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{{Short description|Light rail line}}
{{Use mdy dates|date=December 2022}}
{{Infobox rail line
| name                            = Green Line E branch
| color                           = {{rcr|MBTA|Green|E}}
| image                           = Outbound train at Museum of Fine Arts station, December 2019.JPG
| image_width                     = 300px
| caption                         = An outbound train at Museum of Fine Arts station in 2019
| type                            = [[Light rail]]
| system                          = [[Green Line (MBTA)|Green Line]] ([[MBTA subway]])
| locale                          = [[Greater Boston]]
| start                           = {{bts|Medford/Tufts}}
| end                             = {{bts|Heath Street}}
| stations                        = 25<!--11 branch, 9 Copley to Lechmere, 5 Medford Branch-->
| daily_ridership                 = 
| open                            = 
| close                           = 
| operator                        = [[Massachusetts Bay Transportation Authority]]
| character                       = <!--Underground ({{bts|Symphony}} and eastward)<br>Median ROW (Northeastern to Brigham Circle)<br>Street-running (Brigham Circle to Heath Street)-->
| linelength                      = {{convert|8.6|miles}}
| tracks                          = 2
| gauge                           = {{track gauge|ussg}}
| electrification                 = 600 V DC overhead
| speed                           = 
| map                             = {{switcher
|{{maplink-road|from=Green Line E branch.map}}
|Show interactive map
|{{MBTA Green Line E}}
|Show route diagram map
}}
| map_state                       = 
}}

The '''E branch''' (also referred to as the '''Huntington Avenue branch''', or formerly as the '''Arborway Line''') is a [[light rail]] line in [[Boston]], [[Cambridge, Massachusetts|Cambridge]], [[Medford, Massachusetts|Medford]], and [[Somerville, Massachusetts|Somerville]], [[Massachusetts]], operating as part of the [[Massachusetts Bay Transportation Authority]] (MBTA) [[Green Line (MBTA)|Green Line]]. The line runs in mixed traffic on South Huntington Avenue and [[Huntington Avenue]] between {{bts|Heath Street}} and {{bts|Brigham Circle}} (the last MBTA [[street running|street-running]] tracks in revenue service), in the median of Huntington Avenue to {{bts|Northeastern University}}, then into the Huntington Avenue subway. The line merges into the [[Boylston Street subway]] just west of {{bts|Copley}}, running to {{bts|North Station|Green}} via the [[Tremont Street subway]]. It then follows the [[Lechmere Viaduct]] to {{bts|Lechmere}}, then the Medford Branch to {{bts|Medford/Tufts}}. {{As of|February 2023}}, service operates on eight-minute headways at weekday peak hours and eight to nine-minute headways at other times, using 13 to 17 trains (26 to 34 light rail vehicles).<ref>{{cite magazine |magazine=Rollsign |publisher=[[Boston Street Railway Association]] |date=January–February 2023 |issue=1–2 |volume=59 |title=MBTA Vehicle Inventory as of February 28, 2023 |first=Jonathan |last=Belcher |page=10}}</ref>

[[Horsecar]] service on Centre and South streets in [[Jamaica Plain]] began in 1857, followed by service on Tremont Street (part of which became the west part of Huntington Avenue) to [[Brookline Village]] in 1859 and on the east part of Huntington Avenue in 1881–84. Jamaica Plain service was electrified in 1891, and Huntington Avenue service in 1894. Several branches of the Huntington Avenue line were opened west of Brookline Village between 1894 and 1900; both Huntington Avenue and Jamaica Plain service began using the new Tremont Street subway in 1897. A connector on South Huntington Avenue opened in 1903, allowing service to Jamaica Plain via Huntington Avenue. In the 1920s, Jamaica Plain service was extended to {{bts|Arborway}}, while the western branches were reconfigured; they were cut in the 1930s.

The Huntington Avenue subway opened in 1941, cutting travel times through congested Copley Square. Ownership passed from the [[Boston Elevated Railway]] to the [[Metropolitan Transit Authority (Boston)|Metropolitan Transit Authority]] in 1947, and to the MBTA in 1964. Tremont Street subway service was designated as the Green Line in 1965, with the Huntington Avenue line becoming the E branch in 1967. Service was modified numerous times during the early MBTA era, including a major reconstruction of the line in 1980–82. In 1985, service past [[Brigham Circle]] was replaced with the route 39 bus – a "temporary" change that controversially became permanent, although service as far as Heath Street was restored in 1989 after replacement of the street trackage on Huntington Ave. The downtown terminal of the E branch underwent a number of changes during the MBTA era; from 1987 to 2020, it was usually Lechmere. In May 2020, the E branch was cut back to North Station for construction of the [[Green Line Extension]], as part of which it was temporarily extended to {{bts|Union Square|Green|E}} in March 2022. It was permanently extended to Medford/Tufts in December 2022.

== History ==
===Horsecar lines===
What became the E branch was formed from portions of several streetcar lines. The first of these was the West Roxbury Railroad, a [[horsecar]] line opened on November 14, 1857, in what was then [[West Roxbury, Massachusetts|West Roxbury]].<ref>{{cite news |url=https://www.newspapers.com/clip/52632643/new-england-farmer/ |title=Miscellaneous Items |newspaper=New England Farmer |date=November 21, 1857 |page=3 |via=Newspapers.com}} {{open access}}</ref><ref name=century>{{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 }}</ref>{{rp|60}} It ran from {{bts|Roxbury Crossing}} to [[Jamaica Plain, Massachusetts|Jamaica Plain]] along Lowell Street (now Columbus Avenue), Centre Street, and South Street.<ref>{{cite book |chapter-url=https://archive.org/details/actsresolvespass185657mass/page/564/mode/2up |title=Acts and Resolves passed by the General Court of Massachusetts in the years 1856–7 |chapter=Chapter 230: An Act in addition to an Act to incorporate the West Roxbury Railroad Company |pages=564–567 |year=1857 |publisher=William White |via=Internet Archive}}</ref> The line was quickly leased by the [[Metropolitan Railroad (Boston)|Metropolitan Railroad]], which operated through service between Jamaica Plain and downtown Boston using its line on [[Tremont Street]]. Travel time for the {{convert|4+1/2|mile|adj=on}}-long line was over an hour with a ten-cent fare.<ref name=century />{{rp|60}} A two-track carhouse with a waiting room was located at the terminus of the line at Jamaica Street in Jamaica Plain.<ref name=fhhistory>{{cite web |url=http://static1.1.sqspcdn.com/static/f/14305/22801055/1369930556993/HistoryForestHills.pdf |title=A History of Forest Hills |publisher=Jamaica Plain Historical Society |last=Heath |first=Richard |date=May 16, 2013}}</ref>{{rp|10}} (The Metropolitan's main carhouse and barn was located at Roxbury Crossing.)<ref name=fhhistory />{{rp|10}} In 1858, the Metropolitan opened a connector between Lowell Street and John Eliot Square, allowing Jamaica Plain cars to also use the Washington Street line (via {{bts|Dudley Square}}) to reach downtown. The railroad also rebuilt the Jamaica Plain line that year to accommodate heavier ridership, including the double-tracking of some portions.<ref name=fhhistory />{{rp|10}}

On August 1, 1859, the Metropolitan was granted permission to add a {{convert|1.6|mile|adj=on}}-long branch to School Street (northwest of [[Brookline Village, Massachusetts|Brookline Village]]) along what was then called Washington Street.<ref>{{cite book |url=https://archive.org/details/brooklinehistory00bolto/page/58/mode/2up |title=Brookline: the history of a favored town |page=58 |year=1897 |last=Bolton |first=Charles Knowles, 1867-1950 |publisher=C. A. W. Spencer |via=Internet Archive}}</ref><ref name=fhhistory />{{rp|11}} (It was soon renamed as Tremont Street east of Brookline Village; the portion between [[Brigham Circle]] and Brookline Village was renamed again as part of Huntington Avenue in 1895.) The line opened on October 26, 1859.<ref>{{cite news |url=https://www.newspapers.com/clip/52616490/new-england-farmer/ |title=Horse Railroad to Brookline |newspaper=New England Farmer |date=October 29, 1859 |page=2 |via=Newspapers.com}} {{open access}}</ref> Permission to double-track the line was given on September 9, 1879.<ref name=fhhistory />{{rp|11}} The portion west of Brookline Village may have been intermittently operated.<ref name=1887guide />

As the west part of the [[Back Bay, Boston|Back Bay]] was filled, [[Huntington Avenue]] became a major thoroughfare. The Metropolitan received rights to construct a double-track line on Huntington from [[Copley Square]] (where it connected to the existing Marlborough Street line<!--Marlborough line ran on Dartmouth and Boylston-->) to West Chester Park (later renamed [[Massachusetts Avenue (Boston)|Massachusetts Avenue]]) on March 18, 1881.<ref name=fhhistory />{{rp|11}} The {{convert|0.7|mile|adj=on}} line opened by that September, serving the exhibitions at the [[Mechanics Hall (Boston, Massachusetts)|Mechanics Hall]] and [[New England Manufacturers' and Mechanics' Institute|New England Fair Building]].<ref>{{cite news |url=https://www.newspapers.com/clip/52604572/the-boston-globe/ |title=Amusements |newspaper=Boston Globe |date=September 20, 1881 |page=3 |via=Newspapers.com}} {{open access}}</ref> A {{convert|1.2|mile|adj=on}} extension along the newly-laid-out section of Huntington from West Chester Park to Brigham Circle was granted on October 29, 1883; its opening on October 1, 1884, completed a second Brookline–Boston route.<ref name=fhhistory />{{rp|11}}<ref name=1887guide>{{cite book |url=https://archive.org/details/bostonhorseands00unkngoog/page/n35/mode/2up |title=The Boston Horse and Street Railroad Guide |year=1887 |pages=26–29 |publisher=Edward E. Clark |via=Internet Archive}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/52593217/the-boston-globe/ |title=From Brookline to the Fair |newspaper=Boston Globe |date=September 27, 1884 |page=4 |via=Newspapers.com}} {{open access}}</ref> A {{convert|1.2|mile|adj=on}} branch along Longwood Avenue to {{bts|Coolidge Corner}} opened around late 1884.<ref>{{cite news |url=https://www.newspapers.com/clip/52591712/the-boston-globe/ |title=On the Rollers |newspaper=Boston Globe |date=November 23, 1884 |page=15 |via=Newspapers.com}} {{open access}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/52591829/the-boston-globe/ |title=Table Gossip |newspaper=Boston Globe |date=November 16, 1884 |page=18 |via=Newspapers.com}} {{open access}}</ref> Around 1888, a {{convert|0.8|mile|adj=on}} branch was opened west from Brookline Village on Boylston Street and Cypress Street, serving the [[Pill Hill, Brookline, Massachusetts|Pill Hill]] area.<ref>{{cite news |url=https://www.newspapers.com/clip/52615990/the-boston-globe/ |title=[Untitled classified ad] |newspaper=Boston Globe |date=October 4, 1888 |page=7 |via=Newspapers.com}} {{open access}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/52632767/the-boston-globe/ |title=By Lewis J. Bird & Co., Auctr's. |newspaper=Boston Globe |date=October 15, 1889 |page=7 |via=Newspapers.com}} {{open access}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/52632813/the-boston-globe/ |title=Two Horses Electrocuted |newspaper=Boston Globe |date=July 27, 1890 |page=2 |via=Newspapers.com}} {{open access}}</ref> (This may have been to compete with the [[Boston and Albany Railroad]], which had begun its [[Highland branch|Newton Circuit]] service through Brookline in 1886.<ref>{{cite news |url=https://www.newspapers.com/clip/52632827/the-boston-globe/ |title=The Railroad |newspaper=Boston Globe |date=May 17, 1886 |page=3 |via=Newspapers.com}} {{open access}}</ref>)

