What I've done covers the Eastern Route to Portsmouth pretty well, and the Western Route up to the Berwicks. I know the NH division to Lowell well enough that it will get entered at some point, but I've only ridden the Fitchburg on fan trips long ago, and the Conn River only at night on Amtrak.
If anyone else has been making notes on lines I don't cover, I'd be happy to add them, with credit, so we all can find info when we need it.
Originally the Eastern RR, this line followed the coast in Massachusetts and New Hampshire, but was routed well inland in Maine due to early laws intended to protect coastwise ship traffic. The single-track line in Maine was abandoned just after WWII, when CTC was installed on the double-track former B&M line to the east. The through route from Portsmouth to North Berwick was abandoned in October 1952, but in prior years it carried between 25% and 30% of the Boston-Portland passenger schedules.
Because of tight clearances in the old Salem Tunnel, the line hadn't carried much through freight since before WWII, when boxcars started to get larger. The tunnel was enlarged in 1957, as part of the project that eliminated the downtown grade crossings and replaced the station, but too late.
Passenger service was cut back to Newburyport in January 1965, whereupon the Merrimac River drawbridge East of the station was taken out of service, with local freights working each end separately. Passenger service was cut back to Ipswich in 1976, and freight service beyond Salem ended when the Beverly bridge burned in 1983. The MBTA re-instituted service to Newburyport in October 1998, after a major re-building that included replacing the bridges north of Ipswitch.
Major theme elements are salt-marsh crossings (including the B&M's longest straightaway, about 8 miles through Rowley, MA) and drawbridges over harbors and river estuaries. Before WWII, three of the four on-line draws were pile trestles with swing or bascule draw spans. The Merrimack River in Newburyport still has an interesting deck truss originally built as pin-connected and then strengthened with plate trusses along the track centerlines (sketch and brief discussion in Paul Mallery's bridge book). The Piscataqua pile trestle in Portsmouth collapsed under a train in 1939, pulled down by cables rigged from the highway bridge under construction alongside it. This lift bridge was finished in 1940, and still has tracks on its lower level, underneath the US 1 bypass. However, they only carry traffic to the Navy Yard in Kittery.
Conventions are: East is towards Portland, Right is towards the Atlantic, Diverge is facing point going East.
Everett: Mystic River bridge (Draw 7): pile trestle with 3-track folding/swinging drawspan (mentioned in Paul Mallery's bridge book, good photo coverage on-line via the Library of Congress). Two spans failed one by one after about 1970, leaving it single-track for perhaps 10 years before it was replaced with a prestressed concrete high-level bridge about 1990. Boston & Albany "Grand Junction Branch" to East Boston parallel on RH side. 0.5 mi beyond, Monsanto Chemical plant on L (now shopping center), MTA/MBTA Everett shops on RH, Charleston Chew candy plant next on RH. 2-track Saugus Branch diverges LH before Rt. 16 overpass.
Chelsea: B&A line parallel on R, RoW 4-6 tracks wide. Post-war produce terminal on R, served mostly by NYC/PC/CR in the years I remember it, received 100+ reefers/day into the early 1980s. Many light industries on both sides of RoW, area on R devastated by fire in 1973?. 5-track public delivery area on LH W. of Rt. 1 overpass, Post-1988 Chelsea station between Rt. 1 and Broadway, B&A line diverged RH E of Broadway overpass. Small yard w/assigned switcher (Chelsea Goat W. of Eastern Ave. grade crossing
Revere: Trestle over branch of Chelsea Creek E of large brick Forbes Lithograph complex on RH, former Eastern RR main to East Boston converges RH, serves many oil terminals along Creek. Long straight fill from Rt. 1A overpass across Saugus marshes, trestle with bascule drawspan over Saugus River.
