Hynes Convention Center station#Surface station

File:Hynes Convention Center station layout 2020.svg

The station is oriented approximately east–west; it lies oblique to the Back Bay street grid inside the block bounded by Massachusetts Avenue on the southwest, Newbury Street on the northwest, Hereford Street on the northeast, and Boylston Street on the southeast. Just east (inbound) of the station, the Boylston Street subway curves slightly to the north to run under Boylston Street; to the west, a curve slightly to the south aligns the tunnel under Newbury Street.

The station has two side platforms serving the line's two tracks. They are narrower at the ends, and wider under a fare lobby near the west end of the station. The primary entrance to the station is from Massachusetts Avenue; a side exit leads from the lobby to Newbury Street. The lobby is inside the basement level of the 360 Newbury Street building.{{cite news |url=https://www.newspapers.com/clip/45772762/the-boston-globe/ |title=Frank Gehry's fresh, oddball touch |newspaper=Boston Globe |first=Robert |last=Campbell |date=March 6, 1988 |page=92 |via=Newspapers.com}} ([https://www.newspapers.com/clip/45772785/the-boston-globe/ second page]) {{open access}} MBTA bus routes {{MBTA bus links|Hynes Convention Center|yes}} stop near the station.{{MBTA bus links/mapcite}}

A normally closed secondary entrance from Boylston Street leads to a smaller fare lobby over the east end of the platforms. That entrance is sometimes opened on Patriot's Day to handle the spectators from the Boston Marathon (when Copley station is closed), as well as for large events like Anime Boston at the convention center.{{cite press release |url=https://www.mbta.com/news/2012-04-04/boylston-street-exit-hynes-station-open-weekend-anime-convention |title=Boylston Street Exit of Hynes Station Open This Weekend for Anime Convention |date=April 4, 2012 |publisher=Massachusetts Bay Transportation Authority}}{{cite news |url=https://www.wickedlocal.com/article/20090413/NEWS/304139989 |title=Patriots Day/Marathon Monday events and road closings |newspaper=Wicked Local |date=April 13, 2009}} For some events, it is opened for exiting passengers only.{{cite press release |url=https://blog.mass.gov/transportation/mbta/mbta-patriots-daymarathon-schedule/ |title=MBTA: Patriots' Day/Marathon Schedule |date=April 11, 2013 |publisher=Massachusetts Department of Transportation |archive-url=https://web.archive.org/web/20130722171206/https://blog.mass.gov/transportation/mbta/mbta-patriots-daymarathon-schedule/ |archive-date=July 22, 2013}}{{cite news |archive-url=https://web.archive.org/web/20140414022952/http://www.boston.com/news/local/massachusetts/2014/04/10/mbta-close-some-stations-alter-bus-routes-while-increasing-most-service-for-boston-marathon/aB3RjOxAsKa6S9vtcxWEZM/story.html |archive-date=April 14, 2014 |url=http://www.boston.com/news/local/massachusetts/2014/04/10/mbta-close-some-stations-alter-bus-routes-while-increasing-most-service-for-boston-marathon/aB3RjOxAsKa6S9vtcxWEZM/story.html |title=MBTA to close some stations, alter bus routes, while increasing most service for Boston Marathon |newspaper=Boston Globe |date=April 10, 2014 |last=Rocheleau |first=Matt}}{{cite news |url=https://www.wbur.org/news/2015/04/18/spectators-guide-boston-marathon |title=A Spectator's Guide To The 2015 Boston Marathon |newspaper=WBUR |date=April 18, 2015}} The planned station renovations include permanently reopening the entrance.

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File:Aerial view of Massachusetts station, circa 1914.jpg

Plans made in 1907 for a westward extension of the Tremont Street subway called for a line along the south shore of the Charles River, called the Riverbank Subway. Though it was originally planned to have no intermediate stops, in 1910 the Boston Transit Commission (BTC) voted to add stations at Charles Street, Dartmouth Street, and Massachusetts Avenue.{{cite book |url=https://archive.org/stream/annualreportofbo17bost#page/4/mode/2up |title=Annual report of the Boston Transit Commission, for the year ending June 30, 1911 |year=1911 |author=Boston Transit Commission |pages=5-6, 30-34 |via=Internet Archive}} However, public opinion quickly shifted to a route under Boylston Street, which was developing rapidly. In July 1911, the Massachusetts legislature passed a bill providing for the construction of several tunnels, including the Boylston Street subway. New stations were to be located at Copley Square – a major civic center – and the Massachusetts Avenue thoroughfare.{{cite book |url=https://archive.org/stream/annualreportofbo18bost#page/8/mode/2up |title=Annual report of the Boston Transit Commission, for the year ending June 30, 1912 |year=1912 |author=Boston Transit Commission |pages=9–11 |via=Internet Archive}}

