119 (Northgate – Beachmont)

In my last post, I visited Beachmont and found a hidden gem of a neighborhood. Besides marking one more station off my list, I decided in going there that it’d give me a great reason to ride the 119, what with the ability to make a connection with my home route(s) near its opposite end. Little did I know that this route was as much of a hidden gem as one of its terminals.

The 119 begins in earnest right outside Beachmont’s entrance, at a stop which unwittingly says “Beachmont” which may be confusing to outsiders as it refers more to the neighborhood to the east as it does the station along the Blue Line. Heading along Winthrop Avenue, it goes into the Beachmont neighborhood which is made mostly of single family houses, relatively unspectacular by most accounts. That is until the end of Winthrop Avenue in which the 119 meets a very picturesque view of the water, wrapping around from Winthrop to Revere Beach. The view might rival the 439 on its approach to Nahant though it’s closeness doesn’t have the fear of the SL2’s stretch paralleling the waterfront.

From there, the 119 works its way in a loop around Beachmont until returning to Bennington Street where briefly parallels the Blue Line as it decends to the surface before turning back on Winthrop Avenue, ducking under the tracks again. After passing the Suffolk Downs stables, the rear entrance to Suffolk Downs plaza, and an abandoned Shaw’s, it works its way through more residental areas before reaching Revere Center for a brief stretch down Broadway. After that, more of the fun begins, as the 119 goes through several neighborhoods as it winds northward and westward, the most prominent being the Cooledge Housing community. While on this stretch, some turns and roads being a tight fit for a 40′ bus; though not as out there as some of the more rural routes in the Commonwealth such as the FRTA and BRTA out west, it’s still out there by MBTA standards.

Eventually, the 119 works its way onto Malden Street and to Linden Square and having some reason to go the Stop & Shop there, I press the button to get off. I then pass thinking that the 119 will make a right onto Squire Road/MA 60. This is false as it does a quick loop around Linden Square, briefly entering and exiting Malden in the process and as anyone who’s navigated that area knows, it gets jammed quickly and it took us a good five minutes to get to the “main stop for said Stop & Shop (and Showcase Cinemas across the street). I then got off knowing that the 119 only makes a couple more stops until the currently-in-transition Northgate Shopping Center. Though there isn’t much that would get me there anytime soon outside of the view and maybe one of those roast beef sandwiches, the 119 is a route worth riding.

Route: 119 (Northgate-Beachmont)
Rating (1-10): 8

Ridership: About six of us boarded for the Beachmont loop, replacing six who got off and a few that stayed on.. Those who missed the bus walked either up to Bennington Street or down Winthrop Avenue to board the bus and by the time we passed the abandoned Shaw’s, we had a good load of around 20, topping off at 30 by Revere Center. Blue Line passengers were heading home, those who got on en route were headed to either Linden or Northgate. 12 people remained when I got off while a couple got on.

Pros: The Beachmont loop is one of the more underrated scenic stretches on the MBTA. It’s also an important cross-Revere link that links West Revere and Beachmont to Revere Center and it’s fairly well patronized.

Cons: Poor midday and night service (70 minute headways with one bus), no weekend night service, and a late Sunday start are downsides. Even if the loop is omitted during those hours, it’d be something for those going across Revere.

Nearby and Noteworthy: Neither has a website, but Beachmont Roast Beef and Toretta’s bakery seem from my limited interaction with both legit, old-school places with great food.

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Oak Grove

Two weeks ago, assorted circumstances brought me out to Oak Grove. It wasn’t my first time – I had used it right after I moved – but this time gives a chance to do a review which goes a bit off-topic.

As part-time work barely pays the bills, I’ve been looking for work and took a chance on a temp-to-perm assignment just north of Oak Grove and the Malden/Melrose line. Coming off the train, I saw the current state of chaos of the platform which has reduced the station to a one-track operation as the other side is being refurbished. While this was long overdue, the original mid 1970s platform was starting to break off and rot away, it does create some aggravation in the station. In terms of overall design, it’s the end of the Haymarket North extension and can be described best as “Malden Center in a depression” – the two have an identical setup but Oak Grove’s sunken while Malden has more of an “end of the line” feeling than Oak Grove ever will which might double its depression.

