A few years back I stumbled across this hidden railroad structure in the town of Plainville, MA.
If you look closely, you can see concrete from the turntable, which was filled in. There is a small green sign on West Bacon Street which states “Old Roundhouse”. “The roundhouse was used to store locomotives from February 1892 to July 1938.” This sign is very easy to miss and the building sits pretty far back from the road. The roundhouse seems to be in great shape and is now used as a garage for a business.
Many people wouldn’t know it today, but the “Wrentham Branch” cut right through Wrentham, Plainville, and North Attleboro, running parallel to Route 1A. This 12.8 mile route from Walpole Junction to North Attleboro, MA opened in December of 1890. This line was a part of the Old Colony Railroad that provided passenger services until 1938. Like many railroads during the time, the Great Depression hit the Old Colony Railroad hard, ending passenger service along this route and severing those connections to big cities such as Boston and Providence. Freight service continued to served this line for nearly 30 years afterwards.
Shortly after the Wrentham Branch was built, the line was extended 9.6 miles to Rhode lsland in 1903. This provided passengers a link to both Boston and Providence. This branch also has a railroad structure that was quite hidden. The Adamsdale Frighthouse is located in the southwest corner of North Attleboro. The structure was moved away from the right of way and used as a storage building by one of the residents of Depot Street.
In 1965, the Adamsdale Branch became history when the tracks were removed. The railroad also removed a good portion of the Wrentham Branch between the North Attleboro and Plainville gravel pit. In 1976, the rest of the line was abandoned from Plainville to Walpole. Today, most of the right of way is still visible while the tracks and the roadbed are totally gone. In North Attleboro, most of the right of way is elevated so the bridge abutments are still in place where it crosses streets.
New Pawtucket Commuter Rail Station
In the spring of 2016, the MBTA and RIDOT announced plans to construct a new MBTA Commuter Rail station in Pawtucket, RI. This project will be funded by the state of Rhode Island and a federal grant, and the projected cost of the project will be $40 million. This will be an added stop on the Providence Commuter Rail line between South Attleboro and Providence. Studies show this station will attracted 1,500 to 1,900 riders daily by the year 2030.
1916 Pawtucket-Central Falls Station
Just north of the newly planned station you will find the abandoned Pawtucket-Central Falls Station built in 1916 by the New York, New Haven, and Hartford Railroad. This over 30,000 square foot brick and granite structure sits above what is known today as Amtrak’s Northeast Corridor. The station has two levels; the upper level housed the 96’ by 64’ waiting room along with a barber shop, restaurant, ticket office, and baggage areas. The lower level is the outdoor track level with two island platforms providing access to all four tracks. After serving communities for over 40 years (1959) the station was closed due to disrepair. Passengers only had access to the platforms until 1981 when the MBTA stopped servicing this station all together. Four years later, the building almost had a second chance and was considered as a National Register of Historic Places, but the building was in too much disrepair. Nearly 60 years later, this station is still vacant and unused.
Can it be saved?
This building sits above one of the busiest rail passenger corridors in the Northeast, and is falling apart with no hope of repair. I didn’t follow the whole development of building a new station, but I wonder if this historical building was even considered an option. $40 million just seems like a lot of money to build a parking lot, two platforms, and an overhead bridge. The Worcester, MA Union Station was in a very similar situation, having been abandoned in 1974 due to disrepair. In 2000, the station reopened after a $32 million renovation. The Worcester Station is nearly double the size of the Pawtucket-Central Falls Station. This makes me wonder if this building could be saved from its ruined state. I was able to find some photos of the station interior online, and it seems to be untouched by vandals. This station is truly forgotten yet it’s in the wide open and passed under by thousands of commuters every day, not to mention that it’s sitting in a busy Pawtucket neighborhood. I really hope this station can be restored and can be used in some way to preserve its history.
I was able to find these Interior Photographs online.
While doing research for various blog entries, I stumble across photos of Canaan Station all the time. The station is located in the northwest corner of Connecticut. I kept telling myself that I needed to check out this station in person, and last weekend I was able to travel to western Massachusetts so I was able to go. The station is located right in downtown Canaan, CT.
When you pass the station on the main drag you are able to see the back end of the station. The station structure is shaped like a right angle because it serviced both the Housatonic and the Connecticut Western Railroad lines. Each line had it own platform. Today, only a small part of the Connecticut Western line tracks are still in place and most of it is abandon and gone. The original road bed passing the station east to west was completely removed. The line originally crossed the Housatonic line directly in front of the station’s iconic three-story tower.
