Bridgewater station
Bridgewater State University campus buildings face the 500-space MBTA parking lot and a wooded strip separating it from the station proper. In the 2018 counts, this was the second most popular station on the line, after only Middleboro/Lakeville, with nearly 590 daily passengers — surprising for a station sited to be convenient only to the university campus and not the rest of the town.
Campello station
There are a number of active freight customers along the line, served by CSX out of their Middleboro yard, notably three separate recyclers in Brockton. Trojan Recycling, at the south end of the siding at left, fills open-top cars with recovered materials and then shoves them out onto the siding to the north where they accumulate until CSX comes to pick them up.
Brockton station
Apparently there was once a big depot and yard here in Brockton, 20 miles south of South Station, and after traffic dwindled, the depot was demolished and the central Brockton police station was built on top of the viaduct where the depot had previously stood. It's obvious from the design of the police station that it was built before passenger service was restored; it would likely be better for both the department and the MBTA if the cops were elsewhere.
Brockton station
The BAT-owned garage next door has 266 spaces, less than half the daily boardings that Brockton commuter rail station recorded in 2018 — this is an actual city, and many of the passengers either walk or take the bus. (During the pandemic, BAT and the MBTA have partnered to offer an affordable fare on the train to reduce crowding on the one BAT bus, route 12, that runs to Boston.)
Brockton station
Another look at the bus station. While it was designed to copy the visual cues from extant railroad depots in Massachusetts, this is clearly, from the materials, a new structure — they didn't lift the old depot off the viaduct and plop it down across the street. (The old depot was demolished in the 1960s.)
Brockton station
There's an apparently little-used siding north of the station that runs for about 5000 feet; it ends before the Ashland St. overpass, where the third track has been lifted, but the line remains double-tracked through the next station, Montello. (At Astland St., the line also transitions from viaduct to surface level, although still grade-separated.