Hynes Convention Center station
| Company type | Public agency |
|---|---|
| Industry | Public transportation |
| Founded | August 3, 1964 |
| Headquarters | Boston, Massachusetts , United States |
Area served | Greater Boston |
| Products | Bus, subway, light rail services |
| Website | www |
Hynes Convention Center station is a subterranean light rail stop on the Massachusetts Bay Transportation Authority (MBTA) Green Line, situated at the intersection of Newbury Street and Massachusetts Avenue in Boston's Back Bay neighborhood. Its name derives from the nearby Hynes Convention Center, located approximately east along Boylston Street. The station consists of two side platforms serving the Boylston Street subway tracks utilized by the Green Line's B, C, and D branches. The principal entrance, positioned on Massachusetts Avenue, provides access to a fare lobby beneath the building at 360 Newbury Street.
Construction commenced in December 1912, with the station originally opening in October 1914 under the name Massachusetts station as part of the Boylston Street subway operated by the Boston Elevated Railway (BERy). In 1918, a surface transfer point for streetcars was introduced but was later closed and partially dismantled in 1963 due to the Massachusetts Turnpike Extension project. Between the 1930s and 1960s, surface streetcar lines were progressively replaced by bus services.
The MBTA has renamed the station several times: first to Auditorium in 1965, then to Hynes Convention Center/ICA in 1990, and finally to Hynes Convention Center in 2006. A pedestrian tunnel connecting to a southbound bus shelter opened in 1964, followed by the reopening of the Boylston Street entrance in 1965; both were closed during the 1980s. However, the Boylston Street entrance is still operational during major events such as the Boston Marathon and significant conventions.
With an average weekday boarding exceeding 7,000 passengers in 2019, Hynes stands as the busiest MBTA station lacking full accessibility. Upcoming renovations associated with air rights development above the adjacent Massachusetts Turnpike aim to make the station accessible and restore full-time use of the Boylston Street entrance. Additionally, a separate initiative will rehabilitate the pedestrian tunnel.
Station layout
Positioned roughly along an east–west axis within a city block bounded by Massachusetts Avenue, Newbury Street, Hereford Street, and Boylston Street in Back Bay, the station's eastbound track curves northward beneath Boylston Street via the Boylston Street subway, while westbound trains curve southward under Newbury Street.
The station features two side platforms flanking two tracks, with platforms narrowing at their extremities and expanding near a fare lobby located at the western end. The main access point is located on Massachusetts Avenue; an additional exit leads out to Newbury Street. This fare lobby is situated below street level within the basement of 360 Newbury Street. Several nearby MBTA bus routes provide service connections.
A secondary entrance on Boylston Street opens into a smaller fare lobby above the eastern end of the platforms. Typically closed during regular operations, this entrance is opened for large-scale events such as the Boston Marathon (particularly when Copley station is closed) and conventions like Anime Boston. For certain events, it functions solely as an exit. Planned upgrades include permanently reopening this entrance to enhance accessibility.
Construction
Initial proposals from 1907 for extending the Tremont Street subway westward envisioned a route along the Charles River’s south bank, known as the Riverbank Subway, which included no intermediate stations. By 1910, however, the Boston Transit Commission (BTC) had approved stations at Charles Street, Dartmouth Street, and Massachusetts Avenue. Public preference soon shifted toward routing beneath Boylston Street, a corridor experiencing rapid growth. In July 1911, legislation authorized several tunnels including the Boylston Street subway, which would incorporate stations at both Copley Square and Massachusetts Avenue.
Subway construction began in March 1912. On September 24 of that year, BTC secured an easement through the building formerly occupied by Boston Cab Company at 360 Newbury Street for constructing Massachusetts station. Work commenced on December 21, 1912 under contract with Hugh Nawn Company. Due to structural instability concerns, BTC acquired and demolished the Cab Company building in April 1913 to facilitate progress.
Construction faced difficulties caused by soil conditions resulting from Back Bay landfill deposits. To establish stable foundations for both the station and potential future air rights development above it, wooden and concrete piles were driven through approximately 20 feet of silt. The station was adjacent to a cut owned by the Boston and Albany Railroad, necessitating pile-supported track sections during construction. Although built below ground level, much of its roof remained exposed with an alley constructed overhead. Excavated material was partially used to fill portions of the Charles River Esplanade near Cottage Farm Historic District, with surplus soil disposed of at sea.
