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Harlem Line

Harlem Line
Train #645 leaves the White Plains station, northbound to Southeast.
Type Commuter rail
System Metro-North
Status Operating
Locale New York City, Westchester, Putnam, and Dutchess counties
Termini Grand Central Terminal
(end of electric service)
(end of line)
Stations 38
Daily ridership 43,076
Owner Argent Ventures
(south of CP 76.2)
(north of Dover Plains)
Operator(s) Metro-North
Character Commuter rail
Track length 82-mile (132 km)
Track gauge 1,435 mm (4 ft 8 12 in)
Electrification 750 V DC third rail south of Southeast
Route map
former New York Central to Chatham
Wassaic Yard
Tenmile River
Zone 10
Zone 9
Dover Plains
Dover Furnace (closed)
Harlem Valley – Wingdale
Zone 9
Zone 8
Appalachian Trail
Towner's (closed)
Beacon Line diverges
Dykeman's (closed)
Interstate 84
end of electrification
Zone 8
Zone 7
Southeast Diesel Facility
Putnam Junction wye
former Putnam Division diverges
Croton Falls
Zone 7
Zone 6
Golden's Bridge
Tilly Foster
Lake Mahopac
Putnam Division
former Mahopac Branch diverged
Bedford Hills
Mount Kisco
Zone 6
Zone 5
Thornwood closed
Taconic State Parkway
Mount Pleasant
Kensico Cemetery closed
Bronx River Parkway
Zone 5
Zone 4
North White Plains Yard
North White Plains
Cross-Westchester Expressway
White Plains
Bronx River Parkway
Bronx River Parkway
Zone 4
Zone 3
Cross County Parkway
Mount Vernon West
Zone 3
Zone 2
Bronx River Parkway
New Haven Line diverges
Williams Bridge
Botanical Garden
183rd St (closed)
Claremont Park (closed)
Morrisania (closed)
former Port Morris connection diverged
Hudson Line diverges
138th St (closed)
Major Deegan Expressway
Park Avenue Bridge
Zone 2
Zone 1
Harlem–125th Street
110th St (closed)
Park Avenue Tunnel
86th St (closed)
72nd St (closed)
59th St (closed)
Grand Central Terminal

Metro-North's Harlem Line, originally chartered as the New York & Harlem Railroad, is an 82-mile (132 km) commuter rail line running north from New York City into eastern Dutchess County. The lower 53 miles (86 km) from Grand Central Terminal to Southeast, in Putnam County, is electrified with a third rail and has two (or more) tracks; north of that point, trains use diesel locomotives on a single track. The diesel trains run as a shuttle on the northern end of the line except during rush hours, when they run as expresses to or from Grand Central. There is also one direct roundtrip to Grand Central on weekends. While the line has traditionally served to bring commuters from Westchester County to jobs in the city, in recent years it has begun to see more "reverse commuting", as Bronx residents use it to reach jobs in Southern Westchester where many stations are within walking distance of city centers. The northern reaches of the line are also close enough to Western Massachusetts to enable residents of part of that region to commute to jobs in the city as well.

With 38 stations, the Harlem Line has the most of any Metro-North main line. Its northern terminal, Wassaic, is the northernmost station in the system. It is the only Metro-North line used exclusively by that carrier (no use by Amtrak, though CSX services freight customers as far north as Mount Vernon) and the only one that uses the entirety of existing track. Metro-North has assigned it the color code blue, used as trim on station signs and spot color on printed timetables. The blue color-coding appears to have started with timetables issued by predecessor New York Central as far back as 1965.


  • History 1
  • Line description 2
    • Manhattan / Bronx 2.1
    • Westchester County 2.2
    • Putnam County 2.3
    • Dutchess County 2.4
  • Improvements 3
  • Future 4
  • Branches 5
  • Rolling stock 6
  • Stations 7
    • Lake Mahopac Branch 7.1
    • Port Morris Branch 7.2
  • References 8
  • External links 9


Prior to becoming part of the Metro-North system, the line continued all the way north to Chatham, New York, where connections could be made Albany to the west, or Boston to the east on the Boston and Albany Railroad. Additional connections could be made to railroads serving North Bennington, Vermont and other points in western Vermont. Chatham is about 52 miles past the current terminal at Wassaic. In Boston Corners, about 12 miles north of Wassaic, passengers could make connections to the Central New England Railroad. To the east, the CNE went to Hartford, Connecticut. Westward, passengers could travel to Poughkeepsie, cross the Poughkeepsie Bridge, finally to Campbell Hall.[1][2]

