Boylston station
| Company type | Light rail station |
|---|---|
| Industry | Public transportation |
| Founded | 1897 |
| Headquarters | Boston , United States |
| Products | Green Line light rail service; Silver Line bus rapid transit service |
Boylston station (also identified as Boylston Street) serves as a light rail stop on the MBTA Green Line located in downtown Boston, Massachusetts. Positioned at the intersection of Boylston Street and Tremont Street on the southeastern edge of Boston Common, it also features a street-level southbound stop for the route of the Silver Line bus rapid transit system outside the fare-controlled area. The station comprises two island platforms, each accompanied by one inactive track, effectively functioning as side platforms. Notably, Boylston lacks accessibility accommodations for Green Line services.
Established in 1897 as part of the original segment of the Tremont Street subway, Boylston initially catered to streetcars and, between 1901 and 1908, also served Main Line Elevated trains. Unlike many other stops along the Green Line, Boylston has experienced minimal alterations, preserving much of its initial architectural character. Nevertheless, two of its original four headhouses have been dismantled, and a pedestrian tunnel connecting the platforms has been closed off. Plans from the 1990s to build an underground Silver Line station beneath Boylston were ultimately abandoned in 2010.
Station layout
Originally constructed with four tracks flanked by two island platforms, Boylston’s fundamental track arrangement has remained largely intact over time. The outer tracks once extended to the Pleasant Street incline; currently, a portion of the southbound outer track serves as storage for maintenance vehicles. The northbound outer track was completely removed, except for a disconnected section that housed two historic streetcars (PCC #3295 and Type 5 #5734), which were utilized for fan excursions until 1990 and 1998 respectively.
Just south of Boylston station, the Green Line sharply curves from Tremont Street onto Boylston Street, creating a tight bend that generates noticeable rail squealing audible near the entrance. To mitigate this noise, the MBTA installed six lubrication units in 2017 to supplement existing equipment. Additionally, newer train models were equipped with flange stick lubricators that apply graphite to wheels without compromising braking performance. Despite these measures, noise levels exceeding 110 dBA were recorded at the station in 2018.
History
Boylston and were among the inaugural stations built for the Tremont Street subway, constructed between 1895 and 1897. When it opened in 1897, Boylston became the first underground rapid transit station in the United States.
The original stone headhouses were designed by Edmund M. Wheelwright and faced criticism for their grandiose style, which contrasted with the more modest designs adopted for subsequent tunnel stations. Initially, inner tracks connected westward to the Public Garden incline and Park Street’s inner loop, while outer tracks linked southward to the Pleasant Street incline and Park Street’s outer tracks. Most streetcars heading west terminated at Park Street’s loop; those traveling south continued through to North Station. Between 1901 and 1908, Main Line Elevated trains utilized the outer tracks with temporary platforms installed.
The Boylston Street incline and its subway opened in October 1914 using the inner tracks. A fence dividing northbound platforms temporarily allowed passengers to transfer between westbound and southbound streetcars before being reinstated in 1915, which shifted transfers back to Park Street.
In 1947, with the establishment of the MTA, plans emerged to expand the Tremont Street Subway to four tracks between Park Street and Scollay Square. This included proposals to merge Park Street and Boylston into a single Boston Common station featuring an underground garage entrance. Although the garage was completed in 1961, both stations continued operating independently.
Between 1958 and 1962, exit-only north headhouses on both platforms were removed. The Lenox Street line transitioned to bus service in 1961, followed by closure of Boylston’s outer tracks in 1962 after a shuttle route was discontinued. In recognition of its historical significance, the Tremont Street subway was designated a National Historic Landmark in 1964; Boylston has preserved much of its original appearance despite limited modifications over more than a century.
Around 1968, the pedestrian tunnel connecting platforms was closed and subsequently sealed off by 1981. In 1974, local students contributed nine vibrant panels as part of the MBTA's arts program. The northbound outer track was removed entirely in 1983; planned renovations in 1986 were postponed due to historic preservation status. A proposed renovation including elevator installation in 1990 did not come to fruition. In mid-2006, improvements included brighter lighting and updated fare equipment compatible with the CharlieCard system.
Approved in 1993, plans for the South Boston Piers Transitway—later integrated into the Silver Line—envisioned a bus rapid transit level beneath Boylston's Green Line platforms. This phase was deferred in 1999 and eventually canceled by 2010 due to escalating costs. Surface-level Silver Line service began stopping at Boylston in December 2001.
As of 2019, Boylston was designated a "Tier II" priority for accessibility upgrades pending design evaluations. , it remains among only two Green Line stations not anticipated to achieve accessibility by 2030 alongside .
Incidents and accidents
Several months prior to its inauguration, a gas explosion took place on March 4, 1897, at the intersection of Tremont and Boylston Streets. For approximately two months, illuminating gas had been leaking underground into the area above the station's roof until it was ignited by a horse-drawn trolley. The resulting explosion produced a fireball that immediately inflicted burns on multiple individuals and horses, leading to six fatalities and more than sixty severe injuries. The station structure itself suffered only minor damage as the blast energy was directed upward.
On June 6, 1906, an explosion occurred at Boylston station caused by overhead electrical lines short-circuiting and igniting. Because of the electrical origin of the fire, the use of water in firefighting efforts resulted in electric shocks to the emergency personnel. The incident resulted in just three injuries, and the fire extinguished itself without further intervention.
A fire broke out on August 4, 1958, within a streetcar fuse box at Boylston, causing injuries to 23 individuals.