Haverhill Line

Haverhill Line
Company type	Commuter rail service
Industry	Public transportation
Predecessor	Boston and Maine Railroad (Western Route)
Founded	1964
Area served	Boston metropolitan area, Massachusetts
Owner	Massachusetts Bay Transportation Authority (MBTA)
Parent	MBTA Commuter Rail

The Haverhill Line—previously known as the Haverhill/Reading Line—is a segment of the MBTA Commuter Rail network that extends northward from downtown Boston, Massachusetts to Haverhill. This service operates along the Western Route, originally part of the Boston and Maine Railroad, which continues north to Portland, Maine. However, since 1967, MBTA commuter operations have not extended beyond the Massachusetts state line.

Initial Service Reductions

Prior to 1959, commuter trains operated by the Boston and Maine Railroad (B&M) ran along its Western Route connecting Boston with Reading and Haverhill. That year, passenger service between Reading and Wilmington Junction was discontinued in favor of freight-only operations; consequently, Haverhill commuter trains and intercity routes from New Hampshire and Maine were redirected via the Wildcat Branch and the lower segment of the Lowell Line. The Wildcat Branch supplanted part of the original mainline route. The MBTA was established in August 1964 to unify Boston’s transit services and provide financial support for suburban commuter rail. By December 1964, the MBTA entered into an agreement to subsidize B&M commuter operations within its funding boundaries; however, areas north of Reading along the Western Route fell outside this jurisdiction.

On January 4, 1965, B&M terminated most interstate train services, retaining only a single Boston–Dover round trip north of Haverhill. Shortly thereafter, on January 18, 1965, nearly all remaining intrastate services outside the MBTA’s funding area—including Boston–Haverhill trains—were discontinued. This left solely the Dover round trip operating beyond Reading. The Wakefield Junction station was closed during this period. On June 30, 1967, the Dover service was truncated back to Haverhill, with local municipalities outside the MBTA district—namely Haverhill, North Andover, Lawrence, and Andover—providing subsidies to maintain the route. The Salem Street stop was also eliminated at this time.

In September 1973, the MBTA acquired ownership of the Western Route from Somerville to Wilmington Junction with plans to replace Reading Line service by extending the rapid transit Orange Line through the Haymarket North Extension. However, community resistance—particularly from Melrose, Massachusetts, concerned about grade crossing removals—and budget constraints restricted this extension to . Consequently, a single track was preserved for Reading Line trains serving Melrose, Wakefield, and Reading. Pearl Street station in Malden ceased operations on December 27, 1975 following the inauguration of Orange Line’s station; a commuter platform at Malden Center opened on May 1, 1977 but was shuttered in September 1979.

In November 1974, both North Andover and Andover opted not to renew their subsidies; service to North Andover ended on November 15. Prior to this decision, commuters and businesses in Andover had funded continued train operations until April 1975. On April 7 of that year, local voters overwhelmingly supported reimbursing commuters and extending subsidies for an additional year. Despite this support, no further subsidies were provided beyond that period; as a result, three Andover stations—Shawsheen, , and —were closed on April 2, 1976. The final remaining round trip stopping at , , and operated until June 30, 1976. Subsequently, on December 27, 1976, the MBTA purchased all B&M commuter rail equipment and lines—including ownership of the Western Route from Wilmington Junction up to the New Hampshire border.

Restoration

Following reductions in passenger service, the upper segment of the Western Route was designated exclusively for freight operations. In 1978, initiatives commenced to reinstate service to Haverhill, utilizing the Merrimack Valley Regional Transit Authority as a financial intermediary. Regular weekday trains resumed on December 17, 1979, traveling to Haverhill via Reading and stopping at North Wilmington, Ballardvale, Andover, Shawsheen, Lawrence, Bradford, and Haverhill—while bypassing North Andover. Weekend service began on April 27, 1980, during which Shawsheen station was closed. Beginning May 1981, certain Haverhill-bound trains operated via the Wildcat Branch, circumventing North Wilmington.

A fire on January 20, 1984, destroyed wooden trestles near the Charles River Bridge, causing Haverhill/Reading Line trains to terminate at Oak Grove to facilitate transfers to the Orange Line during reconstruction. Once North Station and the drawbridges reopened on April 20, 1985, Oak Grove ceased regular stops; nevertheless, Malden Center’s platform was permanently reopened for transfers—likely influenced by nearby development led by John A. Brennan Jr.

