NETransit: The Charlestown Elevated

NETransit: The Charlestown Elevated - Sullivan Square

The Charlestown Elevated

By Scott Moore

Photos collection of: George Chiasson (GC), Larry Mills (LM), & George Haddad (GH)

Click here to see a map of the Charlestown El!

Sullivan Square

Sullivan Square station was the largest transit facility in all of North America when it opened in 1901. It housed not only the largest multi-modal transit facility in the area, but also had a yard and shop facility on the structure for the Main Line trains, and a streetcar barn and yard below. The trains on the Main Line entered the station on a center track, which was flanked by ten stub-end tracks (five on each side) for the connecting surface streetcars. Another transfer area existed in the lower level of the station. The station also housed several of BERy's offices at the time.

Over the years, the Sullivan Square station had several shops including, a lunch counter, a restaurant and even a barber shop! In preparation of the upcoming extension to Malden, in 1912, the original terminal became the outbound (Northbound) platform, and a new inbound platform was opened on the west side of the facility. Also, to better facilitate surface car movements (and buses in later years), the stub-ended tracks between the new inbound and outbound platforms were converted into a loop.

In its last decade of operation, Sullivan Square would lose much of its prominence. The station was ravaged by two fires in the late 1960s. Much of the damage was not repaired as the new Haymarket North Extension of the Orange Line was already under construction, and the damage did not directly affect passenger operations. Much of the glass enclosure of the station was destroyed in the fires, exposing the interior of the once great station to the elements. By the end of the 1960s, all that remained of the shops and restaurants was a small newsstand. By the time the station closed in 1975, it was nothing more than a decaying transit facility, meeting the needs of its users, and nothing more.

Much of what was the Sullivan Square facility is now a large vacant lot, which the MBTA uses for occasional storage, and a few other MBTA buildings including the new Charlestown Garage. The Sullivan Square overpass has several fences attached to it, which remain today, that prevented people from climbing onto the El where wayside signals were positioned. The area has an abundance of streetcar track showing through the asphalt, and even the remnants of a few "bents" (an upright support for the El) where the footings and steel were not completely removed. Also the base and the center supports of the old pedestrian overpass are still visible.

Approach to Sullivan Square

An inbound train rolls over Main Street after passing the high curve. (LM)

Another southbound train makes the run to Thompson Square and Downtown Boston. (LM)

A deuce on the high curve looking from Bunker Hill Street. (LM)

The El just south of Sullivan Square was the highest spot on the entire structure. This was necessitated by a railroad crossing (between the double set of bents under the train) which served the Navy Yard. The height of the El allowed the Navy to ship needed materials via rail to the yard, and some of those materials were of great size. The fire station behind the El is still a prominent landmark in the area. (LM)

An outbound train crosses the railroad crossing on its way to Sullivan Square. The schraft's building on the right is a prominent landmark that still remains in the area. Also, note the blue and gold MTA on the face of Sullivan Square station. A large clock was once visible in the opening. (LM)

An outbound train passes the Schraft's building as seen from an inbound train. (LM)

Another outbound train in about the same spot, but seen from the bus loop. Note the streetcar tracks and supports for the overhead wires that are still in place on the loop. (GC)

An inbound train passes over the Sullivan Square underpass. Note how a trestle was built under the existing structure to allow the removal of a bent. Also, if you've lived in Boston for at least 20 years, do you recognize the logo on the side of the truck? Finast used to be "First National Stores" a supermarket chain in the area. (LM)

Structure demolition on Main Street, just south of Sullivan Square. (LM)

Demolition of the high curve, and a 7600-series Flxible which was about three years old by this time. (LM)

Sullivan Square Station Northbound

A 1966 image of a deuce completing the crossing of the trestle just prior to entering the station. Note the bus loop behind the structure on the right. Also note the absence of "T" logos on this train. (LM)

An outbound train as seen from the end of the platform at Sullivan Square. (GC)

This view shows an inbound train leaving Sullivan Square and the bus loop on the right. The outbound train (coming toward the camera) is in about the same place as the train above. This view also shows the sliding platforms that were needed after the platforms were extended to accommodate eight-car trains of 48-foot cars (0900s and earlier cars). The 01100s were 55-feet long and the longest typical consist was of four cars. Six-car trains of 01100s operated between March and June of 1958, but required the use of sliding platforms at Sullivan (shown above) and Dudley. The sliding platforms shown above had remained unused since that time. (GC)

Another, slightly more modern view of the facade of the Sullivan Square terminal. Note the "MTA" has been replaced with a "T" over the old clock. The old terminal was definately looking run-down by this time. (LM)

Inside Sullivan Square terminal with a fantrip in the 1970s. (GC)

A view of the 0900s from the northern platform extension of Sullivan Square terminal. (GC)

The old terminal was little more than that in the 1970s, but transfers between modes were still very simple and efficient. A General Motors "fishbowl" sits in the bus loop, on the site of the former west-side stub-end trolley tracks. (LM)

The ramps leading up to the bus loop are in the foreground, and the Sullivan Square storage yard and loop are in the background. (LM)

A view looking north from Sullivan Square terminal. The switches are set to take the hard right-hand turn and head to Everett. If the switch were selected for the track ahead, then the train would take the inner loop to the outbound platform, and run back to Boston. (LM)

Demolition of the terminal as seen from the bus ramps (looking south). (LM)

Sullivan Square Station Southbound

A two-car train of 0900s is on the outer loop. The ramps for the buses are under the loop, and the building on the ground is still in place today. (GC)

It's January of 1975, and the old Sullivan Square is still a busy place. A GM bus proceeds up the ramp, and a train of 01100s awaits its next trip into Boston. The overpass that the photographer is standing on is still in use today. (GC)

Sullivan Square inbound. Note I-93 in the distance, and the proximity of the El to the overpass. (GC)

A train a Sullivan Square inbound. (GC)

The end is near for the El. Prior to the closing of the El, MBTA shop forces worked on quickly repainting the fleet to the colors seen here. (GC)

The 0900s and 01100s served the Main Line together for a few years between 1957 and 1962. In this view, the 0900s are not in service.(LM)

Demolition of the inbound track is in progress. Note the opening underneath the terminal (fenced off) for access to the lower level of the terminal. (LM)

Sullivan Square Carhouse and Northbound to Everett

This shot shows the entire Sullivan Square yard and carhouse facility. Also, the tracks to Everett are visible headed toward the Edison power plant. (GC)

Inside the Sullivan Square carhouse, former passenger car 0210 awaits the call to duty. A 1907 product of the Pressed Steel company, 0210 was in service as a "work motor", towing non-motorized work equipment around. 0210 was still on the MBTA property until 1994, when it was retired to the Seashore Trolley Museum in Kennebunkport, Maine. (GC)

A view from the northern end of the outbound platform shows the carhouse and the hard right-hand turn to Everett. (LM)

Further to the right of the previous photo was the ramp track which lead to the surface. The ramp was used by work cars until 1973 and connected to... (LM)

..."the oldest trolley line in Charlestown". A short remnant of trolley trackage remained to serve the work equipment for the El. This photo was taken on Arlington Avenue. (LM)