65 (MBTA bus)
| Industry | Public transportation |
|---|---|
| Founded | July 1900 |
| Fate | Ceased streetcar operations in July 1934; replaced by bus routes |
| Headquarters | Boston and Brookline , United States |
Area served | Boston and Brookline, Massachusetts |
| Products | Streetcar service (1900–1934) |
The Ipswich Street line was a streetcar route operating in Boston and Brookline, traveling along Boylston Street and Ipswich Street within the Fenway–Kenmore district, then continuing on Brookline Avenue through what is now the Longwood Medical Area before reaching Brookline Village.
Initially proposed in the mid-1890s to facilitate growth in Fenway–Kenmore, the line began service in July 1900 between Park Street station and the Cypress Street Carhouse. Later that same year, it extended westward to Chestnut Hill. The eastern terminus was shortened to Massachusetts station in 1925. In 1926, a terminal swap occurred between the Ipswich Street line and the Huntington Avenue line, returning Ipswich service to Cypress Street. By 1932, service was curtailed to Brookline Village, then further reduced in mid-1933 to a shuttle operating between Audubon Road and Massachusetts. This shuttle ceased operations in July 1934.
As streetcar service declined, bus routes took over. Presently, the Ipswich Street line's legacy continues through MBTA bus routes 55 and 60, while route 65 (originating from a Huntington Avenue branch) covers segments of the former streetcar path.
Streetcar line
During the 1890s, the West End Street Railway transitioned from horsecars to electric streetcars, allowing expansion into suburbs such as Brookline and Brighton. New lines were launched on Beacon Street (1888–89) and Commonwealth Avenue (1894–96). At the same time, land reclamation efforts north of the Muddy River transformed the Back Bay Fens, encouraging development. In 1895, local Brookline entrepreneurs proposed a streetcar route linking Newton Centre with downtown Boston that would operate independently of West End control. This line was planned to run through Brookline along Boylston Street (the Worcester Turnpike) and newly reclaimed Fenland to access the Tremont Street subway without relying on West End tracks. In response, West End proposed an extension from Reservoir along Chestnut Hill Avenue.
By 1897, West End aimed to extend its Boylston Street line westward into emerging neighborhoods. Due to concerns over track placement through Fens parkland and a compromised Muddy River bridge, a compromise was reached: tracks would be rerouted northward along Ipswich Street, paralleling the Boston and Albany Railroad mainline. The succeeding company, the Boston Elevated Railway (BERy), commenced construction in early 1899.
Service had reached Longwood Avenue by July 23, 1900; shortly thereafter, full operations began from Cypress Street carhouse through Brookline Avenue and Ipswich Street to the subway. That same week also saw the opening of a Huntington Avenue branch extending from Brookline Village to , briefly sharing track with the Ipswich line at Brookline Village. The line was extended west from Cypress Street to Chestnut Hill Avenue in September and connected with Newton’s streetcar system at Chestnut Hill by November. On May 5, 1903, the Boston and Worcester Street Railway (B&W) commenced service terminating at Chestnut Hill but extended over BERy tracks to Park Square by July.
By 1907, regular Ipswich service operated between Chestnut Hill and Park Street with short-turn trips between Longwood Avenue and Park Street; additional runs between Cypress Carhouse and Park Street supported carhouse access. A transfer station opened at Brookline Village in 1912 to facilitate connections with Huntington Avenue branches. In November 1919, service shifted into a new surface transfer station at Massachusetts station that allowed fare-controlled transfers among the Ipswich line, Massachusetts Avenue streetcar line, and Boylston Street subway.
On June 13, 1925, Ipswich service was truncated from Park Street back to Massachusetts station—marking the end of streetcar operation on Boylston between Copley Square and Massachusetts—and replaced by bus service running between Bowdoin Square and Fenway. In March 1926, Ipswich and Huntington lines again exchanged western terminals, reinstating direct rides from Chestnut Hill into downtown.
With construction advancing along Worcester Turnpike eastward, B&W buses replaced trains on June 11, 1932. That November saw Ipswich service cut back further to Brookline Village; meanwhile, the Huntington Avenue line assumed control of the Cypress branch until 1934 while buses served Chestnut Hill. By March 1933, Ipswich was reduced to a shuttle operating between Audubon Road and Massachusetts using two Type 5 streetcars; bus routes covered Brookline Avenue service. The shuttle ceased operations on July 14, 1934—bringing an end to streetcar service on the Ipswich Street line.
Bus routes
During 1940–41, the BERy reorganized the numbering system for public bus routes, establishing a scheme that has remained mostly unchanged since then. The BERy was succeeded by the Metropolitan Transit Authority (MTA) in 1947, which in turn was replaced by the Massachusetts Bay Transportation Authority (MBTA) in 1964. Among the MBTA bus lines, three trace their origins to the Ipswich Street route:
55
The initial bus service that replaced the Audubon Road shuttle followed a similar trajectory but looped around Kilmarnock, Queensbury, and Jersey Streets instead of turning back at Audubon Road. This route was designated as number 55 in 1941. From September 1962 through June 1963, inbound buses were routed via Brookline Avenue and Kenmore Square. The closure of Massachusetts station in January 1963, due to construction for the Massachusetts Turnpike Extension, necessitated rerouting buses through Burbank and Hemenway Streets. Around 1967, the loop was adjusted to include Gloucester Street and Newbury Street; by December 1968, it extended to Fairfield Street to enhance access to the Prudential Center. Subsequent expansions reached Copley Square in December 1976 and Park Street with a Boston Common loop in 1982. Outbound trips were redirected via Huntington Avenue starting June 1998.
