View source for Central Massachusetts Railroad

{{About|the former railroad forming part of the [[Boston and Maine Railroad]] system|the current railroad|Massachusetts Central Railroad}}
{{Use mdy dates|date=April 2019}}
{{short description|Former railroad in Massachusetts}}

{{maplink-road|frame-align=right|plain=no|from=Central Massachusetts Railroad.map}}

The '''Central Massachusetts Railroad''' was a [[railroad]] in [[Massachusetts]]. The eastern [[Train station#Terminus|terminus]] of the line was at North Cambridge Junction where it split off from the [[Lexington and West Cambridge Railroad|Middlesex Central Branch]] of the [[Boston and Lowell Railroad]] in [[North Cambridge, Massachusetts|North Cambridge]] and through which it had access to [[North Station]] in [[Boston]].  From there, the route ran 98.77 [[mile]]s west through the modern-day towns of [[Belmont, Massachusetts|Belmont]], [[Waltham, Massachusetts|Waltham]], [[Weston, Massachusetts|Weston]], [[Wayland, Massachusetts|Wayland]], [[Sudbury, Massachusetts|Sudbury]], [[Hudson, Massachusetts|Hudson]], [[Bolton, Massachusetts|Bolton]], [[Berlin, Massachusetts|Berlin]], [[Clinton, Massachusetts|Clinton]], [[West Boylston, Massachusetts|West Boylston]], [[Holden, Massachusetts|Holden]], [[Rutland, Massachusetts|Rutland]], [[Oakham, Massachusetts|Oakham]], [[Barre, Massachusetts|Barre]], [[New Braintree, Massachusetts|New Braintree]], [[Hardwick, Massachusetts|Hardwick]], [[Ware, Massachusetts|Ware]], [[Palmer, Massachusetts|Palmer]], [[Belchertown, Massachusetts|Belchertown]], [[Amherst, Massachusetts|Amherst]], and [[Hadley, Massachusetts|Hadley]] to its western terminal junction at N. O. Tower in [[Northampton, Massachusetts|Northampton]] with the [[Connecticut River Railroad]].

==History==

===Inception (1868–1883)===
In the late 1860s citizens in the towns of Sudbury, Wayland, and Weston petitioned the [[General Court of Massachusetts]] to build a railroad through their towns. On February 21, 1868 the state chartered the '''Wayland and Sudbury Branch Railroad''' to run 6.75 miles from [[Mill Village (Massachusetts)|Mill Village]] in Sudbury through Wayland to a connection with the [[Fitchburg Railroad]] at [[Stony Brook station (Boston and Maine Railroad)|Stony Brook]] in Weston.<ref name="CM">{{cite book|last1=The Boston & Maine Railroad Historical Society, Inc.|title=The Central Mass|date=2008|publisher=Marker Press|location=Brimfield, MA|isbn=978-0-9662736-3-2|page=1|edition=Second|ref=CM}}</ref>{{rp|1}} Later that year another group of citizens submitted a petition requesting that the new railroad extend further west to Northampton. {{Anchor|HistoricMassachusettsCentralRailroad}}On May 10, 1869 the General Court chartered the '''Massachusetts Central Railroad''' and united it with the Wayland and Sudbury Branch.<ref>{{cite book|last1=Massachusetts Board of Railroad Commissioners |title=Second Annual Report of the Board of Railroad Commissioners (1870)|date=1870|publisher=Commonwealth of Massachusetts, Railroad Commission|location=Boston, MA|page=82|url=http://archives.lib.state.ma.us/handle/2452/50543|access-date=July 14, 2016}}</ref>

[[File:Massachusetts Central Railroad 1871 Map.jpg|thumb|300px|A map of the proposed route of the Massachusetts Central Railroad from 1871]]
The Massachusetts Central Railroad was organized on September 2, 1869 with [[James M. Stone]] of [[Charlestown, Massachusetts|Charlestown]] elected as its first president.<ref>{{cite book|last1=Massachusetts Board of Railroad Commissioners |title=Fourth Annual Report of the Board of Railroad Commissioners (1872)|date=1872|publisher=Commonwealth of Massachusetts, Railroad Commission|location=Boston, MA|page=225|url=http://archives.lib.state.ma.us/handle/2452/50545|access-date=July 14, 2016}}</ref> Construction began the following fall despite difficulty in raising capital. The company hired contractor Norman Munson to build the railroad in April 1871, but two years later the [[Panic of 1873]] forced Munson into bankruptcy and halted construction.<ref>{{cite book|last1=Massachusetts Board of Railroad Commissioners |title=Sixth Annual Report of the Board of Railroad Commissioners (1874)|date=1874|publisher=Commonwealth of Massachusetts, Railroad Commission|location=Boston, MA|page=1|url=http://archives.lib.state.ma.us/handle/2452/265975|access-date=July 14, 2016}}</ref> The railroad stagnated until June 5, 1878 when new president [[Silas Seymour]] called a stockholders meeting.<ref name=report11>{{cite book|last1=Massachusetts Board of Railroad Commissioners|title=Eleventh Annual Report of the Board of Railroad Commissioners (1879)|date=1879|publisher=Commonwealth of Massachusetts, Railroad Commission|location=Boston, MA|url=http://archives.lib.state.ma.us/handle/2452/50551|access-date=July 14, 2016}}</ref>{{rp|127}} The stockholders elected a new [[Board of Directors]] which appointed [[George S. Boutwell]] president in 1879<ref name=report11 />{{rp|128}} and rehired Munson to resume construction.<ref>{{cite book|last1=Massachusetts Board of Railroad Commissioners |title=Tenth Annual Report of the Board of Railroad Commissioners (1878)|date=1878|publisher=Commonwealth of Massachusetts, Railroad Commission|location=Boston, MA|page=86|url=http://archives.lib.state.ma.us/handle/2452/50550|access-date=July 14, 2016}}</ref> 

That same year, the Massachusetts General Court amended the railroad's charter to allow for several new expansions. The most significant was an extension east through Waltham and Belmont, which eliminated the connection with the Fitchburg at Stony Brook.<ref name=report11 />{{rp|223}} From {{bts|Beaver Brook}} to Hill Crossing, the line ran alongside the Fitchburg.<ref>{{cite news |url=https://www.newspapers.com/clip/75131428/the-boston-globe/ |title=Railroad Matters |newspaper=Boston Globe |date=October 9, 1880 |page=4 |via=Newspapers.com}}</ref> Original plans called for the route to briefly parallel the [[Lexington Branch]] [[Fitchburg Cutoff|cutoff through North Cambridge]] and terminate at the [[Boston and Lowell Railroad]] (B&L) mainline at [[Willow Bridge station|Willow Bridge]].<ref>{{cite news |url=https://www.newspapers.com/clip/76373737/the-boston-globe/ |title=Cambridge |newspaper=Boston Globe |date=July 9, 1879 |page=4 |via=Newspapers.com}}</ref> However, this was later changed to join the cutoff at North Cambridge Junction, west of North Avenue (now Massachusetts Avenue).<ref>{{cite map |url=https://collections.leventhalmap.org/search/commonwealth:1257bc35r |title=Map of Cambridge Massachusetts |author=George H. Walker |publisher=Edward A. Jones |year=1891}}</ref> Other amendments included a branch from Amherst to a connection with the [[Troy and Greenfield Railroad]] in [[Deerfield, Massachusetts|West Deerfield]]<ref name=report11 />{{rp|101}} and approval to connect with and build over the route of the never-constructed [[Holyoke and Belchertown Railroad]] through [[Granby, Massachusetts|Granby]] and [[South Hadley, Massachusetts|South Hadley]].<ref>{{cite book|last1=Massachusetts Board of Railroad Commissioners |title=Third Annual Report of the Board of Railroad Commissioners (1871)|date=1871|publisher=Commonwealth of Massachusetts, Railroad Commission|location=Boston, MA|page=cxciii|url=http://archives.lib.state.ma.us/handle/2452/50544|access-date=July 14, 2016}}</ref>

With its new connection in the east the stockholders approved a 25-year lease of the Massachusetts Central to the B&L on March 21, 1880 pending its completion within two years.<ref name=report11 />{{rp|357}} The first rails were finally laid in October that same year at the junction with the [[Framingham and Lowell Railroad]] in South Sudbury. The route from Cambridge to Hudson was complete by August 20, 1881 and inspected by state and company officials on September 21. Satisfied with the work the officials set the railroad's grand opening for October 1, 1881. The company appointed Munson as general manager and purchased five locomotives. The first schedule included four passenger round trips from Boston to Hudson, four passenger round trips from Boston to Waltham, and a daily freight from Boston to Hudson and back.<ref name=CM />{{rp|7–10}}