Lynn: G.E. River Works (jet engines, turbines and generators, several GE-owned 44-ton plant switchers into the 1970s) on river bank, with a middle track and outside running tracks which served the big plants on both sides of the main. River Works station at grade crossing, was not in timetable prior to MBTA era but scheduled stops were indicated by a timetable note. Small yard on LH adjoining and other Lynn industries between GE and the elevated RoW of the 2-track Saugus loop converging on LH. West Lynn station on L and West Lynn Creamery on RH along elevated 4 track RoW, several elevated spurs into 2nd storey of industrial buildings, 2 track spur to plastics plant on RH (tank-hoppers of pellets). New Lynn station W of Central Square, old Lynn Station was E beneath elevated platforms w/umbrella sheds. Engine terminal (60' turntable, no coaling facility in 1937) was on RH just E of the station, closed early 1950s. New Haven-style concrete signal tower opposite. From there 4 track RoW continued in cuts and fills through closed East Lynn station past Durkee-Mower plant on LH (tanks of corn syrup for Marshmallow Fluff) almost to Swampscott.
Swampscott: 6-storey pillastered factory on RH, coal trestle on LH West of station (station still extant, in good repair). Marblehead Br. diverged RH just E of station, large lumber yard on LH beyond curve. 3/4 mi. E, lead to Lynn Sand & Stone diverged LH. This generated 30+ cars/day of aggregate and fill traffic to Boston points into the early 1970s, had its own center-cab switcher.
Salem: Castle Hill was the name of the crossover at W end of yard lead (cut back 1990s), Salem Branch from Marblehead converged RH at throat of freight yard W of town; pre-1955 station was a unique building with a granite castellated facade facing the single track tunnel and a wood/steel 2-track trainshed extending W. Old station demolished as part of new tunnel project; 1957 replacement station was in a cut at W end of new tunnel, supplanted about 1990 by a third station E of tunnel on site of former engine house. The original tunnel was stone lined, with grade crossings at each end. Engine house lead and line to Peabody diverged LH at E portal, brick Salem Tower inside wye (extant). New concrete tunnel was still single track, but moved wye switch under a road overpass. Roundhouse (60' TT, 275 ton wood coal tower) closed before reconstruction ended. West leg of the Peabody wye sacrificed for new station in early 1990s. Parker Bros. plant was opposite current station, demolished mid-1990s. Short branch to harborfront and power plant (Salem Willows) diverged RH just beyond Northey Point, resumption of double track.
Beverly: Pile trestle crossing Salem Harbor, steel swing span. Trestle burned 1984, replaced w/concrete trestle. E of river, switchback to in-street industrial track converging RH from across Cabot St. along North bank of river from Gulf Oil terminal. Station on LH, converted to restaurant early 1960s. East of station, double track Rockport Branch diverges RH, small yard on LH, with 75' turntable in steam era, where commuter trains changed ends. Far end of yard lead extended into huge United Shoe Machinery complex on L.
North Beverly: Station stood into 1980s when it burned, team track on R E of station. End of double track 1/2 mi. E after 1959, short upgrade through golf course.
Hamilton/Wenham: Essex Branch (abandoned 19-Dec-1942) diverged RH at station. Old station demolished 1960s, small freight station remained as taxi office into 1980s. 70' turntable on RH West of station. Lumber yard on LH East of station had two spurs with a diamond where they crossed.
Ipswich: 80 car CTC siding E of Ipswich River bridge after 1959, former location of EB and WB sidings along double track. Original station on sharp LH curve, demolished in late 50s, replaced with liquor store, cafe and steel panel tower for gateman. All these buildings were replaced in the 1980s by the bank now on site. New platform built W of grade crossing mid-1980s. Several coal and lumber spurs: two on L along siding, one on each side E of old station.
Rowley: through/deck girder bridge over Rowley River, station W of grade crossing 600 yd. E of bridge. Station burned 1969, plan in January 1975 Model Railroader. Team track E. of station on LH with freight house (demolished circa 1959, site of new high-level platform and parking lot). Rt. 1A overpass E of station in two segments - older concrete arch to E, later columns supporting span girders to W.
