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State station (announced as State Street on the Blue Line) is an underground Massachusetts Bay Transportation Authority (MBTA) rapid transit station located in downtown Boston, Massachusetts. It is the transfer point between the Orange Line and the Blue Line, and one of four "hub stations" on the MBTA subway system. The Orange Line has two side platforms on two levels, while the Blue Line has two side platforms on a single level. The station is fully accessible.

Key Information

The East Boston Tunnel (predecessor of the modern Blue Line) opened as a streetcar tunnel in 1904, with Devonshire one of its two stations in downtown Boston. The Washington Street Tunnel opened to carry the Main Line (predecessor of the Orange Line) in 1908, with platforms at Milk and State. In 1924, the East Boston Tunnel was converted to use metro rolling stock. The MBTA renamed the lines to the Blue Line and Orange Line in 1965, and renamed both stations to State in 1967. The Orange Line platforms were extended in the 1980s for six-car trains. A second renovation in 2006–2011 extended the Blue Line platforms and made all platforms accessible.

Station layout

[edit]
A southbound Orange Line train arriving at State station in July 2024
The northernmost entrance in 1909

State is unique among Orange Line stations as it was built on two levels to fit under the narrow section of Washington Street while crossing the East Boston Tunnel. The southbound side platform is above the northbound track and furthermore staggered considerably south of the northbound side platform. The southbound platform is connected to the rest of the station by a lengthy pedestrian passageway, originally known as "the speedway".[2] The Blue Line has two side platforms under State Street and the Old State House. The Blue Line platforms are on the same level as the southbound Orange Line platform; the Blue Line tracks pass over the northbound Orange Line platform.[3] The station is served by MBTA bus routes 4, 92, 93, and 354.[4]

The station's headhouses are located between Government Center and the Financial District. State station has six entrances spread out over nearly 1,000 feet (300 m); after consolidation and reconstruction by the MBTA, all entrances serve both lines in all directions.[5] One entrance is built into the basement of the Old State House and four into commercial buildings. The northernmost entrance, which is accessed from an unmarked stairwell under 28 State Street on Government Center Plaza, was originally constructed to serve Adams Square but now primarily serves Boston City Hall.[2][6]

Three entrances are fully accessible with elevators to platform level: Old South Meeting House (Washington Street at Milk Street), 53 State Street, and 60 State Street. The other three entrances - Old State House (State Street at Devonshire Street), Devonshire Street at Water Street, and Government Center Plaza - are not accessible.[5][6] Two additional elevators connect the northbound Orange Line platform with the eastbound Blue Line platform and southbound Orange Line platform, while an accessible ramp connects the westbound Blue Line platform with the northbound Orange Line platform.[7][8]

Public art

[edit]

The station has several works of public art:

  • The passageway to the southbound Orange Line platform was painted with rainbow colors by Robert V. Kennedy in March 1972. The painting and corresponding timed lighting (no longer in use) cost $9,000.[9][10][11] Kennedy won the 1971 competition to design artwork for the station.[12]
  • Polychrome painted star, a 12-by-40-foot (3.7 m × 12.2 m) 1975 enamel-on-porcelain mural by Toshihiro Katayama, is located in the passage to the eastbound Blue Line platform.[13][14]
  • A 1987 black steel gate by Albert Paley is located next to the Old South Meeting House headhouse.[15][14]

History

[edit]

East Boston Tunnel

[edit]
Plaque noting the completion and opening of the East Boston Tunnel, located at State

The Blue Line section of the station was built along with the rest of the East Boston Tunnel in the first years of the 20th century and opened on December 30, 1904, serving streetcars running from downtown to East Boston.[16] An unusual aspect of State Street station is the entrance built directly into one of Boston's best-known historic sites, the Old Massachusetts State House. The East Boston Tunnel station was originally known as Devonshire after the street which the Old State House is located on. The station is the only remaining station on the tunnel opened in 1904.