An MBTA evaluation conducted in 2018–19 identified that route 55 experienced low ridership outside peak periods, attributed to infrequent service, unreliable schedules, and its proximity to the Green Line. No immediate modifications were advised. The COVID-19 pandemic led to temporary service reductions: suspension east of Copley began in March 2020; midday operations paused in August 2020; evening service halted in December 2020; all service ceased in March 2021; midday service resumed by June 2021. In June 2023, the western terminus was renamed "Fenway." The MBTA continues to operate the 55 Fenway–Copley station line.
In May 2022, a proposal was made to extend route 55 to Kendall/MIT station via Massachusetts Avenue and through the Longwood Medical Area via Brookline Avenue, eliminating service east of Massachusetts Avenue and the Fenway–Kenmore loop. However, a revised plan released in November 2022 maintained the route between Fenway–Kenmore and Copley.
60
Following the cessation of Chestnut Hill streetcar operations in November 1932, buses took over service between Chestnut Hill and Brookline Village. By mid-1933, a Brookline Village– route operating along Brookline Avenue was introduced and connected with the Chestnut Hill line by approximately 1934. When Cypress Street service via Huntington Avenue ended in June 1934, a new Cypress Street–Kenmore route was established. In 1935, a loop incorporating High Street, Highland Road, Jamaica Road, Pond Avenue, and Chestnut Street was added. In 1941, these routes were numbered: Cypress Street became route 58 and Chestnut Hill was designated route 60. The Cypress Street loop was discontinued in 1942 but reinstated after World War II.
The inauguration of the Riverside Line in July 1959 led to adjustments of these bus routes for connections. Some inbound trips on route 60 terminated at Brookline Hills station, while all Cypress Street trips were shortened to Brookline Hills as route 60A; simultaneously, a new route 58 operated between Brookline Village and Kenmore. Due to local opposition over narrow street loops, both routes were altered by September 1960 to end at Brookline Village. The MTA eliminated free transfers in October 1961, prompting extensions or through-routing of many lines to avoid double fares; consequently, Chestnut Hill and Cypress Street routes were extended back to Kenmore Square, with Cypress Street reverting to number 58.
In September 1969, these two lines merged into route 60 running along Chestnut and High Streets except during peak hours when route 60A covered the former route 58 path. Route 60A was discontinued in December 1985, ending service on the Cypress Street loop; thereafter, route 60 served both Cypress and High Streets full-time. The outer terminal was slightly extended to Chestnut Hill Mall in December 2006. This line continues today as 60 Chestnut Hill–Kenmore station. A review conducted in 2018–19 found the route generally effective but highlighted issues with reliability and inconsistent headways. A minor shortening of service to a stop at the new Chestnut Hill Square development was recommended to enhance frequency; however, service to the mall was maintained while plans for the new stop proceeded.
The May 2022 draft network plan suggested extending route 60 to Newton Centre via Langely Road with increased frequency. The November 2022 draft plan retained the existing routing without changes.
65
The streetcar line along Washington Street connecting Brookline Village to initially operated as a branch of the Huntington Avenue route extending to via Beacon Street. In 1922, the service was truncated to run between Lake Street and Brookline Village, and by 1926, it had been converted into a bus route. Two years later, in 1928, the western segment was rerouted along Washington Street to reach Brighton Center, following a plan originally suggested in the 1890s. The tracks on Washington Street were dismantled in 1940, and the route received the number 65 designation in 1941. Saturday service ceased in 1953 but was reinstated in 1979. After free transfers were eliminated in October 1961, the route was extended to Kenmore, operating along Brookline Avenue alongside routes 58 and 60.
Currently managed by the MBTA, the 65 Brighton Center–Kenmore station line underwent a 2018–19 evaluation that highlighted challenges such as inconsistent reliability, overcrowding during peak periods, and the absence of Sunday service. Unlike other crosstown routes, its peak passenger flow is predominantly one-directional. A proposed modification involved shifting the inner terminal to , with buses traveling via Longwood Avenue, Huntington Avenue, and Ruggles Street—areas already served by —to facilitate a connection with the Orange Line and improve access to the Longwood Medical Area. This suggestion was postponed pending a more comprehensive system review.
The draft network plan released in May 2022 recommended extending route 65 as part of route , establishing a high-frequency corridor between Oak Square and , while discontinuing service on Brookline Avenue north of Fenway, which remains covered by other routes. In the updated November 2022 draft, plans were adjusted for route 65 to operate between Brighton Center and Ruggles, with route 15 ending its service at Ruggles.
External links
- MBTA: routes , , and