Newburyport: Newburyport West at Hanover St. crossing, was resumption of double track 1959 - 1964, abutment of trolley overpass on R just E (fill approach removed 1999). City RR (2 mi. branch serving riverfront industries, no customers by 1969) diverged R. Used occasionally for storage until late 1970s, now site of new passenger train storage yard. E. of US 1 overpass, Georgetown Sand & Gravel (incoming cement) plant on R (main parking lot of new station), Newburyport Branch (built as Newburyport RR in 1870s) from Georgetown converged from L, crossed at diamond until 1941, 3/4 mi. spur to Pond St. freight house (old Newburyport RR station) diverges R, removed 1955. Team track w/loading platform on stub of spur used into 1970s. After Parker St. crossing, Owens-Illinois (post-1955, inbound tank-hoppers of plastic pellets, outbound boxcars of blow-molded bottles) on L, bakery (postwar, inbound covered hoppers of flour, converted to machine shop circa 1965) on R, Route 1 parallel on R. 5-track Low St overpass (only 2 used post WWII, removed circa 1985). Roundhouse (60' turntable, standpipe w/o tank) on R, signal tower on L (both closed circa 1941) W. of High St. underpass. Original station E of Washington St (burned circa 1966). Fill beyond station to bridge (end of double track 1939 - 1964): Merrimack River bridge: 7 span double track deck truss, deck truss swing span, WB track removed 1930s, out of service 1965.
Salisbury (MP 39.32): Stone arch carries road under bridge approach, fills across marsh, station on L, short runaround opposite just W of former MA 110 overpass, Amesbury branch diverged L E of overpass. No freight customers post-WWII. Girder bridge over US 1 to E removed 2002.
Seabrook (MP 42.66): Station at MP 41.47 (by Rt. 286, I think) timetabled as Atlantic, but only a few trains made flag stops by 1958. Little freight activity except during nuclear reactor construction (1974 - 1984) much inbound freight.
Hampton Falls: Freight station on LH at edge of Hampton River marsh crossing, no passenger trains stopped by the 1950s.
Hampton/North Hampton: 2-mile siding post-1939. Both stations still stand, Hampton as motorcycle dealership W of NH 27 overpass, No. Hampton apparently residence W of NH 111 overpass. HO scale kit of North Hampton station was offered by Sheepscott. Plastic plant and lumber yard in Hampton are last industries currently served from Portsmouth.
Portsmouth (mp 56.91): Line from Manchester & Rockingham Jct. converges LH at Emery (MP 55.98). Double track to Portsmouth into 1960s. Yard & roundhouse with 70' turntable on L W of station, roundhouse extant, but partly collapsed. Station (R) survived into 1990s heavily modified, as a business. Sharp LH curve E of station, pass marine industries, main curves RH onto lift bridge, former line to Dover continues straight along fill across cove. Dover line was severed at Dover Point draw in 1930s, presently active into Newington serving industries. Two 50,000 gal. water tanks listed in 1937.
Kittery: Compact station on LH, downstream and below US 1 approaches to lift bridge, demolished after abandonment of line to No. Berwick in 1952. Navy Yard branch diverges R along water, main ducked LH under highway, overpasses still extant, RoW now ME Route 236 through Eliot.
Double track to Gloucester (MP 31.59), cut back about 1960 to Wilson (MP 31.25), a spring switch interlocking at the Annisquam River draw, due to water problems in the cut W. of Gloucester. Drawings of the Pride's Crossing (MP 22.17) depot were in the October 1958 Model Railroader. Bascule drawspans at Manchester and over Annisquam River. The November 1980 Model Railroader contains plans and a construction article for the Annisquam draw. By 1970, only significant industry was Gorton Fish plant E of Gloucester station on RH side at sharp LH curve. Until the end of steam on the branch, there was a John Armstrong-style "reverted loop" at Rockport, with its switchpoints facing the stub station, on the RH side. Engines would cut off their trains, back around the loop, and couple up again for the return to Boston. Rockport was also the site of a pillar crane at the team track, and the last semaphore signal on the B&M - survived into the 1970s.