The finished station measured approximately 420 feet in length and up to 70 feet wide. Platforms were elevated about two feet above track level to accommodate streetcars while maintaining sufficient overhead clearance for eventual conversion to metro rolling stock. Constructed using reinforced concrete with granolithic platforms and flooring, interior walls featured white plaster on upper sections; lower walls were finished with white terrazzo bordered by red-and-white tile trim. A waiting area for passengers transferring to surface streetcars was located near Massachusetts Avenue adjacent to the main entrance. The Boylston Street subway segment including Massachusetts station officially opened on October 3, 1914.
Surface station
In 1917, the Massachusetts General Court granted the Boston Elevated Railway (BERy) permission to establish prepayment transfer zones for streetcars at subway and elevated stations, enabling passengers to pay prior to boarding. BERy approached the Boston Transit Commission to develop such a facility at Massachusetts station. By November of that year, plans received approval to construct a transfer station as a bridge spanning the B&A tracks between Newbury and Boylston streets.
This reinforced concrete edifice incorporated two tracks alongside an island platform, with stairways linking it to subway platforms and fare mezzanines. Faregates allowed entry from both adjacent streets. Streetcars operating on Massachusetts and Boylston streets could utilize the station either to loop or proceed in alternate directions. Construction commenced on February 4, 1918, with demolition work completed by April.
The surface station officially opened on November 29, 1919, with BERy anticipating daily transfers to rise from 20,000 to 30,000. It served the Harvard–Dudley line running along Massachusetts Avenue and the Ipswich Street line (Park Street–Chestnut Hill) along Boylston Street. In June 1925, the Ipswich Street line was truncated to terminate at Massachusetts station; subsequently, in July 1930, the Harvard–Dudley route was divided into Harvard–Massachusetts (which later became route 76) and Massachusetts–Dudley (route 47) lines.
Also in 1917, a private company initiated construction of a seven-story office building atop the main headhouse, designed by Arthur Bowditch and completed by October 1919. By January 1920, BERy relocated its offices from 101 Milk Street to this new building as their previous lease expired. Known as the Transit Building during BERy’s occupancy until 1926, it was later renamed 360 Newbury Street. Over time, it has accommodated various tenants; a renovation in the late 1980s was led by architect Frank Gehry.
Bus replacement
The earliest bus service connected to the station was the Bowdoin Square–Fenway route (later designated route 54), introduced in 1925 following the reduction of the Ipswich Street line. This bus route began utilizing the transfer station on December 13, 1930, after the Fenway loop was eliminated. In 1931, BERy installed an electrical substation adjacent to the station equipped with two mercury arc rectifiers rated at three megawatts each. The Boylston Street subway extension reached Kenmore station in October 1932. Due to resurfacing of Massachusetts Route 9, much of the Ipswich Street line was replaced by bus service between 1932 and 1933; its final segment was substituted by a short bus route (later route ) terminating at the surface station in July 1934.
From February 1940 through May 1942 and again after March 1946, buses replaced streetcars on route 76 during off-peak hours. The route fully transitioned to bus operation on September 12, 1949, then converted to trolleybus service on April 22, 1950. Modifications were made in late 1949 at the surface station’s Boylston Street end to accommodate trolleybuses. Route 47 shifted to bus service during off-peak periods starting April 1948 and fully converted by September 1953. On April 1, 1961, route 76 reverted back to diesel buses. Route 54 was shortened to terminate at Copley Square in December 1960; subsequently, route 55 was extended eastward to Copley in December 1976.
The early-1960s construction of the Massachusetts Turnpike Extension necessitated widening of the Boston and Albany Railroad corridor. To eliminate looping at the surface station, routes 47 and 76 were merged into route 1 in September 1962. The surface station permanently ceased operations on January 21, 1963. Shortly thereafter, the section near Boylston Street was demolished; however, the remaining portion facing Newbury Street now functions as an MBTA traction power substation housing two large rectifier transformers. This facade is frequently adorned with graffiti art while its sidewalk area is commonly occupied by street performers and a food truck.
