Mount Hood Road station

B branch (MBTA Green Line)
Company type	Light rail branch
Industry	Public transportation
Founded	1896
Headquarters	Boston, United States
Area served	Boston, Massachusetts
Products	Light rail transit service

Adapted from the English Wikipedia article Mount Hood Road station, available under CC BY-SA 4.0Updated 7 August 2025

The B branch, frequently referred to as the Commonwealth Avenue branch or Boston College branch, constitutes a portion of the MBTA Green Line light rail network that operates along Commonwealth Avenue to the west of downtown Boston, Massachusetts. As one of the four branches of the Green Line, it extends from Boston College station through the median strip of Commonwealth Avenue until reaching , where it enters the Blandford Street portal leading into Kenmore station. At Kenmore, it converges with the C and D branches before proceeding via the Boylston Street subway and Tremont Street subway into central Boston. Since October 2021, service on the B branch has ended at . Notably, this branch operates exclusively within Boston city limits. The name of the Green Line Rivalry between Boston College and Boston University is derived from this line, which provides transit access to both institutions.

As of , trains on this branch run every 8 minutes during weekday peak periods, with intervals ranging from 8 to 12 minutes at other times. The fleet typically includes between 9 and 15 trains, equating to 18 to 30 light rail vehicles in operation.

Early Development

The origins of what is now known as the B branch trace back to former lines that evolved into the Watertown Line and Beacon Street Line. In 1889, the West End Street Railway inaugurated the Beacon Street Line, which featured a spur running from Coolidge Corner to Oak Square by way of Harvard Avenue, Brighton Avenue, Cambridge Street, and Washington Street. Although this route served the expanding suburbs of Allston and Brighton, there was a demand for a more direct corridor. During the mid-1890s improvements to Commonwealth Avenue between Governors Square and the junction at Brighton Avenue, a 33-foot-wide central median was incorporated specifically for a streetcar line intended to encourage real estate growth. Service commenced on May 18, 1896, between Governors Square and Brighton Avenue, linking up with existing tracks at . By June 13, 1896, this line had been extended nearly as far as Nonantum Square.

Further westward, a 25-foot-wide streetcar median was constructed stretching from to the Boston–Newton border at Lake Street. Operations between Lake Street and downtown Boston began on August 15, 1896, utilizing routes along Chestnut Hill Avenue, the Beacon Street line, Washington Street, and Huntington Avenue. At Lake Street, connections were made with the Commonwealth Avenue Street Railway, which had opened service to Auburndale earlier that same year.

Eastward of Governors Square, the Beacon Street line originally followed Beacon Street, then proceeded along Massachusetts Avenue, and finally continued on Boylston Street to reach Park Square. By the time segments along Commonwealth Avenue were operational, streetcars still traveled on heavily congested Tremont Street tracks—electrified in 1891—to access northern railroad terminals. Shortly after the opening of the Tremont Street subway on September 1, 1897, both Nonantum Square and Lake Street lines were redirected into this subway system to terminate at Park Street station.

On October 1, 1897, the Boston Elevated Railway (BERy) took over operations by leasing West End Street Railway and continued expanding the network. On May 26, 1900, BERy introduced new tracks along Commonwealth Avenue from Chestnut Hill Avenue to Brighton Avenue. This development allowed for direct streetcar service from Lake Street into downtown Boston via Commonwealth Avenue. Although much of the surrounding area remained undeveloped at that time, this route quickly gained substantial ridership. Unlike most center-median tracks installed later, much of this early trackage was laid within a reserved space positioned between southbound travel lanes and carriage lanes. Between and Wallingford Road, this reserved right-of-way was particularly broad compared to other sections.

