Readville station
| Company type | Public agency |
|---|---|
| Industry | Public transportation |
| Founded | 1964 |
| Headquarters | Boston, Massachusetts , United States |
Area served | Greater Boston area |
| Products | Commuter rail services, bus services, subway services |
| Website | mbta |
Readville station is a Massachusetts Bay Transportation Authority (MBTA) commuter rail stop located in the Readville area of Boston's Hyde Park neighborhood. It serves three lines: the Fairmount Line, Franklin/Foxboro Line, and Providence/Stoughton Line. For most Fairmount Line trains, Readville functions as the outer terminus, though some continue onward as Franklin/Foxboro services. The station is characterized by a two-tiered junction: the ground-level Attleboro Line, utilized by Providence/Stoughton trains and Amtrak's Northeast Corridor, and the elevated Dorchester Branch, which carries Fairmount Line trains. Franklin/Foxboro trains running on the Northeast Corridor access a separate platform via a connecting track. Adjacent to the station are an MBTA maintenance facility and a freight yard operated by CSX Transportation.
Passenger operations at Readville commenced in 1834 with the Boston and Providence Railroad (B&P) extending service to Dedham Low Plain. A branch line to Dedham was introduced in 1835, and both the station and surrounding neighborhood adopted the Readville name in 1847. In 1855, the Boston and New York Central Railroad established its Midland Branch (also called the Dorchester Branch) through Readville, crossing above the B&P line; its station was first named Blue Hill before later being renamed Readville. During the 1890s, both railroads were absorbed into the New York, New Haven and Hartford Railroad system.
Between 1897 and 1898, the New Haven Railroad undertook a grade separation project that included constructing a two-level union station at Readville. Nearby, from 1900 to 1903, they developed the Readville Shops for railcar repairs. Passenger service on the Dorchester Branch was discontinued in 1944, followed by cessation of Dedham Branch service in 1967 after MBTA subsidies ended. Service on the Dorchester Branch resumed in 1979 as a detour during Southwest Corridor construction and was made permanent in 1987 as the Fairmount Line. The original station building, which had fallen out of use, was destroyed by fire in 1983. Between 1990 and 1992, the MBTA installed accessible platforms and constructed a footbridge. The former site of Readville Shops underwent environmental cleanup during 2011–12 to facilitate industrial and office redevelopment. In 2024, Providence/Stoughton Line trains began stopping at this station.
Station layout
Readville station is situated where two rail lines intersect: the north-south running Northeast Corridor and the northeast-southwest oriented Dorchester Branch (Midland Division). The Northeast Corridor consists of three tracks at ground level, while the Dorchester Branch runs on an elevated embankment as a single track. On the west side of the station, a connecting track links the Northeast Corridor to the Dorchester Branch, which continues as the Franklin Branch.
The station offers one side platform along the north side of the Dorchester Branch east of its overpass above the Northeast Corridor, plus two side platforms adjacent to Northeast Corridor tracks. The connector track features platforms on both sides. Westward from this connector are two stub tracks that formerly served both the Dedham Branch and Readville 5-Yard; these are currently utilized for Amtrak equipment storage.
Trains on the Providence/Stoughton Line operate along the Northeast Corridor, whereas those on the Fairmount Line run via the Dorchester Branch with most terminating at Readville. The majority of weekday Franklin/Foxboro Line trains utilize the connector track and Northeast Corridor route; however, weekend services and some weekday runs operate as Fairmount Line trains on the Dorchester Branch.
Access points and parking facilities exist at both levels from Hyde Park Avenue on the east side and at street level off Milton Street on the west side. The station is accessible, featuring "mini-high" platforms—high-level sections long enough for one car—on all platforms except one along the connector track. Footbridges and ramps provide connections to platforms from the eastern entrance; however, accessibility is not available at the western entrance. Although elevator installation for better access to Milton Street parking was considered by MBTA in 2016, it was not implemented. Additionally, several MBTA bus routes serve this location.