Heading upstairs, there are two ways to go: Turn left and you’ll be at Oak Grove’s parking lot, a busway for the 131, 136, and 137 buses, and its very rarely used Commuter Rail platform which only is in use when the Orange Line is down or in emergencies and Winter Street. Turn right from there and walk across the town line you end up with the growing community of apartments near outer stations wooing people with rents which are high for the area but low versus the core of Boston. For people headed north, there is a very long tangent which ends up becoming Banks Place in Melrose, meeting Main Street next to Hunt’s Photo & Video and continuing into the picture-perfect experience which is Melrose. However, this job wasn’t at Hunts.

Turn right and you end up on Washington Street where there is a street stop for the 132 bound for Melrose’s west side and Stoneham. It’s a mix of residential and industrial and on the right side of the street you can see the operations of Oak Grove Yard and see the wearing-apart roofs of the 01200’s while in the station. We’ll walk, we’ll go in for an interview, we’ll ace the interview then walk back and smell the obvious smell of hot dogs from the vendor just past fare control.

Flash forward a few days. Do the actual job. Realize that there’s nothing near there to get lunch but that’s more than okay. Finish the work only to find that this was a test, you failed because you didn’t think of doing it their way (which they knew you were rusty on), walk down Washington Street. Once you get within sight of the platforms, get a call.

“The client just didn’t see you as a fit and is ending the assignment.”

Before I finish this review: I know I’m an outsider. I know I’m male and applying for fields that are female-heavy (administrative, HR, and nonprofit). But how is it that someone with a Masters can’t even get a viable chance in this town is aggravating. I need full-time work and the money but I think the fact that my resume shows I’m not from here is hurting me. If anyone wants to help, please drop me a line because I can really use a job or support or whatever since though we’re in a recession, my circle of friends (almost all not here) sure as heck aren’t feeling it.

Get back to Oak Grove and get my old job back. Then wait 45 minutes for a 136/137 to come with a huge crowd waiting for it. Though they had one of the loaner RTS’s they got from Charlestown, I don’t get why these problems happen out of Fellsway more than others, it was awkward and shows that a) commuter rail fares may be too high or b) Melrose, Wakefield, and Reading could use better bus service rather than the current setup of one bus every 30 minutes combined in rush. Great towns but they can use a bit more in the means of transit. You then realize that unless you’re headed into town and Wellington won’t do, who knows when you’ll next be back to Oak Grove.

Station: Oak Grove
Rating (1-10): 5

Ridership: A good mix of demographics and by modes coming in. The lot is always largely full though not congested by Alewife or Quincy Adams standards and like the former there is enough bicycle ridership that it recently gained a bike cage. The four bus routes serving the station get healthy ridership and there is a decent amount of pedestrian ridership as well especially since new apartments (and soon condominiums) have been built across the town line to take advantage of both Oak Grove and of Melrose’s schools.

Pros: For an end of the line station, it’s tranquil. Not overblown like Alewife, not an out-of-town magnet like Riverside or Braintree, no traffic nightmares like how Wonderland and Forest Hills can get (though the beach gives Wonderland the edge there. In contrast to Ashmont, it’s more suburban and of course there are no PCC’s.

Cons: Outside of the current renovation, here’s a big deal: Neither Malden or Melrose has road signs on Main Street at Winter or Banks pointing to people that in fact a train station exists here. The first time I actually used Oak Grove, my wife and I got lost and ended up at Malden Center because of the lack of signage and were only saved by my then-phone’s GPS. Maybe they seriously want it to be tranquil.

An Idea: Make Oak Grove commuter rail an actual station. Put it in Zone 1, make it pickup-only outbound/dropoff-only inbound. Maybe set up a flat fare for ridership heading between Wyoming Hill and Reading. This would provide a good alternative for often spotty 136/137 service and if priced at even $2.50 one-way would be with transfer a bit cheaper than the status quo.

Nearby and Noteworthy: Yes, there are much more accessible Hunt’s at Kenmore Square and Harvard Square. But this one is bigger than both of those combined so for the serious photographer, this is here. Seriously, this is all I’ve got since otherwise people go here to go home.

428 (Oaklandvale-Haymarket EXPRESS)

(Before I start: This review sat as a spare for months – the original ride was last December. Why trot it out now? Happy Birthday @BostonUrbEx who grew up near the 428 and challenged me for months to ride).