===Electrification===
[[File:Streetcars and Mechanics Hall, March 1920.jpg|thumb|left|Streetcars on Huntington Avenue at Mechanics Hall (the modern location of Prudential station) in 1920]]
In November 1887, the Metropolitan was merged into the [[West End Street Railway]] as it consolidated the various Boston street railways into a unified system.<ref>{{cite book |author-last=Pinanski |author-first=Abraham Edward |title=The Street Railway System of Metropolitan Boston |publisher=McGraw Publishing |year=1908 |url=https://books.google.com/books?id=zy1v_BAAMHAC |page=17 |via=Google Books}}</ref> After the successful electrification of the [[Green Line C branch|Beacon Street line]] in 1888–89, the West End quickly moved to electrify its entire system.<ref name=century />{{rp|57}} The Jamaica Plain–[[North Station#History|Northern Depots]] line was concerted to electric operation on October 14, 1891, followed by other Tremont Street lines on October 22.<ref>{{cite news |url=https://www.newspapers.com/clip/52570754/the-boston-globe/ |title=More Electric Cars |newspaper=Boston Globe |date=October 13, 1891 |page=9 |via=Newspapers.com}} {{open access}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/52570742/the-boston-globe/ |title=More Electric Cars |newspaper=Boston Globe |date=October 21, 1891 |page=6 |via=Newspapers.com}} {{open access}}</ref> The horsecar barn at Jamaica Plain was replaced with a new structure for the electric cars; in early 1901, it was in turn replaced by a {{convert|320x325|feet|adj=on}} carhouse with a passenger waiting room and space for 150 streetcars.<ref>{{cite news |url=https://www.newspapers.com/clip/52744482/the-boston-globe/ |title=Storage House for 150 Electric Cars |newspaper=Boston Globe |date=January 14, 1901 |page=12 |via=Newspapers.com}} {{open access}}</ref><ref name=fhhistory />{{rp|10–11}}

The West End electrified its Huntington Avenue line in 1893–94. Work was completed by mid-July 1894 except for a short stretch near the [[Riverway]].<ref>{{cite news |url=https://www.newspapers.com/clip/52742125/the-boston-globe/ |title=Reaching Out With Iron Bands |newspaper=Boston Globe |date=July 16, 1894 |page=2 |via=Newspapers.com}} {{open access}}</ref> On August 4, all Brookline service via Huntington Avenue was converted to electric operation. This included the Washington Street branch (extended to Park Street), the Cypress Street branch, and the Tremont Street tracks to Roxbury Crossing.<ref name=aug4>{{cite news |url=https://www.newspapers.com/clip/52742065/the-boston-globe/ |title=Brookline |newspaper=Boston Globe |date=August 4, 1894 |page=5 |via=Newspapers.com}} {{open access}}</ref><ref name=century />{{rp|61}} The Washington Street branch was extended to Beacon Street at {{bts|Washington Square}} on September 1, allowing through service between [[Cleveland Circle station|Reservoir]] via Brookline Village.<ref>{{cite magazine |title=This Time in History |magazine=Rollsign |date=September–October 2019 |page=13 |volume=56 |issue=9/10 |publisher=Boston Street Railway Association}}</ref> On August 15, 1896, an extension of the Beacon Street line opened on Chestnut Hill Avenue and Commonwealth Avenue to [[Boston College station|Lake Street]].<ref>{{cite news |url=https://www.newspapers.com/clip/53147423/the-boston-globe/ |title=Newton |newspaper=Boston Globe |date=August 15, 1896 |page=3 |via=Newspapers.com}} {{open access}}</ref> Reservoir service via Brookline Village was extended to Lake Street, where a connection was made with the [[Commonwealth Avenue Street Railway]].<ref name=century />{{rp|58}}

In November 1894, the Cypress Street branch was extended slightly to the new Cypress Street carhouse,<!-- possibly a replacement of the horsecar barn at Walnut and Morss--> which housed 36 streetcars.<ref name=lastdays /><ref>{{cite book |url=https://books.google.com/books?id=m6spAAAAYAAJ&pg=RA4-PA6 |title=Annual Report of the West End Street Railway Company for the Year Ending September 30, 1894 |page=4 |year=1894 |author=West End Street Railway |publisher=Walker, Young & Co. |via=Google Books}}</ref> The carhouse was expanded in 1897, with a new capacity around 79 cars.<ref name=lastdays>{{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}}</ref> Electrification of the Longwood Avenue branch was after the other Huntington Avenue branches, completed in 1894 or 1895.<ref name=aug4 /><ref>{{cite news |url=https://www.newspapers.com/clip/52745011/the-boston-globe/ |title=Changes in Car Routes |newspaper=Boston Globe |date=August 24, 1895 |page=7 |via=Newspapers.com}} {{open access}}</ref> Only the Boston portion of the branch was electrified (possibly owing to the deteriorated bridge over the [[Muddy River (Boston)|Muddy River]] and the [[Highland branch]], which was replaced in 1897–98<ref>{{cite news |url=https://www.newspapers.com/clip/52743934/the-boston-globe/ |title=Longwood Av Bridge |newspaper=Boston Globe |date=December 8, 1898 |page=3 |via=Newspapers.com}} {{open access}}</ref>); in September 1894, Brookline directed the West End to remove the Longwood Avenue tracks west of the town line.<ref>{{cite book |chapter-url=https://books.google.com/books?id=K00tAQAAMAAJ&pg=PA320 |chapter=Locations and Motive Power |page=320 |title=Twenty-Seventh Annual Report of the Board of Railroad Commissioners |author=Massachusetts Board of Railroad Commissioners |date=January 1896 |publisher=Wright and Potter |via=Google Books}}</ref> In 1894–96, the city paved Huntington Avenue as a [[boulevard]], with the  streetcar tracks moved into a dedicated median east of Brigham Circle.<ref>{{cite news |url=https://www.newspapers.com/clip/52745093/the-boston-globe/ |title=New Surfaces |newspaper=Boston Globe |date=September 9, 1896 |page=3 |via=Newspapers.com}} {{open access}}</ref><ref>{{cite book |url=https://www.wardmaps.com/viewasset.php?aid=3 |title=Atlas of the City of Boston: Boston Proper and Roxbury |publisher=G.W. Bromley & Co. |year=1895 |via=Ward Maps}}</ref><ref>{{cite book |chapter-url=https://books.google.com/books?id=-SHnFgJKnmgC&pg=RA15-PP5 |chapter=City Document No. 170: Ninety-Third Location |pages=1–2 |title=Documents of the City of Boston for the Year 1894 |volume=4 |year=1895 |publisher=Rockwell and Churchill |via=Google Books}}</ref>

The first section of the [[Tremont Street subway]] opened on September 1, 1897. Among the lines immediately routed into the subway using the Public Garden incline were the Cypress Street via Huntington Avenue and Jamaica Plain crosstown via Huntington Avenue lines.<ref>{{cite news |url=https://www.newspapers.com/clip/53147779/the-boston-globe/ |title=Subway Notice |newspaper=Boston Globe |date=August 31, 1897 |page=3 |via=Newspapers.com}} {{open access}}</ref> The southern subway section to the [[Pleasant Street incline]] opened on September 30, and Jamaica Plain cars via Tremont Street were routed into the subway.<ref>{{cite news |url=https://www.newspapers.com/clip/53147495/the-boston-globe/ |title=Notice Served |newspaper=Boston Globe |date=September 29, 1897 |page=9 |via=Newspapers.com}} {{open access}}</ref><ref name=century />{{rp|23}} Reservoir service via Huntington Avenue was added to the subway on November 8.<ref>{{cite news |url=https://www.newspapers.com/clip/53147218/the-boston-globe/ |title=Subway Notice |newspaper=Boston Globe |date=November 6, 1897 |page=2 |via=Newspapers.com}} {{open access}}</ref> Longwood Avenue cars and Lake Street via Huntington Avenue cars soon used the subway as well.<ref name=century />{{rp|22}} Other early services also used Huntington Avenue east of Massachusetts Avenue, including a Forest Hills–Park Street route via Washington Street (introduced on November 1, 1898) and a Humboldt Avenue–East Boston Ferries route.<ref name=century />{{rp|61}}<ref name=shuttle1901>{{cite news |url=https://www.newspapers.com/clip/53147181/the-boston-globe/ |title=Changes in Street Railway Service |newspaper=Boston Globe |date=August 8, 1901 |page=7 |via=Newspapers.com}} {{open access}}</ref>

===Expansion===
Two connecting routes opened in August 1900. New tracks on Harvard Street from Brookline Village to {{bts|Coolidge Corner}} allowed through service from Allston to the subway via Huntington Avenue. The [[Ipswich Street line]] provided an additional route between Brookline Village and the subway; service on that line initially ran to Cypress Street.<ref name=new>{{cite news |url=https://www.newspapers.com/clip/52811978/the-boston-globe/ |title=New Electric Car Routes |newspaper=Boston Globe |date=July 30, 1900 |page=12 |via=Newspapers.com}} {{open access}}</ref> Service using the Ipswich Street line was extended west on Boylston Street from Cypress Street to Chestnut Hill Avenue on September 29, 1900, and to the Newton line at [[Chestnut Hill, Massachusetts|Chestnut Hill]] on November 19.<ref name=busreport />{{rp|201}} Through service on the Longwood Avenue branch ended on August 8, 1901; it became a Brookline Avenue–Huntington Avenue shuttle.<ref name=shuttle1901 /> On May 5, 1903, the [[Boston and Worcester Street Railway]] (B&W) began operations. It initially terminated at Chestnut Hill, but was extended over BERy tracks on Boylston Street and Huntington Avenue to Park Square on July 6.<ref>{{cite book |last1=Carlson |first1=Stephen P. |last2=Harding |first2=Thomas W. |title=From Boston to the Berkshires: a pictorial review of electric transportation in Massachusetts |year=1990 |publisher=Boston Street Railway Association |isbn=093831503X |page=123}}</ref><ref name=busreport />{{rp|154}}

