with grade crossings, reflecting this portion of the lines' history as streetcar lines. The Green Line separates from the Blue Line just east of Shaker Square at , with the Green Line continuing east in the median of Shaker Boulevard. The station-stops east of Shaker Square are adjacent to street intersections and most comprise merely concrete platforms with simple shelters. The central median of Shaker Boulevard expands at Warrensville Road—it was originally planned for a high-speed parkway—and the Green Line continues along this median with Warrensville Road crossing on a bridge overhead. There is also a bridge at Green Road, although the station is actually just west of the bridge and only layover tracks extend beneath the bridge. The Green Line terminates at Green Road and Shaker Boulevard. Designations When the Shaker Heights Rapid Transit was absorbed into the RTA, The Green line held the designation of 67A. This was later changed to 67AX. This remained with the opening of the Waterfront "line" extension of the Blue and Green lines. In the mid 2010s, the Waterfront line became a separate designation from the 67 and 67A Blue and Green lines. The Waterfront line was briefly designated as 67W. The three routes have united under the 67 designation, which is now internal and no longer shown on official timetables. History The Green Line is the direct, continuously operating descendant of the privately-owned Cleveland & Youngstown Railroad, Cleveland Interurban Railroad and later the municipally owned Shaker Heights Rapid Transit, built as a branch of the Shaker Heights streetcar lines to connect the streetcar suburb of Shaker Heights to downtown Cleveland. This line, along with the Blue Line, were the only ones to survive the bustitution of Cleveland's transit system, partly due to their use of grade-separated trackage to across much of the east side of Cleveland. Cleveland & Youngstown Railroad The Van Sweringen brothers purchased the land of what is now Shaker Heights in 1906 intending to create a planned suburban community. They knew that the success of their plans depended upon the availability of streetcar service to downtown Cleveland, so they persuaded the Cleveland Railway to extend its Euclid Heights trolley line along Fairmount Boulevard from Cedar Road to Lee Road, which was completed by 1907. To improve travel times to downtown, the Vans organized the Cleveland and Youngstown Railroad. On October 27, 1911, with a population of only 200, the