Passenger service from Dover Plains to Chatham was abandoned in 1972, as well as at three stations in the South Bronx, and one in White Plains, although that one was replaced. Penn Central operated the last southbound passenger train between Chatham and Grand Central Terminal on March 20, 1972, ending service in the middle of the day. With no scheduled return trip to Chatham, passengers who had gone south in the morning were left stranded, with service going only as far north as Dover Plains (52 miles shy of Chatham).[3][4] Tracks were removed north of Millerton shortly thereafter.

The Metropolitan Transportation Authority (MTA) leased the line south of Dover Plains from Penn Central on June 1, 1972. In 1980, freight service between Dover Plains and Millerton was abandoned, with tracks removed from Wassaic to Millerton. On July 9, 2000, Metro-North restored service between Dover Plains and Wassaic, a move the railroad billed as its first service expansion since it was created in 1983.

The segment of the line that ran from Wassaic to Craryville, New York is now under control of the Harlem Valley Rail Trail Association which currently has trails operating from Wassaic to the former Millerton station and between Under Mountain Road and Copake Falls, known as the Harlem Valley Rail Trail.

On February 3, 2015, a Harlem line train struck a car on the tracks near Valhalla and caught fire. Seven people were killed and service was suspended between Pleasantville and North White Plains.[5][6]

Line description

The Harlem Line hews closely to roads along river-based transportation corridors dating back to even pre-rail times. It follows three major parkways closely from the Bronx northwards through Westchester: the Bronx River Parkway (and a short portion that becomes the Taconic State Parkway), the Saw Mill River Parkway and Interstate 684. In the last section it also begins to run close to NY 22, the long north-south two-lane state highway that parallels the eastern border of the state.

In Westchester, it serves some of that county's most affluent communities as it slowly trends eastward.

Manhattan / Bronx

The Harlem Line begins at Grand Central Terminal. The train tracks rise to ground level north of 97th Street in Manhattan. After stopping at Harlem – 125th Street, the Harlem Line crosses the Harlem River at 135th Street in Manhattan, entering the Bronx.

In the Bronx, the Harlem Line cuts through the neighborhoods of the southwest Bronx, with two stations: Melrose, at 162nd Street (it then runs under the Cross Bronx Expressway (I-95) and Tremont, at 177th Street. Fordham station is next, at Fordham Road (190th Street). The Harlem Line then parallels the western edge of Fordham University until the Botanical Garden station at Bedford Park Boulevard (200th Street).

The Harlem Line then cuts northeast to join the Bronx River Parkway, which lies to the east of the tracks. The Williams Bridge station is next, at Gun Hill Road (210th Street). After the Williams Bridge station, Woodlawn Cemetery begins to the west of the tracks, with Webster Avenue in between the cemetery and tracks. The Woodlawn station is at 233rd Street.

The Harlem Line then goes under a bridge for the parkway, and it remains to the west of the tracks until Scarsdale station. The Wakefield station at 241st Street concludes the Bronx portion of the Harlem Line.

Westchester County

The Westchester portion of the Harlem Line begins at Bronx River Road in southeastern Yonkers. After the Mount Vernon West station, the Harlem Line runs along the on-ramp to the Cross County Parkway eastbound, right before Fleetwood station. After the Bronxville station, the Harlem Line parallels the Bronx River Parkway all the way up to White Plains.

From White Plains, the railroad winds its way through the city and passing through the yards at North White Plains which until 1984 was the northern boundary of third-rail electrification. The stretch north of North White Plains is unique because it is the only third-rail electrified stretch of Metro-North's network that has grade crossings, a byproduct of its existence pre-electrification. Katonah and Brewster are located right next to grade crossings.

After North White Plains, the next station is Valhalla adjacent to the Taconic State Parkway. The double-track railroad then curves to follow the Saw Mill River Valley and the eponymous parkway. Rail and road briefly separate at Mount Kisco, but then remain close by at the last stop along the Saw Mill, Bedford Hills (although the parkway cannot be seen from the station).