The [[Orange Line (MBTA)|Main Line Elevated]] opened between {{bts|Dudley Square}} and {{bts|Sullivan Square}} on June 10, 1901. The Main Line used the outer tracks of the Tremont Street subway (the Pleasant Street incline tracks) and provided a significantly faster route to downtown that surface streetcars, prompting a rearrangement of the streetcar network. Jamaica Plain service was rerouted to the Dudley Square transfer station; a new Dudley–Brookline route was introduced soon after.<ref>{{cite news |url=https://www.newspapers.com/clip/53205999/the-boston-globe/ |title=Making Ready |newspaper=Boston Globe |date=June 8, 1901 |page=7 |via=Newspapers.com}} {{open access}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/53206071/the-boston-globe/ |title=To Open Elevated Tomorrow |newspaper=Boston Globe |date=June 9, 1901 |page=1 |via=Newspapers.com}} {{open access}}</ref> Tracks on South Street between Jamaica Plain and Forest Hills Square (and the adjacent [[Arborway station|Forest Hills Yard]]) were approved by the city in June 1900.<ref>{{cite book |url=https://babel.hathitrust.org/cgi/pt?id=mdp.39015068218877&view=2up&seq=942 |title=Documents of the City of Boston for the Year 1900 |chapter=Document 101: West End Street Railway - Two Hundred and First Location |date=June 1, 1900 |volume=3 |via=Hathi Trust |publisher=City of Boston}}</ref> Construction did not begin until April 1902, and the connector opened on May 17.<ref>{{cite news |url=https://www.newspapers.com/clip/52737130/the-boston-globe/ |title=West Roxbury District |newspaper=Boston Globe |date=April 7, 1902 |page=7 |via=Newspapers.com}} {{open access}}</ref><ref name=century />{{rp|61}} The Boston Elevated Railway opened tracks on the newly-laid-out South Huntington Avenue between Centre Street and Huntington Avenue on May 11, 1903, and began running Jamaica Plain–Park Street service via South, Centre, South Huntington, and Huntington.<ref>{{cite news |url=https://www.newspapers.com/clip/53205241/the-boston-globe/ |title=New Route Open |newspaper=Boston Globe |date=May 11, 1903 |page=11 |via=Newspapers.com}} {{open access}}</ref><ref name=century />{{rp|61}}

By March 1907, regular service on Huntington Avenue west of Massachusetts Avenue included cars from Jamaica Plain via South Huntington Avenue, Lake Street (with some Reservoir short turns) via Washington Street, {{bts|Oak Square}} via Harvard Street, and Allston Carhouse via Harvard Street, all entering the subway and looping at Park Street; as well as Cypress Street–Dudley cars and B&W cars. (A number of additional routes continued to use Huntington Avenue east of Massachusetts Avenue.) Additional routes used the tracks on South Street and Center Street in Jamaica Plain, including Forest Hills–Park Street (via Columbus Avenue), Jamaica Plain Carhouse–Dudley, and Jamaica Plain–{{bts|Sullivan Square}}.<ref name=formative />{{rp|20–21}} Some Allston–Park Street cars were rerouted over Longwood Avenue on October 12, 1907, replacing the shuttle.<ref>{{cite news |url=https://www.newspapers.com/clip/54437819/the-boston-globe/ |title=Through Car Service on Longwood Av |newspaper=Boston Globe |date=October 11, 1907 |page=7 |via=Newspapers.com}} {{open access}}</ref> On November 30, 1908, Main Line trains were rerouted into the Washington Street Tunnel; the outer Tremont Street subway tracks and the Pleasant Street Incline reopened to streetcars on December 4, with some lines extended or rerouted from Dudley. Streetcars entering the subway on Boylston Street continued to loop at Park Street; those entering at Pleasant Street (including lines from Brookline via Tremont Street, and Jamaica Plain via Roxbury Crossing) exited the subway at [[Canal Street Incline|Canal Street]] and looped at {{bts|North Station|Green}}.<ref>{{cite news |url=https://www.newspapers.com/clip/54426901/the-boston-globe/ |title=Pleasant-st Service Again |newspaper=Boston Globe |date=December 4, 1908 |page=1 |via=Newspapers.com}} {{open access}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/54426827/the-boston-globe/ |title=Boston Elevated to our Patrons |newspaper=Boston Globe |date=November 27, 1908 |page=1 |via=Newspapers.com}} {{open access}}</ref><ref name=formative>{{cite journal |title=Boston's Main Line El: The Formative Years 1879-1908 |first=George Jr. |last=Chasson |journal=Headlights |publisher=Electric Railroader's Association |volume=49 |year=1987 |editor=Lonto, Arthur J. }}</ref>{{rp|25}}

The Washington Street Elevated was extended to {{bts|Forest Hills}} on November 22, 1909, increasing its prominence as a transfer location.<ref name=netransit>{{NETransit}}</ref> Requests from local residents and politicians to extend the South Huntington Avenue line from Jamaica Plain Carhouse to Forest Hills began before the extension was completed and continued throughout the 1910s.<ref>{{cite news |url=https://www.newspapers.com/clip/54427982/the-boston-globe/ |title=West Roxbury District |newspaper=Boston Globe |date=March 26, 1907 |page=9 |via=Newspapers.com}} {{open access}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/52677191/the-boston-globe/ |title=West Roxbury District |newspaper=Boston Globe |date=October 23, 1912 |page=8 |via=Newspapers.com}} {{open access}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/52677156/the-boston-globe/ |title=Tell Needs of West Roxbury |newspaper=Boston Globe |date=March 30, 1912 |page=6 |via=Newspapers.com}} {{open access}}</ref> Free transfers at Jamaica Plain Carhouse were added on March 1, 1913.<ref>{{cite news |url=https://www.newspapers.com/clip/52677096/the-boston-globe/ |title=More Rush-Hour Cars |newspaper=Boston Globe |date=March 1, 1913 |page=3 |via=Newspapers.com}} {{open access}}</ref> That April, the BERy indicated willingness to add express service to the South Huntington Avenue line, but could not extend the line until more cars were available.<ref>{{cite news |url=https://www.newspapers.com/clip/52677062/the-boston-globe/ |title=Elevated Will Increase Cars |newspaper=Boston Globe |date=April 19, 1913 |page=8 |via=Newspapers.com}} {{open access}}</ref> On June 12, 1915, the [[32 (MBTA bus)|Hyde Park–Forest Hills line]] was extended to Jamaica Plain Carhouse, with the Forest Hills–North Station (via Columbus Avenue) route cut back to Jamaica Plain Carhouse; this change was to provide more frequent service between Forest Hills and the carhouse.<ref>{{cite news |url=https://www.newspapers.com/clip/54428669/the-boston-globe/ |title=Important Changes in Street Car Service |newspaper=Boston Globe |date=June 11, 1915 |page=4 |via=Newspapers.com}} {{open access}}</ref> The change was unpopular with residents; on October 2, 1915, the Hyde Park line was cut back to Forest Hills and the [[36 (MBTA bus)|Charles River line]] extended in its stead, establishing a direct connection between West Roxbury and the South Huntington Avenue line.<ref>{{cite news |url=https://www.newspapers.com/clip/54430812/the-boston-globe/ |title=West Roxbury District |newspaper=Boston Globe |date=June 14, 1915 |page=4 |via=Newspapers.com}} {{open access}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/54430969/the-boston-globe/ |title=Boston Elevated Surface Changes |newspaper=Boston Globe |date=October 1, 1915 |page=16 |via=Newspapers.com}} {{open access}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/54431653/the-boston-globe/ |title=West Roxbury District |newspaper=Boston Globe |date=September 17, 1915 |page=5 |via=Newspapers.com}} {{open access}}</ref> On March 1, 1924, the BERy opened a streetcar transfer station inside [[Arborway station|Arborway Yard]] to relieve crowding at [[Forest Hills station (MBTA)|Forest Hills station]].<ref>{{cite book |url=https://archive.org/details/annualreporto19181925bost/page/n245/mode/2up |title=Annual Report of the Public Trustees of the Boston Elevated Railway for the Year Ending December 31, 1924 |page=9 |year=1925 |publisher=Boston Elevated Railway |via=Internet Archive}}</ref> The South Huntington Avenue line was soon extended to Arborway, improving connections with the other lines.<!--citations only definitively prove 1922-1928 time frame; a better source is needed--><ref>{{cite news |url=https://www.newspapers.com/clip/53194614/the-boston-globe/ |title=West Roxbury District |newspaper=Boston Globe |date=March 26, 1924 |page=7 |via=Newspapers.com}} {{open access}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/54427244/the-boston-globe/ |title=There are 83 Car-runs for Five-cent Fare |newspaper=Boston Globe |date=February 19, 1922 |page=4 |via=Newspapers.com}} {{open access}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/54435593/the-boston-globe/ |title=West Roxbury District |newspaper=Boston Globe |date=October 2, 1928 |page=9 |via=Newspapers.com}} {{open access}}</ref>

===Reroutes and buses===
Beginning on January 25, 1913, both Allston–Brookline Village–Park Street lines were extended to North Station, providing through service between the Back Bay and North Station.<ref>{{cite news |url=https://www.newspapers.com/clip/54438020/the-boston-globe/ |title=Through to the Back Bay |newspaper=Boston Globe |date=January 24, 1913 |page=6 |via=Newspapers.com}} {{open access}}</ref> On May 24, 1914, the BERy began operating a [[66 (MBTA bus)|Allston–Dudley]] crosstown line via Brookline Village.<ref name=lastdays />{{rp|5}} The [[Boylston Street subway]] opened on October 3, 1914, extending the subway west to [[Kenmore Square]]. Huntington Avenue and Ipswich Street service began using a portal in the median of Boylston Street, which replaced the Public Garden Incline.<ref name=oct3>{{cite news |url=https://www.newspapers.com/clip/54438602/the-boston-globe/ |title=Changes Made by New Subway |newspaper=Boston Globe |date=October 1, 1914 |page=3 |via=Newspapers.com}} {{open access}}</ref> The outer terminal of Washington Street service was cut to Washington Square except at rush hours as part of the October 3 changes, and the peak-hour terminal was cut to Reservoir on November 21.<ref name=oct3 /><ref>{{cite news |url=https://www.newspapers.com/clip/54438561/the-boston-globe/ |title=Some of Old Lines are Discontinued |newspaper=Boston Globe |date=November 20, 1914 |page=11 |via=Newspapers.com}} {{open access}}</ref> Oak Square–Park Street service via Huntington Avenue was cut back to Allston–Park Street on January 30, 1915, and a Cypress Street–Park Street line via Longwood Avenue was added.<ref>{{cite news |url=https://www.newspapers.com/clip/54434695/the-boston-globe/ |title=Car Service Changes |newspaper=Boston Globe |date=January 28, 1915 |page=2 |via=Newspapers.com}} {{open access}}</ref> Washington Street service was re-extended to Lake Street on November 6, 1915, as Beacon Street service was cut to Reservoir.<ref>{{cite news |url=https://www.newspapers.com/clip/54438577/the-boston-globe/ |title=Lake St and Reservoir Car Changes |newspaper=Boston Globe |date=November 6, 1915 |page=10 |via=Newspapers.com}} {{open access}}</ref>