Subway construction began in March 1912. On September 24, 1912, the BTC acquired an easement through the Boston Cab Company building for the construction of Massachusetts station. The Hugh Nawn Company, a major local contractor, began work on the station on December 21, 1912. The BTC determined that the Cab Company building was not structurally sound; it purchased the structure on April 3, 1913 and demolished it soon after, allowing construction on the west part of the station to proceed.{{cite book |url=https://archive.org/stream/annualreportofbo19bost#page/38/mode/2up |title=Annual report of the Boston Transit Commission, for the year ending June 30, 1913 |year=1913 |author=Boston Transit Commission |pages=38–39 |via=Internet Archive}}

Construction was complicated by the soil conditions, as the site was shoreline until the filling of the Back Bay in the 19th century.{{cite news |url=https://www.nationalgeographic.com/news/2017/06/Boston-landfill-maps-history/ |archive-url=https://web.archive.org/web/20200823070328/https://www.nationalgeographic.com/news/2017/06/Boston-landfill-maps-history/ |url-status=dead |archive-date=August 23, 2020 |title=How Boston Made Itself Bigger |newspaper=National Geographic |date=June 13, 2017 |first=Betsy |last=Mason |access-date=March 5, 2020}} Wooden and concrete piles were driven through {{convert|7|feet|spell=in}} of silt to provide a firm foundation for the station, and for future air rights development atop it. The station was built adjacent to the Boston and Albany Railroad cut to the south; one railroad track had to be supported on piles during construction. Although the station was constructed below grade, much of the top of the station was exposed; an alley was constructed on top. Some of the dirt removed during construction was used to fill the Charles River Esplanade near Cottage Farm, while the rest was dumped at sea.

As built, the station was {{convert|350|feet}} long and a maximum of {{convert|90|feet}} wide.{{cite book |url=https://archive.org/stream/annualreportofbo20bost#page/n55/mode/2up |title=Annual report of the Boston Transit Commission, for the year ending June 30, 1914 |year=1914 |author=Boston Transit Commission |pages=37–39 |via=Internet Archive}} The platforms were constructed {{convert|3|in|spell=in}} above the rails to serve streetcars, but sufficient overhead space was left if later conversion to high platforms for use with metro stock was desired. The station was constructed of reinforced concrete with granolithic platforms and floors. The ceilings and upper walls were finished with white plaster; the lower walls were white terrazzo with red-and-white tile borders. A waiting room for passengers transferring to surface streetcars was located on Massachusetts Avenue next to the main station entrance.{{cite book |url=https://archive.org/stream/annualreportofbo21bost#page/n65/mode/2up |title=Annual report of the Boston Transit Commission, for the year ending June 30, 1915 |year=1915 |author=Boston Transit Commission |pages=39–41 |via=Internet Archive}} The Boylston Street subway, including Massachusetts station, opened on October 3, 1914.{{cite book |title=Tremont Street Subway: A Century of Public Service |last1=Clarke |first1=Bradley H. |last2=Cummings |first2=O.R. |year=1997 |publisher=Boston Street Railway Association |isbn=0938315048 |page=40}}

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File:Massachusetts Avenue surface station from Boylston Street, November 1919.jpg

In 1917, the Massachusetts General Court passed legislation allowing the Boston Elevated Railway (BERy) to construct prepayment streetcar transfer areas (where passengers paid upon entering the transfer area, rather than on board the streetcar) at existing subway and elevated stations.{{cite web |url=https://archive.org/stream/actsresolvespass01917mass#page/416/mode/2up |pages=416–417 |title=Chapter 373: An Act Relative to the Property, Service, and Capitalization of the Boston Elevated Railway |work=Special Acts and Resolves Passed by the General Court of Massachusetts in the Year 1917 |author=Secretary of the Commonwealth |year=1917 |publisher=Wright and Potter |via=Internet Archive}} Soon after, BERy asked the Boston Transit Commission to build such a structure at Massachusetts station.{{cite book |url=https://archive.org/stream/annualreportofbo23bost#page/6/mode/2up |title=Annual report of the Boston Transit Commission, for the year ending June 30, 1917 |year=1917 |author=Boston Transit Commission |page=7 |publisher=City of Boston Printing Department |via=Internet Archive}} In November 1917, the Public Service Commission approved BERy's plans to construct the transfer station as a bridge between Newbury Street and Boylston Street over the B&A tracks.{{cite book |url=https://archive.org/details/annualreportofbo24bost |title=Annual report of the Boston Transit Commission, for the year ending June 30, 1918 |publisher=Boston Transit Commission |year=1918 |via=Internet Archive}}{{rp|6}}