The Connecticut Western Railroad line runs east to west between Hartford, CT and Poughkeepsie, NY. Most of the CWR line was abandoned back in the mid to late 1930’s. As for the Housatonic Railroad, that line is still active with freight service running north to south between Pittsfield, MA to Brookfield Junction, CT. The last time the Housatonic railroad saw passenger service on this line was in the early 1970’s. In 1971, the building was placed on the National Register of Historic Places. 30 years later, the building was almost destroyed by arsonists. The three story center tower was completely destroyed along with the east platform covering.
In the summer of 2006, the station was purchased by the Connecticut Railroad Historical Association. The association has made huge progress in bring the station back to it original state, restoring the center tower and east platform covering. Plans are underway to make this historical landmark available for retail space and a museum.
After grabbing a few photos of the station for this blog entry, I made one more stop in Canaan at the Housatonic Railroad Yard, Where I was able to photograph a few of the locomotives including the x-Bangor and Aroostook Railroad #22 (GP7U) which is now owned by Housatonic Railroad.
A few weekends ago, my dad and I made our way out to Western Massachusetts to see the Norman Rockwell Museum in Stonebridge. My dad was trying to get us there by memory and we ended up taking a wrong turn. This was a great wrong turn, because we stumbled across the Housatonic Freight House. So we pulled off and parked so I could get some photos of this railroad building. The freight house has naturally weathered wood panels on the outside with large sliding doors.
Looking down the tracks, I saw another building that piqued my interest. Along with finding the freight depot, I found the Housatonic Passenger Depot. When doing some research online I discovered that the 1,240 square foot building is currently on the market. This multipurpose property has living space on site with a full bathroom. The last occupant used the property as a print and music studio, and this 166 year old train depot can be yours for only $425,000.
Both buildings were constructed about 166 years ago in 1850. I wasn’t able to find any information about when the freight house was last used for the railroad, but the depot serviced its last passengers on April 30, 1971. The two structures sit on the still active “Housatonic Line” running north to south between Pittsfield, MA and Brookfield Junction, CT.
The line is service by The Housatonic Railroad Company, providing freight services to the whole line. The HRRC would like to bring back passenger services back to this historical rail line after a 45 year hiatus. Trains would operated between Pittsfield, MA and Grand Central Terminal, NY. A one way trip would be 3 hours and 55 minutes. This is very similar to campaigns to bring back commuter rail service to other Western Massachusetts communities such as Springfield and Palmer.
Great Barrington Station
Located Just south of Housatonic Depot and Freight house is the Great Barrington Station built in 1901. Currently, this station is home to an art gallery that is open seasonally.
The Boston Engine Terminal is located just north of Zakim Bunker Hill Memorial Bridge in Somerville, Massachusetts. This 36-acre state of the art maintenance facilities is one of the largest in the state of Massachusetts. There is about 7 miles of track on the property and the building’s roof spans nearly nine acres. On Saturday, November 12, 2016 I was able to visit this facility thanks to the Mystic Valley Railway Society.
The Mystic Valley Railway Society is a non-profit providing railroad related group trips to members and others throughout New England. Every so often MVRS host a member only excursion and this trip was one of them. I’ve been a member for over 25 years. I’ve been on many trips with the group including a trip on Amtrak’s Cape Codder, Maine, and a few others. Sadly I haven’t been on any excursion in years due to being so busy. When I saw this trip in the group Waybill, their quarterly newspaper, I couldn’t pass it up.
About 25 members including my dad and myself boarded the bus from three pickup locations around metro Boston on that Saturday morning. Our first stop was Charles Ro Supply Company located in Malden, MA. This is America’s largest model train store. Charles Ro has one of the largest selection of O gauge equipment I’ve ever seen. The store also has HO, N, G, S scale trains as well. On the second floor they have an operating train layout with G and O gauge trains.
After exploring Charles Ro, the group made it’s way over to Mount Vernon Restaurant for a buffet lunch. Then we made tracks over the Boston Engine Terminal.
This facility is massive and the largest of the three MBTA maintenance facilities. We started the tour with a meet and greet with our MBTA and Keolis hosts. They gave us an overview of the day to day operations at the facility and we had the opportunity to ask questions. During the tour we were able to see MBTA equipment up close. Please check out photos below of the facility:
I would like to thank MVRS, MBTA, Keolis, and our tour guide and MVRS President Theresa Rylko for this great opportunity.