By 1921, four subway services operated on Huntington Avenue: Lake Street, Jamaica Plain, Longwood, and [[Northeastern University station|Opera Place]] short turns. That November, the BERy proposed to operate the line as a quasi-rapid transit service. Brookline Village–Park Street service would operate with two-car trains of large center-entrance streetcars (three-car trains at peak hours); single-car shuttles would operate Jamaica Plain–[[Riverway station|Huntington and South Huntington]] and Lake Street–Brookline Village service.<ref>{{cite news |url=https://www.newspapers.com/clip/54438461/the-boston-globe/ |title=Train Service on Huntington-Av Line |newspaper=Boston Globe |date=November 29, 1921 |page=20 |via=Newspapers.com}} {{open access}}</ref> Jamaica Plain residents were strongly opposed to the forced transfer, causing the Elevated to revise its plans.<ref>{{cite news |url=https://www.newspapers.com/clip/54438476/the-boston-globe/ |title=Elevated Trustees to Change the Plan |newspaper=Boston Globe |date=December 21, 1921 |page=20 |via=Newspapers.com}} {{open access}}</ref> Beginning on February 6, 1922, two-car trains were operated between Brookline Village (Cypress Street) and Park Street; Washington Street service was operated as a Brookline Village–Lake Street shuttle. Jamaica Plain service was not changed.<ref>{{cite news |url=https://www.newspapers.com/clip/52878704/the-boston-globe/ |title=New 2-Car Trains on Huntington Av Feb 6 |newspaper=Boston Globe |date=January 24, 1922 |page=18 |via=Newspapers.com}} {{open access}}</ref> Francis Street–Park Street short turns ran from October 20, 1926, to June 27, 1932, and were resumed on June 25, 1934.<ref name=century />{{rp|61}}

On June 13, 1925, Ipswich Street service was cut to [[Hynes Convention Center station|Massachusetts]]–Chestnut Hill, which ended direct service between Chestnut Hill and downtown Boston. In March 1926, the Huntington Avenue and Ipswich Street lines swapped outer terminals, with Huntington Avenue trains running to Chestnut Hill to restore direct service.<ref name=lastdays />{{rp|5}} In December 1928, the BERy began running South Huntington Avenue cars express over Huntington Avenue during the evening peak.<ref>{{cite news |url=https://www.newspapers.com/clip/54438432/the-boston-globe/ |title=Jamaica Plain Trolley Changes Announced |newspaper=Boston Globe |date=December 8, 1928 |page=5 |via=Newspapers.com}} {{open access}}</ref> The Longwood Avenue shuttle was converted to bus on June 22, 1925.<ref name=busreport />{{rp|197}} Rarely shown on maps, it was discontinued in 1942 (after an abortive 1934 plan to run the [[60 (MBTA bus)|Cypress Street–Kenmore bus]] over Longwood Avenue<ref>{{cite news |url=https://www.newspapers.com/clip/54734233/the-boston-globe/ |title=Brookline |newspaper=Boston Globe |date=August 7, 1934 |page=13 |via=Newspapers.com}} {{open access}}</ref>); not until the introduction of route {{MBTABus|47}} in 1972 was Longwood Avenue again used for transit.<ref>{{cite news |url=https://www.newspapers.com/clip/74700409/the-boston-globe/ |title='L' cuts bus service |newspaper=Boston Globe |date=October 10, 1942 |pages=1, [https://www.newspapers.com/clip/74700481/the-boston-globe/ 4] |via=Newspapers.com}}</ref><ref name=busreport />{{rp|197}} The Washington Street shuttle was converted to bus on April 24, 1926.<ref name=busreport>{{Humphrey Bus Report|page=}}</ref>{{rp|197}} It was redirected to Brighton Center on June 23, 1928, and eventually became [[65 (MBTA bus)|route 65]].<ref name=busreport />{{rp|52}}<ref name=netransit /> The rails were removed for scrap during World War II.<ref>{{cite news |url=https://www.newspapers.com/clip/74700891/the-boston-globe/ |title=Brookline |newspaper=Boston Globe |date=August 31, 1946 |page=3 |via=Newspapers.com}}</ref>

In the 1930s, the Worcester Turnpike was paved as [[Massachusetts Route 9]], an intercity highway, which forced the removal of streetcars. Buses replaced Boston and Worcester Street Railway cars on June 11, 1932.<ref name=busreport />{{rp|156}} That November, paving reached Chestnut Hill; Huntington Avenue cars were cut back to Cypress Street and Ipswich Street cars to Brookline Village, and a Chestnut Hill–Brookline Village bus route was added. The Ipswich Street line was cut to a short shuttle route in mid-1933, with a new Brookline Village–{{bts|Kenmore}} bus route.<ref name=lastdays />{{rp|5}} Cypress Street Carhouse closed on December 3, 1933; the Cypress Street route joined the South Huntington Avenue route in operating from Arborway Yard.<ref name=lastdays />{{rp|3}}

On June 10, 1934, Cypress Street service was cut back to Brookline Village, and buses began operating between Cypress Street and Kenmore.<ref name=lastdays />{{rp|5}} The two bus routes were modified numerous times; they were combined in 1985 and are now [[MBTA bus]] route {{MBTABus|60}}.<ref name=netransit /> The Allston–Dudley route was replaced by buses on September 10, 1938, with the Brookline Village cars from Huntington Avenue cut back as additional {{bts|Brigham Circle}} [[short turn]]s.<ref name=lastdays /><ref name=sept1938 /> The city immediately demolished the Brookline Village transfer station to speed traffic flow through the square.<ref name=sept1938>{{cite news |url=https://www.newspapers.com/clip/52860200/the-boston-globe/ |title=Brookline |newspaper=Boston Globe |date=September 7, 1938 |page=11 |via=Newspapers.com}} {{open access}}</ref><ref name=greenlinebook>{{cite book |title=Trolleys Under the Hub |last1=Cheney |first1=Frank |last2=Sammarco |first2=Anthony M. |year=1997 |publisher=Arcadia Publishing |isbn=0752409077 }}</ref>{{rp|111}}

===Huntington Avenue subway===
[[File:Map of 1926 proposal for Boston rapid transit lines.png|thumb|left|Map of the 1926 proposal]]
A subway for the Huntington Avenue line was proposed as early as 1906 to remove streetcars from congested Boylston Street and Copley Square.<ref>{{cite news |url=https://www.newspapers.com/clip/54815232/the-boston-globe/ |title=More Subways Will be Needed |newspaper=Boston Globe |date=January 20, 1906 |pages=1, 3 |via=Newspapers.com}} ([https://www.newspapers.com/clip/54815214/the-boston-globe/ second page]) {{open access}}</ref> (Streetcars operated in mixed traffic on those segments, with a dedicated median only on Huntington Avenue west of Dartmouth Street.) A subway as far as [[Mechanics Hall (Boston, Massachusetts)|Mechanics Hall]] was proposed in 1911, but it was rejected in 1912 on the grounds that the opening of the Cambridge subway and the Boylston Street subway would halve the number of streetcars on Boylston Street.<ref>{{cite news |url=https://www.newspapers.com/clip/54438352/the-boston-globe/ |title=Remodeling of Copley Sq |newspaper=Boston Globe |date=December 31, 1911 |page=25 |via=Newspapers.com}} {{open access}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/54815281/the-boston-globe/ |title=Long Tunnel in Dorchester |newspaper=Boston Globe |date=February 7, 1912 |pages=1, 2 |via=Newspapers.com}} ([https://www.newspapers.com/clip/54815263/the-boston-globe/ second page]) {{open access}}</ref>

In May 1924, the state legislature directed the [[Department of Conservation and Recreation|Metropolitan District Commission]] to plan an expanded rapid transit system in Boston, including an extension of the Boylston street Subway under Governors Square.<ref>{{cite book |url=https://archive.org/details/actsresolvespass1924mass |title=Acts and resolves passed by the General Court of Massachusetts in the year 1924 |pages=[https://archive.org/details/actsresolvespass1924mass/page/602 602]–603 |chapter=Chapter 45: Resolve providing for an investigation by the Division of Metropolitan Planning relative to the extension and development of rapid transit service in Boston, Somerville and surrounding cities and towns |date=May 24, 1924 |via=Internet Archive}}</ref> The report, released in December 1926, called for the existing streetcar tunnels in Boston to be reorganized into two rapid transit lines with high-floor rolling stock.<ref name=1926report >{{cite book |title=Report on Improved Transportation Facilities in Boston |date=December 1926 |publisher=Division of Metropolitan Planning |hdl = 2027/mdp.39015049422689}}</ref> One line was to run from Lechmere through the existing Tremont Street subway, parallel the [[Southwest Corridor (Massachusetts)|New Haven Railroad tracks towards Providence]] using tunnels and an embankment as far as Massachusetts Avenue, then run along the surface on Huntington Avenue to Francis Street ([[Brigham Circle]]). The extension would have new stations at [[Pleasant Street station (BERy)|Pleasant Street]], [[Back Bay station]], West Newton Street, and [[Massachusetts Avenue station|Massachusetts Avenue]], plus consolidated surface stops at the {{bts|Museum of Fine Arts}} and the {{bts|Longwood Medical Area}}. Streetcar lines on Tremont Street and Huntington Avenue would connect with rapid transit trains at a surface-level transfer station at Brigham Circle. Future extension of the tunnel to Brookline Village was considered.<ref name=1926report />
[[File:BERy 5358 at Symphony Station, 1941.jpg|thumb|right|Symphony station shortly after its 1941 opening. The streetcar is a route 57 car bound for the Francis Street (Brigham Circle) cutback.]]
After the Berkeley Street line was closed around 1930, only Huntington Avenue cars used the Boylston Street Incline.<ref name=formative />{{rp|26}} In June 1932, the state legislature authorized the construction of a tunnel from Gainsborough Street under Huntington Avenue, Stuart Street, Columbus Avenue, and the Boston Common to Park Street station. The BERy did not approve the project because the portion east of Copley Square would have duplicated the existing subways at considerable cost, and it would not relieve congestion at the intersection with Massachusetts Avenue; the state act did not allow for any modifications to the route.<ref>{{cite book |url=https://archive.org/details/annualreport1932trans/page/6/mode/2up |title=Report of the Transit Department for the Year Ending December 31, 1932 |year=1933 |pages=7–8 |publisher=City of Boston |via=Internet Archive}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/55044860/the-boston-globe/ |title=Huntington-Av Subway Change |newspaper=Boston Globe |date=October 31, 1932 |page=6 |via=Newspapers.com}} {{open access}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/55044805/the-boston-globe/ |title='L' Directors Turn Down Subway Plan |newspaper=Boston Globe |date=November 14, 1932 |page=1 |via=Newspapers.com}} {{open access}}</ref>

Mayor [[James Michael Curley]] advanced a new plan in 1933, calling for an $8.5 million subway from Copley Square to Longwood Avenue, to be funded by the [[National Industrial Recovery Act of 1933|National Industrial Recovery Act]] rather than imposing local debt.<ref>{{cite news |url=https://www.newspapers.com/clip/77167615/the-boston-globe/ |title=2400 City Lights to Shine Again |newspaper=Boston Globe |date=August 1, 1933 |pages=1, [https://www.newspapers.com/clip/77167644/the-boston-globe/ 8] |via=Newspapers.com}}</ref><ref name=centuryofsubways />{{rp|106}} In July 1933, the state legislature provided conditions for the construction of the subway with more route flexibility. It was approved by the city and the BERy, but not by the state Emergency Finance Board. The Boston Transit Department developed six possible tunnel plans for evaluation. A tunnel as far west as Longwood Avenue or as short as Dartmouth Street was considered, as splitting from the existing subway east of Copley station (with a new station added under Copley Square) or to the west.<ref>{{cite book |url=https://archive.org/details/annualreport1933trans/page/2/mode/2up |title=Report of the Transit Department for the Year Ending December 31, 1933 |year=1934 |pages=2–3, 38–39 |publisher=City of Boston |via=Internet Archive}}</ref>