Two branches entered Marblehead - one from Swampscott, that carried commuters to Boston, but little freight, and one from Salem that served industries and carried mostly deadhead passenger moves between Marblehead and the coach yard and roundhouse at Salem. The line from Swampscott was abandoned right after passenger service ended in 1959. See both R.W. Jones and Plant & Plant for extensive photos of the last days of steam on this line. The Salem branch was pruned back in several stages, but wasn't actually torn up until the 1980s.
3.8 mi. branch, abandoned 1968. Amesbury was a busy mill-town, built and shipped carriages & wagons, then later trolley cars and complete auto bodies via rail. Automotive industries major shippers into 1950s, then moved/declined. Little passenger service after WWI era, due to trolley/bus competition. Small engine terminal (60' turntable) remained open after Newburyport closed, I believe that into the late 1950s operations included the 44-ton switcher running down to Newburyport to work industries there and exchange cars with the main-line local. Salisbury Point station moved off site, preserved, Amesbury station still extant as business. HO kit of Salisbury Point available from B.E.S.T.
Pre-1952: Some through passenger trains to Bangor, semi-expresses to Portland, commuter service to Portsmouth, Rockport, Danvers/Topsfield, Marblehead (often via Saugus Branch to Lynn). Short turn points for commuter trains were Lynn (mostly Saugus Branch trains) Salem, Beverly, Hamilton-Wenham and Newburyport. Post-WWII freight service provided by a main-line local Boston - Portsmouth and haulers (one known as the "Camel") Boston to Salem, adding and dropping at Lynn and possibly Chelsea. Locals from Salem to Rockport and Danvers/Topsfield. "High car" local Boston - Wakefield - Northey Point to bypass Salem tunnel.
As of 1937, all B&M steam locomotives classes could work between Boston and Lynn. H-3 0-8-0s and T-1 2-8-4s were allowed between Lynn and Salem yard. The largest engines that could work through the Salem tunnel and beyond to North Berwick were K-8 2-8-0s and P-3 4-6-2s. The tunnel clearances were close, and the pile trestles at Beverly and Portsmouth probably restricted engine weights as well; the latter would have disappeared after the lift bridge was completed in 1940, but because of another feeble bridge in Greenland, NH on the line from Rockingham Junction, the restrictions were never worth updating.
In 1952, through passenger service to Portland ended and the track from Kittery to North Berwick was abandoned. The Salem roundhouse was one of the last to serve steam, which persisted on commuter runs until Summer of 1956. In 1957, the new tunnel ended the need for a special "high car" local, but many industries remained active in Peabody and Danvers, and the complex of branches between Salem and Wakefield Jct. was served from both ends. Passenger service ended on the Saugus Branch in May 1958, the Marblehead Branch in June 1959 and the Danvers Branch also in 1959.
Passenger service beyond Newburyport to Portsmouth ended in December 1964 and the Merrimack River drawspan was taken out of service. Thereafter, a local worked West from Portsmouth to Hampton and Amesbury, while symbol B-21 worked as a hauler Boston - Salem, and then ran to Newburyport Wed/Sat, Rockport Tue/Fri and Danvers/Topsfield Mon/Thu. After the East Somerville yard finally shut down except for local destinations about 1980, train SAED/EDSA brought in cars from East Deerfield via Lowell.
This is the part of the B&M I'm personally most familiar with, and I hope to be able to come up with a good plan. I want to model Newburyport, with the City RR branch, but probably after the Georgetown line and the towers, roundhouse and yard were removed. My space pushes me in the direction of modeling two of the draw spans, and I have some designs for a Salem that would certainly make the Salem Towerman's job a hot spot, with engine terminal and coach yard East of the single-track tunnel, and the freight yard and passenger station to the West. I'm hung up on length of main line, and number of passenger stops - my preference is for more than three, but I don't have the height for a multi-level, and I don't yet see how to do a twice-around in my area.
The branchline modeler has possibilities in the Essex Branch (very relaxed, mostly passenger service in later days) and the Amesbury Branch (mostly freight after the streetcars took all the passengers before WWI, but interesting freight - carriages and streetcars, later automobile bodies).