Living in Saugus and working in Burlington, my (wife and I’s) current commute involves lots of avoiding traffic on Route 128 by trying to get on as late into the route as possible. Our back way through Saugus and Wakefield involves driving past the 428 during its limited service, seeing buses of commuters varying in fullness heading to or from Haymarket.

The 428 is a variant of the 426 which runs three round trips a day heading inbound in the morning and outbound at night which runs alongside the 426 on Lynn St. Revere/Lincoln Ave. Saugus from roughly Lawrence Street in Revere to Winter Street in Saugus. In fact, years ago the 428’s runs were numbered 426 even though the two diverge pretty far from each other with the 428 ending at Wakefield High School contrary to the outbound terminal being still named “Oaklandvale” for the western Saugus neighborhood. To get the idea of this route, come along with me for the ride and brave the scads of high schoolers at Wakefield High.

Starting at Wakefield High with a terminal stop on the right side of the street, the 428 snakes through the school’s parking lot before heading down Farm Street. Though it gives parts of Wakefield an alternative to the Haverhill Line and 136/137 to Orange Line, there are only a couple of stops in Wakefield and often a bus running ahead of schedule will layover at the former Oaklandvale terminal right across the Wakefield/Saugus line. The scenery in this area is very not New England with erratic sidewalks but very wide shoulders which sort’ve fill the gap and still allow for stops to go in. Farm Street switches to Main Street and a bit into Saugus the surroundings turn more normal, the stops more regular, and the ridership more regular. From personal observations, by the time the 428 reaches Lynn Fells Parkway there can be a little as 10 riders to as much as 25 on any given day depending on run. Save for a couple of strip malls at that intersection, the 428 passes through solely residential areas.

After crossing Route 1, the 428 ends up taking Main Street to its end at the Saugus Center rotary where it then goes down Central Street for a brief period (paralleling the 430) until turning onto Winter Street where it passes by a cemetery and more houses until meeting Lincoln Ave. A little down the street from this was when I boarded. Last inbound run of the day, five people besides me already on. Nobody else boarded on the joint portion as the 428’s runs are smushed between a 426 and the inbound-only 426W runs. As opposed to said 426 which often has a full seated load and 426W which is usually ¾ full, the 428 in contrast was downright serene. Outside of Cliftondale Square and the Quarrystone apartments which straddle the Revere/Malden line, nobody else got on.

Right after the Quarrystone complex, the 428 does its second major diversion to serve the Granada Highlands complex in Malden which has four different stops shared with the 411 running to Malden Center and Wonderland. At these four stops, the 428 gained six other passengers while seven more passed it by. Though this may have been a byproduct of it being the last run of the day which is a close call for anyone needing to be at work by 9:00, it made me wonder about if the 428’s biggest problem may actually be its schedule. Coming out of Lawrence Street, the 428 rejoins the 426 for the rest of its route heading into Boston. The outbound route has some differences, namely the 428 staying on Route 1 until the Lynn Street exit and in turn not serving Linden Square as it does inbound.

The very limited service nature of the 428 means that it often is a target of service cuts and its limited daily ridership almost guarantees itself a place on any Doomsday cuts list though I think the route needs some TLC to help it improve greatly. Readjusting the times so most ridership isn’t funneled into one run would help a ton for a quick fix while another may be to refocus the routes. I propose three alternatives, both of which would break up the 428 as currently is.

  • Proposal 1: Extend the outbound terminal to Wakefield Station via North Ave/Nahant Rd. Take Route 1 from Main Street to Lynn Street, then serve Granada Highlands, then to current route. 2-3 426 runs a day could be detoured via Winter, Central, and Hamilton Streets to serve Saugus Center.
  • Proposal 2: The current 428 transitions terminates at Square One Mall and runs via Saugus Center. The Saugus-Wakefield service is turned into a new route running from Wakefield Station to Square One to Melrose to Malden Station with instant transfers during rush hour. This would allow for off-peak service on the Wakefield-Saugus portion.
  • Proposal 3: Proposal 1 sans Granada Highlands service with no stops between Haymarket and Square One.

Someday I’ll do a series on how to fix the mess of bus service in Saugus/Wakefield/Melrose. Someday.

Route: 428 (Oaklandvale-Haymarket EXPRESS)
Rating (1-10): 7

Ridership: Regular and dedicated, most of the time. Given the alternatives of an often arduous trip via the 430 or park-and-riding it from Wakefield or Melrose Highlands, this route has a core who don’t want to deal with higher MBCR fares, potential parking shortages at Wakefield, or a bizarre parking situation period in Melrose.