In October 1936, construction of the subway to just shy of West Newton Street was approved as a federal [[Works Progress Administration]] (WPA) project. Work was expected to last 1 year and cost $1.715 million, with the city's share about $539,000.<ref>{{cite news |url=https://www.newspapers.com/clip/54922966/the-boston-globe/ |title=Subway for Huntington Av |newspaper=Boston Globe |date=October 16, 1936 |pages=1, 36 |via=Newspapers.com}} ([https://www.newspapers.com/clip/54922537/the-boston-globe/ second page]) {{open access}}</ref> The Boston City Council and Boston Elevated Railway approved the plans in April 1937.<ref>{{cite news |url=https://www.newspapers.com/clip/54923581/the-boston-globe/ |title=Council Passes Subway Plans |newspaper=Boston Globe |date=April 13, 1937 |pages=1, 3 |via=Newspapers.com}} {{open access}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/54923698/the-boston-globe/ |title=Subway Extension Faces New Hurdles |newspaper=Boston Globe |date=April 16, 1937 |page=21 |via=Newspapers.com}} {{open access}}</ref> Construction began on September 18, 1937.<ref name=linesofthehub />{{rp|96}} In 1938, the Boston Transit Department extended the project to Opera Place, with underground stations at {{bts|Mechanics}} and {{bts|Symphony}} and an auto underpass of Massachusetts Avenue adjacent to Symphony station.<ref name=linesofthehub />{{rp|96}} Federal approval was granted in early August.<ref>{{cite magazine |url=https://archive.org/details/worksprogressbul3840unit/page/n44 |title=Enlarge Huntington Avenue Subway Project |date=August 10, 1938 |magazine=Works Progress Bulletin |publisher=Works Progress Administration |via=Internet Archive}}</ref>

The subway was constructed as twin tubes some {{convert|4316|feet}} long; they were adjacent except at Symphony station, where they ran on opposite sides of the underpass.<ref>{{cite book |url=https://archive.org/details/annualreporto19361942bost/page/n219/mode/2up |title=Twenty-second Annual Report of the Board of Public Trustees for the Boston Elevated Railway: Year Ended December 31, 1940 |year=1936 |page=24 |publisher=Boston Elevated Railway |via=Internet Archive}}</ref> The final cost of the project was $7.13 million (equivalent to ${{format price|{{Inflation|US-GDP|7130000|1941}}}} in {{Inflation/year|US}}), of which the city paid $1.93 million and the federal government $5.20 million.<ref>{{cite news |url=https://www.newspapers.com/clip/54923110/the-boston-globe/ |title=Mayor and W. P. A. Officials View Huntington-Av. Subway |newspaper=Boston Globe |date=February 8, 1941 |page=8 |via=Newspapers.com}} {{open access}}</ref> It was the second-largest project to be primarily funded by the WPA, exceeded only by [[LaGuardia Airport]].<ref name=centuryofsubways>{{cite book |url=https://research.library.fordham.edu/cgi/viewcontent.cgi?article=1000&context=history |title=A Century of Subways: Celebrating 100 Years of New York's Underground Railways |chapter=Chapter 2: Change at Park Street Under |first=Brian J. |last=Cudahy |year=2003 |publisher=Fordham University Press |isbn=9780823222933}}</ref>{{rp|107}}<!--some PWA projects, like Chicago's State Street subway, did have some WPA funds-->

The Huntington Avenue subway opened on February 16, 1941, taking Huntington Avenue cars (the last to use the Boylston Street Portal) underground for a larger part of their route.<ref name=linesofthehub />{{rp|96}} By then, three routes used the Huntington Avenue line:<ref name=linesofthehub />{{rp|74, 88}}<ref>{{cite book |url=https://archive.org/details/annualreporto19361942bost/page/n271/mode/2up |title=Twenty-third Annual Report of the Board of Public Trustees for the Boston Elevated Railway: Year Ended December 31, 1941 |year=1936 |page=24 |publisher=Boston Elevated Railway |via=Internet Archive}}</ref>
*39: {{bts|Arborway}}–{{bts|Park Street}}
*{{MBTABus|41}}: Jamaica Plain–{{bts|Dudley Square}}
*57: [[Brigham Circle station|Francis Street]]–Park Street (a [[short turn]] of route 39)

A loop at {{bts|Heath Street}} was constructed in 1945 to allow use of the new [[PCC streetcar]]s, which only had an operator's cab at one end and could not use crossovers like the one at Francis Street to reverse direction. Route 57 was extended to the new loop on December 15, 1945, and began using PCC streetcars on January 3, 1946.<ref name=linesofthehub>{{cite book |title=Streetcar Lines of the Hub - The 1940s |last=Clarke |first=Bradley H. |year=2003 |publisher=Boston Street Railway Association |isbn=0938315056}}</ref>{{rp|97}} From June 1947 to June 1949, and again in the 1950s, an additional {{bts|Northeastern University}}–Park Street shuttle was run.<ref name=linesofthehub />{{rp|98}}

Route 41 was replaced by buses on June 8, 1949.<ref name=linesofthehub />{{rp|70}} In 1954, route 57 was extended to the surface terminal at {{bts|North Station|Green}}.<ref name=mtaera>{{cite book |title=Streetcar Lines of the Hub: Boston's MTA Through Riverside and Beyond |first=Bradley H. |last=Clarke |year=2015 |isbn=9780938315070 |publisher=Boston Street Railway Association}}</ref>{{rp|194}} Route 57 - by then a weekday-only route - was discontinued effective September 1, 1961. The number was reassigned to the short-lived {{bts|Boylston}}–[[Pleasant Street station (BERy)|Pleasant Street]] shuttle in November 1961.<ref name=mtaera />{{rp|194}} From September 1962 to March 1965, a single {{bts|Lechmere}}–Heath Street round trip was operating during the morning peak to serve school demand. This trip was the only time that three-car trains of PCC cars were used on Huntington Avenue.<ref name=netransit />

===MBTA era===
The [[Massachusetts Bay Transportation Authority]] (MBTA) took over from the MTA in 1964. The MBTA gave color designations to the four subway lines in 1965, with the Tremont Street subway routes designated as the [[Green Line (MBTA)|Green Line]]. On December 26, 1964, Heath Street–{{bts|Government Center}} short turns using the newly opened loop at Government Center were added to accommodate ridership from the new [[Prudential Center]].These trips were cut back to Park Street the next month, but returned to Government Center on March 25, 1967.<ref name=netransit /> On September 19, 1966, the Heath Street short turn was increased in frequency, with every other trip terminating at Heath Street during peak hours. This experiment was unsuccessful and was ended on November 7.<ref name=netransit /> The Heath Street short turns were reduced from two-car trains to single cars on January 3, 1972.<ref name=netransit /> 
[[File:MBTA 3032 and 3034 at Arborway in 1967.jpg|thumb|left|A two-car train at Arborway in 1967]]
The five Green Line branches were lettered in 1967, with the Huntington Avenue line designated the E branch.<ref name=netransit /> In 1968, the city and the MBTA began planning a widening of Huntington Avenue east of Brigham Circle. Three of the eight stops (Forsyth Street, Vancouver Street, and Wigglesworth Street) would be closed, with platforms widened (the original impetus for the project) at the remaining five. The long siding would be moved inside the reservation, and fencing would be placed between the tracks to deter pedestrians from crossing the tracks away from intersections.<ref>{{cite news |url=https://www.newspapers.com/clip/52733014/the-boston-globe/ |title=Huntington Av. Face-Lifting |first=A.S. |last=Plotkin |newspaper=Boston Globe |date=August 23, 1968 |page=2 |via=Newspapers.com}} {{open access}}</ref> The project was stalled in 1969 by [[Recession of 1969–70|federal budget cuts]].<ref>{{cite news |url=https://www.newspapers.com/clip/52733392/the-boston-globe/ |title=MBTA Unable to Start Huntington Av. Project |newspaper=Boston Globe |first=A.S. |last=Plotkin |date=October 22, 1969 |page=11 |via=Newspapers.com}} {{open access}}</ref> In 1971, the MBTA replaced both tracks between Brigham Circle and [[Mission Park station|Parker Hill Street]].<ref>{{cite news |url=https://www.newspapers.com/clip/52733510/the-boston-globe/ |title=Huntington av. trolley, paving to get face lift |newspaper=Boston Globe |first=A.S. |last=Plotkin |date=May 19, 1971 |page=3 |via=Newspapers.com}} {{open access}}</ref> The widening project was revived in 1972, with the addition of a footbridge at Northeastern.<ref>{{cite magazine |magazine=Rollsign |title=Surface Lines Report |volume=9 |issue=8/9 |date=August–September 1972 |publisher=Boston Street Railway Association |url=https://catalog.archives.gov/id/63793905}}</ref> The project faced opposition from the [[Museum of Fine Arts, Boston|Museum of Fine Arts]], which objected to the taking of a {{convert|10|feet|adj=on}}-wide strip of the museum's lawn.<ref>{{cite news |url=https://www.newspapers.com/clip/52733603/the-boston-globe/ |title=$5m Huntington av. plan almost ready |newspaper=Boston Globe |first=A.S. |last=Plotkin |date=February 2, 1973 |page=43 |via=Newspapers.com}} {{open access}}</ref> It was placed on hold in 1975 due to the [[1973–1975 recession|ongoing recession]].<ref>{{cite news |url=https://www.newspapers.com/clip/52714078/the-boston-globe/ |title=Highway projects worth $146m stalled for lack of money |newspaper=Boston Globe |date=August 21, 1975 |page=14 |first=A.S. |last=Plotkin |via=Newspapers.com}} {{open access}}</ref>

From September 11, 1976, to January 1, 1977, service was replaced with buses at night to allow installation of new lighting and electrical equipment in the Huntington Avenue subway.<ref name=netransit /> On January 1, all peak and midday service was cut to Heath Street as winter weather caused a car shortage; buses designated route 39 ran between Arborway and Copley.<ref name=netransit /> This ended on March 19; regular Heath Street turns were extended to North Station from then to June 18, 1977.<ref name=netransit /> Route 39 buses again replaced weekday service past Heath Street from June 18 to September 9 due to track work on Centre Street.<ref name=netransit /> Continued streetcar shortages and delays with the new [[Boeing LRV]]s caused weekday service to be replaced with buses past Heath Street on October 17, 1977. Service to Arborway resumed in stages, with full service restored on December 31, 1978.<ref name=netransit /> The new LRVs were first used on the line for Northeastern short turns on January 16, 1978; these were extended to Heath Street on April 24.<ref name=netransit />