Past Katonah, the railroad runs between the Croton River and I-684. Golden's Bridge and Purdy's are both located very close to the interstate, although only the former can be seen from it. North of the latter, the tracks follow the river to Croton Falls, and pick up Route 22 for the first time.

Putnam County

After Croton Falls station, the Harlem Line runs along East Branch Reservoir and crosses into Putnam County and its rural landscape. Above Southeast station (formerly Brewster North), the railroad passes under Interstate 84 and through the yards at Putnam Junction. This is the northern boundary of third rail electrification. Diesel territory and single track begins here. The track finally follow its own course, away from any road or river, past the abandoned Towners station up to Patterson and into Dutchess County.

Dutchess County

Shortly before reaching Pawling, the line enters the Harlem Valley from which it takes its name and begins to parallel Route 22, although not as closely as it did the roads further south. A few miles north of Pawling the Appalachian Trail crossing has earned its own stop to allow thru-hikers to take a break in the city and day hikers to visit the nearby Pawling Nature Preserve.

The next two stops, Harlem Valley – Wingdale and Dover Plains, are roughly eight miles (13 km) apart, the longest distance between any two stops on the Harlem Line. Until 2000, Dover Plains was the last stop on the line, but then tracks remaining from the NYCRR era that had not yet been torn up were renovated and the line was extended to Tenmile River and its new northern terminus, Wassaic. A small yard where diesel trains await their routes just past the station marks the end of the line.


Metro-North electrified the territory north of North White Plains to Southeast in 1984, which resulted in tremendous ridership growth. Prior to this, the line was operated primarily in two zones: electric south of North White Plains, and diesel through-service or RDC shuttle service north.[7] With electrification completed, service north of Southeast is now operated as either diesel shuttle or through service. Although service to Wassaic is separately stated in the Harlem Line timetable and is publicly referred to as the "Wassaic Branch", it is operationally part of the main line.


With the entire existing track in use since service to Wassaic was restored in 2000, there is little talk of expansion or branching. For now, Metro-North and the MTA have focused on improving existing facilities on the line, particularly stations such as Brewster where increasing usage has caused parking shortages.


The Harlem Line currently has no operational branches. Under New York Central ownership, it previously operated a 7.22 mi (11.62 km) branch to Lake Mahopac, NY to a connection with the Putnam Division. This line was originally a subsidiary known as the New York and Mahopac Railroad (1871-1880), and had one station between the two lines in Lincolndale. After the discontinuance of passenger service on the Putnam Division in 1958, the Central operated a shuttle service known as "around the horn" which continued on Putnam Division trackage north of Lake Mahopac to Mahopac, Carmel, and Brewster where it reconnected with the Harlem Division main line. This service lasted until 1959.[8] The only active remnant of this branch is a wye north of Brewster station known as Putnam Junction.[9] There are some remains of the right-of-way of the branch, including a bridge just west of the Golden's Bridge station, which is listed on the National Register of Historic Places.

North of Brewster is a connection with Metro-North's Beacon Line, which was purchased by Metro-North for preservation for future use. There are currently no plans for branch service on this line, which runs north and west to Hopewell Junction, and then south and west to Beacon. It also runs east to Danbury, but a reverse move would be required.[10]

In the opposite direction, there was the freight-only Port Morris Branch. This was part of a line which was originally part of the Spuyten Duyvil and Port Morris Railroad which was established in 1842.[11] The railroad was bought by the New York and Harlem Railroad in 1853, and the segment north of Mott Haven Junction became part of the NYC Hudson Division. The Port Morris Branch began at a wye north of Melrose Station, then extended southeast through The Hub, through a tunnel under St. Mary's Park,[12] and finally Port Morris along the East River just after crossing a bridge beneath the Harlem River and Port Chester Branch of the New York, New Haven and Hartford Railroad. The only two stations along this branch were at Westchester Avenue between Brook and St Mary's Avenues and at Port Morris itself across the river from North Brother Island.[13] This partly electrified branch was abandoned about 1999. [14]

Rolling stock

On the electrified portions of the line, M3As and M7As are usually used. As with the Hudson Line, diesel-powered trains are driven by dual-mode Genesis and BL20-GH locomotives, paired with Shoreliner coaches. While some peak-period trains operate directly to and from Grand Central Terminal, most Harlem Line diesel-only territory is operated as shuttle service between Southeast (where electrification ends) and Wassaic, 29 miles (47 km) north in Dutchess County.