Pros: It’s the main transit link for most of north/western Saugus and it provides a one-seat ride to Boston otherwise unavailable. That and at least it isn’t like the 170 or the 434 which have “blink-and-you-miss-it” qualities.

Cons: Three round trips a day isn’t enough which might hinder ridership. Putting even a couple of midday runs and another rush hour round-trip would stimulate ridership a ton and this a route which is good enough to be turned into something great.

Nearby and Noteworthy: Suggesting anything along the 428-exclusive portion is going to be rough given that one would either need to find the 429/430 to get home or call a cab to Oak Grove. That said, the only J. Pace and Son outside of Boston is along the 428-only portion and comes with a small diner attached and soon a banquet hall in the back. Otherwise, Fatfingers inside a strip mall at Lynn Fells Parkway. That extension into Wakefield looks mighty good about now…

Some Quick Easy Fixes

Well, it looks like the doomsday threats are coming back, and this time on top of the threats of killing weekend commuter rail are the threats of ending all bus service after 11:00 PM and cutting 30 bus routes. Here are some simple fixes that the MBTA should consider.

1: MassDOT merged everyone together into a bickering blended family. They should own up to their Big Dig debt.
As much as the crowd outside of 495 will claim that they should not pay for the debt of the Big Dig because it’s solely inside Boston, truth is that it is a utility for the entire Commonwealth and beyond. The Big Dig benefits just as much benefits those from Salisbury to Sheffield to Sandwich as it does for those in Southie and Somerville with improved vehicular capacity through town, improved access to Logan, and more.  When the Commonwealth merged everyone under the MassDOT umbrella, they should have demerged the Big Dig debt which the Cellucci Administration forced upon the MBTA for something they really did not contribute to. One umbrella, one debt.

2: Merge some lesser bus routes into singular routes.
Several years back when the Port Authority in Pittsburgh had their own Doomsday cuts, they ended up merging several routes which shared a common terminal into singular routes to help boost efficiency and maintain as much service as possible. I was going to suggest these in a proposal post but here are a few which could be done.

  • Merging the 62 and 76 full-time as the current 62/76 operates on Saturdays.
  • Combining either the 70 or 70A with the 91, running straight through Central between Waltham and Sullivan.
  • At least on middays and weekends, merging the 108 with the local portion of the 426 (which would help West Lynn, East Saugus, and northeastern Revere as the Blue Line will  soon be an eunuch).
  • The 354 is extended over the local portion of the 352 after rush hours. As much as it’d be bad for Burlington commuters outside of 95/128, making this the core route would not be  bad thing.
  • Merge the 131 and the northern/eastern portion of the 430 while terminating the 430 at Square One Mall. This would not only add an elusive bus connection between Saugus and Melrose, but would also redirect the 430’s resources where it’s needed.

(Everyone, join in and leave your suggestions in the comments!)

3: Make pass prices resemble something resembling reality.
Right now a weekly pass ($18) is only 1.6 times the cost of a one-day pass ($11) and is equal to nine rail rides paid via CharlieCard. I understand the one-day pass is a bit of a tourist tax but seriously the weekly pass could be raised to around $24 and still be seen as a bargain. Similarly, $70 for a monthly pass is still quite low compared to the MBTA’s peer agencies and could be hiked beyond $80 and still be seen as a bargain.

4: Charge for CharlieCards (and maybe CharlieTickets too)
When I was living in and around DC,the initial cost for a SmarTrip was (as is now) $5. In contrast, the CharlieCard is free. I’m not saying to emulate WMATA – nobody ever should – but even if the MBTA charged as little as $2 for a CharlieCard it’d make some money. Imagine how much they could’ve made over the last eight years off of CharlieCards for a nominal fee.
Similarly, the MTA in New York is now charging $1 for a new MetroCard. I think even a 50 cent surcharge on getting a new CharlieTicket would raise some extra funds and would show those that use them that getting a CharlieCard would be a good move to make.

5: One More Quarter
Compared to peer agencies, even with last year’s fare increases CharlieCard fares are still cheap at $1.50 for bus and $2.00 for rail. Hiking these by a quarter while leaving the $2.00/$2.50 cash fare as-is would still have the MBTA on the low end of their peer agencies. Ideally, going to one united fare would be good but the insistence of having bus be cheaper than rail would need to be put on the back burner.

