| The New York & Northern was part of a Bronx to Boston route with the New York & New England Railroad via Danbury and Hartford. Financial failure forced the line to be leased to the New York Central in 1895. It became the Putnam Division. |
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| Yorktown Heights Railroad Station (photo by the author) |
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Welcome to our New York Central Railroad Putnam Division WebSite
Here's a preview of some of the exciting projects we have put together for you: Our feature article: The Putnam Division Putnam Division Map Putnam Division Abandonments Could the Put have Survived? Bike Trails Along Railroads Other Interesting Putnam Division Resources Stories on Abandoning "The Put" More History on "The Put" See some great New York Central Railroad Pictures See even more New York Central RR pictures |
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| Putnam Division |
Railroads made possible the growth of New York's suburbs. Prior to the 1840's, the villages north of Manhattan were sparsely
settled because they were a half days journey by foot, horse carriage or boat from the commercial center of lower Manhattan.
The 25MPH average speed of trains was fast enough to allow commuting from the country into the city.
The influx of immigrants hastened the move of the moneyed residents. The railroads worked with real estate developers to sell suburbia.
A new commuter line was built through Westchester and Putnam counties in 1879 and 1880. The New York City & Northern RR was constructed from High Bridge (Bronx) to Brewster. Its 53-mile right-of-way was purchased from the bankrupt New York, Boston & Montreal. The line ran parallel to the New York Central Harlem Division. Beginning in December 1880, a mixed train ran daily. In 1881, a connection was made at 155th Street with the 9th Ave. EL (which ran to downtown Manhattan). The New York & Northern was part of a Bronx to Boston route with the New York & New England Railroad via Danbury and Hartford. Financial failure forced the line to be leased to the New York Central in 1895. In 1913, it was formally merged into the New York Central. As the Putnam Division, its backwoods nature and the Bronx transfer never allowed it to grow like the Harlem and Hudson Divisions. The Putnam Division (sort of inappropriately named because most of its trackage was in Westchester County) was a rural railroad almost on top of New York City. The Saw Mill River valley is a beautiful rural retreat and also important as a watershed to the city. There was not a lot of local freight on the line. Alexander Smith carpet, located on a one-mile spur near Nepperhan, was the largest shipper (14 to 17 cars/daily). The Beers coal dealership in Dunwoodie received about 10 cars a day. In 1957, an A&P warehouse in Elmsford opened that received about ten reefers a day. It closed in 1975. When the line was its busiest, there were daily switchers at Nepperhan, High Bridge and Baldwin Place as well as two peddler freights working in each direction. The division was partially electrified to Getty Square in 1926, but never extended north. Passenger, mail and milk trains had a speed limit of 45 while freight kept to 25 MPH. There were many 6MPH crossings which trains had to negotiate. The line was single tracked and manually signaled north of JS tower at Van Cortlandt Junction but had ample passing sidings at Ardsley, Nepera Park and ten other places. In order to reach Grand Central, passengers had to transfer across-the-platform to Hudson Division trains at High Bridge or transfer to elevated trains at Sedgwick Avenue. The New York & Northern ran across a bridge into Manhattan at 155th Street. When the IRT subway extended its Ninth Avenue elevated service into the Bronx in 1916, the Putnam Division terminated at a stub-end terminal at Sedgwick Avenue and the IRT leased the bridge into Manhattan. Brewster to Sedgwick Avenue took slightly over two hours (compared to an hour and a half to Grand Central on the Harlem). While most trains originated at Brewster, some left from Yorktown Heights. In 1929, the "Put" was chosen as a "proving ground" for diesels because of its curves and grades. Throughout the first half of this century, power was primarily Ten-wheelers, Moguls (2-6-0's), and 4-4-0's. Gas rail cars were used in the '30s but disposed of in the '40s. Several types (Mack, Brill) were used but the ability to pull a trailer and unreliability killed them. There is no indication that Budd RDC's were ever tried. As with other commuter lines, coaches were discarded main line equipment. In 1930, John D. Rockefeller, Jr. paid to move the Put away from his estate at Pocantico Hills. As well as the railroad, about 150 families vacated the area and the Christian Brothers winery moved to Barrytown. Mileposts on the northern portion of the division were slightly inaccurate because of the shortening of the route. Many depots used kerosene lamps until 1952. Many of the stations (flag stops like Woodlands and Worthington) were merely open shelters. The NY&N-built structures were small, compact and high-roofed. Briarcliff Manor had a much better station (now the town library) because it was donated by one of the residents of the town. The line was run with manually-operated signals and train orders. Conversion to diesel power was made in 1951. Power was Lima and later Alco. Such factors as the new expressways which drained off traffic, the demise of Saturday commuting, and the commercial development of the formerly all residential suburbs put commuter railroads in a financial bind. This resulted