The East Boston Tunnel was originally planned to be operated with high-floor metro rolling stock and connected to the then-planned Cambridge Elevated line. When that plan was dropped in 1903 due to a disagreement between the BTC and the BERy, the stations were built with low platforms.[17]: 19  Large bi-loading streetcars (with high floors but capable of loading from low platforms), which incorporated many attributes from metro cars used on the Main Line El, began use in 1905.[17]: 118–119 [18]: 14  However, neither these nor the large center-entrance cars introduced in 1917 (which were designed for multiple unit operation) could fully handle the crowds.[18]: 43 

In 1921, the Boston Transit Department (BTD) - the successor to the BTC - began work at Maverick Square to convert the East Boston Tunnel to high-floor metro trains.[19] The next year, the BTD board approved the construction of high-level platforms at Atlantic Avenue, Devonshire, Scollay Under, and Bowdoin.[20] Construction of concrete high-level platforms 40 inches (1.0 m) above the rails at Devonshire began in December 1923 or January 1924. A section of low-level platform was left to serve streetcars during construction.[21] The station was also extended by 30 feet (9.1 m) to accommodate the new trains, with work completed on March 1, 1924.[20][22] Over the weekend of April 18–21, 1924, the East Boston Tunnel was converted to high-floor metro stock.[23] Temporary wooden platform sections were put in place to allow service to begin on April 21, with the permanent concrete sections completed by July 12.[22] The edges of the original low platforms can still be seen under the high platforms.[24]

On March 31, 1937, the BERy opened an entrance from the Exchange Building lobby to the eastbound platform.[25] The entrance was closed around 1981 as the building was modified for construction of Exchange Place.

Washington Street Tunnel

[edit]
Early postcard of Milk Street station

The Washington Street Tunnel opened on November 30, 1908, to Main Line elevated trains running between Forest Hills and Sullivan Square.[16] As with the other stations in the tunnel; the two platforms were treated as completely separate stations. The northbound platform was known as State since its main entrance was at the cross street of State Street, while the southbound platform was similarly Milk Street after its entrance from Milk Street. (The station pair was designated on some maps as Milk/State).[16]

MBTA era

[edit]
The colored paint swatches in the walkway to the southbound Orange Line platform, installed in 1972

After taking over operations in 1964, the Massachusetts Bay Transportation Authority (MBTA) began rebranding efforts. The East Boston Tunnel/Revere Extension and Main Line El/Washington Street Tunnel routes were renamed as the Blue Line and Orange Line on August 25, 1965. On January 25, 1967, the separate station names of Devonshire and Milk/State were changed to State.[16][26] In 1971, the MBTA and Institute of Contemporary Art, Boston held a competition called "Design in Transit", with the winning work to be placed in the passageway to the southbound Orange Line platform. It attracted over 300 entries, many of which were criticized for being inappropriate for the setting: "spooky shadow play" that would scare riders already in a nervous atmosphere, and audio works that would add to the cacophony of the busy station.[27] The winning work by Robert V. Kennedy had swatches of bright rainbow colors with timed lighting; it was installed in 1972.[9]

That year, the agency received a federal grant that funded two-thirds of a $14.3 million modernization program for downtown stations.[28] As part of that project, the MBTA investigated the feasibility of connecting Essex, Park Street, Washington, and State with pedestrian tunnels.[29] The MBTA proposed to make the City Hall (Adams Square) headhouse exit-only during budget cuts in 1981.[30]

In the mid-1980s, the MBTA spent $80 million to extend the platforms of seven Red Line and three Orange Line stations to allow the use of six-car trains.[31] On October 16, 1985, the MBTA awarded a $5.03 million contract for the Orange Line work at State.[32] Construction at State began that year and was completed in 1987.[16][33] The project extended both Orange Line platforms (the shell of the northbound extension had been constructed during an earlier modernization project), and rebuilt the Milk Street entrance.[16][34] Elevators were added from Milk Street to the southbound platform, and between the Orange Line platforms; this made both Orange Line platforms and the eastbound Blue Line platform accessible.[35] (Until renovations at Haymarket and North Station in 2001, State was the closest accessible subway station to the North Station commuter rail terminal.)[36] Six-car trains entered service on August 18, 1987, shortly after the platform extensions were complete.[16]