Ridership increased from 2,955 daily passengers in 1991 to 4,970 by 2001. On December 14, 2001, Amtrak introduced its Downeaster service running from Boston to Portland, Maine, utilizing the lower Lowell Line and Wildcat Branch before connecting with the Western Route and stopping at Haverhill. The former Lawrence station was replaced by the new McGovern Transportation Center on December 5, 2005.

Double tracking

The Haverhill Line contains more single-track sections than any other MBTA route due to previous track reductions and removal of double tracks north of Wilmington after 1976. In 2009, plans were proposed to install double track between Reading and Ballardvale. Funding later included $10.2 million from a $51.5 million stimulus grant allocated for double tracking from just north of Ballardvale to Andover Street in Lawrence, alongside $7.2 million dedicated to signal system enhancements. This project aimed to boost capacity along the freight-shared corridor, enhancing reliability and potentially shortening Downeaster travel durations.

Due to spatial limitations, extending double track through Ballardvale station was not pursued; however, plans incorporated a second platform and expanded parking at Andover following the relocation of a municipal vehicle yard. Construction started in April 2010 with an anticipated finish in February 2012 but encountered funding challenges and delays. By late 2013, drainage upgrades were completed—including replacement of a stone wall and culvert at Andover—with partial completion of track work and crossovers and mostly finished signaling systems. The project reached completion around 2017; nonetheless, second platforms at Andover and Ballardvale were not constructed, restricting operational flexibility. As a result, Pan Am Railways frequently utilizes the second track at Andover for staging freight trains.

In 2011, the Northern New England Passenger Rail Authority obtained a $20.8 million federal grant aimed at installing double track from Wilmington Junction to just south of Ballardvale station—primarily benefiting Downeaster services and potentially MBTA trains via the Wildcat Branch. The $26 million endeavor (including a $5.2 million contribution from the MBTA) encompassed installation of approximately 14,100 feet of new double mainline track; reconstruction of interlockings at Wilmington and Lowell Junctions; addition of a maintenance siding at Wilmington Junction; preparation of grade crossings for future Wildcat Branch double tracking; and replacement of five miles of track between Lawrence and Bradford. Work commenced in 2012 and concluded near 2017.

Bridges

Several bridges along the route required extensive restoration work, most notably the twelve-span structure over the Merrimack River connecting Bradford and Haverhill. Initially constructed as a single-track covered bridge in 1839, it was replaced in 1881 by a steel truss bridge accommodating two tracks. Significant alterations included elevating the bridge during a grade crossing elimination initiative in 1904–05 and substituting truss spans in 1919 while retaining the original piers. The northern approach underwent refurbishment in 1928.

In 2008, the MBTA launched a $3 million repair effort; however, speed limits remained tightly restricted—freight trains were limited to , and passenger trains to . A 2010 federal grant request amounting to $110.8 million for full bridge replacement was declined. Nevertheless, in 2011, $10 million from TIGER stimulus funds supported a $43 million rehabilitation project designed to raise passenger train speeds to , freight speeds to , and enhance load capacity to meet current standards.

Early in 2014, the MBTA awarded a $23.9 million contract for the initial phase, with construction scheduled from April 2014 through April 2017. By that time, the total projected expenditure had risen to approximately $100 million. Service disruptions included bus replacements and weekend suspensions during construction periods. The second phase, concentrating on pier repairs, took place between 2016 and 2019, with supplementary scour protection finalized in 2021.

Additionally, two smaller stone arch bridges spanning the Shawsheen River in Andover underwent a $10.9 million reconstruction beginning in September 2012. These historic arches dating back to 1839 were incapable of supporting modern train loads; therefore, steel bridges were installed within the original stone structures to bear train weight while preserving their architectural integrity. Substantial completion was achieved by September 2013, with final work concluding one year later.

Plaistow extension proposal and layovers

Prior to 1987, under Guilford Transportation Industries’ management, trains were stored overnight on sidings owned by Guilford located north of Haverhill station. When the MBTA contracted Amtrak to operate the line in 1987, there was a need for a new layover yard. Consequently, the MBTA constructed a two-track layover facility adjacent to a reconstructed Bradford station at a cost of $2.2 million, avoiding mandatory environmental review processes. By 1992, local residents had begun voicing concerns about noise and diesel emissions from this site—issues that have persisted since.

In 2008, Massachusetts pursued acquisition of land in Plaistow, New Hampshire for development of a larger layover yard and a new station intended to replace Bradford’s limited facility. Although funding was secured and Plaistow expressed interest, local authorities requested further details regarding potential impacts. By 2010, both states were close to finalizing an agreement permitting train operations over the proposed extension.