The vicinity of Readville station includes multiple active and former rail yards. To the east on the Fairmount Line lies the Readville Interim Repair Facility, an MBTA commuter rail maintenance and layover yard. South of Readville is Readville 1-Yard, a functioning CSX freight yard that connects both the Dorchester Branch and Northeast Corridor lines. Westward is the former Readville 5-Yard near where the Dedham Branch once ran alongside both sides of what is now called Franklin Branch. Freight operations by CSX between Walpole and Readville utilize portions of both Franklin Branch and Dorchester Branch tracks to reach Readville 1-Yard.
Initial Stations
The Boston and Providence Railroad (B&P) received its charter on June 22, 1831, with the goal of linking Boston and Providence. Construction commenced in late 1832, and the segment from Park Square, Boston to Sprague Mansion in Dedham Low Plain officially opened on June 4, 1834. Shortly after, on July 28, a second daily round trip was introduced alongside a stagecoach connection to Dedham. Following a brief suspension, service resumed on September 12 with an extension reaching Canton, although only one daily round trip was offered at that time. The final stretch between Canton and Providence became operational the following year after the completion of the Canton Viaduct.
Massachusetts' first branch line, the Dedham Branch, opened on February 5, 1835, facilitating day trips to Boston. For seven years, service alternated between through trains and horse-drawn carriages. In June 1842, dedicated Dedham Specials were established to support commuter travel to Boston. Double tracking was finished from Boston to Roxbury in 1839 and extended to Dedham Low Plain by 1845.
In 1847, Dedham Low Plain was renamed Readville after James Read, a local mill owner. Commuter options from Readville declined following the 1850 rerouting of Dedham service via the West Roxbury Branch. Service to Stoughton began in 1855 but was replaced by Dedham trains running through Readville in 1858 and supplemented by Providence commuter trains starting in 1864. By 1868, Readville functioned as a short turn terminal. A new single-story wooden station building measuring 30 by 80 feet was constructed in 1873; the previous station was repurposed as a freight house. Additionally, a third track connecting Boston to Readville was completed in 1874.
The Norfolk County Railroad commenced operations between and on April 23, 1849, utilizing B&P tracks into Boston. Its successor company, the Boston and New York Central Railroad, inaugurated the Midland Branch (also known as the Dorchester Branch) from to Boston via Readville on January 1, 1855, securing independent access to Boston. However, due to legal disputes and financial difficulties, service remained inconsistent until February 11, 1867, when ownership transferred to the Boston, Hartford and Erie Railroad (BH&E), which was later absorbed by the New York and New England Railroad (NY&NE) in 1875. BH&E's maintenance facilities operated at Readville until they were destroyed by fire in 1873; operations were then moved elsewhere.
The Midland Branch crossed over B&P tracks via a bridge without direct connection. Its station—located east of B&P tracks on an upper level—was initially named Blue Hills after nearby geographic features but was renamed Readville by the late nineteenth century. This station served as a short turn terminal for Midland Branch trains between 1867 and 1880 and resumed this role after 1899.
Unification
In 1888, the B&P came under lease by the Old Colony Railroad, which itself was leased by the New York, New Haven and Hartford Railroad (commonly known as New Haven) in 1893; this arrangement designated B&P as the Providence Division. The New Haven reorganized service patterns in 1896 to emphasize more frequent trains north of , operating on its newly elevated main line. The NY&NE fell under New Haven control in 1895 and was leased fully by 1898.
On October 1, 1897, New Haven initiated a $1.2 million infrastructure project aimed at removing grade crossings at Readville. This involved constructing new road bridges spanning the tracks as well as a five-track bridge for the Midland Branch crossing over the Providence Division. A notable feature of this project was a stone arch bridge measuring 165 feet wide with an 80-foot span—then the widest arch of its kind in the United States—carrying the Midland Branch over Hyde Park Avenue. Additionally, connecting tracks were installed between the Midland Branch and Providence Division.