in service cutbacks and threats of service cutbacks. An early casualty was the Putnam's three-mile Getty Square branch in Yonkers. Its last run was in June 1943. In 1956, the Central announced its intent to close the Putnam Division as well as raise fares on the Hudson and Harlem Divisions. This was part of a system-wide move to end passenger deficits. At this time, the Putnam was carrying 2000 passengers on 7 trains for a $400,000 annual loss. The Public Service Commission allowed the Central to drop 3 trains and Sunday service as well as increase fares 15%. In 1958 there were further discountenances and a 7% fare increase. The last train between Brewster and Sedgwick Avenue ran in May 1958. The only passenger service which remained was a daily train from Brewster to Lake Mahopac which switched back to the Harlem Division at XC crossing a half mile past the Lake Mahopac (sometimes known as Thompson House) station. Following the Harlem Division branch for seven miles, it rejoined the main at Golden's Bridge. This service ended in 1959. Until the 1960's, the "Put" was used as a freight route for oversize loads because it had no tunnels or other impediments. The cutbacks on the Putnam Division occurred in the following order: * 1962-East View to Lake Mahopac abandoned. This 23-mile section included service to Yorktown Heights and Briarcliff Manor. There are many spots where you can still see the path of the Put. 1969-Lake Mahopac to Carmel abandoned (3 miles). 1970-Carmel to Brewster abandoned. This was finally torn up in 1972 after a teenager "borrowed" a diesel from Brewster for a ride to Carmel. 1977-Chauncey to East View abandoned. This section included the closed A&P warehouse at Elmsford. Continuing service on what Conrail called the "Putnam Industrial Track" continued for a while as far as the Stauffer Chemical Co. and includes several industries in Yonkers and The Bronx. A lot of this trackage can be seen from the Saw Mill River Parkway. NEW YORK CENTRAL'S PUTNAM DIVISION |
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When was "The Put" Abandoned?
Here are some dates for the latter years of the Putnam Divison. Source for more history May 1943 - New York Central abandons the Yonkers Rapid Transit Railway. December 21, 1944 - Scrapping of the Yonkers Rapid Transit Railway begins. July 2, 1951 - The Putnam Division begins converting to diesel-powered engines. September 10, 1956 - New York Central, citing declining ridership and a $400,000 annual loss, considers abandoning passenger service on the Putnam Division. 1957 - The A&P Warehouse in Elmsford opens. May 16, 1957 - The Public Service Commission refuses to allow abandonment of passenger service. New York Central reduces its number trains operating on the Putnam Division by half. June 29, 1957 - New York Central petitions the Public Service Commission for a 34.5% fare increase for trains serving Westchester and Putnam Counties. March 8, 1958 - The Public Service Commission decides the Putnam Division passenger service could be discontinued after June 1. May 29, 1958 - Last passenger service on the Putnam Division. September 17, 1962 - Last freight run to Yorktown Heights. 1963 - Twenty-three miles of track between Eastview and Lake Mahopac is abandoned and removed. 1968 - New York Central merges with Penn Central. 1969 - Three miles of track between Lake Mahopac and Carmel is abandoned and removed. March 14, 1970 - Last freight run to Carmel. September 1, 1972 - A teenager steals a diesel switcher from the Brewster railroad yards and takes a joyride along the abandoned tracks to Carmel. The engine stops when it crashes into trees that had fallen across the tracks. October 1975 - The A&P Warehouse in Elmsford closes. December 2, 1977 - Approval of abandonment of the segment of track from Chauncey to Eastview is applied for. (Courstesy of Dave Gianna) |
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NYC-RR · This is group is for friends of NYC RR.
This is a discussion and sharing group for friends and former employees of the "Water Level Route", the late and great New York Central Railroad Company. Our focus is primarily historical, and mostly limited to the NYC ( and PC successor ) period prior to ConRail. Our emphasis is upon routes, signaling, towers and operations. Our shared files area features contributions from our members, including Divisional Maps and photos. Additions can be uploaded by anyone, and are very appreciated! |
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The article on the Putnam Division was published in August 1986 in the CALLBOARD of the Mohawk and Hudson Chapter of the National Railway Historical Society. |
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Here are some pictures of some of the
structures
remaining along the line as of February 2000. Another view of the Putnam Division. |
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| See what is left of the Putnam Division of the New York Central Railroad on Google Earth© |
| More History on "The Put" |
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First, just at the county line between Westchester and Putnam
Counties, on the Putnam Division, was a junction between the Put and
the Mahopac Falls or Mahopac Mines RR. This left the Put mainline
at Baldwin Place and meadered over to an iron mine somewhere north of
Lake Mahopac. There was definitely a station at the hamlet of
Mahopac Falls, which still exists as a hamlet and has a tiny Post
Office. (It is near the place on Rt 6N known as Red Mills.) The
mine eventually caved in while active, but there was enough warning
that everybody got out OK.