Zone Station Miles (km)
from GCT
Connections / notes
1 Grand Central Terminal Handicapped/disabled access 0.0 (0.0) October 6, 1871[15] Metro-North: Hudson and New Haven lines
NYC Subway:     (at Grand Central – 42nd Street)
Bus transport NYCT Bus:M1, M2, M3, M4, M42, M101, M102, M103, Q32, X2, X5, X10, X12, X14, X22, X22A, X27, X28, X31, X37, X38, X42, X63, X64, X68
Bus transport MTA Bus: BxM1, QM21
Originally Grand Central Depot, then Grand Central Station
59th Street
72nd Street
86th Street May 15, 1876[16] c. 1903[16]
110th Street c. 1900
Harlem – 125th Street Handicapped/disabled access 4.2 (6.8) 1897[17] Metro-North: Hudson and New Haven lines
NYC Subway:   (at 125th Street)
Bus transport NYCT Bus: M1 (NB), M35, M60 SBS to LGA, M98, M100, M101, Bx15
Manhattan / Bronx border
138th Street 1886[18] 1972[19]
Hudson Line diverges
Melrose 6.1 (9.8) c. 1890[20] Bus transport NYCT Bus: Bx6, Bx13, Bx32, Bx41, Bx41 SBS
Morrisania c. 1858[21] 1972[19]
Claremont Park c. 1960[17][19]
Tremont 7.9 (12.7) c. 1890[20] Bus transport NYCT Bus: Bx15, Bx36, Bx40, Bx41, Bx42, Bx55
183rd Street 1972[19]
Fordham Handicapped/disabled access 8.9 (14.3) Metro-North: New Haven Line
Bus transport NYCT Bus: Bx9, Bx12, Bx12 SBS, Bx15, Bx17, Bx22, Bx34, Bx41, Bx41 SBS
Bus transport MTA Bus: BxM4
Bus transport Bee-Line Bus: 60, 61, 62
Botanical Garden Handicapped/disabled access 9.5 (15.2) 1893[22] Bus transport NYCT Bus: Bx26, Bx41, Bx41 SBS
Originally Bedford Park
Former Jerome Park Branch diverges (1880-1906)
Williams Bridge 10.5 (16.9) c. 1842 NYC Subway: (at Gun Hill Road)
Bus transport NYCT Bus: Bx28, Bx30, Bx38, Bx39, Bx41, Bx41 SBS
Bus transport MTA Bus: BxM11
Woodlawn 11.8 (19.0) 1848 NYC Subway: (at 233rd Street)
Bus transport NYCT Bus: Bx16, Bx39
Bus transport MTA Bus: BxM11
Bus transport Bee-Line Bus: 42
New Haven Line diverges
Wakefield 12.6 (20.3) NYC Subway: (at Wakefield – 241st Street)
Bus transport NYCT Bus: Bx39
Bus transport MTA Bus: BxM11
Bus transport Bee-Line Bus: 40, 41, 42, 43
Originally Washingtonville
Bronx / Westchester County border
3 Mount Vernon West Handicapped/disabled access 13.1 (21.1) 1914[23] Bus transport Bee-Line Bus: 7, 26, 91
Originally Mount Vernon
Fleetwood Handicapped/disabled access 14.3 (23.0) October 25, 1924[24] Bus transport Bee-Line Bus: 26, 55
Bronxville Handicapped/disabled access 15.3 (24.6) 1916[23][19] Bus transport Bee-Line Bus: 26, 30, 52
Tuckahoe Handicapped/disabled access 16.0 (25.7) 1901 Bus transport Bee-Line Bus: 8
Crestwood Handicapped/disabled access 16.7 (26.9) 1901
4 Scarsdale Handicapped/disabled access 19.0 (30.6) 1846[25] Bus transport Bee-Line Bus: 63, 64, 65, 66
Hartsdale Handicapped/disabled access 20.6 (33.2) 1915[23] Bus transport Bee-Line Bus: 34, 38, 39
Originally Hart's Corner
White Plains Handicapped/disabled access 22.3 (35.9) 1844 Bus transport Bee-Line Bus: 1W, 3, 5, 6, 11, 12, 13, 14, 15, 17, 20, 21, 27, 40, 41, 60, 62, 63, 77, 79, A, B, C, D, F, H
Bus transport CT Transit: I-BUS
Bus transport Transport of Rockland: Tappan Zee Express
Holland Avenue 1972[19]