Expansion of Service

On June 17, 1897, the Commonwealth Avenue Street Railway inaugurated the well-known Norumbega Park. This route was absorbed into the Newton and Boston Street Railway (N&B) by 1904 and later into the Middlesex and Boston Street Railway (M&B) in 1909. Starting January 17, 1903, BERy operated through service east of Lake Street between Norumbega Park and Park Street station. The Newton Street Railway, which also merged with N&B in 1904, began through service via the Watertown Line between Park Street and on February 23, 1903. With the April 1912 opening of the Cambridge Tunnel, Waltham routes were redirected to Central Square station in Cambridge. Subsequently, on May 1, 1912, M&B launched a second through service along Commonwealth Avenue to Newton Highlands.

The Boylston Street subway extended the Tremont Street subway to just past Governors Square on October 3, 1914, adding stations at Copley Square and Massachusetts Avenue. (The station was introduced in 1921.) Service from Lake Street via Washington Street was truncated to except during peak periods. The Newton Highlands through service was reduced to Lake Street with transfers to BERy streetcars. Due to older M&B streetcars being unable to match BERy subway speeds, Norumbega Park through service continued on surface tracks; this was divided at Lake Street on November 1, with a connecting BERy line operating on the surface route, later shortened to run between Kenmore and Park Street.

On November 21, rush hour Washington Street service was cut back to Reservoir, leaving only Beacon Street cars running on Chestnut Hill Avenue tracks. Beacon Street service was reduced to Reservoir on November 6, 1915; meanwhile, Washington Street service extended back to Lake Street. From February 6, 1922, all Washington Street operations functioned as a shuttle between Brookline Village and Lake Street as part of Huntington Avenue line adjustments. This shuttle transitioned to bus service on April 24, 1926; it was rerouted to Brighton Center by June 23, 1928, eventually becoming route 65.

The Commonwealth Avenue line provided access to two prominent baseball venues: Fenway Park (opened in 1912) near Governors Square and Braves Field (opened in 1915) located in Allston. In 1915, BERy introduced a prepayment surface station at Kenmore Street within Governors Square. Braves Field opened on August 18, 1915; it featured a loop track with a prepayment facility enabling direct streetcar access. This loop also facilitated train turnarounds for Red Sox games at Fenway Park and rush-hour short-turn services; after November 1945 these short-turns operated midday and Saturdays. The loop saw heavy usage during games; for example, during the 1948 World Series, streetcars ran between Park Street and Braves Field at intervals of approximately every 45 seconds.

Subsequent Developments

Around 1916, BERy constructed a streetcar storage yard north of Commonwealth Avenue near Lake Street. Bus services replaced remaining M&B operations to Lake Street in 1930; that September, BERy enhanced the old transfer facility by adding a new platform and waiting area within the yard. Reservoir Yard was expanded near Chestnut Hill Avenue by May 1940 to supplement Lake Street Yard and eliminate the need for some Commonwealth Avenue streetcars to be housed at Bennett Street Carhouse in Cambridge.

In June 1922, BERy proposed converting the inner Commonwealth Avenue line into rapid transit using three-car center-entrance trains designed for greater capacity and quicker boarding times, running as frequently as every two minutes during rush hours. A terminal station was planned at Linden Street in Allston for transfers between subway trains and surface routes. However, opposition from local residents led to abandonment of this plan despite the July opening of Lechmere Square station.

Delays caused by congestion at Governors Square prompted the state legislature in May 1924 to initiate planning for an expanded rapid transit network that included extending the Boylston Street subway beneath Governors Square. A report issued in December 1926 recommended reorganizing Boston’s streetcar tunnels into two rapid transit lines utilizing high-floor vehicles: one stretching from East Boston to Brighton connecting with Tremont Street subway near Park Street; and an extension of Boylston Street subway reaching Commonwealth Avenue with a new station at Governors Square. Proposed transfer facilities included a station near Brighton Center along with intermediate stops at Saint Mary's Street, Gaffney Street, Packards Corner, Harvard Avenue, and Allston Street. The report also advocated removing busy grade crossings and noted potential future rapid transit expansion toward Lake Street due to development along Commonwealth Avenue.