6: Peak hour MBCR surcharges
Being from the New York area, I’m used to the concept of a peak-hour surcharge on both Metro North and the LIRR, charging a higher fare going into Penn/Grand Central in the morning and out in the evening. I know the MBCR lines don’t have the intensive levels of service that their New York counterparts have, but a surcharge of a couple of dollars for trains during rush hour would help raise some extra money from suburbanites. There are some problems with this, namely if the Zone 1A and Fairmount Line stations should be made exempt or not, but it’s worth the thought.

7: Take one for the team, Local 589
With service cuts come the inevitable complaints about unionized labor and all the negative stereotypes of unions and the “typical” unionized employee. While Local 589 doesn’t have the overtime abuse problems of TWU 100 and the other MTA unions or the mass corruption at ATU 689 at WMATA, I think that it might be a good PR move for Local 589 to make some concessions to help protect their jobs. Given the choice between voluntarily taking a pay rollback of a couple of percent and having jobs flat-out eliminated, I’d be willing to take that most Local 589 members would seriously consider the former. Such a move would be a sign of solidarity and would send a good message to a union-cynical public in a time when unions need the good PR.

I have one other bigger idea I’ll share in another post, but these would be better than getting rid of all weekend Commuter Rail service or ending bus service a good two hours before subway service. Then again, doomsday is doomsday and often doomsday never comes.

 

 

136/137 (Reading Depot-Malden Center)

Your intrepid blogger is about to re-enter the workforce and with it comes the leverage to get a place for myself, the wife, and the cats. The latter two, added with jobs and family, make the Bostons and Brooklines a no-go so to the Northern suburbs we went. Both of us wanted to look at a couple of places in Melrose and to scout the area I decided to parlay it into a trip on both the 136 and 137 which means two reviews for the price of one!

As a whole, the 136 and 137 provide local service on the stretch of the Haverhill Line Commuter Rail between Reading and Malden Center and at the far northern end of the line in Reading and from Wakefield Square on they run together and are coordinated routewide most of the day weekdays and Saturdays. The two routes split mainly to service opposite sides of Lake Quannapowitt, the 136 the north/east sides and the 137 the west/south sides.This split makes each route unique as the 136’s solo portion is almost exclusively residential while the 137’s serves the Walkers Brook Road retail strip in Reading and North Ave in Wakefield. Night service is slanted towards the 137 side (mainly due to the retail strip) and Sunday service operates as a loop from Wakefield Square north with service on the 136 outbound and the 137 inbound. Oddly this isn’t referred to as the “136/137” a la the 24/27, 62/76, 426/439, and the late 37/38.

Getting dropped off in Wakefield, I go check my MBTA app of choice and find the 136 is next. I make my way down Main Street and eventually meet the 136 at Salem Street where only a few passengers were on board just after rush hour. Working through Wakefield, passengers boarded at a regular rate until I got off a half-full bus at Lynn Fells Parkway/Franklin Square. Through the next few hours, I observed traffic and noticed that buses were up to a full seated load with some voluntary standees.

Inevitably, I had to head back. Getting on a 137 at the north end of Melrose’s downtown strip, I find a bus that was 2/3 full and grew slightly as it wound its way down Main Street. Then as soon as the bus arrived at Oak Grove, there was a mass exodus as 80% of the passengers got off, bound for the Orange Line. Those staying on get to be subject to a somewhat pointless loop as both buses use Banks Street (Melrose) both into and out of Oak Grove. About ten minutes later, both buses arrive at Malden Center and do the reverse back to Reading.

As a combined route, the 136 and 137 are a great suburban route with good ridership, decent service for the most part (136 solo portion aside), and provides a relief valve for the Haverhill Line with the farthest walk from a station being around five minutes. It could use some work but it is a great resource that also provides a great savings compared to its in-house purple competitor.

Routes: 136/137 (Reading Depot-Malden Center)
Rating (1-10): 7

Ridership: Heavily middle class and heavily slanted towards Oak Grove with some local travel on the Reading/Wakefield and Wakefield/Melrose tracks. The 137 gets more ridership in part due to its heavy retail.

Pros: It’s a good suburban connection and it links together several quintessentially New England towns (even with Wakefield being a little rough around the edges) and provides a good alternative to commuter rail. Had I not narrowly missed one once, it’d have been a good timesaver when the Haverhill Line was zonked due to heat.