In response to transit needs, a substantial bus shelter dedicated for southbound passengers was constructed across Massachusetts Avenue in 1963. On November 16, 1964, the newly established MBTA inaugurated a pedestrian tunnel linking this shelter directly to the subway station’s fare lobby, enabling riders to bypass busy street crossings. The Prudential Tower and adjacent Prudential Center complex opened in 1965 on former rail yard land, enhancing access for riders approaching from Boylston Street. On April 19 of that year, the MBTA reopened the former headhouse located diagonally across from the Prudential complex on Boylston Street.
MBTA era
In 1947, the Metropolitan Transit Authority (MTA) succeeded the BERy, and later in 1964, the Massachusetts Bay Transportation Authority (MBTA) took over. Originally, Massachusetts station accommodated streetcar services on the Watertown line (which later became the Green Line A branch), the Boston College line (Green Line B branch), and the Cleveland Circle route (Green Line C branch). The Riverside Line (Green Line D branch) commenced operations on July 4, 1959. The A branch was discontinued on June 21, 1969, replaced by the route 57 bus terminating at . On February 18, 1965, the station was renamed Auditorium, reflecting its proximity to the War Memorial Auditorium (later known as John B. Hynes Memorial Auditorium).
Between 1975 and August 31, 1977, the MBTA invested $14 million to renovate seven subway stations, including this one. This refurbishment incorporated public art installations: Dennis Kowal’s metal sculpture Constellations was installed at the Boylston Street entrance in 1975, and a silk-screened enamel mural depicting a Harvard–Dudley streetcar was added inside the main entrance between 1976 and 1977. In 1980, artist Morgan Bulkeley contributed a mural titled "Tramount" to the Newbury Street facade, combining Boston’s historical elements with abstract geometric designs.
Due to security concerns, the pedestrian tunnel leading to the southbound bus shelter was closed in the early 1980s. Budget reductions led to the closure of the Boylston Street entrance on January 3, 1981, alongside shutdowns of and stations. The station’s name changed from Auditorium to Hynes Convention Center in 1988; two years later it was updated to Hynes Convention Center/ICA following the nearby Institute of Contemporary Art. After the ICA relocated to South Boston Waterfront in late 2006, the station reverted to Hynes Convention Center. The Constellations sculpture was moved to Wentworth Institute of Technology in 2012.
Planned renovations
With an average weekday ridership exceeding 7,000 in 2019, Hynes stands as the busiest MBTA station lacking accessibility features. In May 2010, a design contract was awarded for accessibility upgrades at Hynes Convention Center, Symphony, and stations; preliminary designs were completed by March 2013. In September 2014, MassDOT initiated bidding for air rights development over Parcel 13 adjacent to the station along the Massachusetts Turnpike. The developer was obligated to install elevators for accessibility improvements at Hynes and to reopen both the Massachusetts Avenue tunnel and the unused Boylston Street headhouse.
MassDOT approved "The Viola" development for this site in November 2015 with construction targeted for 2019. While Peebles Corporation partnered with MBTA on station design aspects, they were not responsible for construction. Peebles pledged $30.5 million toward an estimated $45.7 million renovation budget; MBTA would fund the remainder and oversee construction activities. The project included relocating a portion of the Massachusetts Avenue entrance southward into the new building.
Responsibility for headhouse upgrades rested with Peebles, whereas MBTA handled platform-level modifications. In December 2019, MBTA awarded a $11.5 million design contract spanning 33 months dedicated to accessibility enhancements. Peebles began securing permits in February 2020 for their mixed-use development comprising hotel and condominium components. By May 2022, design progress reached approximately 30% completion but was subsequently paused pending developer decisions. After development delays in 2023, MBTA resumed independent design efforts, again achieving about 30% completion by March 2024 before halting due to funding limitations. Construction costs are projected at $85 million as of 2025; without secured financing, both Hynes Convention Center and will remain inaccessible Green Line stations past 2030.
Separately, an air rights project on Parcel 12—located on Massachusetts Avenue’s west side—included plans for a new station entrance and elevator installation. Construction began in July 2020 and neared completion by 2024; however, this entrance has yet to open. Accessibility upgrades will also be required for the existing pedestrian tunnel.