 2021 |publisher=Massachusetts Bay Transportation Authority |page=20}} This was delayed in June 2021 to a December 2021 opening, then again in October 2021 to a March 2022 opening.{{cite news |url=https://www.boston.com/news/local-news/2021/10/21/green-line-extension-union-square-branch-delay-march/ |title=The opening of the first Green Line Extension branch has been delayed — again |newspaper=Boston Globe |date=October 21, 2021 |first=Nik |last=DeCosta-Klipa}}{{cite web |url=https://cdn.mbta.com/sites/default/files/2021-06/2021-06-21-fmcb-14-green-line-extension-update.pdf |page=19 |title=Green Line Extension Update |first=John |last=Dalton |date=June 21, 2021 |publisher=Massachusetts Bay Transportation Authority}} On February 24, 2022, the MBTA announced that Lechmere and the Union Square Branch would open on March 21, 2022, while the Medford Branch would open in "late summer". Initial Union Square service was operated by the E branch.{{Cite news |last=Lisinski |first=Chris |date=February 24, 2022 |title=Green Line Extension service to begin March 21 |url=https://www.wbur.org/news/2022/02/24/mbta-somerville-green-line-open |access-date=February 25, 2022 |website=WBUR}} In August 2022, the MBTA indicated that the Medford Branch opening was delayed to November 2022. The Green Line between Union Square and Government Center was closed from August 22 to September 18, 2022; the closure allowed for final integration of the Medford Branch, elimination of a speed restriction on the Lechmere Viaduct, and other work.{{cite press release |url=https://www.mbta.com/news/2022-08-05/building-better-t-glx-medford-branch-open-late-november-2022-shuttle-buses-replace |title=Building A Better T: GLX Medford Branch to Open in Late November 2022; Shuttle Buses to Replace Green Line Service for Four Weeks between Government Center and Union Square beginning August 22 |date=August 5, 2022 |publisher=Massachusetts Bay Transportation Authority}} At the conclusion of the closure, the D branch was extended to Union Square, replacing the E. Medford Branch service began on December 12, 2022.{{cite news |url=https://www.wbur.org/news/2022/11/17/green-line-extension-medford-branch-opening-december-mbta |title=Final stretch of Green Line Extension will open Dec. 12 |newspaper=WBUR |first=Chris |last=Lisinski |date=November 17, 2022 |access-date=November 17, 2022}}

{{clear}}

File:Green Line Extension 2014 08 21 MBTA Building at 21 Water St in Cambridge Demolition Progress 1 - Copy (14855773018).jpg|Demolition of 21 Water Street in August 2014|alt=A cinderblock building being demolished by an excavator

File:Lechmere station steel work (4), February 2020.jpg|Steel work in February 2020|alt=A large steel beam being lifted onto a viaduct

File:Aerial view of Lechmere station construction, May 2020.png|Station construction in May 2020|alt=Aerial view of an elevated light rail station under construction

File:Science Park shuttle bus at old Lechmere station Aug 2021.agr.jpg|Shuttle buses at Lechmere in August 2021|alt=Two white buses in a busway at a disused light rail station

File:Aerial view of Lechmere station construction, September 2021.jpg|Station construction in September 2021|alt=An aerial view of an elevated railway station under construction in an urban area

{{Reflist}}

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• [https://www.mbta.com/stops/place-lech MBTA – Lechmere]

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