A two-story triangular union station measuring approximately 120 by180 feet was erected at the northeast corner of the junction using yellow brick accented with Fitchburg granite trim. An underpass beneath the tracks provided access to platforms serving the Providence Division, Midland Branch connector, and Dedham Branch lines. This construction project concluded around October15,1898. By September1899, most southwest-bound Midland Branch trains were routed through Readville onto the Providence Division tracks, allowing use of express routes and Back Bay station.
Starting in1900,the New Haven began building Readville Shops,a substantial coach repair facility consolidating previously scattered maintenance sites from New Haven itself as well as acquisitions like NY&NE and Old Colony.The shops opened in1903,and at peak operation employed up to3,000 workers with capacity to repair200 passenger cars and1,000 freight cars monthly.A powerhouse was included in design plans to support proposed electric suburban services running between Dedham and South Station via Readville and West Roxbury,to compete with Washington Street Elevated transit;however,this electric operation never came to fruition despite proposals made in1901 and1913.The establishment of these shops also stimulated residential development within Readville.A large locomotive shop measuring150 by900 feet was added in1907.
Decline
Rail transportation in the Boston region reached its height in the early 1900s but experienced a downturn following World War I. From 1926 to 1938, trains ran in a loop utilizing the Dedham and West Roxbury Branches (now partially integrated into the Needham Line), mirroring a previously suggested electrification loop. Service between Readville and Boston along the Midland Branch, which consisted of four daily round trips, was discontinued in July 1938 as part of the 88 stations case. Although briefly reinstated in 1940, it was terminated again by March 1944. Service on the Midland Branch southwest of Readville persisted but was shortened from to in 1955. By the 1980s, the Midland Branch bridge spanning the Providence Division had been reduced from five to just one remaining span.
By the early 1960s, Readville’s rail service was limited to peak-period trains on the Providence and Blackstone routes, along with a single weekday round trip to Dedham. The two-story station building catered to the lower-level Northeast Corridor tracks, while a small shelter served an elevated connector track leading toward Franklin and beyond. The Massachusetts Bay Transportation Authority (MBTA) was established in August 1964 to provide subsidies for suburban commuter rail; initially, funding only covered trains slated for discontinuation by the Interstate Commerce Commission.
Starting April 24, 1966, MBTA began subsidizing certain New Haven commuter lines, including those serving Dedham and Blackstone (the latter truncated to Franklin on that date). The sole Dedham round trip ended service in April 1967. In 1973, MBTA acquired most former New Haven commuter routes—including Providence, Franklin, and defunct Dedham lines—from Penn Central. Subsidies for Canton Junction and Sharon services commenced in June 1973, followed by support for Providence service in 1976.
MBTA era
The construction of the Southwest Corridor necessitated closing the main line segment between Back Bay and Forest Hills. In 1976, MBTA purchased the Midland Branch—which had been freight-only—and upgraded it for passenger operations. Between November 3, 1979, and October 5, 1987, all Franklin Line and Providence/Stoughton Line trains were routed through Readville via the Midland Division.
On June 11, 1983, the two-story station building was destroyed by fire; having been vacant since the early 1970s and subject to frequent vandalism, the blaze was considered suspicious. From 1986 to 1988, Readville functioned as an intermediate stop for special-event Boston– service to Foxboro Stadium.
Following the return of Franklin and Providence/Stoughton services to the main line, passenger demand on the Midland Branch remained sufficient to maintain a shuttle running between Boston and . This shuttle service was extended to Readville on November 30, 1987, marking the establishment of the Fairmount Line. While regular Providence/Stoughton trains passed through Readville without stopping under normal conditions, they halted there during service interruptions or when Hyde Park station was unavailable. Until 2004, some Providence/Stoughton trains were occasionally diverted via Readville without stopping; such rerouting continues as an option during disruptions.
Between 1990 and 1992, MBTA undertook renovations at Readville station that included installing accessible platforms and footbridges while repaving parking areas and platforms; a pedestrian underpass was filled during this work. The historic truss bridge dating from 1898 over the Northeast Corridor—used by Fairmount Line trains layover as well as Franklin Line trains via Fairmount—was replaced with a prefabricated span in November 2016 after design and construction contracts were awarded in 2012 and 2015 respectively.