Meanwhile, westward construction continued with tracks reaching [[Oakdale, Massachusetts|Oakdale]] and [[Jefferson, Massachusetts|Jefferson]] by June 1882.<ref>{{cite book|last1=Massachusetts Board of Railroad Commissioners |title=Thirteenth Annual Report of the Board of Railroad Commissioners (1881)|date=1881|publisher=Commonwealth of Massachusetts, Railroad Commission|location=Boston, MA|page=52|url=http://archives.lib.state.ma.us/handle/2452/50553|access-date=July 14, 2016}}</ref>{{rp||pages=48, 52}} In 1883 the selling agents for the company's bonds, Boston-based Charles A. Sweet and Co., declared bankruptcy. The railroad ceased operations and construction on May 16 and remained in limbo for the next 29 months.<ref>{{cite book|last1=Massachusetts Board of Railroad Commissioners |title=Fifteenth Annual Report of the Board of Railroad Commissioners (1883)|date=1883|publisher=Commonwealth of Massachusetts, Railroad Commission|location=Boston, MA|page=148|url=http://archives.lib.state.ma.us/handle/2452/50555|access-date=July 14, 2016}}</ref>

===Resurrection and operation under the Boston & Maine (1883–1902)===
[[File:1888 Central Mass.gif|thumb|left|The Central Massachusetts Railroad in 1888.]]
To restore service to the line the '''Central Massachusetts Railroad''' was formed out of the failed Massachusetts Central Railroad Company on November 10, 1883. The directors contracted with the B&L to operate trains over the Central Massachusetts route in the fall of 1885 with service resuming from Boston to Hudson on September 28 and to Jefferson on December 14. The new schedule included seven daily round trips from Boston to Jefferson and another ten to Waltham.<ref>{{cite book|last1=Massachusetts Board of Railroad Commissioners |title=Eighteenth Annual Report of the Board of Railroad Commissioners (1886)|date=1886|publisher=Commonwealth of Massachusetts, Railroad Commission|location=Boston, MA|page=212|url=http://archives.lib.state.ma.us/handle/2452/50555|access-date=July 14, 2016}}</ref>

[[File:1897-01-13 Central Massachusetts Branch Oakdale Station Diamond with the WN&P Division.jpg|thumb|Oakdale Station on January 13, 1897. Accidents were common at the diamond on the right side of the photo where the Central Massachusetts Branch crossed the WN&P Division main line.]]
The B&L formally leased the Central Massachusetts on December 7, 1886,<ref name=report19>{{cite book|last1=Massachusetts Board of Railroad Commissioners |title=Nineteenth Annual Report of the Board of Railroad Commissioners (1887)|date=1887|publisher=Commonwealth of Massachusetts, Railroad Commission|location=Boston, MA|url=http://archives.lib.state.ma.us/handle/2452/50559|access-date=July 14, 2016}}</ref>{{rp|296}} resuming work on the route to Northampton but abandoning any plans for branches to Holyoke or West Deerfield. Though considerable [[grading (engineering)|grading]] work had already been done along the original planned route in [[Hardwick, Massachusetts|Hardwick]], [[Greenwich, Massachusetts|Greenwich]], and [[Enfield, Massachusetts|Enfield]] the railroad's leadership decided to redirect the route through an easier terrain in the [[Ware River]] Valley, taking the line into Palmer and reconnecting with the original route in Belchertown. This turned out to be a fortuitous decision given that much of the disused portion of the line was flooded in the 1930s to construct the [[Quabbin Reservoir]]. Tracks were installed through [[Muschopauge]] in Rutland by November.<ref name=CM />{{rp|13–14}}

[[File:Poughkeepsie Bridge Route.gif|thumb|The Central Massachusetts Branch was a major part of the Poughkeepsie Bridge Route, which connected New England with cities beyond New York.]]
{{Anchor|B&MCentralMassachusettsBranch}}The [[Boston and Maine Railroad]] (B&M) leased the B&L on April 1, 1887, renaming the Central Massachusetts line as the '''Central Massachusetts Branch'''.<ref name=report20>{{cite book|last1=Massachusetts Board of Railroad Commissioners |title=Twentieth Annual Report of the Board of Railroad Commissioners (1888)|date=1888|publisher=Commonwealth of Massachusetts, Railroad Commission|location=Boston, MA|url=http://archives.lib.state.ma.us/handle/2452/50560|access-date=July 14, 2016}}</ref>{{rp|37}} The tracks reached Ware on June 27, 1887<ref name=report19 />{{rp|1}} and before the end of that year construction finished with the completion of the [[Norwottuck Rail Trail Bridge|bridge]] over the [[Connecticut River]].<ref name=report20 />{{rp|93}} The first train to traverse the entire route, led by locomotive No. 238, ''Hudson'', left Boston at 8:30 A. M. on December 12 and arrived in Northampton at 12:30 P. M. Revenue service commenced on December 19 with three daily passenger round trips between Boston and Northampton, two between Boston and Hudson, three between Boston and Wayland, and two between Ware and Northampton.<ref name=CM />{{rp|16–18}}

Although the Central Massachusetts Railroad never grew beyond Northampton as its early backers had hoped it nonetheless became an integral link for the B&M to points west and [[south]]. This was primarily due to the fact that no rail bridges spanned the [[North River (Hudson River)|North River]] in [[New York City, New York|New York City]], separating [[New England]] from major metropolitan areas such as [[Philadelphia, Pennsylvania|Philadelphia]], [[Baltimore, Maryland|Baltimore]], and [[Washington, D. C.]] In 1889 construction of the [[Poughkeepsie Bridge]] over the [[Hudson River]] at [[Poughkeepsie, New York]] completed the [[Poughkeepsie Bridge Route]], the first all-rail route between New England and points south of New York City. Trains such as the ''[[Philadelphia and Washington Express]]'' and the ''[[Harrisburg Express]]'' traveled over the several railroads that composed the route, including the Central Massachusetts Branch of the B&M.<ref name=CM />{{rp|19–22}}

With the B&M suddenly such an important link into New England [[Archibald Angus McLeod]], president of the [[Philadelphia and Reading Railroad]] (P&R), sought to use the line as part of his bid to control the coal mining traffic between eastern [[Pennsylvania]] and New England independent of the [[New York, New Haven and Hartford Railroad]] (NYNH&H). In 1892 McLeod took [[stock]] control of the B&M and of the [[New York and New England Railroad]] to fulfill his plan, electing himself president of the B&M on October 26. Early in 1893 the P&R went bankrupt and McLeod lost stock control of the B&M, resigning as president on May 23.<ref name=CM />{{rp|22}} With relatively stable local control restored the B&M was able to lease one of its major competitors, the Fitchburg Railroad, in 1900.<ref name=report33>{{cite book|last1=Massachusetts Board of Railroad Commissioners |title=Thirty-third Annual Report of the Board of Railroad Commissioners (1901)|date=1901|publisher=Commonwealth of Massachusetts, Railroad Commission|location=Boston, MA|url=http://archives.lib.state.ma.us/handle/2452/50573|access-date=July 14, 2016}}</ref>{{rp|87}} Two years later, on February 20, 1902, the B&M outright [[purchase]]d the Central Massachusetts Railroad and dissolved its [[corporate entity]].<ref name=report33 />{{rp|67–71}}

With the Central Massachusetts Branch now a part of its system the B&M set about improving the connections between the line and the rest of its network. The first change was in Oakdale where on March 30, 1902 the railroad shut down the accident-prone [[rail yard|yard]] where the Central Massachusetts Branch crossed [[Intersection (road)#At grade railways|at grade]] over the [[Worcester, Nashua and Rochester Railroad|Worcester, Nashua, and Portland Division]] (WN&P) main line. The next improvement was at Jefferson where the B&M rehabilitated a connecting track that split off of the Central Massachusetts Branch at Holden Junction and connected with the [[Boston, Barre and Gardner Railroad|Worcester and Hillsboro Branch]] at Carr Junction to allow passenger service into [[Princeton, Massachusetts|Princeton]], [[Hubbardston, Massachusetts|Hubbardston]], [[Gardner, Massachusetts|Gardner]], and [[Winchendon, Massachusetts|Winchendon]]. Finally the B&M built a connection in [[Gleasondale, Massachusetts|Gleasondale]] from Gleason Junction on the Central Massachusetts Branch to C. M. Junction on the [[Fitchburg Railroad#Marlborough|Marlborough Branch]] to enable passenger service into [[Marlborough, Massachusetts|Marlborough]]. While traffic into Marlborough flourished, traffic along the connection in Jefferson languished, and in 1909 the B&M took up that track.<ref name=CM />{{rp|28}}

===Wachusett Reservoir Relocation (1902–1907)===
[[File:1902-05-02 Central Massachusetts Railroad Clinton Viaduct Construction.jpg|thumb|Construction of the Clinton Viaduct on May 2, 1902]]
[[File:1903-06-17 Central Massachusetts Railroad West Tunnel Portal Clinton MA.jpg|thumb|left|The west portal of the tunnel under Wilson Hill in Clinton on June 17, 1903.]]
[[File:1903-12-11 Central Massachusetts Railroad Clinton Viaduct.jpg|thumb|An eastbound passenger train passes over Clinton Viaduct on December 11, 1903 during work on the Wachusett Dam.]]
On June 5, 1895 the General Court of Massachusetts authorized the damming of the south branch of the [[Nashua River]] for the construction of the [[Wachusett Reservoir]], flooding roughly {{convert|4000|acres}} of land in the towns of Clinton, [[Boylston, Massachusetts|Boylston]], and West Boylston. The Central Massachusetts Branch needed to be rerouted as the new reservoir would cover {{convert|7.01|miles|km}} of track as well as the stations at South Clinton, Boylston, and West Boylston.<ref name=CM />{{rp|29}} Two [[proposal (business)|proposals]] for the new route emerged. The first proposal called for a connection to the defunct [[Lancaster Railroad]] in Hudson that would route traffic through Bolton to a connection with the WN&P Division main line in [[South Lancaster, Massachusetts|South Lancaster]] and leave Berlin at the end of a four-mile [[Branch line|branch]].<ref name=CM />{{rp|168}} The second proposal would build a new route through Clinton and connect with the WN&P Division main line there. On April 3, 1902 the [[MDCR|Metropolitan Water and Sewerage Board]] reached an agreement with the B&M to reroute the Central Massachusetts Branch according to the latter plan.<ref>{{cite book|last1=Massachusetts Board of Railroad Commissioners |title=Thirty-fifth Annual Report of the Board of Railroad Commissioners (1903)|date=1903|publisher=Commonwealth of Massachusetts, Railroad Commission|location=Boston, MA|page=215|url=http://archives.lib.state.ma.us/handle/2452/50575|access-date=July 14, 2016}}</ref>