The estimated cost for the Governors Square subway stood at $5 million (in 1926 dollars). Both BERy and city officials opposed this high expenditure, suggesting $1.4 million flyover ramps as an alternative. Ultimately, the tunnel option prevailed; construction commenced in 1930 following legislative action that reduced BERy’s rental fees. The new subway extension alongside Kenmore station—diverging into separate portals at Saint Mary's Street (Beacon Street) and Blandford Street (Commonwealth Avenue)—opened on October 23, 1932. This development laid groundwork for eventual rapid transit conversion of the Commonwealth Avenue corridor and further underground expansion.

Interest waned regarding conversion of Commonwealth Avenue line to rapid transit as priorities shifted toward expanding suburban subway lines. Reports from the Coolidge Commission in both 1945 and 1947 recommended constructing a parallel rapid transit route along the Boston and Albany Railroad corridor while maintaining local streetcar operations on Commonwealth Avenue. Several incremental improvements occurred: a siding opened at Washington Street in October 1926 allowing short-turn operations; Beacon Street and Commonwealth Avenue lines extended service to Lechmere in February 1931 replacing shuttle routes; a pocket track west of Blandford Street replaced a crossover in June 1931 providing temporary streetcar storage that enabled subway short-turns beginning September 1934; around 1940 the Lake Street line received route number 62; and by May 1940 operations shifted from Bennett Street Carhouse near Harvard Square to Reservoir Carhouse, eliminating non-revenue moves along Cambridge Street.

Postwar years

During the early 1940s, the BERy started to phase out older streetcars in favor of PCC streetcar models, initially deploying them on the Lake Street route in May 1944. By December 10, 1945, these new cars had completely replaced the center-entrance vehicles. Track modifications included updating the previously unused Chestnut Hill Avenue trackage and inaugurating a connecting wye track from westbound Commonwealth Avenue to southbound Chestnut Hill Avenue on May 31, 1947. In line with Boston College's growth, the BERy renamed the "Lake Street" route to "Boston College" on May 21, 1947. The privately operated BERy was succeeded by the publicly owned Metropolitan Transit Authority (MTA) on August 29, 1947.

In January 1953, the rarely utilized siding at Washington Street was eliminated, leaving only a crossover in place. The closure of all Boston and Albany Railroad Worcester Line stops between and in April 1959 due to Massachusetts Turnpike construction resulted in the Watertown and Boston College lines becoming the exclusive rail transit options for Allston and Brighton. After Boston University acquired Braves Field in 1953 and sought to repurpose the adjacent loop area, persistent requests led to the MTA discontinuing use of the loop on January 15, 1962.

In 1960, streetcar tracks between Warren Street and Wallingford Road were narrowed to accommodate additional traffic lanes on Commonwealth Avenue; this involved relocating tracks into a median between vehicular lanes. On November 25, 1961, service on the Boston College line was truncated to Park Street station while simultaneously extending the Riverside Line to Lechmere. Between 1963 and 1965, reconstruction of the Commonwealth Avenue bridge over the Boston and Albany Railroad took place to facilitate Turnpike Extension access; during this period, streetcar operations continued via a temporary parallel bridge.

MBTA era

The Massachusetts Bay Transportation Authority (MBTA) succeeded the MTA in August 1964. As part of a comprehensive system rebranding effort, all remaining streetcar routes serving the Tremont Street subway were consolidated under the Green Line designation on August 26, 1965. By 1967, letter designations were assigned to its five branches: the Boston College line became known as the B branch, while Watertown and Beacon Street lines were labeled A and C branches respectively. The MBTA also experimented with various downtown terminal locations for Green Line branches; notably, in November 1964, the B branch was extended to a newly constructed loop at , marking its first regular use. Over more than twenty years, downtown terminals shifted frequently among Park Street, Government Center, , North Station, and Lechmere. On July 30, 1983, Government Center became the stable terminus until changes in 2004.