A reinforced concrete building was built with two tracks and a {{convert|27|feet|m|adj=mid|-wide}} island platform. Staircases connected it to both subway platforms and the fare mezzanine, with faregates providing access from Newbury and Boylston streets. Streetcars from either direction on both Massachusetts and Boylston could reach the transfer station, then either loop back to their original or continue in the other three directions.{{rp|38}} Construction began on February 4, 1918, and demolition of buildings was completed by April 5.{{rp|39}}

The surface station opened on November 29, 1919.{{cite news |url=https://www.newspapers.com/clip/53066187/the-boston-globe/ |title=New Loop Station at Massachusetts Av Mutually Benefits Public and Company |newspaper=Boston Globe |date=November 24, 1919 |page=16 |via=Newspapers.com}} {{open access}} The BERy estimated that the number of daily transfers at the location would increase from 20,000 to 30,000.{{cite news |url=https://www.newspapers.com/clip/45187240/the_boston_globe/ |title="L" Opens Loop Back Bay Station |newspaper=Boston Globe |date=November 30, 1919 |page=16 |via=Newspapers.com}} {{open access}} The transfer station was served by streetcars on the {{bts|Harvard}}–{{bts|Dudley}} line that ran on Massachusetts Avenue, and the Ipswich Street line ({{bts|Park Street}}–Chestnut Hill) which ran on Boylston Street. The Ipswich Street line was cut back from Park Street on June 13, 1925, with Massachusetts station as the new eastern terminal. The Harvard–Dudley route was split into Harvard–Massachusetts (later route 76) and Massachusetts–Dudley (later route 47) lines on July 27, 1930.{{rp|64}}

In 1917, a private firm began construction on an Arthur Bowditch-designed office building above the main headhouse.{{cite magazine |url=https://books.google.com/books?id=bl9RAQAAMAAJ&pg=PA286 |title=Building News |magazine=The American Architect |page=14 |volume=111 |issue=215 |date=March 14, 1917 |via=Google Books}} The seven-story building was completed in October 1919.{{cite news |url=http://www.boston.com/business/globe/articles/2007/03/31/part_of_storied_building_up_for_sale |archive-url=https://web.archive.org/web/20070509165742/http://www.boston.com/business/globe/articles/2007/03/31/part_of_storied_building_up_for_sale |archive-date=May 9, 2007 |title=Part of storied building up for sale |first=Thomas C. Jr. |last=Palmer |newspaper=Boston Globe}} In January 1920, the BERy moved its offices into the building, as its lease at 101 Milk Street was expiring.{{cite news |url=https://www.newspapers.com/clip/45187617/the_boston_globe/ |title="L" Offices to Move from 101 Milk Street |newspaper=Boston Globe |date=November 29, 1919 |page=2 |via=Newspapers.com}} {{open access}}{{cite magazine |title=This Time in History |page=12 |magazine=Rollsign |date=March–April 2020 |volume=57 |issue=3/4 |publisher=Boston Street Railway Association}} The BERy used the upper floors of the building, then known as the Transit Building, as its offices until 1926.{{cite book |title=Streetcar Lines of the Hub: Boston's MTA Through Riverside and Beyond |first=Bradley H. |last=Clarke |year=2015 |isbn=978-0-938315-07-0 |publisher=Boston Street Railway Association |page=71}} Later known as 360 Newbury Street, the building has served a variety of tenants; its late-1980s renovation was designed by Frank Gehry.{{cite news |url=https://www.newspapers.com/clip/45453978/the_boston_globe/ |title=Lots & Blocks |newspaper=Boston Globe |date=May 3, 1987 |page=161 |via=Newspapers.com}} {{open access}}

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File:Massachusetts Station (1), January 1962.jpg