Although the planned road widening never occurred, the MBTA ultimately reconstructed the line for use by the new LRVs as part of other road and sewer work on Huntington Avenue.<ref>{{cite news |url=https://www.newspapers.com/clip/52733890/the-boston-globe/ |title=MBTA to halt BC trolley line |newspaper=Boston Globe |first=Charles A. |last=Radin |date=April 24, 1980 |page=24 |via=Newspapers.com}} {{open access}}</ref> The MBTA work largely followed the plans proposed in the 1960s; the Northeastern footbridge was not included. The three previously proposed stops were cut along with Parker Street; the remaining stops at Brigham Circle, {{bts|Longwood Medical Area}}, [[Museum of Fine Arts station (MBTA)|Museum-Ruggles]], and Northeastern were rebuilt with wider and longer platforms. On March 21, 1980, service was cut back to a Symphony–Park Street shuttle (run by LRVs) to allow for construction, with route 39 buses again operating.<ref name=until>{{cite news |url=https://www.newspapers.com/clip/52734053/the-boston-globe/ |title=Arborway line closing until '81 |newspaper=Boston Globe |date=March 8, 1980 |page=20 |first=Charles A. |last=Radin |via=Newspapers.com}} {{open access}}</ref><ref name=netransit /> The shuttle was extended to Northeastern on June 21 and Brigham Circle on September 20.<ref name=netransit /> Symphony was closed on January 3, 1981, during a budget crisis.<ref>{{cite news |url=https://www.newspapers.com/clip/52694025/the-boston-globe/ |title=Bowdoin, Symphony T stations close today |newspaper=Boston Globe |date=January 3, 1981 |page=1 |via=Newspapers.com}} {{open access}}</ref><ref name=netransit /> Service restoration on the outer section of the line, originally scheduled for 1981, was delayed by the budget issues.<ref name=until /><ref>{{cite news |url=https://www.newspapers.com/clip/52734646/the-boston-globe/ |title=T asks 15-cent fare cut and improvements if advisory panel votes $16m-$20m more |newspaper=Boston Globe |first=Marvin |last=Pave |date=February 4, 1982 |pages=15, 16 |via=Newspapers.com}} ([https://www.newspapers.com/clip/52734672/the-boston-globe/ second page]) {{open access}}</ref> Arborway service ultimately resumed on June 26, 1982, including peak-hour Heath Street short turns and the reopening of Symphony.<ref name=netransit /><ref>{{cite news |url=https://www.newspapers.com/clip/52731868/the-boston-globe/ |title=Hot tar shuts down Arborway trolleys |newspaper=Boston Globe |date=July 8, 1982 |page=31 |via=Newspapers.com}} {{open access}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/52731078/the-boston-globe/ |title=T reducing some fares |newspaper=Boston Globe |date=April 14, 1982 |page=1 |via=Newspapers.com}} {{open access}}</ref>

Heath Street service was extended to Lechmere on January 2, 1983. A snowstorm on February 11 temporarily shut down the Arborway Line; a Lechmere–Government Center shuttle was run to replace the Heath Street cars. The Arborway Line quickly reopened, but the Heath Street turns were not resumed; the shuttle ran until March 26.<ref name=netransit /> From October 12 to November 11, 1983, the line was cut back to {{bts|Brigham Circle}} (with double-ended LRVs) due to [[Southwest Corridor (Massachusetts)|Southwest Corridor]] construction near Arborway, with route 39 buses running.<ref name=netransit /> Heath Street short turns were resumed on September 18, 1984, using LRVs.<ref name=netransit />

=== Arborway restoration controversy ===
[[File:Abandoned Arborway Line tracks at Canary Square, December 2006.jpg|thumb|Unused E branch tracks at the intersection of South Huntington Avenue and Moraine Street in 2006]]
{{see also|List of key MBTA bus routes#39}}
On December 28, 1985, the Arborway Line was indefinitely replaced by route 39 (Arborway–{{bts|Copley}}) bus service due to road construction on Huntington Avenue. This ended PCC streetcar service on the Green Line, though they remained in use on the [[Mattapan Line]].<ref name=netransit /> LRV service was resumed to Brigham Circle on July 26, 1986; the downtown terminal was Lechmere on weekdays, and Government Center nights and weekends.<ref name=netransit /> On June 20, 1987, all Brigham Circle service was extended to Lechmere, with newer Type 7 LRVs replacing the Boeing LRVs.<ref name=netransit /> Heath Street service resumed on November 4, 1989, but route 39 buses continued to provide all service south of Heath Street.<ref name=netransit /> That December, route 39 was extended to [[Back Bay station]] to connect with the [[Orange Line (MBTA)|Orange Line]]; fares were reduced from subway to bus prices.<ref name=netransit /> By 1990, the Centre Street/South Huntington Avenue corridor was the single busiest [[MBTA bus]] corridor, with 19,040 daily riders on route 39.<ref>{{cite web |url=https://archive.org/details/ridershipservice990mass |edition=3 |title=Ridership and Service Statistics |date=November 1990 |page=iv |publisher=Massachusetts Bay Transportation Authority |author=Operations Directorate Planning Division |via=Internet Archive}}</ref> From 2000 to 2017, buses used a loop - originally built for the Green Line, but never used by revenue trains - at {{bts|Forest Hills}}.<ref name=netransit />

Whether to restore E branch service to Arborway became controversial; much of Jamaica Plain wanted the line to return, while the MBTA did not wish to resume using the long street-running section.<ref>{{cite news |url=https://www.jphs.org/transportation/streetcars-in-jamaica-plain-a-history.html |title=Streetcars in Jamaica Plain: A History |first=Michael |last=Greer |newspaper=Jamaica Plain Gazette |date=November 22, 2002 |via=Jamaica Plain Historical Society}}</ref> A 1987 study found that restoring service to Arborway would cost $37.4 million in construction and $5.9 million in annual operating costs, but would draw more riders than bus service.<ref>{{cite news |url=https://www.newspapers.com/clip/53268262/the-boston-globe/ |title=MBTA to decide soon on future of Arborway line: bus or trolley |first=Peter J. |last=Howe |newspaper=Boston Globe |date=December 3, 1987 |page=32 |via=Newspapers.com}} {{open access}}</ref> To settle a lawsuit with the [[Conservation Law Foundation]], the Massachusetts Executive Office of Transportation and Construction (EOTC) agreed to [[environmental mitigation]] for increased automobile emissions due to the [[Central Artery/Tunnel Project]]. In 2000, an Administrative Consent Order (ACO) affirmed specific project commitments, including restoration of streetcar service beyond Heath Street to Arborway. Restoration was also included in the State Implementation Plan for the Clean Air Act (SIP) which is required by the [[United States Environmental Protection Agency|Environmental Protection Agency]] due to non-attainment of [[National Ambient Air Quality Standards]].<ref>{{cite book |url=http://www.ctps.org/bostonmpo/pmt/PMT-ES.pdf |url-status=dead |archive-url=https://web.archive.org/web/20050412083019/http://www.ctps.org/bostonmpo/pmt/PMT-ES.pdf |archive-date=April 12, 2005 |title=Program for Mass Transportation |chapter=Executive Summary |author=Central Transportation Planning Staff |publisher=Massachusetts Bay Transportation Authority |date=January 2004 |page=ES-15}}</ref><ref>{{cite web|url=http://www.mass.gov/dep/bwp/daqc/files/regs/7c.htm#36 |url-status=dead |archive-url=https://web.archive.org/web/20050605023535/http://www.mass.gov/dep/bwp/daqc/files/regs/7c.htm |archive-date=June 5, 2005 |title=Massachusetts DEP Air Pollution Control Regs 310 CMR 7.25-7.60 |publisher=Massachusetts Department of Transportation}}</ref> After some MBTA and community opposition, a revised settlement resulted in the substitution of other projects with similar regional air quality benefits, though no longer localized along the E branch corridor. EOTC promised to consider other transit enhancements in the Arborway corridor.<ref>{{Cite news|url = http://jamaicaplaingazette.com/2008/03/07/state_suggests_route_39_changes/|title = State suggests Route 39 changes|last = Ruch|first = John|date = March 7, 2008|work = Jamaica Plain Gazette|access-date = April 1, 2015}}</ref> <!-- tracks removed in 2008 - needs a source-->

A 2004 study stated that since tracks to Arborway would be street-running along South and Centre streets, trolley traffic would increase local congestion and could potentially block emergency vehicles. Councilor [[John M. Tobin Jr.|John Tobin]] asked the MBTA to remove the tracks in March 2005, which by then had (along with the overhead poles) deteriorated to the point where they were not usable.<ref>{{cite news |url=http://archive.boston.com/news/local/articles/2005/05/15/the_unused_track_runs_through_it/ |title=The unused track runs through it |author=Park, Madison |date=May 15, 2005 |newspaper=The Boston Globe |access-date=December 28, 2018}}</ref> The Arborway Committee filed suit in 2007, but an appeals court ruled in January 2011 that the lawsuit was a decade too late to be considered – effectively ending any attempt for the restoration of streetcar service for the foreseeable future.<ref>{{cite news |url=http://jamaicaplaingazette.com/2011/08/26/trolley-comeback-killed-by-court/ |title=Trolley comeback killed by court |newspaper=Jamaica Plain Gazette |author=Ruch, John |date=August 26, 2011 |access-date=February 19, 2013}}</ref> About 140 remaining overhead wire support poles were removed by the MBTA in late 2023.<ref>{{cite magazine |title=MBTA & Regional Transit News |first=John |last=Pugh |magazine=Rollsign |date=November–December 2023 |volume=60 |issue=11/12 |publisher=Boston Street Railway Association |page=5}}</ref> The City of [[Boston]] has proposed extending the E branch southward to Hyde Square in [[Jamaica Plain]].<ref>{{cite news |url=https://www.boston.gov/sites/default/files/document-file-03-2017/go_boston_2030_-_full_report_to_view.pdf |title=Go Boston 2030 Vision and Action Plan |date=March 7, 2017 |access-date=March 14, 2017}}</ref>

Dedicated lanes were added on several streets in Boston during the [[Orange Line (MBTA)#Reliability issues and repairs|August–September 2022 closure of the Orange Line]]. Four sections, all of which are used by route 39 buses, were made permanent: Boylston Street from Ring Road to Clarendon Street, Clarendon from Boylston to Columbus Avenue, St. James Avenue from near Berkeley Street to Dartmouth Street, and Huntington Avenue from Brigham Circle to Gainsborough Street (39 and {{MBTABus|66}}).<ref name=afterOL>{{cite press release |url=https://www.boston.gov/news/city-boston-announces-permanent-street-changes-following-orange-line-shutdown |title=City of Boston Announces Permanent Street Changes Following Orange Line Shutdown |publisher=City of Boston |date=September 20, 2022}}</ref> In September 2023, the MBTA indicated that the Huntington Avenue lanes saved up to two minutes per trip at peak hours.<ref>{{cite press release |url=https://www.mbta.com/news/2023-09-25/data-reveals-time-savings-quick-build-huntington-avenue-bus-lanes-mbta-and-the-city |title=Data Reveals Time Savings from Quick-Build Huntington Avenue Bus Lanes; MBTA and The City of Boston Announce Upcoming Striping Work to Complete Permanent Huntington Avenue Bus-Bike Lanes to Improve Transit for Thousands of Bus Riders |date=September 25, 2023 |publisher=Massachusetts Bay Transportation Authority}}</ref> In May 2022, the MBTA released a draft plan for a systemwide network redesign. The draft proposed that route 39 be extended to {{bts|Porter}} via {{bts|Central}} and {{bts|Fenway}}, taking over portions of routes {{MBTABus|47}}, {{MBTABus|91}}, and {{MBTABus|87}}. The portion from Longwood Avenue to Back Bay would be discontinued.<ref>{{cite web |url=https://cdn.mbta.com/sites/default/files/Bus%20Network%20Redesign/11_Cambridge.pdf |title=A better bus network: new connections, more service, more frequency. See what this means in Cambridge. |date=May 2022 |publisher=Massachusetts Bay Transportation Authority}}</ref><ref>{{cite web |url=https://cdn.mbta.com/sites/default/files/2022-05/2022-05-12-bnrd-proposed-regional-map.pdf|title=Draft Bus Network Redesign Map |date=May 2022 |publisher=Massachusetts Bay Transportation Authority}}</ref> A November 2022 draft network plan reverted route 39 to its existing routing, with a more frequent route 47 instead extended to [[Union Square, Somerville|Union Square]].<ref name=nov2022changes>{{cite web |url=https://cdn.mbta.com/sites/default/files/2022-11/2022-11-7-bnrd-summary-of-changes-english-accessible.pdf |title=What we changed from the May 2022 Proposal |date=November 7, 2022 |publisher=Massachusetts Bay Transportation Authority}}</ref><ref name=nov2022map>{{cite web |url=https://cdn.mbta.com/sites/default/files/2022-11/2022-11-3-bnrd-revised-bus-network-map-7-mb.pdf |title=Revised Bus Network Fall 2022 |date=November 3, 2022 |publisher=Massachusetts Bay Transportation Authority}}</ref>