Cons: Some of the headways could stand be simplified: 70 minutes per route middays? 100 minutes Saturdays? Coordinated or not, at least 60/90 might be a more standard divide. Short of adding service to make these routes be on the level of the 77, this could be a good start. If the routes weren’t coordinated, I’d be for a headway increase.

Nearby and Noteworthy: For both routes, downtown Melrose is quaint in itself and is worth a trip either via bus or commuter rail. In some regards, it reminds me of a smaller version of Arlington without its stereotype of being “Cambridge North”. The 137 solo portion has the flagship for Jordan’s Furniture which includes a Richardson’s Ice Cream stand, a Fuddruckers, a candy store, and a water show. Be warned: it’s a walk up a hill so stay safe!

Photo Post!

I’m doing some late Spring cleaning which means two things here at (T)he Adventure

1: Some side improvements coming sooner than later (and branching out from reviews!)

2: I purged an old memory card, which means a bonus photo post for all of you!

Enjoy!

Commuter Rail platform at Malden Center.

Dudley Square, forlornly waiting for a train that’ll never come.

Bus 0440 lays over at Saugus Center on the 430.

1975 vintage sign on the unused side of Sullivan Square’s outbound platform.

One day I took the 99…

The 76 waits at Alewife to start its run out to Hanscom. Oddly this is on the list of routes I’d love to ride.

109 (Linden Square-Sullivan via Broadway)

Since reentering the workforce at the end of February, my schedule has largely kept me from exploring The T which has shown in the lack of posts here the last few weeks as my weekends have been largely packed. On my morning 426 heading into Boston most days, I’ve noticed the 109 laying over at Linden Square on the Revere-Malden line and wondered “Should I ride this someday?” Somehow, someday turned out to be today.

While tens of thousands of other T riders dealt with a track fire shutting down the core of the Red Line, my commute involved an older RTS bus having three engine shutdowns before leaving Saugus before just giving up completely at Linden Square. While the huddled mass of 45 or so riders waited for another bus to be dispatched, I knew that this was my chance to get a ride on the 109 and several other riders had the same idea.

The 109 runs a relatively straightforward route using Eastern Ave in Malden, and MA 99 (as Broadway and Alford St) through Everett and Charlestown. On its route, it goes through the southern extreme of Malden then cuts through two distinct parts of Everett: the main commercial strip of Broadway and the industrial strip of Alford Street south of Revere Beach Parkway. Both of these portions are stereotyped with Broadway having an large amount of Italian and Central American restaurants while Alford Street is a lot more industrial. Both of these drive traffic to some degree though the real purpose to the 109 is to weave two diverse parts of the MBTA bus system together. A one-transfer ride on the 109 can go as far west as Reservoir to as far east as Salem Depot depending on time of day. To go that far on $1.25 (or $1.50) is a bit amazing if you think about it. Not Weymouth to Riverside amazing, but nonetheless…

If you’d like to see parts of Greater Boston that are rarely seen, the 109 is a good move to ride and if any bus fans are there, I recommend it as part of a bus fan trip given the connection opportunities.

The busted bus that birthed his article!

Route: 109 (Linden Square-Sullivan via Broadway). Rating (1-10): 7

Ridership: Under normal circumstances, an assortment of riders going from Malden to Everett, Everett to Sullivan and connecting to/from the 109 in either direction. Aside from this morning’s unique circumstances, each run usually has a bunch of people who ride the whole route.

Pros: Connection opportunities aplenty. That and it gives a “value” option for some riders who want to get from points north/east but who don’t want to pay the $2.80 to get to Haymarket.

Cons: Right now, nothing of its own control. However, the Alford Street Bridge replacement has snarled the route especially during rush hour so if you must ride then give a little extra time as backups often go back to the end of Broadway.

Nearby and Noteworthy: The 109, with other routes, passes by the MBTA’s Everett Shops which is home to historical, 1957 vintage bus 2600 and prototype articulated bus 1000, both visible from the street. Also, the Honda dealership that the 109 passes is the site of the former Everett Station on the old Charlestown Elevated.

I also must give an honorable mention to Trinity Tattoo whose hours are listed as such.

“1:00ish to 9:00ish. Hours are subject to MBTA Incompetence.”

Talk about honesty and dedication!