the tracks of the old Northern Railroad between West Lebanon and Concord. This marked the last time a train traveled the entire route. In the early 1980s Guilford Transportation absorbed the former B & M lines including the Northern. In the mid 1980s The New England Southern received permission to run freight north on the Northern to Penacook; the remainder of the line remained inactive. In 1991 Guilford Transportation filed papers to abandon the 59 miles of the line between Boscawen and Lebanon; this process was completed in 1992.
In February 1992 Guilford started lifting rails and by March the rail had been lifted south of Webster Place almost to the Boscawen town line.58 On July 6, 1995 the State of New Hampshire took fee simple title to 59.35 miles of abandoned rail corridof on the Northern. Several years later the State acquired the last three miles to White River Junction, including the Westboro rail yard. The turntable was removed from the turntable pit in the mid 1990s. In 1999 the entire railroad corridor was determined eligible for the National Register of Historic Places. In 2003 the Westboro Rail Yard was determined to be eligible on its own for the New Hampshire State and National Registers for its historical and architectural significance. Despite its poor condition, it is significant as the most complete illustration of a large working railyard in the state, historically serving multiple lines and functions.59 After thirteen years of work, 23 miles from downtown Lebanon to the county line in Grafton were completed for year-round use in 2009 by the Grafton County Friends of the Northern Rail Trail.
Volunteers in Merrimack County began developing their section about 2000. In 2010 a surfacing project connected the two efforts and created the longest rail trail in New Hampshire. In 2013 the Merrimack County trail was extended from Gerrish to Depot Street in Boscawen. Since the State of New Hampshire took ownership of the line there have been a number of projects that have impacted the historic rail corridor. Four previously separated crossings were reconstructed to at grade crossings. In one case in Franklin, this resulted in the removal of a wood stringer bridge (93.88, photo 98, photo log pg. 21) over Chance Pond Road in 2005. In addition DOT has also initiated a numberof projects which have maintained grade-separated crossings. At Maple Street in Andover (98.16, photos 133-134, photo log pg. 25) and Valley Street in Andover (97.26, photos 125-126, photo logpg. 24), wooden trestles over the rail corridor were rebuilt.
Other projects involved the upgrading and replacing of overhead bridges that were deemed to be unsafe for modern automobile and truck traffic. As a result, overhead bridges at Lawrence Road in Andover (102.60, photo 155, photo log pg. 30), Gristmill Road in Canaan (125.46, photo 302, photo log pg. 53), and Shaker Hill Road in Enfield (131.75, photo 346, photo log pg. 59) were removed and replaced. In Orange (123.29, photo 286, photo log pg. 51) and in Canaan (124.69, photo 293, photo log pg. 52) overhead bridges were replaced by modern metal tunnels. In Andover, the overpass at Plains Road (99.87) was removed c.1995, resulting in an at-grade crossing. An underpass was rebuilt in Grafton (118.46, photo 264, photo log pg. 46). At Westboro, the depot has been moved a second time and is currently resting on temporary supports (photo 430, photo log pg. 70). The Laware/Barracks Block was demolished in 2012.