Immediately after WWII, both lines were high-capacity, high-speed track with heavy passenger and freight service. Speed limits were 70 MPH except for sharp curves and through busy stations. The Western Division was double track from Sullivan Sq. in Charlestown to P.T. Tower 1 west of Rigby Yard in Portland. The New Hampshire Division was double track to Concord NH, where the passenger service divided to reach Plymouth and Woodsville on the former Boston, Concord & Montreal, and White River Jct. via the former Northern RR.
The original Boston & Maine RR ran from Boston to North Berwick, ME via Haverhill and Dover. After the Eastern acquired the Portland, Saco & Portsmouth, the B&M built its own line through Kennebunk and Old Orchard. The old PS&P remained in service as a single track bypass route for freight and through passenger (it missed most of the timetable passenger stations) until 1945, when the B&M route got bi-directional CTC.
The New Hampshire Division main was originally built by the Boston & Lowell, Nashua & Lowell, and Concord RRs. I'm treating the two divisions together because 1) the mill towns they served were quite similar in industry and architecture, and 2) both lines were more or less water level and double-tracked, with lots of B&M branches, but no other RR presence (except the New Haven at Lowell).
Medford Jct.: Mystic River bridge: pile trestle with 4-track folding/swinging drawspan (Draw 8), replaced with concrete high-level bridge when MBTA Orange Line extended parallel to B&M in 1977. Industrial area E of bridge, stub of branch to Medford Sq. diverges L.
Malden: Though not a stop after late 1950s, B&M Station still stands, has been a restaurant. Grade crossing elimination pre-dates new Orange Line rapid transit construction (1974 - 1977). Industries served by steep ramps on R West of station. Intended 3rd Orange Line track continues to be used by Reading/Haverhill commuter service, with all trains stopping at Malden's high-leve platform. A RR-accessible high-level platform exists at Oak Grove, but it is only used in emergencies.
Wyoming: Since 1977, begin double track W. of station, in industrial area. Crossing tender at station into 1960s.
Melrose: (now Cedar Park). E. of station, fill, through girder road overpass, cut through rocky outcrop, concrete arch overbridge.
Wakefield: Greenwood Station has crossings at both ends, still tended in 2009, then along E. bank of Crystal Lake (reservoir). Newburyport Branch (cut back to Topsfield in 1940) diverges RH at Wakefield Jct. )station was located between diverging lines). Industrial area, then Wakefield Sta. (crossings at both ends, still standing, occupied by bank). E. of station, through wetland area, 60 car center siding under Rt. 128, propane distributor on RH. Wakefield Center station (on branch) still stands, as a restaurant.
Reading: end of double track and signal territory W of station (Ash Street) after Portland passenger service re-routed to the Wildcat in 1959, station still standing (restaurant). 0.5 mi. E, Reading Highlands station, with commuter yard, engine terminal with 60' turntable, roundhouse, 50,000 gal. wood water tank on LH of main (no coal facilities as of 1937). Reading Highlands engine terminal, coach yard and station closed at end of steam, site now condos.
Wilmington Jct.: Single-track Wildcat (original B&M when it initially reached Boston via the Boston & Lowell)q from Wilmington (NH Division) converges LH. Before 1959 crossovers, bi-directional CTC from here to Lowell Jct. Remnant roadbed of the Salem & Lowell, which crossed here till about 1930, can be found in the woods. Industries E. of junction, chemical plant on LH, warehouses on RH still active into 1990s.
Lowell Jct.: Stony Brook Branch from Lowell enters via wye from LH. N and E legs of wye double track pre-1960. Combination station/tower building at Boston corner of wye till 1961, plan in Vol 17 #2 Bulletin. Ceased to be a stop for remaining passenger trains when station demolished. W. of station, fill and bridge over Shawsheen River. EB track from here almost to Shawsheen Village removed circa 1976.
Ballardvale: team track, small passenger shelter opposite current passenger platform, small mill complex on RH., large 1990s condo complex.