The first bus route to serve the station was a Bowdoin Square–Fenway route (later route 54), which began operation in 1925 when the Ipswich Street line was cut back.{{cite news |url=https://www.newspapers.com/clip/52865079/the-boston-globe/ |title=Bus Line on Boylston Street |newspaper=Boston Globe |date=June 12, 1925 |page=1 |via=Newspapers.com}} {{open access}} It did not use the transfer station until December 13, 1930, when the Fenway loop was cut.{{citation |title=The Central Part of Boston, Massachusetts, showing transportation lines of the Boston Elevated Railway |title-link=:commons:File:1930 BERY detail map.png |publisher=Boston Elevated Railway |year=1930 |via=Wikimedia Commons}}{{cite news |url=https://www.newspapers.com/clip/52369879/the-boston-globe/ |title="El" Announces Two New Bus Lines |newspaper=Boston Globe |date=December 12, 1930 |page=15 |via=Newspapers.com}} {{open access}} In 1931, the BERy completed an electrical substation with two 3-megawatt mercury arc rectifiers next to the station.{{cite book |url=https://archive.org/details/annualreportofpu30bost/page/6/mode/2up |title=Annual report of the board of public trustees of the Boston Elevated Railway Company for the year ending December 31, 1930 |year=1931 |publisher=Boston Elevated Railway |via=Internet Archive |page=6}} The Boylston Street subway was extended to Kenmore station in October 1932. Much of the Ipswich Street line was replaced by buses in 1932 and 1933 due to paving of the Worcester Turnpike.{{cite magazine |publisher=Boston Street Railway Association |magazine=Rollsign |title=Fifty Years Ago... The Last Days of Cypress Street Carhouse |date=March–April 1984 |first=Richard |last=Barber |pages=3–7 |volume=21 |issue=3/4}}{{cite book |url=https://archive.org/details/annualreportofb1933bost_0 |title=Fifteenth annual report of the board of public trustees of the Boston Elevated Railway Company for the year ended December 31, 1933 |year=1934 |publisher=Boston Elevated Railway |via=Internet Archive |page=[https://archive.org/details/annualreportofb1933bost_0/page/11 11]}} The final segment was replaced by a short bus route (later route {{MBTABus|55}}), still terminating at the surface station, in July 1934.{{cite book |url=https://archive.org/details/annualreportofb1934bost_0 |title=Sixteenth annual report of the board of public trustees of the Boston Elevated Railway Company for the year ended December 31, 1934 |year=1935 |publisher=Boston Elevated Railway |via=Internet Archive |page=[https://archive.org/details/annualreportofb1934bost_0/page/12 12]}}

Buses replaced streetcars on route 76 at off-peak hours from February 10, 1940, to May 2, 1942, and again after March 30, 1946.{{rp|127}} The route was converted to bus at all times on September 12, 1949 and to trolleybus on April 22, 1950.{{cite book |title=Streetcar Lines of the Hub - The 1940s |last=Clarke |first=Bradley H. |year=2003 |publisher=Boston Street Railway Association |isbn=0938315056 }}{{rp|128}} The Boylston Street end of the surface station was modified in late 1949 to accommodate the trolleybuses.{{cite magazine |url=https://archive.org/details/cooperation2629bost/page/n237/mode/2up |title='MTA' News Notes: Mass. Station and Bennett Street Carhouse Are Ready for Trackless Trolleys Now |page=94 |volume=28 |issue=4 |magazine=Co-operation |date=December 1949 |publisher=Metropolitan Transit Authority |via=Internet Archive}} Route 47 was replaced with buses off-peak on April 17, 1948, and fully on September 12, 1953.{{rp|8}}{{rp|64}} Route 76 was converted back to diesel bus on April 1, 1961.{{rp|8}}{{cite magazine |publisher=Boston Street Railway Association |magazine=Rollsign |title=Pertinent Dates Relating to Trackless Trolley Operations |date=March–April 1984 |first=Richard |last=Barber |page=15 |volume=21 |issue=3/4}} Route 54 was cut back to Copley Square in December 1960; route 55 was extended east to Copley in December 1976.{{rp|51, 52}}

In the early 1960s, the Massachusetts Turnpike Extension was built along the Boston and Albany Railroad corridor, necessitating a major widening of that right-of-way. Routes 47 and 76 were through-routed as route 1 in September 1962 to eliminate looping at the surface station, which was permanently closed on January 21, 1963.{{rp|8}} The portion closer to Boylston Street was demolished soon after. The remaining section fronting on Newbury Street is used as an MBTA traction power substation, with two large rectifier transformers in the rear.{{cite web |archive-url=https://web.archive.org/web/20150709001923/https://www.massdot.state.ma.us/Portals/0/docs/infoCenter/realEstate_assetDev/airRights/rfp_airRights_parcel13_hynes.pdf |archive-date=July 9, 2015 |url=https://www.massdot.state.ma.us/Portals/0/docs/infoCenter/realEstate_assetDev/airRights/rfp_airRights_parcel13_hynes.pdf |title=Request For Proposals: Air Rights Parcel 13 and Hynes Convention Center Station |pages=17–20 |publisher=Massachusetts Department of Transportation |date=September 2, 2014 |access-date=February 25, 2016}} The facade is frequently covered in graffiti art; the sidewalk in front is used by buskers and a food truck.{{cite news |url=https://www.newspapers.com/clip/44841645/the_boston_globe/ |title=For rent: tiny slice of tony Newbury |newspaper=Boston Globe |first=Kaivan |last=Mangouri |date=June 18, 2011 |pages=B5, B6 |via=Newspapers.com}} ([https://www.newspapers.com/clip/44841612/the_boston_globe/ second page]) {{open access}}{{cite news |url=https://boston.eater.com/2023/9/27/23892448/mbta-landlord-boston-restaurants |title=The MBTA Is My Landlord |first=Celina |last=Colby |date=September 27, 2023 |newspaper=Eater Boston |access-date=October 30, 2023}}