From 1997 to 2000, State was renamed State/Citizens Bank in a $500,000 corporate sponsorship from Citizens Bank, who had recently moved to the area, and hoped to eventually have the name changed to simply Citizens Bank Plaza.[37] The sponsorship failed and the name reverted to State. During the renovation of Aquarium station, during which that station was closed, State was renamed temporarily State/Aquarium from October 14, 2000, to October 29, 2001.[16]

21st century changes

[edit]
The new ramp under construction in 2010

An extensive renovation of State began in November 2004.[38] The project added accessible Blue Line entrances at 53 State and 60 State, extended the Blue Line platforms for 6-car trains, and added a ramp between the inbound Blue Line platform and the northbound Orange Line platform.[7] The MBTA initially expected the work to be completed in 2007 at a cost of $38 million.[39] However, several factors prolonged the project and increased its cost. Keeping the station open during extensive underground construction proved more difficult than expected; support structures had to be drilled through centuries-old foundations and seawalls.[39][40] The MBTA settled a lawsuit over systemwide accessibility issues in 2006, which necessitated changes to the station design.[39] The settlement included the replacement of the existing elevator connecting the two platform levels.[41]

The change from token payment to the Charliecard system required closing the Blue Line level of the station from June 24 to July 1, 2006.[16][42] A new between-levels elevator was completed in 2010 in lieu of replacing the existing elevator.[43][8][44] The reconstruction of the station was substantially completed in 2011, with a ribbon-cutting ceremony on May 26.[39][7] The final project cost was $68.3 million, of which about $12 million was design and land acquisition.[7][39][45] In October 2011, a 1904 plaque that marked the completion of the East Boston Tunnel was reinstalled in the station.[46]

On June 24, 2019, the MBTA Board awarded a $29.7 million, 16-month contract for full cleaning, wayfinding signage replacement, and other improvements at North Station, Haymarket, State, and Downtown Crossing stations.[47] The work was completed in June 2021.[48][49] The entire Orange Line, including the Orange Line platforms at State station, was closed from August 19 to September 18, 2022, during maintenance work.[50] A "Charlie Service Center" for MBTA customer service opened near the Old South Meeting House entrance on July 29, 2024, replacing the former CharlieCard Store at Downtown Crossing station.[51]

In May 2020, the MBTA awarded a $8.7 million design contract for accessibility renovations at State and Chinatown.[52][6] The work at State includes two elevators at the City Hall entrance, replacements of two existing elevators, and renovation of the Milk Street entrance.[52] Design work reached 30% completion in 2021 and 75% completion in 2022.[49][6][53] In a separate project, the original between-levels elevator was replaced in situ in 2023.[54]

References

[edit]
[edit]
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State station

View on Grokipedia
from Grokipedia
State station is an underground station in , , operated by the (MBTA) and serving as a key transfer point between the Blue Line and the Orange Line subway services. Located at 200 Washington Street beneath the historic Old State House, it facilitates access to major government, financial, and commercial districts in the city. Originally opened on December 30, 1904, as Devonshire station on the Tunnel (now the Line platform), the station was expanded in 1908 to include platforms for the Main Line Elevated (now the Orange Line), initially named Milk and State. Its construction under the Old State House—a colonial-era landmark built in 1713—was driven by spatial and cost constraints along Washington Street, resulting in a complex, multi-level layout with four platforms and multiple entrances. The station underwent significant renovations in the 1970s to simplify its confusing configuration and improve navigation, though it retains a labyrinthine reflective of early 20th-century urban transit . Today, State station supports daily commuter traffic with features including escalators, tactile warning strips on platforms, and automated announcements. Following renovations in the , the station is fully with elevators providing access to both and Orange Line platforms. The station connects to routes and is integral to Boston's public transportation network, handling transfers for routes to neighborhoods like , Government Center, and .