On June 21, 1969, bus service replaced the A branch with Watertown–Kenmore buses, effectively reducing streetcar operations along Commonwealth Avenue east of Packard's Corner by half. Track realignments in 1970 included repositioning the median slightly southward between Chestnut Hill Avenue and Lake Street and lowering the westbound roadway between South Street and Greycliff Road; these changes necessitated relocation of several stops. By approximately 1975, some stops were either removed or shifted to enhance operational efficiency.

The downtown terminus was extended to North Station on June 25, 2004 but reverted back to Government Center on January 1, 2005. In March 2014, it was further shortened to Park Street during Government Center’s reconstruction; after reopening in 2016, Park Street remained as the B branch endpoint. On October 24, 2021, service was once again extended to Government Center ahead of the Green Line Extension scheduled for opening in 2022. This extension aimed at improving connections to the Blue Line and balancing service distribution downtown. B branch operations were temporarily replaced by buses from June 20 to July 1, 2022 to facilitate track maintenance and installation of train protection system equipment.

Stop consolidation and accessibility improvements

The deployment of low-floor light rail vehicles (LRVs) in 2000 marked the beginning of accessible service on the Green Line. Early in the 2000s, the MBTA enhanced several surface stops by adding raised platforms through the Light Rail Accessibility Program. Around 2000, portable lifts were installed at and . Between 2002 and 2003, four surface stops—, Boston University Central, , and —received raised platform upgrades; Boston College followed with similar modifications in 2009.

The B branch has faced criticism for its slow travel times, attributed to the high number of stops and numerous level crossings. Before 2004, it featured 22 surface stops, significantly more than other branches. To address this, the MBTA proposed in late 2003 to remove five stops with low ridership—Greycliff Road, , Mount Hood Road, Summit Avenue, and —to accelerate service. After public input led to Chiswick Road being excluded from the plan, the remaining four stops were closed on April 20, 2004, as a trial. A subsequent survey indicated that 73% of riders supported the closures, prompting their permanent implementation in March 2005.

In 2014, plans were introduced to consolidate four non-accessible stops near Boston University's West Campus—, , , and —into two fully accessible stations. A construction contract worth $17.8 million was awarded in March 2020 to rebuild Commonwealth Avenue between BU Bridge and Packard's Corner. The project took place from February 2021 through early 2022, with bus replacements covering most of 2021. The newly built stations, Babcock Street and , began service on November 15, 2021.

Track maintenance activities during 2018–19 necessitated accessibility upgrades at multiple stops. By December 2022, design progress for accessibility enhancements at , , Chiswick Road, , and had reached 30%. Proposed designs released in March 2024 suggested merging Chestnut Hill Avenue and South Street stations into a single facility. In May 2024, the Federal Transit Administration granted $67 million to fund accessible platform construction at fourteen B and C branch stops. An additional five stations were incorporated into the plan in 2024: Blandford Street is slated for closure; Griggs Street will be rebuilt; Allston Street and Warren Street will be consolidated; and Boston College will be relocated. As of February 2025, the MBTA intends to solicit bids for a $74 million design-build contract in May 2025, with construction anticipated to span from fall 2025 until mid-2027.

In 2021, the MBTA revealed a long-term initiative that could replace existing side platforms with broader island platforms at some or all surface stops. This extensive project includes station consolidation and renovations along with track realignment and traction power system upgrades, with an estimated cost of $221 million. Additionally, plans are underway to reconstruct and expand Lake Street Yard in preparation for accommodating new Type 10 LRVs during the late 2020s.

Station listing

rowspan=6 |Allston, Boston "

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Location

Station

Opened

Notes and connections

East Cambridge

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March 21, 2022

Original surface station operated from July 10, 1922 until May 23, 2020; B branch service discontinued since March 21, 1980. Currently serves D and E branches.

West End