A large dedicated bus shelter was built across Massachusetts Avenue for southbound riders in 1963. On November 16, 1964, the newly formed MBTA opened a pedestrian tunnel from the bus shelter to the subway station's fare lobby, allowing riders to cross under busy street traffic. The completion of the Prudential Tower and the adjacent Prudential Center complex in 1965 (on what had previous been rail yards) increased the number of riders accessing the station from the Boylston Street direction. On April 19, 1965, the MBTA reopened the former headhouse on Boylston Street, diagonally across from the Prudential complex.{{cite news |url=https://www.newspapers.com/clip/38302752/the_boston_globe/ |title=MBTA Station: Auditorium |newspaper=Boston Globe |date=April 18, 1965 |page=68 |via=Newspapers.com}}{{open access}}

File:Streetcar mural at Hynes Convention Center station, July 2018.jpg

The BERy was replaced by the Metropolitan Transit Authority (MTA) in 1947; it was in turn replaced by the Massachusetts Bay Transportation Authority (MBTA) in 1964. Massachusetts station originally served streetcars on the Watertown (after 1967, Green Line A branch), Boston College (B branch), and Cleveland Circle (C branch) lines.{{rp|311}} The Riverside Line (D branch) opened on July 4, 1959; the A branch was replaced with the route 57 bus (which terminates at {{bts|Kenmore}}) on June 21, 1969.{{rp|303, 312}} The station was renamed to Auditorium on February 18, 1965, upon the completion of the War Memorial Auditorium (later renamed John B. Hynes Memorial Auditorium).{{cite book |url=https://archive.org/details/chronicleofbosto00mass |title=A Chronicle of the Boston Transit System |year=1981 |publisher=Massachusetts Bay Transportation Authority |via=Internet Archive |pages=[https://archive.org/details/chronicleofbosto00mass/page/3 3]–6}}{{cite web |url=https://archive.org/details/cityofbostonwarm00bost |title=The City of Boston War Memorial Auditorium |year=1965 |publisher=City of Boston |via=Internet Archive}}

The MBTA began a modernization of the station – part of a $14 million renovation of seven subway stations – in 1975.{{cite news |url=https://www.newspapers.com/clip/59746993/the-boston-globe/ |title=$8.7m plan aired to revamp four Hub T stations |first=Robert B. |last=Carr |newspaper=Boston Globe |date=August 27, 1975 |page=11 |via=Newspapers.com}} {{open access}} It was completed on August 31, 1977.{{cite book |url=https://archive.org/details/annualreportmas1977mass_1/page/n55/mode/2up |title=1977 Annual Report |year=1978 |publisher=Massachusetts Bay Transportation Authority |page=15 |via=Internet Archive}} The project included two pieces of public art. A {{convert|7|ft|adj=on}}-tall metal sculpture - Constellations, by Dennis Kowal - was installed in the Boylston Street entrance in 1975.{{cite thesis |url=https://dspace.mit.edu/handle/1721.1/66801 |title=Subway Spaces as Public Places: Politics and Perceptions of Boston's T |last=Durso |first=Holly Bellocchio |date=June 2011 |publisher=Massachusetts Institute of Technology |type=MCP |page=57|hdl=1721.1/66801 }} A {{convert|8x12|ft|adj=on}} silk-screened enamel mural of a Harvard–Dudley streetcar was placed inside the main entrance in 1976–77.{{cite news |url=https://www.newspapers.com/clip/59746894/the-boston-globe/ |title=Boston subway art comes aboveground |first=Bill |last=Fripp |newspaper=Boston Globe |date=December 9, 1976 |page=67 |via=Newspapers.com}} {{open access}} In 1980, Morgan Bulkeley installed a {{convert|45x18|ft|adj=on}} mural on the Newbury Street face of the former streetcar station. Entitled "Tramount" after the former Trimount hill, it interweaves elements of Boston's history with geometric forms.{{cite book |url=https://morganbulkeley.com/uploads/1551728342702-decordova-mb-twodecades-catalog1987small.pdf |pages=12, 13 |title=Bulkeley: Two Decades |publisher=DeCordova and Dana Museum and Park |year=1987}}{{cite news |url=https://www.newspapers.com/article/the-berkshire-eagle/140013092/ |title=Gigantic mural in Boston created by Morgan Bulkeley IV |newspaper=The Berkshire Eagle |first=Morgan IV |last=Bulkeley |date=November 12, 1981 |page=11 |via=Newspapers.com}}