The new portion of the Central Massachusetts Branch started just west of West Berlin Junction in Berlin where the Central Massachusetts Branch connected with the [[Agricultural Branch Railroad|Fitchburg Line]] of the NYNH&H. From there it ran northwest into Clinton through a {{convert|1110|foot|adj=on}}-long tunnel. The western [[portal (architecture)|portal]] of the tunnel opened onto a 917-foot [[viaduct]] near the site of the [[Wachusett Dam]] that passed over [[Massachusetts Route 70|Route 70]] and the Nashua River before connecting with the WN&P Division main line at Clinton Junction. Traffic over the Central Massachusetts Branch followed the WN&P Division main line through [[Sterling, Massachusetts|Sterling]] into Oakdale where a redesigned junction routed it back onto the original Central Massachusetts Branch. Just before Clinton Junction an additional connection branched off at Reservoir Switch leading to East Switch on the WN&P Division to allow traffic to approach the Central Massachusetts Branch from the north or continue from the Central Massachusetts Branch north along the WN&P Division main line. The first train passed over the new route on June 2, 1903 while the old track was officially removed from through service on June 15 but remained in place and used during the remainder of the reservoir construction, some of it being re-gauged to 3' to allow construction trains to utilize it.<ref>{{cite book|last1=Massachusetts Board of Railroad Commissioners |title=Thirty-sixth Annual Report of the Board of Railroad Commissioners (1904)|date=1904|publisher=Commonwealth of Massachusetts, Railroad Commission|location=Boston, MA|page=71|url=http://archives.lib.state.ma.us/handle/2452/50576|access-date=July 14, 2016}}</ref> Under this arrangement the WN&P main line between Oakdale and Sterling Junction became exceptionally busy as it accommodated B&M traffic from the WN&P Division and the Central Massachusetts Branch as well as NYNH&H traffic heading between [[Worcester, Massachusetts|Worcester]] and [[Fitchburg, Massachusetts|Fitchburg]] along the tracks of the original [[Fitchburg and Worcester Railroad]].<ref name=CM />{{rp|29–38}}

===Operation under Charles Mellen (1907–1913)===
[[File:Quinapoxet station postcard.jpg|thumb|left|A postcard showing Quinapoxet Station circa 1907.]]
In 1907 [[Charles Sanger Mellen]], the president of the NYNH&H and protégé of [[J. P. Morgan]], gained control of the B&M to form a near monopoly on all rail traffic in southern New England. Mellen sought to build a direct route through [[Springfield, Massachusetts|Springfield]] that would funnel traffic into Boston along the Central Massachusetts Branch and away from the [[Boston and Albany Railroad]] (B&A), which was controlled by [[William H. Vanderbilt]]’s [[New York Central Railroad]] (NYC). Legal proceedings brought against Mellen by [[Louis D. Brandeis]] to break up his monopoly meant Mellen could not build the route himself so he befriended a railroad contractor from [[Westfield, Massachusetts|Westfield]] named Ralph D. Gillett and made him president of the [[Hampden Railroad]] with the intent to lease the new route upon its completion.<ref name=CM />{{rp|39}}

The Massachusetts General Court incorporated the Hampden in July 1910. It started at Hampden Junction on the Central Massachusetts Branch about two miles east of [[Bondsville, Massachusetts|Bondsville]] and continued 14.82 miles [[southwest]] through Belchertown, [[Ludlow, Massachusetts|Ludlow]], and [[Chicopee, Massachusetts|Chicopee]] to the B&A main line at Athol Junction about two miles east of Springfield.<ref>{{cite book|last1=Massachusetts Board of Railroad Commissioners |title=Forty-second Annual Report of the Board of Railroad Commissioners (1910)|date=1910|publisher=Commonwealth of Massachusetts, Railroad Commission|location=Boston, MA|page=184|url=http://archives.lib.state.ma.us/handle/2452/50582|access-date=July 14, 2016}}</ref> Construction finished by May 9, 1913 with service between New York and Boston scheduled to commence on June 23. Just days before its grand opening operations were suspended indefinitely as Mellen faced a hearing before the [[Interstate Commerce Commission]] (ICC) regarding his questionable business practices. He abruptly resigned from the presidencies of both the NYNH&H and B&M on July 9 leaving the Hampden a bridge between two suddenly competing railroads. Despite one more tour by B&M officials in November 1914 neither they nor the NYNH&H wished to lease the line, which was shut down for good in 1925.<ref name=CM />{{rp|41–45}}

===Severance (1913–1939)===
[[File:Bondsville Station circa 1923.jpg|thumb|Bondsville Station around 1923.]]
The failure of the Hampden and Mellen's empire marked the beginning of the downturn of the Central Massachusetts Branch. Much of the traffic routed through Northampton under Mellen's empire vanished or was rerouted by the B&M along the parallel [[Fitchburg Railroad|Fitchburg Division]] via [[Mechanicville, New York|Mechanicville]]. In August 1917 the B&M discontinued passenger service between Ware and Northampton and downsized the terminal in Ware significantly.<ref name=CM />{{rp|45}} The line enjoyed a brief upswing in traffic between [[World War I]] and the early 1920s but the [[Great Depression]] and increased competition from [[automobiles]] and [[trucks]] began to take their toll in the latter half of the decade. By 1928 no freights and only one passenger train ran the length of the line from Boston to Northampton.<ref name=CM />{{rp|48–49}}

The struggling economy and reduction in business forced the B&M to take austerity measures and cut back on less profitable lines including the Central Massachusetts Branch. To keep the line open but defray some of the operation and [[maintenance, repair, and operations|maintenance]] costs the B&M obtained [[trackage rights]] to the [[Central Vermont Railway]]'s [[New London Northern Railroad|Southern Division]] in 1931, which ran parallel to the Central Massachusetts Branch for several miles between Belchertown and Amherst. Connections at Canal Junction in Belchertown and at Norwottuck Junction in Amherst allowed the B&M to route all of its trains over the Southern Division and [[abandonment (legal)|abandon]] the parallel Central Massachusetts Branch tracks.<ref name=CM />{{rp|48–49}} The railroad pulled off a similar maneuver in January 1933, obtaining trackage rights to the [[Ware River Railroad|Ware River Branch]] of the B&A. In order to maintain service to [[customer]]s in [[Gilbertville, Massachusetts|Gilbertville]] and [[Wheelwright, Massachusetts|Wheelwright]] the B&M build three connections to the Ware River Branch at Barre Junction in Barre, Forest Lake Junction in Palmer, and Creamery in Hardwick. The railroad routed trains on the Central Massachusetts Branch along the Ware River Branch and made the sections from Creamery to Gilbertville and Wheelwright [[spur line|spurs]], taking the tracks south of Gilbertville to Forest Lake and north of Wheelwright to Barre Junction out of service. The ICC approved the abandonments in 1941 and the B&M took up all of the abandoned tracks.<ref name=CM />{{rp|49–50}}