===Later changes===
[[File:E Line reconstruction.jpg|thumb|left|Reconstruction of the E branch along Huntington Avenue in November 2006]]
On October 20, 1996, the [[Muddy River (Massachusetts)|Muddy River]] flooded the [[central subway (Boston)|central subway]]. The E branch was replaced by buses; service was restored to Northeastern on October 25, Brigham Circle on November 9, and Heath Street on December 7.<ref name=netransit /> From July 24 to December 17, 2000, the line was cut back to Brigham Circle for track work on South Huntington Avenue, with route 39 supplemented by express service.<ref name=netransit />

In the early 2000s, the MBTA modified key surface stops with raised platforms for [[accessibility]] as part of the [[Green Line (MBTA)#Light Rail Accessibility Program|Light Rail Accessibility Program]]. [[Wheelchair lift|Portable lift]]s were installed at Heath Street and {{bts|Museum of Fine Arts}} around 2000 as a temporary measure.<ref name=PMTaccess>{{cite web |archive-url=https://web.archive.org/web/20120220063458/http://www.bostonmpo.org/bostonmpo/pmt-old/PMT-1.pdf |archive-date=February 20, 2012 |url=http://www.bostonmpo.org/bostonmpo/pmt-old/PMT-1.pdf |title=Executive Summary |work=Program of Mass Transportation |date=January 2004 |publisher=Boston Regional Metropolitan Planning Organization |pages=2–9}}</ref><ref>{{cite web |archive-url=https://web.archive.org/web/20010701041753/http://www.mbta.com/text-only/schedmaps/map/map.pdf |archive-date=July 1, 2001 |url=http://www.mbta.com/text-only/schedmaps/map/map.pdf |title=Subway Map |date=2001 |publisher=Massachusetts Bay Transportation Authority}}</ref> For much of mid-2002, buses replaced weekend service to allow for the station construction.<ref name=netransit /> The accessible platforms at Northeastern, Museum of Fine Arts, Longwood, Brigham Circle, and Heath Street - part of a $32 million modification of thirteen B, C, and E branch stations - were completed in 2003.<ref>{{cite web |archive-url=https://web.archive.org/web/20040810020602/http://www.mbta.com/insidethet/3_GreenLine.asp |archive-date=August 10, 2004 |url=http://www.mbta.com/insidethet/3_GreenLine.asp |title=Planned Accessibility Projects - On Board the Green Line |publisher=Massachusetts Bay Transportation Authority}}</ref><ref name=trans>{{cite magazine |archive-url=https://web.archive.org/web/20110116135257/http://ctps.org/bostonmpo/4_resources/2_transreport/archive/trpt0703.pdf|archive-date=January 16, 2011 |url=http://ctps.org/bostonmpo/4_resources/2_transreport/archive/trpt0703.pdf |title=Transportation Short Notes  |page=3 |date=July 2003 |magazine=TRANSreport |publisher=Boston Metropolitan Planning Organization}}</ref> Prudential station was made accessible in 2002–03 as part of the construction of [[111 Huntington Avenue]] nearby.<ref>{{cite web |url=https://ubir.buffalo.edu/xmlui/bitstream/handle/10477/34429/Prudential-Center-Redevelopment_Boston-MA.pdf |title=2007 Rudy Bruner Award for Urban Excellence: The Prudential Center Redevelopment |year=2007 |publisher=Bruner Foundation}}</ref><ref>{{cite web |archive-url=https://web.archive.org/web/20181025070921/http://www.bostonplans.org/getattachment/5d7cefc1-a972-4bdf-b35a-0925743e528d |archive-date=October 25, 2018 |url=http://www.bostonplans.org/getattachment/5d7cefc1-a972-4bdf-b35a-0925743e528d |page=5 |title=THE VIOLA: AN ICONIC MIXED-USE DEVELOPMENT |publisher=The Peebles Corporation |date=November 7, 2014}}</ref>

From June 28, 2004, to November 12, 2005, E branch service was cut back to {{bts|North Station|Green}} as the [[Causeway Street elevated]] was replaced by a new tunnel.<ref name=netransit /> Track work again caused the line to be cut to Brigham Circle from September 2 to December 30, 2006.<ref name=netransit /> Three-car trains were operated on the line for a brief period beginning on March 21, 2011.<ref name=netransit /> Service was cut to North Station from April 30 to November 4, 2011, as {{bts|Science Park}} was renovated.<ref name=netransit />

As part of a series of service reductions due to a budget crisis, weekend service was cut to Brigham Circle on July 1, 2012.<ref name="netransit"/> The cutback was unpopular with local residents, who considered it an unnecessary inconvenience.<ref>{{cite news |url=http://www.boston.com/news/local/massachusetts/articles/2012/06/30/loss_of_weekend_e_train_service_worries_riders/ |title=Loss of weekend E train service worries riders |newspaper=Boston Globe |last=Fox |first=Jeremy |date=June 30, 2012 |access-date=February 23, 2015}}</ref> On October 13, 2012, the cut was quietly reversed by reducing frequency on the branch slightly, thus allowing the same equipment to cover the full line at no additional cost.<ref>{{cite news |url=http://www.boston.com/yourtown/news/roxbury/2012/12/mbta_reinstates_weekend_trolle.html |newspaper=Boston Globe |title=MBTA reinstates weekend trolley service for entire E branch of the Green Line |last=Rocheleau |first=Matt |date=December 28, 2012 |access-date=February 23, 2015}}</ref> This was made official with the December 29, 2012 timetable.<ref name=netransit />
[[File:Medford Tufts station under construction (1), September 2022.JPG|thumb|right|Medford/Tufts station under construction in September 2022]]
From August 3–29, 2020, Prudential–Heath Street service was replaced by buses to allow for expedited track work. Seven grade crossings and {{convert|9500|feet}} of track were replaced during the closure.<ref>{{cite web |url=https://cdn.mbta.com/sites/default/files/2020-08/GLE-Final-Summary-Aug-2-29.pdf |title=E Branch 28-Day Full Access |date=August 2020 |publisher=Massachusetts Bay Transportation Authority}}</ref> An additional monthlong closure between Heath Street and Brigham Circle took place August 2–29, 2021.<ref>{{cite press release |url=https://www.mbta.com/news/2021-06-30/mbta-announces-accelerated-construction-replace-20-year-old-track-and-intersections |title=MBTA Announces Accelerated Construction to Replace 20-year-old Track and Intersections on the Green Line E Branch from August 2 through August 29 |date=June 30, 2021 |publisher=Massachusetts Bay Transportation Authority}}</ref>
The first phase of construction for accessibility modifications at Symphony station began in 2023, but the main phase was placed on hold in 2024 after bids came in higher than expected.<ref name=swanov2023>{{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 |pages=4, 5}}</ref><ref name=SWAJune2024>{{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 |pages=4, 5}}</ref>

On May 24, 2020, service was cut back from Lechmere to North Station to allow the old Lechmere Elevated to be demolished and the [[Lechmere Viaduct]] connected to the [[Green Line Extension]] viaduct.<ref name=netransit /> Original plans for the Green Line Extension called for the E branch to run to {{bts|Union Square|Green|E}}.<ref name=2011opsplan>{{cite web |url=http://greenlineextension.eot.state.ma.us/documents/FTA_NewStarts/NewStartsSubmittal_FY2012/Attachments/Attachment_10P_OMP_010611.pdf |title=MBTA Light Rail Transit System OPERATIONS AND MAINTENANCE PLAN |publisher=Massachusetts Bay Transportation Authority |date=January 6, 2011 |archive-url=https://web.archive.org/web/20170307152841/http://greenlineextension.eot.state.ma.us/documents/FTA_NewStarts/NewStartsSubmittal_FY2012/Attachments/Attachment_10P_OMP_010611.pdf |archive-date=March 7, 2017}}</ref><ref name=DEbranches>{{cite web |url=http://greenlineextension.eot.state.ma.us/documents/FTA_NewStarts/NewStartsSubmittal_FY2012/Attachments/Attachment_3_Combined.pdf |archive-url=https://web.archive.org/web/20170307152239/http://greenlineextension.eot.state.ma.us/documents/FTA_NewStarts/NewStartsSubmittal_FY2012/Attachments/Attachment_3_Combined.pdf |archive-date=March 7, 2017 |work=Green Line Extension Project: FY 2012 New Starts Submittal |title=Travel Forecasts: Systemwide Stats and SUMMIT Results |publisher=Massachusetts Department of Transportation |date=January 2012}}</ref> However, in April 2021, the MBTA indicated that the E branch would instead be extended to Medford/Tufts, with the [[Green Line D branch|D branch]] running to Union Square.<ref name=2021branches>{{cite news |url=https://www.boston.com/news/local-news/2021/04/09/mbta-green-line-extension-union-square-october |title=The MBTA is planning to open part of the Green Line Extension this October |newspaper=Boston Globe |date=April 9, 2021 |first=Nik |last=DeCosta-Klipa |access-date=April 9, 2021}}</ref> The D and E branches were chosen for the extension because they serve the [[Longwood Medical Area]]; the E branch was assigned to the longer Medford Branch because its western leg is shorter than that of the D branch.<ref name=oct2021changes>{{cite news |url=https://www.boston.com/news/local-news/2021/10/22/green-line-terminal-station-changes-glx-testing/ |title=A 'subtle' but permanent change is coming to the Green Line this weekend |first=Nik |last=DeCosta-Klipa |date=October 22, 2021 |newspaper=Boston Globe |access-date=October 24, 2021}}</ref>