Andover: Brick mill complex on LH West of station, stone Richardson-esque station on RH (mpw a restaurant, platform sheds demolished late 1980s). Plans fot freight house on LH East of old station (site of current platform) in July 1993 Mainline Modeler.
Shawsheen Village: stone station on L just E. of road underpass, still standing, not restored as a stop when passenger service returned in 1980s. 8 story concrete pillastered mill complex on L with spurs, coal pocket E. of station. Fill across Shawsheen valley to South Lawrence, I-495 overpass after about 1965. EB track from W of station to Andover St. in Lawrence retained as freight lead after 1976.
Lawrence: engine terminal (roundhouse extant into 1990s as warehouse) on RH, 2 yard tracks to R of main. Skewed through truss road overbridge, deep rock cut with foot overpass at W. throat of yard - double-ended yard w/freight house (RDC layover point 1965 - 1974) at E end, mill complex along RH edge, busy grade crossing w/tender into mid-1970s at E. throat (Andover St). Lawrence Tower (demolished about 1973) on LH at point where industrial spur (former Southern Div. track from Lowell) converges LH. At tower, double track resumes post-1976, long sidings on either side of main began, ran to Shawsheen River bridge at North Andover line. Manchester & Lawrence branch diverges in wye on LH to cross Merrimack River on deck truss, main curves RH sharply (45 MPH). Brick 1930s passenger station on L (was bakery, now empty), with 2 mail/express loading spurs (short steel umbrella sheds demolished 1990s). Long umbrella shed on center platform, access originally via underpass, stair from street remains at W. end. Past old station, industries on either side, new station/garage on LH past Union St. overbridge. Large brick mill complex 1/2 block L along Merrimack River with various spurs (inactive since 1980s).
No. Andover: Machine Shop branch (cut back from Danvers in 1930s) diverges RH just W of station, climbs sharply and passes behind station (lawnmower shop, heavily modified). Line follows Merrimack River (on LH) closely for 2 mi., speed restricted to 60 MPH, cuts inland past large Western Electric plant on RH, climbs to Ward Hill (W of Rt. 125 connector overbridge). Plastic pellets still unloaded at plant on RH in Noprth Andover in 2010.
Bradford: Main descends E from Ward Hill on fill, parallels river, small yard, 1956 - 1990 site of corrugated metal freight house and cement plant on LH (now site of MBTA station and layover yard), Bradford Station on LH (now laundromat), former line to Georgetown diverges RH as main climbs, turns sharply L to cross Merrimack River on steel bridge: track-height stone piers, 3 hanging deck truss spans, 1 through truss span.
Haverhill: Deck and through girder bridge approach W of station. 2-storey station at street level on RH in Railroad Sq. demolished about 1960. Platforms elevated, entrance via tunnel and stairs at W end from street at underpass. Parts of slate-roofed wooden platform sheds remained into 1990. New station parking lot on site of "island track" behind WB platform and coal/lumber spur to LH. Line continues elevated to W end of yard (now CP Hall). Five coal trestles along elevated portion between station and freight house. On LH at yard, 8-stall engine house and 60' turntable. The plans in September 1980 Model Railroader show a coal trestle, not listed in the B&MRRHS reprint 1937 Characteristics Charts . Two tanks, 50,000 and 60,000 gallons are listed; one was wood, 20' dia. beside the roundhouse. The MR yard track plan also has some errors - compare it with the photos. The upgrade to the W indicated on the plan is the approach to the grade separation through the station. The freight house is still extant on RH below main just E of last road overpass. East of engine house, yard ends at Little River bridge, in undeveloped area.
Plaistow: Large woodworking plant formerly on LH W of NH Rt. 121A grade crossing. End of double track after about 1970. Station on LH (still standing) E of crossing.
Newton Jct: pre-1960, 100 car sidings on either side of double track main, Merrimack branch (abandoned 1960s) diverges R in wye.
Powwow River: cross lake on fill, flagstop signal mast on RH. Spur (occupied by privately-owned wood former B&M caboose in 1960s) on L, NH 107A overpass to E.