Overview

Location and surroundings

State station is located at the intersection of Washington Street and State Street in , , with its primary address listed as 200 Washington Street. The station's geographic coordinates are 42°21′31″N 71°03′28″W. The station is surrounded by prominent historic and modern landmarks that define Boston's central business area. Nearby, the at 310 Washington Street stands as a key site from the , where colonists gathered before the . The 60 State Street building, a 38-story skyscraper completed in 1977, rises immediately adjacent to the station, housing offices and contributing to the skyline of the Financial District. The station also lies in close proximity to the Government Center, a hub of civic buildings including , facilitating easy access for those visiting administrative offices. Situated in the dense urban core of , State station serves as a vital transfer point for commuters traveling to the Financial District—home to major banks and corporations—and the Government Center's government facilities. The above-ground environment features street-level headhouses that blend into the surrounding historic architecture, such as entrances integrated into the facade of the nearby Old State House, a built in 1713. This integration reflects the station's role in connecting modern transit with Boston's colonial heritage amid bustling pedestrian streets and commercial activity. As of 2025, ongoing MBTA infrastructure upgrades, including signal improvements and accessibility enhancements, continue to support reliable service at this key downtown hub.

Lines served and connections

State station serves as a key interchange in the (MBTA) subway network, accommodating both the Blue Line and Orange Line. The Blue Line operates east-west service via the East Boston Tunnel, with trains running from Bowdoin station in to in Revere, providing access to and neighborhoods. The Orange Line delivers north-south connectivity through the Washington Street Tunnel, extending from Forest Hills in to Oak Grove in Malden, linking residential areas north and south of the city. Passengers can make seamless interline transfers between the and Orange Lines within the station, enhancing its role as a vital node for cross-line travel in the . This transfer capability supports efficient routing for commuters heading to or from the Financial District, Government Center, and beyond, without needing surface connections. Several routes connect directly to the station or nearby stops, including routes 4 (North Station to South Station via Washington Street), 92 (Sullivan Square to Haymarket via Main Street), 93 (Sullivan Square to Downtown via Bunker Hill Street), and 354 (Burlington to State Street via Route 62). These services extend reach to northern suburbs and key downtown points, complementing subway operations. As a prominent downtown transfer point, the station plays a central role in Boston's public transportation network.

Station layout

Platforms and tracks

State station operates on a two-level underground structure designed to integrate the Orange Line and Blue Line efficiently. The upper level serves the Orange Line with two side platforms: the southbound platform (toward Forest Hills) positioned above the northbound platform (toward Oak Grove). These platforms are offset, with the southbound one located farther south, requiring passengers to navigate internal connections for transfers within the line. The tracks are stacked vertically, contributing to the station's compact footprint in . The lower level accommodates the Blue Line, featuring two side platforms flanking its two tracks—one for inbound service toward Wonderland and the other for outbound toward Bowdoin. This level aligns with the Orange Line's southbound platform, while the Blue Line tracks structurally pass over the northbound Orange Line platform below, forming a total of four tracks across the station. The side platform design for both lines facilitates straightforward boarding but highlights the engineering challenges of the multi-level layout. Both lines' platforms measure approximately 410 feet (125 m) in length, a dimension achieved through extensions in the to support six-car trains and improve capacity. Internal passageways enhance connectivity, notably the "speedway"—a long, colorful pedestrian tunnel with ramps and staircases linking the Orange Line platforms and providing crossover access to the Blue Line level. Navigation relies on MBTA-standard systems, including overhead directional indicators and platform-edge markers that specify line transfers, exits, and next-station information to aid passenger flow.

