require separate proceedings. In late August, the state legislature and the railroad agreed to postpone any discontinuance until January 1, 1940. In September 1939, the New Haven proposed to cut most Old Colony passenger service. Boston–Braintree service would continue to operate, with three trips each serving , , and Hingham at peak hours. Service to Greenbush, Plymouth, Middleborough, Hyannis, and Woods Hole would be replaced by buses, as would all off-peak service south of Braintree. In November 1939, the trustees filed with the ICC to outright abandon freight and passenger service on the entire Boston Group. Under a December deal between the New Haven and a legislative commission, Boston Group service was reduced from 121 to about 80 daily trips effective January 7. As PUC hearings continued into 1940, the railroad continued to advocate for its September proposal with only limited service beyond Braintree. In March, the PUC approved schedules with 72 daily trains. These schedules, which eliminated most midday and evening service past Braintree, took effect on April 1. The ICC began abandonment proceedings on March 16, 1940. On February 18, 1941, the ICC refused abandonment of the Boston Group, forcing the Old Colony to continue operations. (Passenger service on one short line in the Boston Group, the West Quincy Branch, was separately discontinued by PUC approval in September 1940.) Whether to incorporate the Old Colony into the New Haven, and whether the Old Colony should be required to continue passenger service, continued to be argued as part of the reorganization. Later changes Most of the reopened stations did not remain in service for long. Provincetown service ended after the 1940 summer season, and three stations (Forest Hills, Boylston Street, and Jamaica Plain) also closed that year. Caryville service was cut back to West Medway in September 1941. Dorchester Branch service ended on March 12, 1944, with nine stations closed. Ferry Street station reopened sometime after 1940. Increased passenger and freight traffic during World War II lifted the fortunes of the New Haven. The reorganization continued; the railroad was ultimately required to continue Old Colony passenger service unless losses exceeded $850,000 in a single calendar year. The New Haven emerged from bankruptcy on September 11, 1947, and fully acquired the Old Colony a week later; the B&P was kept as a separate New Haven-owned company. Palmer v. Massachusetts had been just one of eight Supreme Court cases generated by