East Kingston: Freight house on L (destroyed 1980s), 2 storey frame station/residence (extant, maintained as museum) on RH West of NH 107 crossing.
Exeter: Wood and brick mill complexes on R, Downeaster station on R, stone B&M station (extant) on R, overpass, descends to parallel Squamscott River (tidal marshes) on R.
Newfields: siding pre-1960, post-war industry, main turns L away from Squamscott River. Post-1970, mid-point of controlled siding ending at Rockingham Jct. to East.
Rockingham Jct.: Manchester - Portsmouth branch crossed on diamond until abandoned Manchester - Rockingham in late 1970s. SE wye tight, SW wye broader, included runaround. Station in NW quadrant (extant, recently rebuilt), 100,000 gal. steel water tank (footings extant) E of it on L, freight house in SE quadrant, served from EB main, destroyed post-2000. End of double track W of wye switches mid 1960s to 1970. Plan of station in September 1957 Model Railroader , HO kits of station and freight house available from B.E.S.T.
Newmarket: Lift-up crossing barrier in service at NH 108 grade crossing into 1950s. Station still standing. Long spur from mill buildings by river converges R E of station.
Durham: Station still standing E of road overpass, in use by Downeaster. Rotating flag stop signal still largely intact.
Madbury: Large gravel pit active into 1970s
Dover: Dover Arch - 100 foot tunnel through a ridge with a street passing over (end of double track 1957 - 1960s), downgrade into Cocheco River valley, cross on steel deck truss. On E bank, stubs of former Cocheco RR converge R and L, final passenger station (1 storey yellow brick, flat roof, built late 1950s) on R until replaced by new station for Downeaster. Earlier station (3 storey brick division HQ) was on R between grade crossings just E. Photos, track/signal diagram in February 1965 Model Railroader. Through truss over road (begin double track post 1957), yard on both sides. Office, freight house on L, engine terminal on R closed circa 1982, roundhouse still extant (85' turntable, wood coal tower, two 50,000 gal. wood tanks) at E end, against embankment for road overpass.
Rollinsford: After 1960, end of double track from Dover, wye (power switches) to N. Conway branch on LH, deck truss over Salmon Falls River to E.
So. Berwick: Deck truss over Salmon Falls River. East of town, former Eastern RR roadbed from Kittery parallels B&M 100-400 yards on RH to No. Berwick.
No. Berwick: Eastern RR from Kittery (abandoned 1952) converges RH. 100,000 gal. tank in steam era. Station on RH side still extant. East of station, Eastern RR to Biddeford (abandoned 1945) continued straight, B&M swings RH towards Wells and coast.
Wells:
Kennebunk: 50,000 gal. tank.
Biddeford: 50 ton coal bin, hand shoveled. One-stall enginehouse for the switcher (a GE 44-tonner after WWII) survived into the 1970s.
Saco: water standpipe, no tank
Old Orchard: track runs 1 block W of main drag along beach w/many cottages, businesses, amusement park.
Portland Terminal Tower 1: End of B&M track at W end of Rigby Yard. Clapboard tower discontinued in 1950s.
The former Newburyport Branch Railway was built from Wakefield Junction on the then B&M through Lynnfield, West Peabody, Danvers, Topsfield, Georgetown, Byfield (Newbury) to Newburyport, to compete with the Eastern RR. Sortly afterward, a line was built from Georgetown to Bradford station in Haverhill, MA. By 1890, it had junctions with the South Reading branch to Peabody in Wakefield, the Salem & Lowell from Peabody at West Peabody, and the Danvers Branch (also from Peabody) at Danvers.
In 1941, the track was abandoned from Topsfield to Newburyport and cut back to serve only the paper mill in Haverhill from Bradford. Passenger service to Topsfield lasted till 1950, when it was cut back to Danvers, then in 1959 to a short turn at Wakefield Center that only lasted a couple more years. The line from Danvers to Topsfield was abandoned about 1970, as was the remnant of the Salem & Lowell from Peabody to South Middleton. The remainder continued to have some local freight traffic into the late 1990s.