It is hard to find any trace of this RR today, but the right of way could be seen in a few places in the early 1990's. The ROW of the Mahopac Mines RR is on the hillside east of the marsh which is east of the Church of the Hill. The other obscure RR is a short-lived narrow gauge line that pushed up the Peekskill Hollow from Peekskill Creek. Purpose and dates unknown. At one time, Westchester was one of the world's major sources of emery, the garnet-like abrasive. There was a temporary construction RR used to carry granite blocks to the Kensico Dam from wherever they were quarried. Strictly speculation, I'd bet that a similar RR would have been used to build the awesome Croton Dam, one of the world's largest granite block structures. There is a shopping center where the Yorktown Heights yard and the roundhouse were located. You might also enjoy exploring Baldwin Place were the Put freight house was still standing, last I looked. In Lake Mahopac, you will find the old Put station is now the VFW hall and the freight house for the Lake Mahopac branch still stands below it. (Last observed by me just a few years ago, could be gone now.) With a map, you might be able to find XC Crossing. Transfers to Grand Central were made at High Bridge. Transfers to the IRT Subway were made at Sedgwick Avenue. |
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Could the Put have Survived? |
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During most of the 20th century Putnam Div. passenger trains terminated at
Sedgwick Ave. in the Bronx, where passengers could transfer to an IRT
elevated shuttle between 155th St. (In earlier days, there was a direct
connection at Sedgwick Ave. to the 9th Ave. el in Manhattan)
The bulk of passengers, however, transferred to Hudson Div. m.u. trains at
High Bridge, the next station west. The Put's engine terminal also was at
High Bridge.
The New York & Northern, the Put's original predecessor, terminated at the 155th St. terminal of the 9th Ave. el in Manhattan, next to the onetime Polo Grounds. The line then swung north to cross the Harlem River on a swing bridge at about the site of the later Sedgwick Ave. terminal. Some time early in the 20th century this section was taken over by the IRT, electrified, and made part of a shuttle line to the Bronx, and afterward all Put trains used the Sedgwick Ave. terminal. The NY&N opened a branch to Yonkers in 1888s, which was generally operated with 2-4-4T Forney-type engines and elevated-style coaches. The branch left the main line at Van Cortlandt Park in the Bronx. Forney locomotive continued under NYC control until 1926, when the Central electrified the Yonkers branch, using its standard third-rail system. There was no through operation to GCT, however; passengers continued to transfer at High Bridge. The Yonkers branch was abandoned in 1943. Unfortunately, the tracks ran side by side with the Hudson Division from just below Marble Hill to Highbridge. A throw of the switch and they could have run GCT service. One reason the Put trains did not run through to GCT was the necessity of an engine change in the Bronx. It would have added drastically to the already money losing situation regarding those particular trains. The biggest thing that killed the Put was the tax situation at that time and the lack of any sign of state support in 1958. Another reason was that the line was not very far from either the Harlem or the Hudson Divisions and both of them had heavy ridership and many more and faster trains than the Put had. Another reason for the NYC to keep Put trains out of GCT was the fact that the Put was maintained primarily as a route for high and wide freight shipments to and from New York City. The passenger service was an accommodation to the local communities, where most of the passengers could walk to the station, and where NYC also handled mail and express. The division, in steam days, was actually operating at close to capacity considering the location of sidings, the light steam power (F-12's with small tenders) that could operate over some of the bridges, and the general configuration of the railroad. If the NYC increased the demand for Put service by eliminating the change at High Bridge they would have had to upgrade the railroad in many ways to accommodate the demand. That would have been a bad business decision, especially considering that they were handling the same commuters much more efficiently on the Hudson and Harlem Divisions. |
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| The shops at Harmon repaired all types of electrical locomotives and cars. In addition, they handled steam engines and then transitioned to diesels. |
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Several years ago I wrote a story on the major railroads of 1950 and what happened to them.
Now I am following up with a closer examination of the New York Central Railroad. This railroad only lasted until 1968 when it merged into Penn Central. But, what was the NY Central Railroad like in 1950? You will also be interested in "What if the Penn Central Merger Did Not Happen" |
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This WebPage is maintained for historical articles only. For an up-to-date listing of North American Commuter Rail and Transit Systems, please visit our TRANSIT WebPage www.ominousweather.com/Transit.html |
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Once upon a time, milk trains were important New York Central Milk Business Creamery in South Columbia, New York There were two basic types of milk trains – the very slow all-stops local that picked up milk cans from rural platforms and delivered them to a local creamery, and those that moved consolidated carloads from these creameries to big city bottling plants. Individual cars sometimes moved on lesser trains. These were dedicated trains of purpose-built cars carrying milk. Early on, all milk was shipped in cans, which lead to specialized "can cars" with larger side doors to facilitate loading and unloading (some roads just used baggage cars). In later years, bulk carriers with glass-lined tanks were used. Speed was the key to preventing spoilage, so milk cars were set up for high speed service, featuring the same types of trucks, brakes, communication & steam lines as found on passenger cars. |
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| Interested in Penn Central? New York Central? Pennsylvania Railroad? New Haven Railroad? or in the smaller Eastern US railroads? Then you will be interested in "What if the Penn Central Merger Did Not Happen". You will also enjoy "Could George Alpert have saved the New Haven?" as well as "What if the New Haven never merged with Penn Central?" | ||
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| Railroads through the region East of the Hudson from Albany to Connecticut. Includes Chatham and the New York Central Harlem Division. |
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| In 1950 New York Central Railroad used a lot of sand. |
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Traveling in Europe? You will probably need to make a FERRY RESERVATION. Stop by and see our Reservations Center. |
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