The South Coast Rail Project has been in the news a lot lately. This project has been in the works for over 20 years, believe it or not they had their groundbreaking ceremony in October of 1998. The current plan is to connect the South Coast to Boston by extending the Stoughton Branch. The right of way continues south of the Stoughton MBTA Station. This line was abandoned many years ago in stages. The railroad track is gone and it’s just a path in the woods now. This option is one of the most direct routes to connect Boston to New Bedford and Fall River. This past June, the MBTA announced that the project would cost $3.42 billion and would not be completed until 2029. (Note: Some of the images below are from the slide show from the September 2016 public meeting)
Getting There From Here
Back in 2008 five alternate routes were looked at including using routes via the Middleboro/Lakeville Commuter Rail Line. This alternative has been the topic of discussion because the current Stoughton route is running into environmental concerns and projected to be costly to complete. This hasn’t stopped the work on the New Bedford and Fall River branches with track, railroad crossings, and bridge upgrades.
The Stoughton Route would provide new rail service to the city of Boston for the following communities: Easton, Raynham, and Taunton.
Middleboro/Lakeville Line Alternative
By using the Middleboro/Lakeville Commuter Rail Line, the South Coast trains would use the western leg of the wye, heading down the Middleboro Secondary to Cotley Junction (Mozzone Blvd, Taunton, MA). At Cotley Junction, trains would need to head south on the New Bedford Branch continuing to Myricks Junction (Near Grove and Myricks Street, Berkley, MA). At Myricks, trains staying on the line would go right into New Bedford and trains taking the southwestern switch would head directly into Fall River. This option wouldn’t be as costly and would eliminate building stations in North Eastern, Eastern, and Raynham. The right-of-way and tracks are currently used by local freight, so track upgrades would be needed for the Middleboro Secondary and Cotley Junction.
Braintree Choke Point
The Middleboro/Lakeville alternative was taken off the table in the past due to only having one track available between South Station and Braintree. Currently, Middleboro/Lakeville, Greenbush, Plymouth, and Kingston trains share this section of right-of-way. There is already too much rail traffic already, never mind adding New Bedford and Fall River trains. This option could work but it would reduce down the amount of originally planned round trips to the South Coast. Right now, there is talk of expanding the Southeast Expressway and building a 4,000 foot tunnel for the commuter rail tracks. The tunnel would allow space for an extra commuter rail track.
Early in the month of September, the Middleboro/Lakeville route became the hot topic of discussion again. I was able to attend the Taunton meeting inside the Silver City Galleria Mall’s Bristol Community College Campus. I was sitting in a packed room of local residents and politicians. Most of the the people in the room were very vocal about how bad the “Middleboro/Lakeville” option for the city of Taunton and all the communities north of the city up to Stoughton. – Click here to see full sideshow – South Coast Rail Update – September 2016
The Middleboro/Lakeville option would require moving the already planned Taunton Cotley Station south of the junction. Taunton would have two stations on the Stoughton option. The Dean Street station would connect downtown Taunton to the city of Boston. Residents and politicians both agreed Taunton needs the train to go through it city. It would draw people to the area and create jobs. On the other hand past New Bedford Mayor Scott Lang spoke at the meeting and he was very vocal about the Middleboro/Lakeville option as a good option to get the city of New Bedford and Fall River connected to Boston within two years, not ten years.
Below is a video of Lang talking about the Middleboro/Lakeville Option from 2015:
I think the Middleboro/Lakeville alternative would be one of the best “temporary” options to get this project on track (no pun intended) and to reduce some of the cost. But could it work with the one track between South Station and Braintree for now? I’m not sure. Once the New Bedford and Fall River Trains are through the “Braintree Choke Point”, they could run express down the rest of the Middleboro/Lakeville Line, topping speeds of 70 mph. During the sideshow there was talk about moving the Middleboro/Lakeville station or making reverse move to the station. I didn’t understand the thinking behind doing that. I think the trains should run express up the line, not stopping at stations that are already serviced by Middleboro trains.
Downside to Middleboro Connection
But knowing the MBTA the Middleboro option wouldn’t be a temporary one. This would become a permanent route for the line and the Stoughton options would be put off longer or abandoned. I understand New Bedford and Fall River just wants a connection to the city of Boston somehow some way. But the Stoughton option also allows downtown Taunton, Raynham, and Easton to get this much needed connection to Massachusetts’s capital city.
One other option that was on the table back in 2008 was a train running down the Northeast Corridor and then using the Middleboro Secondary from Attleboro. I think this option would make the trip longer. This route would run right through Cotley Junction into Myricks Junction. Both the Middleboro/Lakeville and Northeast Corridor alternatives would require upgrading about 9 miles of track on the Middleboro Secondary. I think the Northeast Corridor route would be more costly to upgrade the Middleboro Secondary with all of the railroad crossings going through the city of Taunton. There are fewer crossings heading down the Middleboro/Lakeville route.