From the mid-1930s to 1957, the segment from Wakefield to West Peabody was used by the High Car Job, which handled cars too big to fit through the Salem Tunnel. It then used the Salem Branch (former Salem & Lowell) to Peabody and the small yard at Northey Point in Salem. A manual interlocking remained in service at the West Peabody diamond into the 1960s (I saw the plant used for an RRE fan trip in 1968, though it had been removed from the Employee's TT by 1966).
The RoW is visible at many places; the segments from Newburyport to Danvers and Haverhill are maintained for vehicle access to power lines. From Danvers to Wakefield is heavily overgrown, though the RoW is quite visible at its bridge over Rt. 114 and the grade crossing with US 1 in Peabody.
Mystic Junction: Summit of Yard 7 and Yard 8 humps, receiving yard converges LH. 4 tracks under Rt. 28 overpass, into cut.
Somerville Junction: Hill Crossing Freight Cutoff (originally Lexington Branch) diverges LH. Many industries on either side of tracks here to Medford.
Medford Hillside: Not a station in the 1950s, but after the MBTA bought the RoW and equipment, for a number of years some trains stopped at College Ave. Large industries (Stone Container plant and others) on LH approaching Alewife Brook Parkway. Concrete arches over parkway, brook.
West Medford: Grade crossings for local street, Route 60. Station formerly on LH, center siding ran considerable distance towards Wedgemere.
Winchester (MP 7.82): Tracks elevated circa 1954 through Wedgemere (MP 7.34) past Winchester and some distance towards Woburn and Montvale. Elevated stations, Winchester tower on LH. Crossovers and Woburn Loop diverged LH. Bi-directional double track from here to Wilmington post-WWII. Small yard for switching industries on LH before Cross St. underpass. Larger yard on LH at Montvale (Stoneham Branch diverges RH).
Wilmington (MP 15.20): Present Mishawum station on LH by Rt. 128 overpass, crosses marshy area with a number of large industries in South Wilmington. Present Anderson station on site of chemical plant. Woburn Loop converges LH at North Woburn Jct. (MP 13.97). Pre-1990, three signalled tracks to Wilmington, station on RH. Rightmost track diverges to Wildcat line to Western Route at Wilmington Jct. Yard, office, site of coach yard and engine house in angle between the lines. Large industry on LH.
North Billerica (MP 21.79): At East Billerica (MP 19.22) lead to Billerica Shops complex diverges LH. With remnant of former Bedford - Billerica line to North Billerica, formed a wye which remained in service into the 1970s. Branch converges LH, ran parallel to main for several hundred yards through station area/; Station on LH N of road overpass. Post-WWII industrial park on either side of main here almost to Lowell, but no large customers that I know of.
Lowell (MP 25.55): Yard lead began on RH well S. of I-495 overpass. Bridge over Nashua River is stone arch (possibly Boston & Lowell vintage) for main on LH, pile trestle for yard tracks on RH. Southerly yard mostly disused since 1970s. Bleachery (MP 24.66) yard on LH approaching junction with double-track Stoney Brook Branch from Lowell Jct. Yard office, RIP track and engine service on N. side of Stoney Brook. Long industrial spur into Lowell mill buildings diverges by office. N. of junction, abutment remained from former competing line to Lawrence, with steep curving ramp Left and up from NH Div. main line to access industries. Lowell Tower on LH at wye where New Haven line from Framingham enters. Yard continues on RH under Lowell Connector, tracks used for mainline pickups/setoffs. Lowell station (2 platforms, 4 tracks), late 1950s McGinnis station on RH. Old station located N. of cut where industrial spur to mills downtown diverges RH. Main turns sharply LH towards Middlesex and North Chelmsford.
Middlesex: Engine terminal and coach yard located south of the main line tracks, abandoned at the end of locomotive-hauled passenger service to Lowell.
North Chelmsford: Stony Brook branch wye on LH.
Tyngsboro:
Nashua:
Manchester:
Hooksett:
Concord: Bow Jct.
Maintained by
James B. VanBokkelen (jbvbRemove_This@ttlc.net) .