The Union Square Branch opened as part of the E branch on March 21, 2022.<ref name="mar21">{{cite press release |last1=MacCormack |first1=Terry |title=Baker-Polito Administration Celebrates Opening of the Green Line Extension |url=https://www.mass.gov/news/baker-polito-administration-celebrates-opening-of-the-green-line-extension |publisher=[[Government of Massachusetts]] |date=March 21, 2022 |access-date=December 13, 2022 |archive-date=December 4, 2022 |archive-url=https://web.archive.org/web/20221204085822/https://www.mass.gov/news/baker-polito-administration-celebrates-opening-of-the-green-line-extension |url-status=dead }}</ref> From August 6–20, 2022, the E branch was closed between Heath Street and Copley for track replacement and installation of a train protection system; Union Square was served by C and D branch trains.<ref>{{cite press release |url=https://www.mbta.com/news/2022-08-03/building-better-t-major-orange-line-revitalization-work-be-accelerated-during-30 |title=Building A Better T: Major Orange Line Revitalization Work to Be Accelerated during 30-day Shutdown of Entire Line |date=August 3, 2022 |publisher=Massachusetts Bay Transportation Authority}}</ref><ref>{{cite press release |url=https://www.mbta.com/news/2022-08-21/green-line-e-branch-16-day-closure-successfully-completed-e-branch-service-resume |title=Green Line E Branch 16-Day Closure Successfully Completed, E Branch Service to Resume Early |date=August 21, 2022 |publisher=Massachusetts Bay Transportation Authority}}</ref> The section between Union Square and Government Center was closed from August 22 to September 18, 2022, to allow for final integration of the Medford Branch, elimination of a speed restriction on the Lechmere Viaduct, and other work.<ref name=nov22>{{cite press release |url=https://www.mbta.com/news/2022-08-05/building-better-t-glx-medford-branch-open-late-november-2022-shuttle-buses-replace |title=Building A Better T: GLX Medford Branch to Open in Late November 2022; Shuttle Buses to Replace Green Line Service for Four Weeks between Government Center and Union Square beginning August 22 |date=August 5, 2022 |publisher=Massachusetts Bay Transportation Authority}}</ref> After the closure, both D and E trains served Union Square. On November 1, 2022, Lechmere became the terminal for E branch service, with trains continuing out-of-service to Medford/Tufts as test trains.<ref name=netransit /> Medford Branch revenue service began on December 12, 2022.<ref name="dec12">{{cite press release |url=https://www.mbta.com/news/2022-12-12/mbta-celebrates-opening-the-green-line-extension-medford-branch |publisher=[[Massachusetts Bay Transportation Authority]] |title=MBTA Celebrates Opening of the Green Line Extension Medford Branch |date=December 12, 2022}}</ref>

In 2021, the MBTA indicated plans to modify the Heath Street–Brigham Circle section of the E branch with accessible platforms to replace the existing non-accessible stopping locations.<ref>{{cite web |url=https://cdn.mbta.com/sites/default/files/2021-06/2021-06-21-fmcb-15-green-line-transformation-update.pdf |title=Green Line Transformation (GLT) Update |date=June 21, 2021 |first=Angel |last=Peña |publisher=Massachusetts Bay Transportation Authority |page=7}}</ref> Design work began in July 2023; {{As of|June 2024|lc=yes}}, design is expected to be 15% complete in July 2024.<ref name=swanov2023 /><ref name=SWAJune2024 /> The full project is expected to cost $86 million.<ref>{{cite web |url=https://cdn.mbta.com/sites/default/files/2022-03/2022-03-24-proposed-fy23-27-mbta-cip-2.pdf |title=Massachusetts Bay Transportation Authority FY23-27 Capital Investment Plan (CIP): Proposed |date=March 2022 |publisher=Massachusetts Bay Transportation Authority |page=47}}</ref> 
{{clear}}

== Station listing ==
{| class="wikitable"
|-
!Location
!Station
!Opened
!Notes and connections
|-
|rowspan="2"|[[Medford, Massachusetts|Medford]]
|{{access icon}} {{bts|Medford/Tufts}}
|rowspan="5"|December 12, 2022
|{{bus icon}} [[MBTA bus]]: {{MBTA bus links|Medford/Tufts}}
|-
|{{access icon}} {{bts|Ball Square}}
|{{bus icon}} MBTA bus: {{MBTA bus links|Ball Square}}
|-
|rowspan="3"|[[Somerville, Massachusetts|Somerville]]
|{{access icon}} {{bts|Magoun Square}}
|
|-
|{{access icon}} {{bts|Gilman Square}}
|{{bus icon}} MBTA bus: {{MBTA bus links|Gilman Square}}
|-
|{{access icon}} {{bts|East Somerville}}
|{{bus icon}} MBTA bus: {{MBTA bus links|East Somerville}}
|-
|[[East Cambridge, Massachusetts|East Cambridge]]
|{{Access icon}} {{bts|Lechmere}}
|March 21, 2022
|The [[Lechmere Viaduct]] opened on June 1, 1912, with a direct connection to surface lines until July 9, 1922. The surface station was open from July 10, 1922, to May 23, 2020.<br />{{bus icon}} MBTA bus: {{MBTA bus links|Lechmere}}<br />{{bus icon}} {{MBTA other buses|Lechmere}}
|-
|[[West End, Boston|West End]]
|{{access icon}} {{bts|Science Park}}
|August 20, 1955
|
|-
|rowspan=2|[[North End, Boston|North End]]
|{{Access icon}} {{bts|North Station|Green}}
|June 28, 2004
|{{rint|boston|subway}} [[MBTA subway]]: {{rint|boston|orange|x}}<br />{{rint|boston|rail|icon}} [[MBTA Commuter Rail]]: [[Fitchburg Line|Fitchburg]], [[Lowell Line|Lowell]], [[Haverhill Line|Haverhill]], [[Newburyport/Rockport Line|Newburyport/Rockport]]<br />{{bus icon}} MBTA bus: {{MBTA bus links|North Station}}<br />{{rint|us|Amtrak}} [[Amtrak]]: {{lnl|Amtrak|Downeaster}}<br />{{bus icon}} {{MBTA other buses|North Station}}<br />Original surface station was open from September 3, 1898 to March 27, 1997. Elevated station was open from June 1, 1912 to June 24, 2004.
|-
|{{Access icon}} {{bts|Haymarket}}
|rowspan=2|September 3, 1898
|{{rint|boston|subway}} MBTA subway: {{rint|boston|orange|x}}<br />{{bus icon}} MBTA bus: {{MBTA bus links|Haymarket}}
|-
|rowspan=3|[[Downtown Boston]]
|{{Access icon}} {{bts|Government Center}}
|{{rint|boston|subway}} MBTA subway: {{rint|boston|blue|x}}<br />{{bus icon}} MBTA bus: {{MBTA bus links|Government Center}}
|-
|{{Access icon}} {{bts|Park Street}}
|rowspan=2|September 1, 1897
|{{rint|boston|subway}} MBTA subway: {{rint|boston|red|x}} {{rint|boston|silver|x}} ({{MBTABus|SL5}})<br />{{bus icon}} MBTA bus: {{MBTA bus links|Park Street}}<br />At {{bts|Downtown Crossing}}: {{rint|boston|subway}} {{rint|boston|orange|x}}; {{bus icon}} {{MBTA bus links|Downtown Crossing}}
|-
|{{bts|Boylston}}
|{{rint|boston|subway}} MBTA subway: {{rint|boston|silver|x}} ({{MBTABus|SL5}})<br />{{bus icon}} MBTA bus: {{MBTA bus links|Boylston}}
|-
|rowspan=3|[[Back Bay, Boston|Back Bay]]
|{{Access icon}} {{bts|Arlington}}
|November 13, 1921
|{{bus icon}} MBTA bus: {{MBTA bus links|Arlington}}
|-
|{{Access icon}} {{bts|Copley}}
|October 3, 1914
|{{bus icon}} MBTA bus: {{MBTA bus links|Copley Square}}
|-
|{{Access icon}} {{bts|Prudential}}
|rowspan=2|February 16, 1941
|{{bus icon}} MBTA bus: {{MBTA bus links|Prudential}}
|-
|rowspan=6|[[Fenway–Kenmore]]
|{{bts|Symphony}}
|{{bus icon}} MBTA bus: {{MBTA bus links|Symphony}}
|-
|{{Access icon}} {{bts|Northeastern University}}
|rowspan=11|August 4, 1894
|{{bus icon}} MBTA bus: {{MBTA bus links|Northeastern}}
|-
|bgcolor=lightgray|Forsyth Street
|bgcolor=lightgray|Closed March 22, 1980
|-
|bgcolor=lightgray|Parker Street
|bgcolor=lightgray|Closed March 22, 1980
|-
|{{Access icon}} {{bts|Museum of Fine Arts}}
|{{bus icon}} MBTA bus: {{MBTA bus links|Museum of Fine Arts}}
|-
|bgcolor=lightgray|Vancouver Street
|bgcolor=lightgray|Closed March 22, 1980
|-
|rowspan=3|[[Longwood Medical Area]]
|{{Access icon}} {{bts|Longwood Medical Area}}
|{{bus icon}} MBTA bus: {{MBTA bus links|LMA}}
|-
|bgcolor=lightgray|Wigglesworth Street
|bgcolor=lightgray|Closed March 22, 1980
|-
|{{Access icon}} {{bts|Brigham Circle}}
|{{bus icon}} MBTA bus: {{MBTA bus links|Brigham Circle}}
|-
|rowspan=5|[[Mission Hill, Boston|Mission Hill]]
|{{bts|Fenwood Road}}
|{{bus icon}} MBTA bus: {{MBTA bus links|Fenwood Road}}
|-
|{{bts|Mission Park}}
|{{bus icon}} MBTA bus: {{MBTA bus links|Mission Park}}
|-
|{{bts|Riverway}}
|{{bus icon}} MBTA bus: {{MBTA bus links|Riverway}}
|-
|{{bts|Back of the Hill}}
|June 26, 1982
|{{bus icon}} MBTA bus: {{MBTA bus links|Back of the Hill}}
|-
|{{Access icon}} {{bts|Heath Street}}
|December 15, 1945
|{{bus icon}} MBTA bus: {{MBTA bus links|Heath Street}}
|-
|bgcolor="lightgray"; rowspan="4"|[[Jamaica Plain]]
|bgcolor=lightgray|''Stops on South Huntington Avenue''
|bgcolor=lightgray|July 11, 1903
|bgcolor="lightgray"; rowspan="3"|Closed December 28, 1985
|-
|bgcolor=lightgray|''Stops on Centre Street and South Street''
|bgcolor=lightgray|October 14, 1891
|-
|bgcolor=lightgray|''Stops on South Street''
|bgcolor="lightgray"; rowspan="2"|May 17, 1902
|-
|bgcolor=lightgray|{{bts|Arborway}}
|bgcolor=lightgray|Closed December 28, 1985<br />Terminal for other streetcar (until 1953) and bus lines.<br />Connection to [[Orange Line (MBTA)|Orange Line]] at adjacent [[Forest Hills station (MBTA)|Forest Hills station]].
|}

== References ==
{{Reflist}}

== External links ==
{{Attached KML}}
{{Commons category-inline}}
*[https://www.mbta.com/schedules/Green-E/line MBTA – Green Line E]
*[https://www.boston.gov/departments/transportation/e-branch-accessibility-and-multimodal-corridor-improvements City of Boston – E-Branch Accessibility and Multimodal Corridor Improvements]

{{MBTA|state=collapsed}}

[[Category:Green Line (MBTA)]]
[[Category:Railway lines opened in 1941]]

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