To further cut costs the B&M also reduced service on the Central Massachusetts Branch, discontinuing passenger service to Northampton on April 23, 1932.<ref name=CM />{{rp|49}} In 1943 the B&M abandoned the Marlborough Branch between its original connection with the Fitchburg Division in [[South Acton, Massachusetts|South Acton]] through [[Maynard, Massachusetts|Maynard]] and [[Stow, Massachusetts|Stow]] to Gleason Junction, making the Central Massachusetts Branch the exclusive route into Marlborough.<ref name=CM />{{rp|161}} By 1938 most of the traffic on the Central Massachusetts Branch was east of Clinton. The only business on the western end of the line was local freight service between Northampton and Rutland. Since no trains passed over the middle of the route the B&M took the tracks between Oakdale and Muschopauge out of service on June 1, 1938.<ref name=CM />{{rp|52}} Later that year on September 21 the [[1938 New England Hurricane|Hurricane of 1938]] badly damaged the tracks, particularly near the [[Quinapoxet River|Quinapoxet]], Ware, and [[Quabbin-Swift River Valley|Swift]] Rivers where [[Washout (erosion)|washouts]] severed the line at Coldbrook and knocked out a bridge in Gilbertville. The B&M could not justify the cost to make repairs to an area it was hardly using and so on January 30, 1939 the railroad formally submitted a request to the ICC to abandon the Central Massachusetts Branch tracks between Oakdale and Barre Junction, abandon the B&A Ware River tracks between Creamery and Gilbertville,<ref name="CM" />{{rp||page=162}} and discontinue operations on the B&A Ware River Branch between Creamery and Barre Junction. {{anchor|WheelwrightBranch}}The ICC approved the abandonments on November 7 and then the discontinuance of service on the Ware River Branch a month later on December 17. With the line officially cloven in two the B&M renamed the line between Northampton and Wheelwright as the '''Wheelwright Branch''' and retained the Central Massachusetts Branch [[moniker]] for the eastern half of the line between Boston and Oakdale.<ref name=CM />{{rp|52–54}}
===Abandonment of the Wheelwright Branch===
On the Wheelwright Branch freight service continued between Northampton and Wheelwright at least three times per week until 1973 when the [[paper mill]] in Wheelwright closed. In April 1974 the B&M cut freight service to once per week, took the tracks between Creamery and Wheelwright out of service, and embargoed all traffic on the line east of Bondsville. With only one customer in Bondsville the railroad petitioned the ICC to abandon the remainder of the Wheelwright Branch in June 1979, reasoning that that business could be better served by the new [[Massachusetts Central Railroad]] which the General Court had chartered on October 16, 1975 to run along the [[Ware River Railroad|Ware River Secondary]] of the bankrupt [[Penn Central Railroad]] after that line was to be excluded from the government's reorganization of the northeast railroads into [[Conrail]]. The ICC approved the plan and operations east of Amherst ceased by August and on the rest of the line by November.<ref name=CM />{{rp|66, 139–141}}

On February 14, 1980 the B&M officially took line from Northampton to Norwottuck out of service. Later that month the Massachusetts Central assumed responsibility for the customer in Bondsville but had to stop after about a year due to the poor condition of the tracks. The ICC finally approved the abandonment of the Wheelwright Branch in 1982 and the B&M took up the tracks between Northampton and Norwottuck later that year. This left only two sections of B&M-owned track on the Wheelwright Branch: between Canal Junction and Bondsville and between Creamery and Wheelwright. The Massachusetts Central could not afford to acquire either property and so in 1983 the B&M took up both. As of 2006 the last remaining portion of the Central Massachusetts Railroad still in revenue service is in Ware where the Massachusetts Central uses what remains of the yard in that town as well as a small section that provides access to a paper plant customer.<ref name=CM />{{rp|139–141}}

===Decline in the east (1939–2006)===
In 1939 the B&M ended passenger service to Marlborough leaving the four daily trains between Boston and Clinton the last of the passenger service on the Central Massachusetts Branch. Freight service, however, continued to all three communities and saw a major uptick as [[World War II]] intensified. In 1942 the [[United States Government]] built the [[Fort Devens-Sudbury Training Annex]] which connected to the Central Massachusetts Branch at Mirror Lake Junction just east of Ordway station in Hudson. B&M trains transported huge quantities of ammunition to and from the bunker with inbound ammunition from Boston being dropped in a yard just north of Mirror Lake Junction and outbound ammunition being brought to the NYNH&H in South Sudbury. This business ended with the war as the government repurposed the facility and removed the yard and connection to the Central Massachusetts Branch.<ref name=CM />{{rp|54–56}}

Further east the B&M worked with the state and other railroads to modernize and streamline the rail infrastructure in and around Boston between 1951 and 1952. Rather than have the Central Massachusetts Branch and Fitchburg Division run parallel to one another from Clematis Brook to their connection at Fens in Cambridge, the B&M decided to connect the two lines at Clematis Brook and route all Central Massachusetts Branch traffic onto the Fitchburg Division. After upgrading the Fitchburg Division to handle the increase in traffic the railroad took up the tracks of the Central Massachusetts Branch tracks between Clematis Brook and Hill Crossing. The remaining track between Hill Crossing and North Cambridge Junction became a part of the Freight Cutoff to the yards in Boston.<ref name=CM />{{rp|56}} Around the same time the B&M also modernized its motive power, adopting [[diesel locomotives]] throughout its system. The last of the [[steam locomotive]] operations for scheduled [[revenue passenger|passenger revenue service]] on the B&M took place between Boston and Clinton on the Central Massachusetts Branch. On May 5, 1956 the last steam-powered train on the line departed Clinton for Boston and shortly thereafter the railroad closed the engine house in Clinton and began using [[Budd Rail Diesel Car|Budd self-propelled railcars]] for passenger service along the route.<ref name=CM />{{rp|56–61}}

By 1958, freight and passenger business between Clinton and Boston dwindled to nearly nothing. The B&M cut all service west of Berlin early that year with only two weekday passenger trains running as far as Hudson on the Marlborough Branch. On August 11 the railroad removed all track between Berlin and Clinton Junction, including East Switch, from service. The viaduct in Clinton remained in place until 1974 when the [[Massachusetts Water Resources Authority|Metropolitan District Commission]] removed it. On June 14, 1959, the B&M further cut passenger service to Hudson back to one daily round trip, after attempting to abandon all service on the line.<ref>{{cite news |url=https://www.newspapers.com/clip/69906672/the-boston-globe/ |title=B. & M. Seeks to Drop 78 Trains, 27 Stops |newspaper=Boston Globe |date=December 5, 1958 |pages=1, [https://www.newspapers.com/clip/69906705/the-boston-globe/ 7] |via=Newspapers.com}}</ref><ref>{{cite news |url=https://www.newspapers.com/clip/71698391/the-boston-globe/ |title=Cities, Towns, Labor Officials Protest State O.K. of B&M Cutbacks |newspaper=Boston Globe |date=May 13, 1959 |page=6 |via=Newspapers.com}}</ref><ref name=CM />{{rp|58–60}}

===MBTA purchase and discontinuance<span class="anchor" id="MBTACentralMassBranch"></span>===
{{Infobox rail line
| name                            = Central Mass Branch
| color                           = {{rcr|MBTA|Central Mass}}
| image                           = 
| image_width                     = 
| caption                         = 
| type                            = [[Commuter rail in North America|Commuter Rail]]
| system                          = [[MBTA Commuter Rail]]
| status                          = Discontinued
| locale                          = [[Geography of Massachusetts|East-Central Massachusetts]]
| start                           = [[Hudson (B&M station)|Hudson]], [[Hudson, Massachusetts|Massachusetts]]
| end                             = [[North Station]], [[Boston, Massachusetts]]
| stations                        = 14
| routes                          = 
| open                            = 1964
| close                           = November 26, 1971
| owner                           = [[Boston and Maine Railroad]]
| character                       = Surface
| stock                           = [[Budd Rail Diesel Car|Budd RDC]]s
| linelength                      = 28 miles
| tracklength                     = 
| gauge                           = [[Standard gauge|Standard]] ({{RailGauge|1435mm|lk=on}})
| speed                           = 
| elevation                       = 
| map                             = {{Central Mass Branch}}
| map_state                       = collapsed
}}
In 1959, the NYNH&H discontinued passenger service on its lines in the former [[Old Colony Railroad]] network, triggering calls for state intervention. In response, the [[Mass Transportation Commission]] tested fare and service levels throughout the NYNH&H and B&M systems, concluding that [[commuter rail]] service was important enough to warrant continued operation, but was unlikely to be financially self-sustaining. Based on this conclusion, the state created the [[Massachusetts Bay Transportation Authority]] (MBTA) on August 3, 1964 and merged it with the existing [[Metropolitan Transportation Authority (Boston)|Metropolitan Transportation Authority]] to serve a larger part of the state and [[subsidize]] commuter rail service. The MBTA immediately set to work optimizing the commuter rail networks of the NYNH&H, NYC, and B&M. On the Central Massachusetts Branch, this included cutting passenger service back to South Sudbury starting on January 18, 1965.<ref name="btem">{{cite web |url=http://www.transithistory.org/roster/MBTARouteHistory.pdf|title=Changes to Transit Service in the MBTA district 1964–2016 |last=Belcher |first=Jonathan |date=March 19, 2016 |publisher=NETransit |access-date=July 25, 2016}}</ref>{{rp|330}}

In spite of the subsidies, ridership continued to decline on the Central Massachusetts Branch, and by 1969 the MBTA recommended an end to all service on the line. Devoted riders managed to briefly delay the decision, but in December 1970 the B&M filed for bankruptcy. On July 30, 1971, the state renewed the B&M's annual subsidy but without funding for the Central Massachusetts Branch. A group of citizens from Wayland argued that the single train along the route was too inconvenient for commuters and so on October 1 the MBTA announced that it would temporarily schedule more trains to determine whether the line was still viable. After two months, the MBTA concluded that the modest increase in ridership was not sufficient to warrant continued funding; on November 26,  all passenger service ended on the Central Massachusetts Branch.<ref name=btem />{{rp|332}} The MBTA examined the possibility of restoring passenger service to the line in 1972 and again in 1975, but neither study led to the resumption of passenger service.