North White Plains Handicapped/disabled access 23.8 (38.3) 1972[19] Bus transport Bee-Line Bus: 6
5 Valhalla Handicapped/disabled access 25.5 (41.0) 1846 Bus transport Bee-Line Bus: 6
Originally Davis Brook, then Kensico
Kensico Cemetery 1983[19]
Mount Pleasant 27.2 (43.8)
Hawthorne Handicapped/disabled access 28.2 (45.4) 1847 Bus transport Bee-Line Bus: 15
Originally Unionville
Thornwood 1984
Pleasantville Handicapped/disabled access 30.5 (49.1) c. 1858[21] Bus transport Bee-Line Bus: 6, 15, 19
Chappaqua Handicapped/disabled access 32.4 (52.1) 1902[21] Bus transport Bee-Line Bus: 19
6 Mount Kisco Handicapped/disabled access 36.5 (58.7) c. 1858[21] Bus transport Bee-Line Bus: 19
Bedford Hills Handicapped/disabled access 39.2 (63.1) Bus transport Bee-Line Bus: 19
Originally Bedford
Katonah Handicapped/disabled access 41.2 (66.3) April 5, 1897[26] Bus transport Bee-Line Bus: 19
Bus transport HARTransit: Ridgefield-Katonah Shuttle
Former Lake Mahopac Branch diverges
Golden's Bridge Handicapped/disabled access 43.7 (70.3)
7 Purdy's Handicapped/disabled access 46.0 (74.0)
Croton Falls Handicapped/disabled access 47.7 (76.8) 1847 Bus transport Short Line Bus: Croton Falls Shuttle
Westchester County / Putnam County border
Brewster Handicapped/disabled access 51.9 (83.5) 1848[27] Bus transport HARTransit: 3, Danbury-Brewster Shuttle
Bus transport Putnam Transit: 1
Former Putnam Branch and Lake Mahopac Branch converge
Southeast Handicapped/disabled access 53.2 (85.6) 1980 Bus transport HARTransit: New Fairfield-Southeast Shuttle
Terminus of electrification
Formerly Brewster North
Dykeman's c. 1848 c. 1968
Towner's c. 1850 c. 1968
8 Patterson Handicapped/disabled access 60.2 (96.9) Bus transport Putnam Transit: 3
Putnam County / Dutchess County border
Pawling Handicapped/disabled access 63.7 (102.5) Bus transport Dutchess County LOOP: E
Appalachian Trail 65.9 (106.0) 1991[28]
9 Harlem Valley – Wingdale Handicapped/disabled access 69.0 (111.0) c. 1960 Formerly State Hospital
Wingdale 69.8[19] c. 1977
Dover Furnace 72.5 (116.7)[19] c. 1968
Dover Plains Handicapped/disabled access 76.2 (112.6) c. 1850 Bus transport Dutchess County LOOP: D
10 Tenmile River Handicapped/disabled access 80.0 (128.7) 1857 Bus transport Dutchess County LOOP: D
Formerly State School
Wassaic Handicapped/disabled access 82.0 (132.0) c. 1848 Closed from March 22, 1972 until July 9, 2000
Tracks north of Wassaic were abandoned by Conrail between 1979 and 1983
Amenia c. 1848 March 27, 1980
12 Sharon 1873[19] March 27, 1980
Coleman's 1851[19] March 27, 1980
  Millerton c. 1848 March 27, 1980
Mount Riga c. 1848 April 1, 1976
Dutchess County / Columbia County border
Boston Corners March 27, 1976
Copake Falls 1976
Hillsdale March 27, 1976
Craryville c. 1849 March 27, 1976
Martindale c. 1848 March 27, 1976
Philmont January 1852 March 27, 1976
Ghent c. 1846 March 27, 1980 Junction with Boston and Albany Railroad Hudson Branch
Chatham – Union Station December 21, 1841 March 1976 Junction with Boston and Albany Railroad Main Line and Rutland Railroad