The pedestrian tunnel to the southbound bus shelter was closed in the early 1980s due to security concerns.{{cite web |url=http://members.aol.com/eddanamta/abandoned/abanstas.html |archive-url=https://web.archive.org/web/20041229092541/http://members.aol.com/eddanamta/abandoned/abanstas.html |archive-date=December 29, 2004 |title=Remnants of Abandoned Stations, Tunnels, and Station Entrances found on the MBTA |last=Belcher |first=Jonathan |publisher=NETransit}} The Boylston Street entrance was closed on January 3, 1981, as part of extensive cutbacks that included closing {{bts|Bowdoin}} and {{bts|Symphony}}.{{cite news |url=https://www.newspapers.com/clip/38328365/the_boston_globe/ |title=Bowdoin, Symphony T stations closed today |newspaper=Boston Globe |date=January 3, 1981 |via=Newspapers.com}} ([https://www.newspapers.com/clip/38328398/the_boston_globe/ second page]) {{open access}} The Auditorium was replaced by the Hynes Convention Center in 1988; two years later, the station was renamed Hynes Convention Center/ICA after the new building and the nearby Institute of Contemporary Art.{{NETransit|version=20200314}}{{rp|324}} In late 2006, the station was renamed a third time to Hynes Convention Center as the ICA relocated from to a new building on the South Boston Waterfront.{{cite news |url=https://www.newspapers.com/clip/48780297/the-boston-globe/ |title=MBTA prepares to do some serious name-dropping |newspaper=Boston Globe |first=Jeffery |last=Krasner |date=April 26, 2008 |pages=A15, A16 |via=Newspapers.com}} ([https://www.newspapers.com/clip/48780247/the-boston-globe/ second page]) {{open access}} Largely forgotten since the entrance closed, Constellations was moved to Wentworth Institute of Technology in 2012.{{cite news |url=https://www.universalhub.com/2012/statue-locked-shuttered-green-line-entrance-get-ne |title=Statue locked up in shuttered Green Line entrance gets new life on college campus |newspaper=Universal Hub |author=adamg |date=October 15, 2012 |archive-url=https://web.archive.org/web/20121017203315/https://www.universalhub.com/2012/statue-locked-shuttered-green-line-entrance-get-ne |archive-date=October 17, 2012}}{{cite news |url=http://ticket.heraldtribune.com/2012/10/11/sarasota-sculptor-honored-in-boston/ |title=Sarasota Sculptor Recognized in Boston |first=Marty |last=Fugate |newspaper=Herald Tribune |date=October 11, 2012 |archive-url=https://web.archive.org/web/20210731163159/http://ticket.heraldtribune.com/2012/10/11/sarasota-sculptor-honored-in-boston/ |archive-date=July 31, 2021}}

File:Future west entrance to Hynes Convention Center station (2), September 2024.jpg

Averaging just over 7,000 weekday boardings in 2019, Hynes is the busiest non-accessible MBTA station. A design contract for accessibility renovations at Hynes Convention Center, Symphony, and {{bts|Wollaston}} was awarded on May 5, 2010. This preliminary (15%) design was completed in March 2013.{{cite web |url=http://www.mbta.com/about_the_mbta/t_projects/default.asp?id=21246 |archive-url=https://web.archive.org/web/20140125215526/http://www.mbta.com/about_the_mbta/t_projects/default.asp?id=21246 |archive-date=January 25, 2014 |title=Accessibility Upgrades at Symphony, Hynes and Wollaston Stations |publisher=Massachusetts Bay Transportation Authority}} On September 3, 2014, MassDOT opened bidding on air rights development over the Massachusetts Turnpike on Parcel 13 next to the station. As part of the project, the developer was to be required to renovate Hynes Convention Center station with elevators for accessibility, as well as reopening both the tunnel under Massachusetts Avenue and the disused Boylston Street headhouse.{{cite news |url=http://www.mbta.com/about_the_mbta/news_events/?id=6442452900&month=&year= |archive-url=https://web.archive.org/web/20140904042409/http://www.mbta.com/about_the_mbta/news_events/?id=6442452900&month=&year= |archive-date=September 4, 2014 |title=State Seeks air rights developer near Hynes station |newspaper=State House News Service |date=September 3, 2014 |author=Metzger, Andy |access-date=September 6, 2014}}{{cite web |url=http://www.bostonplans.org/getattachment/0be90b4a-a522-4c69-8b89-881902eedc8a |title=Parcel 13 – Hynes station air rights feasibility study: CAC Presentation March 27, 2014 |date=March 27, 2014 |publisher=Boston Redevelopment Authority}}