Despite the end of passenger service on the Central Massachusetts Branch freight service continued well into the 1970s. Trains ran to South Sudbury 3–4 times each week and traveled as far as Hudson when needed, usually 1–2 times per week. With no business in Marlborough the B&M took this segment of the Marlborough Branch out of service in 1974. On December 27, 1976 the B&M sold the Central Massachusetts Branch as well as its Budd RDC fleet and several other lines to the MBTA<ref name=btem />{{rp|334}} but retained the rights to freight service. Business continued to decline however, and by 1977 the B&M had to reduce service to runs as needed. That same year the railroad removed the track between Berlin and Hudson from service as it had deteriorated to the point of being unsafe. In August 1979 the B&M petitioned the ICC to abandon the Central Massachusetts Branch between Berlin and Waltham North Station and the remaining segment of the Marlborough Branch. The last train to Hudson ran on June 19, 1980 and the last train west of Waltham about a month later on August 14. The B&M officially took the track west of Bacon Street in Waltham out of service on September 11 and the [[United States District Court]] overseeing the B&M's bankruptcy instead approved a permanent discontinuance in October.<ref name=CM />{{rp|136–137}}<ref>{{Cite web |last1=Fuchs |first1=Patrick J. |author-link=Patrick Fuchs |last2=Hedlund |first2=Karen J. |author-link2=Karen Hedlund |last3=Oberman |first3=Martin J. |author-link3=Martin J. Oberman |last4=Primus |first4=Robert E. |author-link4=Robert E. Primus |last5=Schultz |first5=Michelle A. |author-link5=Michelle A. Schultz |date=February 2, 2022 |title=Decision, Docket No. FD 36493, Protect Sudbury Inc. — Petition for Declaratory Order |url=https://dcms-external.s3.amazonaws.com/DCMS_External_PROD/1643815805751/50926.pdf |access-date=2024-09-11 |website=Surface Transportation Board}}</ref> Around the same time the B&M and MBTA increased vertical height clearances along the [[Downeaster (train)#Route|New Hampshire Route]] main line. This made the Hill Crossing Freight Cutoff obsolete and in 1980 the B&M and MBTA took up the Central Massachusetts Branch track between Hill Crossing and North Cambridge Junction to make room for the MBTA's [[Red Line (MBTA)|Red Line]].<ref name=CM />{{rp|139}}

In 1983 [[Guilford Rail System]] purchased the B&M and began to transfer all operations to the B&M subsidiary [[Springfield Terminal Railway (Vermont)|Springfield Terminal Railway]]. The Springfield Terminal took over operations on the last piece of the Central Massachusetts Branch between Clematis Brook and Bacon Street in Waltham in 1987 and continued them until the last customer shut down in 1994.<ref name=CM />{{rp|137–138}} In 1996 State Representative Nancy Evans of Wayland proposed restoring commuter service on the Central Massachusetts Branch between [[Interstate 495 (Massachusetts)|Interstate 495]] in Berlin and Boston to alleviate traffic on [[U.S. Route 20|Route 20]] but was met with substantial backlash from residents of new homes built along the dormant line in the time since its operations had ceased. The [[Executive Office of Transportation (Massachusetts)|Executive Office of Transportation]] carried out a feasibility study anyway estimating that restoring service to the route as far as Berlin would cost in excess of $103 million and that any benefit gained was unlikely to outweigh the costs. In 1999 Evans, now the Director of Planning for the MBTA, proposed converting the Central Massachusetts [[Right-of-way (property access)|right of way]] into a [[guided bus|busway]] but the state rejected this proposal as well.<ref name=CM />{{rp|142–145}} As of 2024, most of the tracks between Clemantis Brook and Berlin have been removed, and most of the bridges have been restored or are funded for restoration as part of the [[Mass Central Rail Trail—Wayside]].

==Rail trail plans==
{{Main|Mass Central Rail Trail}}
[[File:Former Massachusetts Central Railroad Station, Weston MA.jpg|thumb|Weston Station is one of the few former Massachusetts Central Railroad Stations still standing.]]
In 1996 the towns along the eastern portion of the Central Massachusetts Branch requested permission to convert the route between Clematis Brook and Berlin into what was then proposed as the [[Wayside Rail Trail]]. The MBTA agreed to lease the property for the project with the stipulation that it would retain the right to revert it to a commuter rail line and that the trail would be policed and maintained by the communities themselves. Every town along the route except for Weston accepted the terms but without unanimous approval the trail took a while to come to fruition. Waltham moved ahead to convert the property in their city anyway reasoning that even if service were restored it would start from a new connection at Stony Brook west of their city limits.<ref name=CM />{{rp|146–147}} In 2010, the [[Massachusetts DCR]] executed a 99-year lease with the MBTA to build what was renamed the Mass Central Rail Trail—Wayside''',''' 23 miles from Berlin to Waltham.'''<ref name=":5">{{Cite web |last=Fox |first=Pamela W. |date=Spring 2018 |title=Weston Historical Society Bulletin Vol XLIX, No.1: 1997: Weston Derails the Rail Trail |url=http://www.westonhistory.org/data/uploads/bulletins/2018-Spring-Bulletin.pdf |access-date=2023-08-24 |website=Weston Historical Society}}</ref>{{rp||pages=|page=6}}''' However, construction took significantly longer and is still planned or ongoing in various sections, as DCR funding was limited and various funding sources were identified'''.''' Waltham eventually completed the main Waltham section in 2023, except for the [[Linden Street Bridge]] that DCR will begin restoration in 2025.<ref>{{Cite web |title=Design of the Waltham Component of the Mass Central Rail Trail – Wayside Branch |url=https://www.parecorp.com/project/design-of-the-waltham-component-of-the-mass-central-rail-trail-wayside-branch/ |access-date=2024-03-19 |website=Pare Corporation |language=en}}</ref><ref>{{cite web |last=Autler |first=Gerald |date=September 2024 |title=Mass Central Rail Trail - Wayside |url=https://www.mass.gov/info-details/mass-central-rail-trail-wayside |publisher=Massachusetts Department of Conservation and Recreation}}</ref> As of 2019, DCR moved forward in Weston and Wayland and opened a 4.5 mile paved section of the trail from the bridge over the MBTA Fitchburg line at the Waltham-Weston border as far west as Wayland Station near the intersection of Route 126 and US 20.<ref>{{Cite web |last=MilNeil |first=Christian |date=2019-10-01 |title=A Network of Rail-Trails Comes Together In Boston's Suburbs |url=https://mass.streetsblog.org/2019/10/01/a-network-of-rail-trails-comes-together-in-western-suburbs |access-date=2024-02-28 |website=Streetsblog Massachusetts |language=en}}</ref> A crushed stone continuation connects the fully paved portion with the shopping center at the intersection of US 20 and Andrew Ave in Wayland. In Sudbury and Hudson, a 7.6 mile paved section is under construction in partnership between DCR and [[Eversource Energy|Eversource's]] buried power line project, with an estimated completion in 2026.<ref>{{Cite web |last=LaHaise |first=Kevin |date=December 27, 2023 |title=Eversource Gets Extension from Conservation Commission |url=https://sudburyweekly.com/eversource-gets-extension-from-conservation-commission/ |access-date=2023-12-29 |website=Sudbury Weekly |language=en-US}}</ref>

Efforts to convert the property to recreational trails also found success elsewhere along the route. The portion of the Marlborough Branch between Gleason Junction and Marlborough became the '''[[Assabet River Rail Trail]]'''. In Boston the former Central Massachusetts Branch section of the Hill Crossing Freight Cutoff between Hill Crossing and North Cambridge Junction became the '''[[Fitchburg Cutoff Path]]'''.

[[File:IMG 3819-Norwottuck-Rail-Trail-bridge.jpg|thumb|A photo of the Central Massachusetts Railroad bridge over the Connecticut River, which is now a part of the Norwottuck Branch Rail Trail.]]
The towns along the former Wheelwright Branch exhibited similar enthusiasm for recreational trails along the property. In March 1985 with support from the local governments and regional planning agency the state purchased 10 miles of the line between the west end of the Connecticut River Bridge in Northampton and Amherst with the intent to convert it into a rail trail. Work began in 1992 and on July 29, 1993 the [[Massachusetts Department of Environmental Management]] officially opened the '''[[Norwottuck Branch Rail Trail]]'''. By 1997 the trail extended as far as Belchertown where progress halted due to a concerted effort from private landowners who had taken over the long-abandoned property. In 2006 the western end of the trail was extended to N. O. Tower. In West Boylston, Holden, and Rutland a volunteer organization called Wachusett Greenways began to convert the roughly 30 miles of property between Oakdale and Rutland to the '''[[Mass Central Rail Trail]]'''. The Mass Central Rail Trail currently includes a portion of the former Fitchburg and Worcester Railroad in Sterling between Sterling Junction and Sterling Center; however this route was never a part of the Central Massachusetts Branch and does not connect with the rest of the trail since the former WN&P Division main line tracks remain in service as the Worcester Main Line of [[Pan Am Railways]].<ref name=CM />{{rp|147}}

==Locomotives==
[[File:1903-06-17 Central Massachusetts Railroad East Tunnel Portal Clinton MA.jpg|thumb|Engine 404 emerges from the eastern tunnel portal in Clinton on June 17, 1903, two days after it opened.]]
The Massachusetts Central Railroad operated five locomotives between 1881 and 1883. These were the only five locomotives that the company ever owned with other railroads providing motive power later in the line's history.<ref name=CM />{{rp|131}}
[[File:1903-06-27 Central Massachusetts Railroad Oakdale MA.jpg|thumb|Engine 513 pulls a westbound freight over the Central Massachusetts Branch in Oakdale on June 27, 1903.]]