Lake Mahopac Branch

The entire branch was abandoned in 1959.

Station Miles (km)
from GCT
Connections / notes
Katonah Handicapped/disabled access 41.2 (66.3) April 5, 1897[29] Bus transport Bee-Line Bus: 19
Bus transport HARTransit: Ridgefield-Katonah Shuttle
Harlem Line diverges
Lake Mahopac[31]
Putnam Division diverges
Tilly Foster Originally built for the Tilly Foster Mine which closed in 1897. Station continued to operate.
Harlem Line converges at Putnam Junction
Brewster Handicapped/disabled access 51.9 (83.5) 1848[32] Bus transport HARTransit: 3, Danbury-Brewster Shuttle
Bus transport Putnam Transit: 1

Port Morris Branch

The entire line was in The Bronx, New York, and was exclusively for freight,[33] and formally abandoned in 2004.[34]

Station Miles (km)
from GCT
Connections / notes
Melrose 6.1 (9.8) c. 1890[20] Bus transport NYCT Bus: Bx6, Bx13, Bx32, Bx41, Bx41 SBS
Harlem Line diverges
Westchester Avenue[35]
West Junction with Oak Point Yard
Bridge under Harlem River and Port Chester Railroad (NH)
East Junction with Oak Point Yard
Port Morris[35]


  1. ^ Official Guide, 1910, p. 294.
  2. ^ 1901 CNE system map /articles/images/thumb/9/94/1901_CNE_map.jpg
  3. ^
  4. ^ Faber, Harold (March 26, 1972). "Train Service to Upper Harlem Valley Terminated". The New York Times. p. 60. Retrieved 2011-07-03. 
  5. ^ "6 Die When Packed Metro-North Train Hits Car on Tracks, Sparking Fiery Crash: Officials". NBC 4 New York. 
  6. ^ Tangel, Andrew (February 3, 2015). "Metro-North Train Crashes into Vehicle in Valhalla, N.Y.".  
  7. ^ Hudson, Edward (January 1, 1984). "Electrification Project Nears Completion on Harlem Line". The New York Times. Retrieved 2011-07-03. 
  8. ^ Pierce Haviland web-site: Putnam Division
  9. ^ Station Reporter web-site: Harlem Line
  10. ^ Lombardi, Kate Stone (February 5, 1995). "Metro-North Buys A Line for Future". The New York Times. Retrieved 2011-07-03. 
  11. ^ The Harlem Division (New York Central System Historical Society)
  12. ^ Port Morris Branch Tunnel Railway Gazette, Nov 10, 1905
  13. ^ 1921 New York Central Map of New York City (Canada Southern Railway Page)
  14. ^ Circumferential Subway route
  15. ^ "The Grand Central Railroad Depot, Harlem Railroad.".  
  16. ^ a b 86th Street; Park Avenue (Brennan's Abandoned Stations web-site)
  17. ^ a b Bronx Railroad Stations (Brennan's Abandoned Stations web-site)
  18. ^ Penn Central ACMU 1044 at 138th Street Station; May 21, 1972 by Joe Testagrose (
  19. ^ a b c d e f g h i j k l Metro North Harlem Line
  20. ^ a b c Melrose Station, in the late 1800′s
  21. ^ a b c d 1858 New York and Harlem Railroad Map (I Ride the Harlem Line)
  22. ^ Jerome Park Railroad; 1880 to 1906
  23. ^ a b c Existing Railroad Stations in Westchester County, New York
  24. ^ Historic American Buildings Survey (Fleetwood Railroad Station; Page 4)
  25. ^ Tuesday Tour of the Harlem Line; Scarsdale Station
  26. ^ Singer, Penny (1997-03-30). "Katonah to Observe 100 Years of Rebirth". New York Times. Retrieved 2010-02-21. 
  27. ^ Brewster Railroad History (Southeast Museum)
  28. ^ Pollak, Michael (1996-06-23). "For Hikers, The Train To the Trail". New York Times. Retrieved 2010-02-21. 
  29. ^ Singer, Penny (1997-03-30). "Katonah to Observe 100 Years of Rebirth". New York Times. Retrieved 2010-02-21. 
  30. ^ NY Existing Stations-Westchester
  31. ^ NY Existing Stations-Putnam
  32. ^ Brewster Railroad History (Southeast Museum)
  33. ^ Port Morris Branch LTV Squad
  34. ^ NYC Port Morris Branch
  35. ^ a b 1921 New York Central Map of New York City (Canada Southern Railway Page)

External links

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