In November 2015, MassDOT approved plans for a development called "The Viola" on the site, with construction to begin in 2019. The developer, Peebles Corporation, was to work with the MBTA to design the renovated station, but would not perform the construction work. Instead, Peebles was to provide $30.5 million of the estimated $45.7 million station cost; the MBTA would obtain the remaining funds and organize the renovation.{{cite news |url=https://www.bostonglobe.com/business/2015/11/03/airrights/D3prxqWZUQp4cg16GeKugI/story.html |title=Housing and hotel plan above Mass. Pike goes forward |newspaper=Boston Globe |last=Logan |first=Tim |date=November 3, 2015 |archive-url=https://web.archive.org/web/20151106204501/https://www.bostonglobe.com/business/2015/11/03/airrights/D3prxqWZUQp4cg16GeKugI/story.html |archive-date=November 6, 2015}} The development would relocate part of the Massachusetts Avenue entrance slightly south into the new structure.{{cite web |url=http://www.bostonplans.org/getattachment/6353d346-f438-432d-9ddc-26b500d59507 |title=Parcel 13/The Viola: Due Diligence - 1st CAC Outreach Presentation |date=October 10, 2018 |author=Handel Architects |publisher=Boston Planning and Development Agency}}

Peebles was to have responsibility for the headhouse renovations, while the MBTA would have responsibility for the platform level.{{cite web |url=https://cdn.mbta.com/sites/default/files/Accessibility/2019-06-05-swa-initiatives-accessible.pdf |title=SWA Initiatives—June 2019 |publisher=Massachusetts Bay Transportation Authority Department of System-Wide Accessibility |first=Laura |last=Brelsford |date=June 5, 2019 |page=3}} In December 2019, the MBTA awarded a $11.5 million, 33-month design contract for the accessibility renovations.{{cite web |url=https://cdn.mbta.com/sites/default/files/2019-12/2019-12-16-fmcb-16-hynes-station-design-contract-accessible.pdf |title=MBTA Contract No. A26PS01: Hynes Station Improvements Project Architecture/Engineering Services |date=December 16, 2019 |first=Ellen |last=DeNooyer |publisher=Massachusetts Bay Transportation Authority}} Peebles began the permitting process for the {{convert|432,000|sqft|adj=on}} development, which was to include a hotel and condominiums, in February 2020.{{cite news |url=https://www.bostonglobe.com/2020/02/07/business/another-development-project-could-rise-above-mass-turnpike/ |archive-url=https://web.archive.org/web/20200210110739/https://www.bostonglobe.com/2020/02/07/business/another-development-project-could-rise-above-mass-turnpike/ |archive-date=February 10, 2020 |title=Long-stalled development project above Mass. Pike may finally be moving forward |newspaper=The Boston Globe |date=February 7, 2020 |first=Tim |last=Logan}} Design was 30% complete by May 2022; it was then placed on hold pending plans from the developer.{{cite web |url=https://cdn.mbta.com/sites/default/files/2022-05/2022-05-24-swa-initiatives.pdf |title=System-Wide Accessibility Initiatives—May 2022 |date=May 2022 |publisher=Massachusetts Bay Transportation Authority Department of System-Wide Accessibility |page=4}}{{cite web |url=https://cdn.mbta.com/sites/default/files/2022-12/2022-12-7-swa-initiatives-report-december-accessible.pdf |title=System-Wide Accessibility Initiatives—December 2022 |date=December 6, 2022 |publisher=Massachusetts Bay Transportation Authority Department of System-Wide Accessibility |page=4}} In 2023, with the development stalled, the MBTA resumed design work independently.{{cite web |url=https://cdn.mbta.com/sites/default/files/2023-11/2023-11-27-accessibility-initiatives.pdf |title=System-Wide Accessibility Initiatives—November 2023 |date=November 27, 2023 |publisher=Massachusetts Bay Transportation Authority Department of System-Wide Accessibility |page=4}} The revised design work reached 30% complete in March 2024, at which point the MBTA paused work pending funding availability.{{cite web |url=https://cdn.mbta.com/sites/default/files/2024-06/2024-06-Accessibility-Initiatives.pdf |title=Accessibility Initiatives—June 2024 |date=June 25, 2024 |publisher=Massachusetts Bay Transportation Authority |page=4}} {{As of|2025}}, construction cost is estimated at $85 million.{{cite web |url=https://bc.mbta.com/business_center/bidding_solicitations/future_solicitations/ |archive-url=https://web.archive.org/web/20250221010145/https://bc.mbta.com/business_center/bidding_solicitations/future_solicitations/ |archive-date=February 21, 2025 |title=Future Construction Contract Bid Solicitations |date=February 2025 |publisher=Massachusetts Bay Transportation Authority}}