Entrances and accessibility

State station features six street-level headhouses providing access from locations, including the at Washington and Milk Streets, 53 State Street, 60 State Street, and additional entrances along Washington and State Streets. These headhouses connect via stairs, escalators, and elevators to the underground mezzanine and platforms. Accessibility upgrades at the station culminated in full ADA compliance in 2011, following a multi-year project initiated around 2006 that reconstructed the facility in eight stages to minimize service disruptions. The project installed three new elevators—each connecting street level to the mezzanine and platforms—along with lengthened platforms, detectable warning edges, improved lighting, communications equipment, signage, and a new accessible concourse facilitating transfers between the Orange and . Two of the elevators opened on April 26, 2011, with the third providing redundancy completed shortly thereafter; these units now enable direct street access for inbound Line passengers for the first time. The elevator-equipped entrances are at the (State Elevator 973), 53 State Street (State Elevator 975), and 60 State Street (State Elevator 974). The mezzanine level includes fare control areas equipped with vending machines for ticket purchases, accessible gates, and features to manage passenger flow between lines. In summer 2020, the MBTA awarded contracts as part of a $34 million system-wide initiative for further enhancements at State station. As of February 2025, the project is in the phase. Planned improvements include one new in the Washington Mall headhouse, replacement of an existing , rebuilt lobby floors and stairs at Milk Street for better , upgraded lighting and systems, enhanced , and overall circulation upgrades to provide more reliable access and reduce maintenance needs.

Public art

The public art at State station consists of commissioned installations that were integrated during mid-20th-century renovations to elevate the cultural and aesthetic quality of the transit infrastructure. In 1971, following an MBTA art competition, Mary A. Kennedy designed a series of colorful panels in the passageway to the southbound Orange Line platform. This installation features painted panels with intensifying colors progressing toward the tunnel center, synchronized with timed lighting to align with passenger movement, thereby creating a rhythmic visual flow that unifies the underground space and mitigates disorientation. The work, polychrome in nature and utilizing glass and ceramic tile elements for durability in the subway environment, was inspired by the need to humanize the monotonous transit corridor, drawing from the competition's emphasis on dynamic, pace-matching designs. Another significant piece is the 1975 enamel-on-porcelain mural titled Polychrome Painted Star by Toshihiro Katayama, a professor emeritus known for his environmental and graphic works. Measuring 12 by 40 feet and located in the Blue Line passage to the northbound platform, the mural employs vibrant, multicolored enamel panels to evoke a stellar motif, reflecting Katayama's interest in spatial and color dynamics within architectural settings. Commissioned as part of the station's updates, it ties to the era's focus on injecting optimism and visual interest into aging subway infrastructure. At the entrance, the 1987 black steel gate sculpture by Albert Paley serves as a dramatic entry feature. Forged, fabricated, and painted steel forms a 10-foot-high structure with two side panels and a double swinging pedestrian door, installed in a compact pedestrian area adjacent to the historic site. Paley's design, rooted in explorations of twisted and knotted motifs, symbolizes connectivity between the station's functional role and Boston's revolutionary past, enhancing the threshold between street and subway. This piece was part of the MBTA's percent-for-art initiative during renovations. These artworks, installed amid broader station updates from the 1970s through the 1980s, play a vital role in improving passenger experience by transforming sterile passageways into engaging public spaces. They foster a sense of place, reduce perceived monotony during commutes, and promote cultural appreciation, aligning with the MBTA's efforts to blend transit utility with aesthetic enrichment.

History

Early construction and openings (1904–1908)