*No. 1
** Model: [[4-4-0]]
** Manufacturer: [[Rogers Locomotive and Machine Works]]
** Manufacturer Number: 2308
** [[Cylinder (locomotive)|Cylinders]]: 15 x 24
** Date Manufactured: 1873

Rogers Locomotive and Machine Works built locomotive No. 1 for the [[Indiana, Bloomington and Western Railway]] (IB&W) as their No. 70. In 1880 the IB&W returned the locomotive to Rogers which sold it to the [[Housatonic Railroad]] as their No. 21. The Massachusetts Central Railroad purchased the locomotive in 1881 then sold it to the [[St. Johnsbury and Lake Champlain Railroad]] (SJ&LC) in 1883 where it became No. 11, ''Col. Jewett''. The locomotive became a part of the B&L following its merger with the SJ&LC in 1885. The B&L renumbered it as No. 163, ''Highgate''. The locomotive returned to the SJ&LC 1887 when the B&M leased the B&L and became No. 8, ''Highgate''. The SJ&LC scrapped the locomotive in May 1892.<ref name=CM />{{rp|131}}
[[File:1903-07-01 Central Massachusetts Railroad Clinton Viaduct from the east.jpg|thumb|A 4-4-0 locomotive passes over the Clinton Viaduct on July 1, 1903.]]

*No. 2
** Model: 4-4-0
** Manufacturer: Rogers Locomotive and Machine Works
** Manufacturer Number: 2310
** Cylinders: 15 x 24
** Date Manufactured: July 26, 1873

Rogers built locomotive No. 2 for the IB&W as their No. 71. In 1880 the IB&W returned the locomotive to Rogers which sold it to the Housatonic as their No. 22. The Massachusetts Central Railroad purchased the locomotive in 1881 then sold it to the SJ&LC in 1883 where it became No. 12, ''Col. Fairbanks''. The locomotive became a part of the B&L in 1887, which renumbered it as No. 164, ''Col. Fairbanks''. The B&M took possession of the locomotive in 1895, renumbering it as No. 629 and then No. 555 on February 29, 1904. The B&M scrapped the locomotive on March 20, 1907.<ref name=CM />{{rp|131}}
[[File:1903-09-28 Central Massachusetts Railroad Clinton Viaduct.jpg|thumb|A 4-4-0 locomotive passes over the viaduct on September 28, 1903.]]

*No. 3
** Model: 4-4-0
** Manufacturer: [[Schenectady Locomotive Works]]
** Manufacturer Number: 1443
** Cylinders: 17 x 24
** Date Manufactured: October 1881

Schenectady Locomotive Works built locomotive No. 3 for the Massachusetts Central Railroad. In 1887 the locomotive became B&L No. 10, ''Woburn'', and later that year it became B&M No. 310, ''Woburn''. The B&M rebuilt the locomotive in 1898 and renumbered it No. 680 in 1911 before scrapping it in August 1920.<ref name=CM />{{rp|131}}
[[File:1908-04-01 Central Massachusetts Railroad Waste Weir Wachusett Dam.jpg|thumb|A 4-4-0 locomotive pulls a pair of coaches near the Wachusett Dam Waste Weir in Clinton on April 1, 1908.]]

*No. 4
** Model: 4-4-0
** Manufacturer: Schenectady Locomotive Works
** Manufacturer Number: 1444
** Cylinders: 17 x 24
** Date Manufactured: October 1881

Schenectady built locomotive No. 4 for the Massachusetts Central Railroad. In 1887 the locomotive became B&L No. 65, ''Marlboro'', and later that year it became B&M No. 365, ''Marlboro''. [[Manchester Locomotive Works]] rebuilt the locomotive in 1904 and the B&M renumbered it No. 683 in 1911, scrapping it before 1923.<ref name=CM />{{rp|131}}
[[File:Bondsville Trestle over Swift River 1910.jpg|thumb|A 4-4-0 locomotive pulls passengers across the Bondsville Trestle in 1910.]]

*No. 5
** Model: 4-4-0
** Manufacturer: [[Hinkley Locomotive Works|Hinkley & Williams]]
** Manufacturer Number: 809
** Cylinders: Unknown
** Date Manufactured: October 1867

Prior to its time with the Massachusetts Central Railroad Locomotive No. 5 was No. 11, ''N. C. Munson'', of the N. C. Munson Construction Company (incidentally the original contractor for the Massachusetts Central Railroad). It was sold to the Massachusetts Central around 1882 and sold at auction in 1886.<ref name=CM />{{rp|131}}

===Other Power===
In addition to the above locomotives the Massachusetts Central Railroad would on occasion lease power from the B&L. Small 4-4-0, [[4-6-0]], and [[0-4-0]] locomotives predominated through 1900 partially due to weight restrictions over the line's bridges. After 1900 the 4-4-0 locomotives continued to provide the bulk of the power for passenger service with class B-14 and B-15 [[2-6-0]], class L-1 [[4-8-0]], and class A-41-f 4-4-0 locomotives mixed in for longer and freight trips. During WWII K-8-b and K-8-c class [[2-8-0]] locomotives worked the larger ammunition trains on the eastern end of the line. J-1 class [[4-4-2 locomotive|4-4-2]] locomotives generally handled passenger service during the war and into the 1950s. Diesel power arrived in the mid-1950s with [[EMD SW9]] switchers regularly assigned to the Marlborough local freight starting in June 1953. [[Road switcher]]s equipped with [[steam generator (railroad)|steam generators]] took over passenger service on the Central Massachusetts Branch starting in 1956. Budd Rail Diesel Cars quickly replaced the road switchers for passenger service beginning in the late 1950s and continued service in that capacity until passenger service ceased in 1971.<ref name=CM />{{rp|132}}

==Stations and junctions==
[[File:1896-07-11 Central Massachusetts Railroad West Boylston Station.jpg|thumb|West Boylston Station on July 11, 1896.]]
The Central Massachusetts Railroad built its [[train station|station]]s in the [[Gothic architecture|Gothic]]-inspired [[Victorian architecture|Victorian]] style of architecture popular during the 1870s. The name of the architect responsible for their design has been lost to time. Cost restrictions played heavily into the station designs though the railroad added decorations such as painted [[wainscot]]ting and [[gable]]s for aesthetics. All of the stations were wooden and based on one of two basic plans for smaller or larger communities. Individual stations were often tailored to their location, including additions such as attached or separate freight houses and milk sheds which were similarly decorated to appear presentable to the public. Other structures such as [[motive power depot|engine houses]], water towers, [[section house (railway)|section houses]], and crossing shanties were not decorated. To create the illusion of variety the railroad never used the same design on two consecutive stations except at Waverly and Belmont where the consistent design helped passengers distinguish the Central Massachusetts Railroad stations from those of the parallel Fitchburg Railroad.<ref name=CM />{{rp|87–90, 141–142}}

The station listing on the Central Massachusetts Railroad changed many times over the line's history thanks to leases, ownership changes, and rerouting. The list below is from the 1920 Boston and Maine Southern Division employees' timetable. The listings with grayed-out backgrounds are the stations between West Berlin Junction and Oakdale that the railroad abandoned during the construction of the Wachusett Reservoir. The italicized mileage numbers for these stations indicate their position on the line in the 1892 employees' timetable.<ref name=CM />{{rp|95–96}}