As this project starts to heat up again I will be posting more updates here, stay tuned!
The new trainsets will be entering revenue service 2021 and the current Acela fleet with be retired by the end of 2022.
Holyoke, Massachusetts is located just north of Springfield, MA. In its day, the city was one of the largest suppliers of office products in the world and got the nickname “The Paper City”. In August 2015, passenger railroad service returned to the city after Amtrak re-routed its “Vermonter” service on the Conn River Line. The re-route would shorten the ride by 25 minutes and eliminate the Amherst Station on the old route.
Connecticut River Railroad Station
A little over 1,000 feet up the track from the new Holyoke Depot Square Railroad Station you can see the Connecticut River Railroad Station. The station was built in 1885 and was designed by Henry Hobson Richardson. Richardson designed 9 New England railroad stations, including Palmer’s Union Station. In 2014, Connecticut River Railroad Station was cited as one of Massachusetts’s top ten most endangered historic sites. Currently, the station is owned by the Holyoke Gas and Electric Company. Right now there aren’t any plans to restore the station. – See photos below of the Station
Holyoke Express Office
Next door to the Connecticut River Railroad Station is the Holyoke Express Office. This office used to handle packages coming on and off the trains.The building was built in the early 1900s. – See photo below
Re-routing the Vermonter line would have been a great opportunity to restore this historical landmark and bring new life into this railroad station; the property even has the space to accommodate parking. Looking at the 2011 Holyoke Station Feasibility Study, restoring this station was one of the options on the table. Looking over the report, it would have cost a little over $3 million to restore the station and up to $1 million for the platform. A full station renovation including the platform would have cost anywhere between $5 to $6 million dollars, and with only two passenger trains traveling daily through Holyoke, it didn’t quite seem worth it.
The MBTA wants to expand train service to western Massachusetts, and it would be nice to revisit the idea of using the historical landmark, but it is highly unlikely because they already invested $3.2 million on the new Depot Square Railroad Station. If only the timing was better, with Amtrak and MBTA Commuter Rail service coming to Holyoke, it would have been nice to see this historical landmark restored and used as a railroad station again.
An old but true story:
My brother-in-law Tom and I were up in the Munising area in the Upper Peninsula of Michigan some 35 years ago and went out to Munising Junction to try and catch the Soo switch job we had heard was going to be there that afternoon. Munising Junction is where the LS&I’s isolated Munising branch interchanged with the Soo, the LS&I having abandoned its own line between Marquette and there years before. (The LS&I line was sold to the Soo Line later on, and it is all CN there now.)
3 days earlier I had bought a brand new 4WD Ford Bronco II SUV. It had rained for the last 5 days straight. We figured we could get to the junction thru the mud with this fancy new 4WD but after a hundred yards or so it sank deep into the muck and we just dug it in deeper and deeper by spinning the tires. We got in so deep that we could not open the doors and had to climb out the windows.
Of course, it started to rain again, and there was no way to close the windows after we climbed out so my brand new truck was filling up with water. I climbed back in and got the one window closed to stem the tide but when we arrived back the interior was soaked.
We were a good 8 to 10 miles out of town and since this was the days before cell phones we started hoofing it to town. My brother-in-law’s brother Dan lived in Munising (and worked at the paper mill which provided most of the traffic for the Munising Branch) so we figured we would borrow some shovels to dig out the truck. 3 hours later we made to his house it just as Dan arrived home from work.
When we got to Dan’s house we were soaked to the skin, cold, wet and hungry. We ate a huge dinner, got some dry clothes then got in his pickup truck to go out and rescue my poor sunken Bronco. All the while Dan was laughing at his silly brother and I for what we did and that we drove 500 miles to watch trains. Some people just don’t get it.
After digging for a couple hours we were no closer to getting the truck out of the mud. It oozed back as fast as we could dig it out. We went back into town and bought a couple hundred feet of wire rope and some fittings and with Dan driving his truck and Tom and I pushing my truck we finally got my poor truck unstuck. It made a loud “plwapp” sound as the suction of the mud gave up. Thankfully both trucks had frame hooks. If that hadn’t worked I considered hiring the LS&I crew to come out and pull it out with the plant switcher. I kind of think they would have probably declined that but a couple cases of beer might have convinced them.
The holes were the tires were were knee-deep and my poor truck (with less than 700 miles on the odometer) was coated with mud in places Mr. Ford had never intended. We went to the local National Pride and $8 in quarters later (comparable to $30 or so in today’s quarters) most of it was gone. There was a ton of mud on the floor of the wash bay and I felt bad so we got a snow shovel and cleaned out the mud. There was still mud on (and in) the muffler and catalytic converter however and it stunk horribly as it burned off over the next couple of days. (Try burning a pile of dried mud sometime, you will catch my drift…).