A separate air rights development on the west side of Massachusetts Avenue (Parcel 12) will included a new entrance and elevator to the station.{{cite news |url=https://www.bostonglobe.com/business/2019/08/16/for-first-time-four-decades-buildings-could-rise-over-mass-pike/ZX3GqC7XUtRDnRGTh0yGOJ/story.html |title=For the first time in four decades, new buildings could rise over the Mass. Pike |newspaper=Boston Globe |date=August 16, 2019 |first=Tim |last=Logan |archive-url=https://web.archive.org/web/20190817101026/https://www.bostonglobe.com/business/2019/08/16/for-first-time-four-decades-buildings-could-rise-over-mass-pike/ZX3GqC7XUtRDnRGTh0yGOJ/story.html |archive-date=August 17, 2019}} Construction of that project began in July 2020 and was largely completed in 2024, though the entrance did not open at that time.{{cite news |url=https://www.bostonglobe.com/2020/07/10/business/its-been-40-years-since-someones-built-over-mass-pike-until-now/ |title=It's been 40 years since someone has built over the Mass. Pike. Until now |newspaper=Boston Globe |date=July 10, 2020 |first=Tim |last=Logan |archive-url=https://web.archive.org/web/20200714014108/https://www.bostonglobe.com/2020/07/10/business/its-been-40-years-since-someones-built-over-mass-pike-until-now/ |archive-date=July 14, 2020}}{{cite news |url=https://www.bostonglobe.com/2024/12/20/business/steve-samuels-back-bay-air-rights-lyrik-cargurus-lego-citizen-m/ |archive-url=https://web.archive.org/web/20250101155057/https://www.bostonglobe.com/2024/12/20/business/steve-samuels-back-bay-air-rights-lyrik-cargurus-lego-citizen-m/ |archive-date=January 1, 2025 |title=How do you build a skyscraper over a highway? Developer Steve Samuels found out. |first=Janelle |last=Nanos |date=December 20, 2024 |newspaper=The Boston Globe}}{{cite news |url=https://www.bostonglobe.com/2024/03/19/business/retail-back-bay-rivian/ |archive-url=https://web.archive.org/web/20240426143940/https://www.bostonglobe.com/2024/03/19/business/retail-back-bay-rivian/ |archive-date=April 26, 2024 |title=Over the Pike, a new retail hub rises in the Back Bay |first=Diti |last=Kohli |date=March 19, 2024 |newspaper=The Boston Globe}} The existing pedestrian tunnel will require renovations for accessibility.

{{clear}}

{{Reflist}}

{{Commons category}}

• [https://www.mbta.com/stops/place-hymnl MBTA - Hynes Convention Center]
• Google Maps Street View: [https://www.google.com/maps/@42.3477991,-71.0880161,3a,75y,62.65h,85.52t/data=!3m6!1e1!3m4!1sS75JoLUcKA2_YJSh4vOYng!2e0!7i13312!8i6656 Massachusetts Avenue entrance], [https://www.google.com/maps/@42.3482512,-71.0875925,3a,75y,148.79h,82.67t/data=!3m6!1e1!3m4!1sfODLw3uDqvAIp9vXYEl5nA!2e0!7i13312!8i6656 Newbury Street exit and former transfer station], [https://www.google.com/maps/@42.3478066,-71.0860732,3a,75y,326.44h,77.58t/data=!3m6!1e1!3m4!1sP_foSLJO6F1e3B8cUdmYJA!2e0!7i13312!8i6656 former Boylston Street entrance]

{{MBTA Subway Stations|state=collapsed}}

Category:Green Line (MBTA) stations

Category:Railway stations located underground in Boston

Category:Railway stations in the United States opened in 1914