{| class="wikitable"
!City
!Milepost
!Station/ Junction
!Date Opened
!Date Agency Closed
!Date Closed
!Train Order Office
!Telegraph Symbol
!Notes
|-
|[[Boston, Massachusetts|Boston]]
|0.00
|[[North Union Station]]
|1893
|
|1927
|Continuous
|HO
|Preceded by [[Boston and Lowell Railroad]] (B&L) terminal<br>Replaced by [[North Station]]
|-
|[[Cambridge, Massachusetts|Cambridge]]
|4.39
|[[North Cambridge station|North Cambridge]]
|October 1, 1881
|April 23, 1927
|April 24, 1927<ref name=CM />{{rp|168}}
|Continuous
|AU
|Splits off of the [[Lexington and West Cambridge Railroad|Lexington Branch]] at North Cambridge Junction<br>Lexington Branch before 1932<br>North Cambridge Junction before 1910<br>North Avenue before the 1880s
|-
| rowspan="3" |[[Belmont, Massachusetts|Belmont]]
|5.80
|[[Hill Crossing station|Hill Crossing]]
|Before December 19, 1887
|
|Before August 1964
|N/A
|N/A
|Begins running parallel with [[Fitchburg Line|Fitchburg Division]]
|-
|6.70
|[[Belmont Center station|Belmont]]
|October 1, 1881
|
|1952
|N/A
|N/A
|Parallel with Fitchburg Division
|-
|7.68
|[[Waverley (MBTA station)|Waverley]]
|October 1, 1881
|1918
|1952
|Day
|WY
|Parallel with Fitchburg Division
|-
| rowspan="3" |[[Waltham, Massachusetts|Waltham]]
|8.58
|[[Clematis Brook station|Clematis Brook]]
|Before December 19, 1887
|
|Before August 1964
|N/A
|N/A
|Connection with the Fitchburg Division<br>Stops running parallel with Fitchburg Division<br>Also known as Blue Hill Station around 1909
|-
|10.05
|[[Waltham North station|Waltham North]]
|October 1, 1881
|
|November 26, 1971
|N
|WA
|Waltham before April 1912
|-
|10.64
|[[Waltham Highlands station|Waltham Highlands]]
|October 1, 1881
|
|November 26, 1971
|N/A
|N/A
|Hammond Street before 1899<br>West Waltham before 1883<br>Station intact as of 2017 as a privately owned office building
|-
|rowspan=2|[[Weston, Massachusetts|Weston]]
|13.24
|[[Weston station (Boston and Maine Railroad)|Weston]]
|October 1, 1881
|
|November 26, 1971
|Day
|WS
|Station intact and privately owned
|-
|13.97
|[[Cherry Brook station|Cherry Brook]]
|Before October 9, 1882
|1913
|November 26, 1971
|N/A
|N/A
|Passenger shelter demolished in 1996
|-
|rowspan=2|[[Wayland, Massachusetts|Wayland]]
|15.53
|[[Tower Hill (MBTA station)|Tower Hill]]
|October 1, 1881
|December 31, 1920
|November 26, 1971
|N/A
|N/A
|Original station burned down around 1890<br>Passenger shelter demolished in 1999
|-
|16.77
|[[Wayland station|Wayland]]
|October 1, 1881
|November 29, 1949
|November 26, 1971
|Day
|ND
|Station intact and owned by the Town of Wayland, housing a non-profit volunteer gift shop<br>Freight house intact and owned by Town of Wayland
|-
|rowspan=3|[[Sudbury, Massachusetts|Sudbury]]
|18.84
|[[East Sudbury station|East Sudbury]]
|Before December 19, 1887
|1913
|November 26, 1971
|N/A
|N/A
|Ticket sales discontinued in 1888
|-
|19.99
|[[South Sudbury station|South Sudbury]]
|October 1, 1881
|
|November 26, 1971
|Continuous
|BU
|Connection with the [[Framingham and Lowell Railroad|Framingham-Lowell Branch]] ([[New York, New Haven and Hartford Railroad|NYNH&H]])<br>Original section house restored in 2000<br>New station built in 1952 still intact and used by local business
|-
|21.93
|[[Wayside Inn station|Wayside Inn]] (later Wayside Inn Railroad Waiting Room)<ref name=":26">{{Cite web |date=2024-10-07 |title=33 Wayside Inn Railroad Waiting Room |url=http://sudbury01776.org/tour2.html#stop=32 |access-date=2024-10-08 |website=Sudbury Historical Society}}</ref>
|October 1, 1881
|None
|Before 1944
|N/A
|N/A
|Flag stop, originally simple platform<br>Japanese style building by 1897<br>Burned by vandals sometime in the 1940s.<ref>{{cite book|last1=Plumb|first1=Brian E.|title=A History of Longfellow's Wayside Inn|date=2011|publisher=History Press|location=Charleston, SC|isbn=978-1609493967}}</ref>{{rp||pages=192}}
|-
|rowspan=4|[[Hudson, Massachusetts|Hudson]]
|23.34
|[[Mirror Lake Junction]]
|1942
|None
|1945
|N/A
|N/A
|No station<br>Connection to the [[Fort Devens-Sudbury Training Annex]]
|-
|24.14
|[[Ordway station|Ordway]]
|1902
|
|January 17, 1965
|N/A
|N/A
|Ordway's Crossing before 1909<br>Passenger shelter demolished in 1972
|-
|25.64
|[[Gleasondale station|Gleasondale]]
|October 1, 1881
|December 1, 1924
|January 17, 1965
|N/A
|N/A
|Rockbottom before April 2, 1900.<ref name=CM />{{rp|168}}
|-
|26.28
|{{anchor|GleasonJunction}}[[Gleason Junction]]
|1902
|
|January 17, 1965
|Day
|N/A
|No station<br>Connection with the [[Fitchburg Railroad#Marlborough|Marlborough Branch]]<br>Provided access to stations in Hudson and Marlborough
|-
|colspan=9 bgcolor="lightblue" align=center| '''''Marlborough Branch'''''
|-
|bgcolor="lightblue"|Hudson
|bgcolor="lightblue"|
|bgcolor="lightblue"|{{anchor|HudsonStationFitchburgRailroad}}[[Hudson station (Fitchburg Railroad)|Hudson]]
|bgcolor="lightblue"|1850
|bgcolor="lightblue"|
|bgcolor="lightblue"|January 17, 1965
|bgcolor="lightblue"|N/A
|bgcolor="lightblue"|N/A
|bgcolor="lightblue"|Chartered as a part of the [[Lancaster and Sterling Railroad]] in 1846 then leased by the Fitchburg Railroad that same year<br>The B&M assumed operations from the Central Massachusetts Branch in 1902
|-
|bgcolor="lightblue"|[[Marlborough, Massachusetts|Marlborough]]
|bgcolor="lightblue"|
|bgcolor="lightblue"|[[Marlborough station (Fitchburg Railroad)|Marlborough]]
|bgcolor="lightblue"|1855
|bgcolor="lightblue"|
|bgcolor="lightblue"|1939
|bgcolor="lightblue"|N/A
|bgcolor="lightblue"|N/A
|bgcolor="lightblue"|Chartered as a part of the [[Marlborough Branch Railroad]] in 1852 then leased by the Fitchburg Railroad in 1853<br>The B&M assumed operations from the Central Massachusetts Branch in 1902
|-
|Hudson
|28.00
|[[Hudson station (Boston and Maine Railroad)|Hudson]]
|October 1, 1881
|
|December 30, 1950
|Day
|HD
|Original depot replaced in the 1930s<br>Passenger traffic moved to Hudson Station on the Marlborough Branch until January 17, 1965<br>Station intact but appears very different due to extensive remodeling
|-
|[[Bolton, Massachusetts|Bolton]]
|29.78
|[[South Bolton station|South Bolton]]
|Before October 9, 1882
|January 10, 1921
|Before 1944
|N/A
|N/A
|Formerly Bolton
|-
|rowspan=2|[[Berlin, Massachusetts|Berlin]]
|31.71
|[[Berlin station (Boston and Maine Railroad)|Berlin]]
|Before December 29, 1881
|
|January 30, 1931
|Day
|BE
|
|-
|32.78
|[[West Berlin Junction]]
|Before October 9, 1882
|None
|August 11, 1958
|N/A
|N/A
|No station<br>Connection with the [[Agricultural Branch Railroad|Fitchburg Line]] (NYNH&H)
|-
|colspan=9 bgcolor="lightgrey" align=center| '''''Pre-1903 Wachusett Reservoir Alignment'''''
|-
|bgcolor="lightgrey"|[[Clinton, Massachusetts|Clinton]]
|bgcolor="lightgrey"|''35.60''
|bgcolor="lightgrey"|[[South Clinton station|South Clinton]]
|bgcolor="lightgrey"|Before December 29, 1881
|bgcolor="lightgrey"|
|bgcolor="lightgrey"|June 1903
|bgcolor="lightgrey"|N/A
|bgcolor="lightgrey"|N/A
|bgcolor="lightgrey"|Closed due to construction of [[Wachusett Reservoir]]
|-
|bgcolor="lightgrey"|[[Boylston, Massachusetts|Boylston]]
|bgcolor="lightgrey"|''36.85''
|bgcolor="lightgrey"|[[Boylston station (Boston and Maine Railroad)|Boylston]]
|bgcolor="lightgrey"|Before December 29, 1881
|bgcolor="lightgrey"|
|bgcolor="lightgrey"|June 1903
|bgcolor="lightgrey"|N/A
|bgcolor="lightgrey"|N/A
|bgcolor="lightgrey"|Closed due to construction of Wachusett Reservoir
|-
|rowspan=2 bgcolor="lightgrey"|[[West Boylston, Massachusetts|West Boylston]]
|bgcolor="lightgrey"|''39.96''
|bgcolor="lightgrey"|[[West Boylston station|West Boylston]]
|bgcolor="lightgrey"|Before December 29, 1881
|bgcolor="lightgrey"|
|bgcolor="lightgrey"|June 1903
|bgcolor="lightgrey"|Day
|bgcolor="lightgrey"|CN
|bgcolor="lightgrey"|Closed due to construction of Wachusett Reservoir
|-
|bgcolor="lightgrey"|''41.30''
|bgcolor="lightgrey"|[[Oakdale station (Boston and Maine Railroad)|Oakdale]]
|bgcolor="lightgrey"|Before December 29, 1881
|bgcolor="lightgrey"|
|bgcolor="lightgrey"|June 1903
|bgcolor="lightgrey"|Day
|bgcolor="lightgrey"|OD
|bgcolor="lightgrey"|Remained in place but all surrounding trackage was reconfigured due to construction of Wachusett Reservoir<br>Freight telegraph symbol "FA"
|-
|rowspan=3|Clinton
|35.62
|[[Reservoir Switch]]
|1903
|None
|August 11, 1958
|Day
|N/A
|No station<br>Formed [[wye (rail)|wye]] leading to [[Worcester, Nashua and Rochester Railroad|Worcester, Nashua, and Portland]] (WN&P) Division main line<br>South branch connected at Clinton Junction<br>North branch connected at East Switch
|-
|36.38
|[[East Switch]]
|1903
|None
|August 11, 1958
|Day
|N/A
|No station<br>Connection at north end of WN&P Division main line
|-
|36.80
|[[Clinton Junction]]
|1903
|
|August 11, 1958
|Continuous
|N/A
|Connection at south end of WN&P Division main line
|-
|[[Sterling, Massachusetts|Sterling]]
|
|[[Sterling Junction]]
|
|
|
|Day
|SJ
|Station on WN&P Division main line
|-
|West Boylston
|41.56
|Oakdale
|1903
|June 30, 1932
|
|Continuous
|OD
|Split off from the WN&P Division main line<br>Freight telegraph symbol "FA"
|-
|rowspan=5|[[Holden, Massachusetts|Holden]]
|43.00
|[[Springdale station (Boston and Maine Railroad)|Springdale]]
|1882
|
|Before 1892
|N/A
|N/A
|
|-
|44.79
|[[Canada Mills Siding]]
|1882
|None
|Before June 1, 1938
|N/A
|N/A
|No station<br>Passing siding
|-
|46.09
|[[Quinapoxet station|Quinapoxet]]
|Before December 29, 1881
|October 1925
|November 13, 1928
|N/A
|N/A
|Holden before the 1880s
|-
|47.00
|[[Holden Junction]]
|Before December 29, 1881
|None
|1909
|N/A
|N/A
|No station<br>Connection with the [[Boston, Barre and Gardner Railroad|Worcester & Hillsboro Branch]]
|-
|48.38
|[[Jefferson station (Boston and Maine Railroad)|Jefferson]]
|June 1882
|
|Before June 1, 1938
|Day
|JF
|Jefferson's before 1898
|-
|rowspan=4|[[Rutland, Massachusetts|Rutland]]
|51.66
|[[Muschopauge station|Muschopauge]]
|1898
|
|June 25, 1925
|N/A
|N/A
|
|-
|53.05
|[[Summit Siding]]
|Before December 19, 1887
|None
|January 30, 1939
|N/A
|N/A
|No station<br>Formerly Rutland Summit<br>Passing siding<br>Highest point on the Central Massachusetts Branch (1,061 feet)<ref name=CM />{{rp|80}}
|-
|54.29
|[[Rutland station (Boston and Maine Railroad)|Rutland]]
|Before December 19, 1887
|September 6, 1934
|January 30, 1939
|Continuous
|RU
|
|-
|56.29
|[[West Rutland station|West Rutland]]
|Before December 19, 1887
|August 11, 1927
|January 30, 1939
|Day
|RD
|
|-
|[[Oakham, Massachusetts|Oakham]]
|59.96
|[[Coldbrook station|Coldbrook]]
|Before December 19, 1887
|
|August 12, 1926
|Day
|CB
|
|-
|rowspan=3|[[Barre, Massachusetts|Barre]]
|61.68
|[[Barre station)|Barre]]
|Before December 19, 1887
|July 27, 1928
|January 30, 1939
|Day
|RE
|Agency discontinued 
|-
|
|[[Barre Junction]]
|1933
|None
|January 30, 1939
|N/A
|N/A
|No station<br>Connection with the [[Ware River Railroad|Ware River Branch]] ([[Boston and Albany Railroad|B&A]])
|-
|63.46
|[[Barre Plains station|Barre Plains]]
|Before December 19, 1887
|January 31, 1940
|1933
|Day
|BS
|
|-
|[[Hardwick, Massachusetts|Hardwick]]
|65.85
|[[Wheelwright station|Wheelwright]]
|Before December 19, 1887
|April 11, 1935
|April 1974
|Day
|RW
|Hardwick prior to 1894<br>Passenger agency discontinued <br>Freight agency discontinued 1973
|-
|[[New Braintree, Massachusetts|New Braintree]]
|66.77
|[[New Braintree station|New Braintree]]
|Before December 19, 1887
|1918
|Before April 1974
|Day
|Z
|
|-
|rowspan=2|[[Hardwick, Massachusetts|Hardwick]]
|
|[[Creamery Junction|Creamery]]
|1933
|None
|April 1974
|N/A
|N/A
|No station<br>Connection with the Ware River Branch (B&A)
|-
|70.57
|[[Gilbertville station|Gilbertville]]
|Before December 19, 1887
|Assumed by B&A October 1, 1939
|1938
|Day
|GR
|Station intact and houses a pizza shop
|-
|rowspan=2|[[Ware, Massachusetts|Ware]]
|74.91
|[[Ware station (Boston and Maine Railroad)|Ware]]
|June 27, 1887
|Joint with B&A
|1975
|Continuous
|AR
|Ware Union Station jointly operated with the B&A
|-
|
|[[Forest Lake Junction]]
|1932
|None
|1975
|N/A
|N/A
|No station<br>Connection with the Ware River Branch (B&A)
|-
|rowspan=3|[[Palmer, Massachusetts|Palmer]]
|
|[[Hampden Junction]]
|1913
|None
|1913
|N/A
|N/A
|No station<br>Connection with the [[Hampden Railroad]]
|-
|79.14
|[[Gates Siding]]
|1887
|None
|1975
|N/A
|N/A
|No station
|-
|82.58
|[[Bondsville station|Bondsville]]
|Before December 19, 1887
|Also served Wheelwright beginning in 1960s, closed September 28, 1973
|August 1979
|Day
|BV
|Station demolished in 1980 as part of a [[fire department]] training exercise
|-
|rowspan=3|[[Belchertown, Massachusetts|Belchertown]]
|87.18
|[[Canal Junction]]
|1931
|None
|August 1979
|N/A
|N/A
|No station<br>Connection with the [[New London Northern Railroad|Southern Division]] ([[Central Vermont Railway|CV]])
|-
|87.90
|[[Belchertown station|Belchertown]]
|Before December 19, 1887
|Joint with CV
|1931
|Day
|BN
|
|-
|92.47
|[[Pansy Park station|Pansy Park]]
|Before 1890
|1913
|1931
|N/A
|N/A
|
|-
|rowspan=2|[[Amherst, Massachusetts|Amherst]]
|94.80
|[[Norwottuck station|Norwottuck]]
|Before December 19, 1887
|
|May 26, 1924
|Day
|RS
|South Amherst before 1910<br>Dwight between 1910 and 1912<br>Norwottuck Junction built in 1931, connected with Southern Division
|-
|97.29
|[[Amherst station (Boston and Maine Railroad)|Amherst]]
|Before December 19, 1887
|April 24, 1938
|November 1979
|Day
|MH
|Station and freight sheds now used by Amherst Farmer's Supply
|-
|rowspan=2|[[Hadley, Massachusetts|Hadley]]
|99.41
|[[East Hadley station|East Hadley]]
|1896
|
|April 23, 1932
|N/A
|N/A
|
|-
|101.60
|[[Hadley station)|Hadley]]
|Before December 19, 1887
|
|March 25, 1955
|Day
|HY
|Ticket sales discontinued October 18, 1928<br>Freight house remains intact<br>Water tower remains, now municipal water supply{{citation needed|date=July 2016}}
|-
|rowspan=2|[[Northampton, Massachusetts|Northampton]]
|103.64
|[[N. O. Tower]]
|Before December 19, 1887
|None
|November 1950
|Continuous
|NO
|Connection with the [[Connecticut River Railroad|Connecticut River Division main line]]
|-
|104.67
|[[Union Station (Northampton, Massachusetts)|Northampton]]
|1897
|
|
|Day
|NA/ NR
|Located on the Connecticut River Division main line<br>Station intact and houses several restaurants<br>Passenger service from the Central Massachusetts Branch discontinued April 23, 1932<br>All Central Massachusetts Branch operations discontinued November 1979
|}