We spent the next few days around Munising and SSM before heading over to Marquette and chasing the LS&I all over town. When we got back to Chicagoland I brought my truck to a restoration place who cleaned the interior as to avoid mildew issues later. I then went to the tire store and bought a set of decent M&S tires for the next trip.
1) 4WD just lets you get stuck further away from civilization.
2) Crap tires don’t help in mud.
3) If you get stuck, stop spinning the tires, that just digs a deeper hole.
The trip worked out well though. We got great shots of the RS-3 (1604) working the plant at Munising, and it’s mate (1608) sitting at Eagle Mills. We got a boatload of great shots at the dock in Marquette and at Eagle Mills, some Soo stuff, including a GP-30 and a peek in the roundhouse at Marquette . We listened to Alcos and GE’s working the dock job from the campground in Marquette a couple nights and climbed up the hill overlooking Lake Superior at Presque Isle Park. We took tons of pics of LS&I’s Alcos and first generation GE’s.
I love the U.P. and especially the LS&I but this turned out to be a bit more adventurous than we planned.
I rode the CapeFlyer a few weekends ago and it got me thinking about the relaunch of a local version of Amtrak’s Cape Codder.
What is the Amtrak’s Cape Codder?
The Amtrak’s Cape Codder was a seasonal service that ran during the summer months from July to the end of September. Amtrak provided this service between New York City and Hyannis for 10 years, from 1986 to 1996. The Cape Codder would make one trip from New York City to Hyannis on Friday evenings, with two return trips back to New York City, one on Saturday morning and one on Sunday afternoon.
– Below is the timetable for the 1996 Cape Codder
Cape Codder 2.0
Since the CapeFlyer is such a success, I was thinking the MBTA could provide a similar service starting in Wickford Junction, RI to Hyannis, MA. Using a similar route to the Cape Codder starting in in Wickford Junction. Below I will give an overview of each station stop and how it would be a great asset to the “Cape” train.
Wickford Junction (MBTA Station)
Wickford Junction is a beautiful train station that has 1,100 parking spaces in a four story parking garage. This station has been in the news quite a bit since it opened in 2012 because of the lack of MBTA passengers using this station. I think train service should start here, and it would attract users from Connecticut and southern RI. Charging a reasonable weekend rate to customers or offering free parking would attract passengers to this station.
– Below are photos of Wickford Junction
T. F. Green Airport (MBTA Station)
This stop would provide a link between air and rail transportation to Cape Cod south of Boston. There would also be a large 24-hour parking area.
Providence (MBTA Station)
This is one of the MBTA’s busiest stations outside of the Metro Boston area. This station would provide a connection between the “Cape” train and Amtrak’s Northeast Regional and Acela services. This would also provide people that live within the city without a car a way to get to Cape Cod.
Attleboro (MBTA Station)
This station would attract customers from the southern I-495 beltway because it is close to the I-95 and I-495 junction in Mansfield. There is ample parking on the weekends.
Just north of the Attleboro Train Station, the “Cape” train would then go on the Middleboro Secondary, making it way through Taunton, Lakeville right into the Middleboro wye making its way to the MBTA Middleboro/Lakeville Station. I’m not sure about the current track conditions of the Middleboro Secondary, the train may need to operate at restricted speeds. It’s been 20 years since passenger trains have been on these tracks. This is the same route the Cape Codder made. After this point I would have the “Cape” train make the same station stops as the CapeFlyer.
The schedule would be very similar to the CapeFlyer, with a Friday night train making a round trip between Wickford Junction and Hyannis. Saturday and Sunday service with a morning train heading Hyannis and PM train returning back to Wickford Junction.
– Below is a photo of the CapeFlyer Crossing the Cape Cod Railroad Bridge
South Coast Project
If the South Coast Project takes the Middleboro/Lakeville commuter rail line as the connecting line between New Bedford and Fall River, a good amount of the Middleboro Secondary track would be upgraded for this project. Also adding one or two more stops for the “Cape” train.
The MBTA states that it has surplus passenger coaches and locomotives. They could take a couple of the best F40PHs and overhaul them like they did with the 1056 and 1062. From what I understand this was cheaper than buying new locomotives.
The idea would use current stations and track that are already there. I would make this a one year trial service like the CapeFlyer, running from Memorial Day to Labor Day. I think this trial run wouldn’t be costly and it would bring activity to these stations on the weekends.