Plaistow voters rejected one extension plan in 2012; however, studies continued on the project. In 2013, the New Hampshire Department of Transportation resumed assessments of potential layover and station locations. Various alternatives were presented in 2014, narrowing down to three finalists near NH-125 and NH-121A corridors. Despite this progress, in April 2015, Plaistow’s Board of Selectmen voted against extending commuter rail service into their town.

As of 2022, the MBTA intends to relocate and enlarge the layover yard sometime during the mid-to-late 2020s.

Recent updates

Between September and December 2017, weekend operations were suspended to facilitate the installation of Positive Train Control (PTC), ensuring compliance with the federal mandate set for 2020. Service reductions due to the COVID-19 outbreak occurred from March to June 2020 and again from December 2020 through April 2021. On January 23, 2021, weekend service was halted on seven lines, including the Haverhill Line, with services resuming on July 3, 2021.

From September to November 2021, an 11.5-mile stretch between Fells Interlocking in Malden and the Ipswich River in Wilmington underwent continuous welded rail installation. This work led to the cancellation of most off-peak trains between Reading and North Station; consequently, many Haverhill Line trains were rerouted via the Wildcat Branch. Plans are underway to add a second track and platform at Ballardvale station.

As of February 2022, weekday service consisted of 13 round trips between Boston and Haverhill and 9.5 round trips between Boston and Reading, with some trains operating through the Wildcat Branch. Weekend schedules included eight round trips between Boston and Haverhill. During the Orange Line shutdown from August to September 2022, all Haverhill Line trains made stops at Oak Grove, which was subsequently designated a permanent stop. By October 2022, daily ridership reached 5,806 passengers—representing 82% of pre-pandemic levels and marking the system's second-highest recovery rate.

From September through November 2023, bus replacements covered all service between Reading and Boston to accommodate installation of automatic train control and PTC systems; outer line trains operated via the Wildcat Branch and Lowell Line, with North Wilmington station remaining closed. Between May and September 2024, midday inbound trains were temporarily routed over the Wildcat Branch during rail replacement projects.

In 2024, North Andover launched a planning study for a potential infill station at the Osgood Landing development. The South Elm Street bridge replacement in Bradford necessitated closing Haverhill station from July 15, 2024, until June 30, 2025; during this interval, Bradford served as the temporary terminus.

In June 2022, the MBTA announced intentions to install a second track at Reading station by 2023 to facilitate thirty-minute headways between Boston and Reading; an evaluation of hourly service extensions to Haverhill was also underway. By February 2025, MBTA released detailed plans for approximately 4,500 feet of double tracking northwest from Reading station. This upgrade would enable short-turn trains to lay over off the mainline and support increased frequency: half-hourly service between Boston and Reading with hourly trains continuing beyond to Haverhill.

Station listing

Distances to New Hampshire stations follow the Wildcat Branch via Wilmington, adding mileage compared to the original mainline route through Reading that was discontinued.

6.2 miles (10.0 km) 6.7 miles (10.8 km) 7.5 miles (12.1 km) 8.5 miles (13.7 km) 9.4 miles (15.1 km) 9.9 miles (15.9 km) 12.0 miles (19.3 km) 16.3 miles (26.2 km) 20.5 miles (33.0 km) 22.8 miles (36.7 km) 23.9 miles (38.5 km) 26.0 miles (41.8 km) 26.9 miles (43.3 km) 32.5 miles (52.3 km) 32.9 miles (52.9 km) 'rowspan=10' |New Hampshire '36.4 miles' 'Atkinson' 'Closed June 30, 1967' '38.3 miles' 'Plaistow' 'Closed June 30, 1967' '40.7 miles' 'Newton Junction' 'Closed June 30, 1967' '44.5 miles' 'East Kingston (Powwow River)' 'Closed June 30, 1967' '45.5 miles' 'East Kingston' 'Closed June 30, 1967' '50.4 miles' 'Exeter' 'Closed June 30, 1967; served by Amtrak Downeaster since 2001.' '54.4 miles' 'Newfields' 'Closed June 30, 1967.' '57.2 miles' 'Newmarket' 'Closed June 30, 1967.' '61.7 miles' 'Durham' 'Closed June 30, 1967; served by Amtrak Downeaster since 2001.' '67.1 miles' 'Dover' 'Closed June 30, 1967; served by Amtrak Downeaster since 2001.'

State

Miles (km)^[1]

Fare zone

Location

Station

Connections and notes

MA

0.0 (0.0)

1A

Boston

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