The development of what would become State station began with the construction of the East Boston Tunnel, authorized by Chapter 500 of the Acts of 1897 and overseen by the Boston Transit Commission, a public body established to plan and fund Boston's early subway infrastructure through city-issued bonds repaid via rents from private streetcar operators. Construction started in 1900 using a tunnel shield method to excavate through glacial sediments and marine clay beneath Boston Harbor, marking the first underwater transit tunnel in North America at 1,600 meters long, with 823 meters submerged. This engineering feat employed all-concrete construction without steel framing, a novel approach at the time, and integrated shallow cut-and-cover sections under urban streets like State and Court for seamless connection to downtown. The tunnel opened on December 30, 1904, initially for streetcar service from Maverick Square in East Boston to Court Street station, with an intermediate stop at Devonshire station beneath State Street near the Old State House. On its first day, it collected 32,000 fares, providing a 7-minute alternative to ferries that previously took 45 to 90 minutes, thus alleviating severe surface congestion and boosting connectivity to the city's financial district. Complementing this, the Washington Street Tunnel—predecessor to the Orange Line—was authorized by Chapter 534 of the Acts of 1902 under the same Boston Transit Commission framework, with funding similarly derived from public bonds and operational leases to the Boston Elevated Railway Company. Built from 1905 to 1908 using cut-and-cover techniques in 's densely packed downtown, the 2-kilometer tunnel navigated challenging soils along the historic and integrated with existing elevated lines via portals at Summer Street and the area. Construction faced significant hurdles from the tight urban footprint, requiring careful excavation under Washington Street amid active commerce and historic structures, while maintaining shallow depths for efficient street-level access. It opened on November 30, 1908, serving the Main Line elevated with platforms at Milk/State station, located between Milk and State streets to handle transfers and relieve overcrowding on surface and elevated routes. The tunnel's initial operations focused on high-capacity service for commuters from the south and west, addressing the growing demand that had overwhelmed earlier streetcar tunnels like the . These early components established the foundational layout for State station, with the East Boston Tunnel's Devonshire stop evolving into the Blue Line platforms and the Washington Street Tunnel's Milk/State platforms forming the Orange Line levels, all designed to intersect under State Street for future connectivity.

Name changes and operations (1909–1967)

Following the initial openings of the East Boston Tunnel in 1904 and the Washington Street Tunnel in 1908, the station complex at this location operated under distinct names for its two lines. The Orange Line platforms in the Washington Street Tunnel were designated Milk Station for the southbound platform, located near Milk Street adjacent to the , and State Station for the northbound platform under State Street near the Old State House; this dual naming reflected separate entrances and persisted through much of the period. The Blue Line platform in the East Boston Tunnel was known as Devonshire Station, situated beneath Devonshire Street. These names highlighted the fragmented nature of the early subway system, managed by the (BERy), which oversaw operations including streetcar and elevated services across the network. A major operational shift occurred on April 18–21, 1924, when the BERy, in collaboration with the Transit Department, converted the East Boston Tunnel from streetcar to heavy rail service using 1,526 workers over 50 hours; this upgrade introduced metro stock, enabling higher-capacity from Bowdoin to Maverick Square and replacing overhead trolley wire with third-rail power. The conversion addressed growing demand but retained the tunnel's narrower profile from its streetcar origins, contributing to ongoing peak-hour crowding on the Blue Line platforms at Devonshire. Under BERy management until 1947, the stations handled increasing ridership, with the adjacent Orange Line elevated segments experiencing severe congestion during , as Main Line El trains carried 325,000 passengers daily by 1943 amid wartime labor and travel surges. The Metropolitan Transit Authority (MTA) assumed control from the BERy on August 29, 1947, acquiring the system for $20,297,490 and continuing operations without immediate structural changes at the site. The MTA managed the stations through the 1950s and early 1960s, focusing on maintenance amid postwar and automobile competition, which strained finances but sustained high downtown volumes. In 1964, the (MBTA) succeeded the MTA, expanding the service area while retaining the existing name conventions. To streamline signage and reflect the shared underground complex, the MBTA unified the designations on January 25, 1967, renaming the entire facility State station for both lines, eliminating the Milk-State/Devonshire distinctions. This change coincided with broader rebranding efforts, including color-coded line names introduced in 1965, and facilitated easier transfers between the and Orange Lines.

MBTA takeover and mid-century updates (1967–2000)