In May 2024, all weekend Franklin/Foxboro Line trains began operating over the Fairmount Line instead of using the Northeast Corridor. Additionally, weekend Providence/Stoughton Line trains along with select weekday services started stopping at Readville to facilitate timed transfers to both and stations.
Rail yard redevelopment
The Readville Shops were shut down by the New Haven Railroad in 1958, with operations shifting to Cedar Hill Yard in New Haven, Connecticut. Plans were made to convert the original site into an industrial park. Ownership transferred through several entities following mergers: from New Haven to Penn Central Railroad in 1968, then to Conrail in 1976, and subsequently to Amtrak the following day. In 1987, the MBTA acquired the yard from Amtrak and utilized it for storing railroad materials as well as assembling new Green Line vehicles during the late 1980s. Several historic structures, including the power house and repair facilities, still stand today.
Throughout its history, 1-Yard remained active as a freight terminal under New Haven, Penn Central, Conrail, and eventually CSX Transportation. The MBTA established a track maintenance center known as the Readville Interim Repair Facility in 2-Yard in 1996 and added a midday commuter rail storage yard there in 1997. Plans proposed in 1999 to expand this facility by adding eight to ten tracks met resistance from then-mayor Thomas Menino, who cited concerns from local residents.
During an assessment of 5-Yard for commuter rail purposes between 1989 and 1990, substantial soil contamination was uncovered involving lead and petroleum hydrocarbons. In response to cleanup shortcomings, Massachusetts Attorney General Thomas F. Reilly filed suit against the MBTA in 2001; the agency promptly committed to a remediation effort. The cleanup process targeting contaminants such as lead, arsenic, and polycyclic aromatic hydrocarbons took place during 2011–12.
In March 2012, the MBTA declared that contamination had been fully addressed and revealed plans to install solar panels on the western section of 5-Yard. These panels were intended to be operated by a third-party contractor under a lease lasting at least two decades. Bidding commenced in May 2012 with an anticipated operational launch in spring 2013; the contract was awarded by September with completion targeted for October 2013. Nevertheless, construction was postponed until at least 2014 due to limitations within the state’s solar program capacity and had not started by mid-2015.
Although Readville 5-Yard was evaluated as a potential midday layover location during planning for the South Station Expansion, it was ultimately dismissed because of previous commitments to develop the property. The adjacent 1-Yard was unsuitable due to conflicts with CSX freight activities; consequently, plans proceeded with expanded use of 2-Yard. Beginning in 2014, proposals advanced for constructing a five-building industrial and office complex on Boston’s section of 5-Yard, with building commencing in 2018.
In May 2021, the MBTA secured preliminary engineering services to expand layover capacity at 2-Yard. Construction of a southside maintenance facility at Readville is slated for 2023–2028 to support operations during closure of the Grand Junction Branch caused by I-90 project work severing access to existing maintenance facilities. During this interval, a temporary layover yard will be set up within 1-Yard.
Proposed Orange Line extension
Located approximately nine miles from central Boston within a densely inhabited neighborhood, Readville is considered a prime candidate for rapid transit service rather than infrequent commuter rail connections. The 1945 Coolidge Commission Report suggested extending the Orange Line southward from , reaching Dedham via , bypassing Hyde Park and Readville altogether. The 1966 Program for Mass Transportation envisioned a split Orange Line featuring branches serving West Roxbury or , alongside another branch reaching Readville or via Hyde Park. Later studies throughout the 1980s continued advocating for such extensions; however, due to budget constraints, the Orange Line relocation completed in 1987 terminated at Forest Hills.
The 2004 Program for Mass Transportation proposed extending the Orange Line to Route 128 with stops at , Hyde Park, and Readville, estimating costs around $342.8 million. Nevertheless, this initiative was designated low priority owing to environmental issues related to wetlands south of Readville and because commuter rail service already operated along this corridor.