== See also ==
{{Portal|Railways}}
* [[CSX Transportation]]
* [[Norfolk Southern Railway]]
* [[Grand Trunk Railway]]
* [[Canadian National Railway]]

==References==
{{Reflist|30em}}

==External links==
{{Attached KML}}
{{Commons category}}
* [http://www.bmrrhs.org/ The Boston and Maine Railroad Historical Society]
* [http://www.masscentralrailtrail.org/ The Mass Central Rail Trail]
* [https://web.archive.org/web/20051025065933/http://www.pathfriends.org/ The Boston end of the Mass Central Rail Trail]
* [http://www.mass.gov/eea/agencies/dcr/massparks/region-west/norwottuck-rail-trail.html/ The Norwottuck Rail Trail]
* [http://www.abandonedrails.com/central-massachusetts-railroad Interactive map of the Central Massachusetts Railroad]

{{Massachusetts Bay Transportation Authority}}

{{DEFAULTSORT:Central Massachusetts Railroad}}
[[Category:Defunct Massachusetts railroads]]
[[Category:History of Hampshire County, Massachusetts]]
[[Category:MBTA Commuter Rail]]
[[Category:Predecessors of the Boston and Maine Railroad]]
[[Category:Rail trails in Massachusetts]]
[[Category:Railway companies disestablished in 1902]]
[[Category:Railway companies established in 1883]]
[[Category:1971 disestablishments in Massachusetts]]