The (MBTA) was established on August 3, 1964, succeeding the Metropolitan Transit Authority and integrating the region's fragmented transit services into the first comprehensive system of its kind in the United States, serving 78 municipalities across eastern . This takeover unified the subway operations previously managed by the Boston Elevated Railway and other entities, incorporating stations like State into a standardized network with consistent branding and mapping. By 1967, as part of these integration efforts, the MBTA renamed the adjacent Blue Line and Orange Line stations—previously known separately as Devonshire and Milk/State—to a single designation of State, simplifying transfers in and aligning with the system's modern line colors introduced in 1965. Throughout the late 1960s and 1970s, the MBTA grappled with fiscal challenges amid broader economic pressures, including the and regional that strained public budgets. Funding shortages led to multiple fare increases throughout the decade, averaging around 20% in key years like , alongside selective service reductions to avert deeper cuts, while maintenance programs focused on essential renewals such as track upgrades—totaling over 6,000 feet system-wide in one early effort—and basic lighting improvements to sustain operations at key downtown stations like State. These measures addressed deferred upkeep from prior decades, though they were limited by ongoing budgetary constraints that prioritized core functionality over comprehensive overhauls. Ridership at State station and across the system fluctuated in response to Boston's downtown economic dynamics, surging in the to over 300,000 daily passengers amid gas shortages, rising urban congestion, and a shift toward mass transit as an alternative to automobiles. This growth reflected broader recovery from economic downturns, with employment in central rebounding 13 percent from 1970 to 1980, bolstering demand for efficient transfers at hubs like State. By the , amid renewed —including a 54,000-job increase in the Boston-Cambridge area between 1980 and 1990—ridership stabilized and expanded, prompting responses despite intermittent pressures that culminated in a one-day system shutdown in December 1980. In the mid-1980s, the MBTA invested $80 million to extend platforms at three downtown Orange Line stations (, , and Haymarket), enabling the operation of six-car trains to boost capacity amid rising downtown commuter volumes. This update addressed longstanding limitations in train lengths inherited from earlier elevated and configurations, enhancing throughput at State without major disruptions to service. By the late , temporary naming adjustments reflected evolving commercial partnerships and operational needs near the station, underscoring its role as a vital link in 's revitalizing financial district.

Modern renovations and expansions (2001–present)

In the early 2000s, the MBTA undertook a comprehensive modernization of State station, focusing on enhancing and . The project, spanning 2006 to , cost approximately $68 million and included the installation of elevators to provide full access to both and Orange Line platforms, as well as extensions to the Blue Line platforms to accommodate longer trains. This effort built on earlier platform extensions for the Orange Line conducted in the , further improving capacity without disrupting core service. Additionally, the renovation incorporated platform edge treatments to reduce gaps between trains and platforms, aiding safer boarding for all passengers, including those with disabilities. Accessibility remained a priority into the 2020s, with the MBTA awarding an $8.7 million design contract in May 2020 for further upgrades at State station and nearby Chinatown station. These enhancements, approaching 75% design completion as of February 2025, involve adding a new in the Washington Mall headhouse, replacing an existing one, and rebuilding floors and stairs in the Milk Street lobby to ensure multiple accessible paths to platforms. The project also emphasizes improved lighting, security, communication systems, and to enhance safety and navigation, while reducing long-term maintenance costs through energy-efficient features. Station operations faced temporary disruptions during broader system maintenance, notably the full Orange Line shutdown from August 19 to September 18, 2022, which suspended service at State station to allow for accelerated track and signal upgrades across the line. Free shuttle buses connected State station to adjacent Green Line stops at Government Center and , mitigating impacts on riders during the month-long closure. As part of system-wide initiatives, State station benefited from cleaning and signage upgrades completed in June 2021 under the MBTA's ongoing station brightening program, which involved deep sanitization, ceiling repainting, tile replacements, updated maps, and improved to create a more welcoming environment. These efforts, launched in 2019 and continuing through 2021, targeted high-traffic stations like State to address deferred maintenance and enhance user experience without major service interruptions. In 2024, the station integrated with MBTA customer service expansions through the opening of the Charlie Service Center on July 29 at 296 Washington Street, adjacent to the station between and Water streets. This facility, formerly the CharlieCard Store, provides dedicated support for fare-related issues, pass purchases, and rider assistance, operating weekdays to streamline services near key downtown transit hubs. The center's relocation aligns with the MBTA's broader modernization under its $9.6 billion five-year capital plan, emphasizing integrated customer resources amid ongoing infrastructure improvements. Looking ahead, State station's upgrades tie into regional transit goals, with the ongoing accessibility project expected to achieve full compliance by incorporating resilient design elements for future climate challenges, though specific expansion timelines beyond 2024 remain under MBTA review as part of system-wide priorities.

References

  1. https://www.mbta.com/stops/place-state
  2. https://vc.bridgew.edu/context/honors_proj/article/1160/viewcontent/Lynch_HonorsThesis.pdf
  3. https://www.mbta.com/accessibility/subway-guide
  4. https://latitude.to/articles-by-country/us/united-states/76106/state-mbta-station
  5. https://www.thefreedomtrail.org/trail-sites/old-south-meeting-house
  6. https://www.carrprop.com/properties/60-state/
  7. https://revolutionaryspaces.org/discover/old-state-house/
  8. https://www.mbta.com/projects/2025-planned-closures
  9. https://www.mbta.com/schedules/Blue/line
  10. https://www.mbta.com/schedules/bus
  11. https://www.subwaynut.com/mbta/orange_line/state/index.php
  12. https://www.subwaynut.com/mbta/blue_line/state/index.php
  13. https://www.nycsubway.org/wiki/MBTA_Blue_Line
  14. https://www.mbta.com/projects/elevator-accessibility-upgrades
  15. https://www.linkedin.com/posts/mbta_art-design-transportation-activity-6772163575998943232-ECi6
  16. https://www.legacy.com/us/obituaries/bostonglobe/name/toshihiro-katayama-obituary?id=9218644
  17. https://www.albertpaley.com/index.cfm?Page=Gates%20MBTA%20AG%201987%2002
  18. https://archive.org/download/historyofsubways00mass/historyofsubways00mass.pdf
  19. https://eh.net/encyclopedia/urban-mass-transit-in-the-united-states/
  20. https://www.bscesjournal.org/wp-content/uploads/CEP-Vol-26-27-08.pdf
  21. https://sah-archipedia.org/buildings/MA-01-EB6
  22. https://www.masshist.org/object-of-the-month/objects/december-2022
  23. https://www.bscesjournal.org/wp-content/uploads/CEP-Vol-13-No-2-03.pdf
  24. https://lostnewengland.com/2014/07/milkstate-station-boston/
  25. https://www.mbta.com/history
  26. https://www.nycsubway.org/wiki/East_Boston_Tunnel_News_(1923-1928)
  27. https://www.massmoments.org/moment-details/last-elevated-train-runs-in-boston.html
  28. https://www.nytimes.com/1947/08/30/archives/boston-elevated-bought-by-public.html
  29. https://www.vanshnookenraggen.com/_index/2012/04/an-animated-history-of-the-mbta/
  30. https://www.mbta.com/history/brief-history-mbta-transit-maps
  31. https://structurae.net/en/structures/orange-line-mbta
  32. https://www.mma.org/wp-content/uploads/2018/07/trans_conditions_ftr1_adv_27-2_0.pdf
  33. https://archives.lib.state.ma.us/bitstreams/cf1f45fa-72d9-4f12-a1e6-4b5804e66ec9/download
  34. https://onlinepubs.trb.org/Onlinepubs/trr/1983/931/931-002.pdf
  35. https://www.bostonfed.org/publications/regional-review/1999/quarter-3/issues-in-transportation-all-aboard.aspx
  36. https://www.dhkinc.com/project/modernization-of-blue-line-subway-state-street-station/
  37. https://www.cambridgema.gov/-/media/Files/CDD/Transportation/transitcommittee/2013/12dec/Accessibility_at_the_MBTA_20131204.pdf
  38. https://www.mbta.com/projects/orange-line-track-and-signal-upgrades-2022/update/orange-line-30-day-surge-100-complete
  39. https://www.boston.gov/sites/default/files/file/2022/08/Orange-Line-Shutdown-ENGLISH_0.pdf
  40. https://www.mbta.com/projects/station-brightening
  41. https://www.boston.com/news/local-news/2024/07/22/new-charliecard-store-opening-july-29-mbta-announces/
  42. https://www.masslive.com/news/2024/07/need-a-charliecard-the-mbtas-store-is-moving.html
  43. https://www.mbta.com/fares/charlie-service-center
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