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Central New England Railway

Central New England Railway Home Page

This page is an overview of the entire railway in Connecticut and New York.
CNE Bus Tour Rudberg Research Collection of the Central New England Railway. Dates: 2002-2010.

Dates: 2002-2010.
Quantity: .75 linear feet.
Abstract: The collection consists of tour guidebooks compiled by Bernard L. Rudberg of photocopies of photographs, maps, correspondence, and documents related to the history of the Central New England Railway, which ran from Maybrook, New York, to Hartford, Connecticut, in the period between 1898 and 1927, at which point it was taken over by the New York, New Haven & Hartford Railroad. Mr. Rudberg creates the books for the participants of an annual guided bus tour he coordinates, in April or May of each year beginning in 2002, that follows portions of the old railway line, and provides information about the towns on the route, train wrecks that occurred, old carbarns, turntables and roundhouses, and such features as the Poughkeepsie River Bridge.
Central New England Railway Map

The Central New England Railway at it’s maximum



Dutchess Northern Model Club collection

This map show the maximum extent of the CNE between 1905 and 1916.

Click HERE on picture to enlarge

See my blog about the new video showing off the restored Hopewll Junction Railroad Station.
Penney

CNE Home Page

Central New England Railway Home Page

This page is an overview of the entire railway in Connecticut and New York.

Central New England Railway in New York State

This page is an overview of the railway as it existed in New York State.

Central New England Railway in Hopewell Junction

This page is about the CNE in the Hopewell Junction area.

Central New England Railway's Great Bridge at Poughkeepsie

This page is about the CNE' bridge at Poughkeepsie.

The Rhinebeck & Connecticut

This page is about the Rhinebeck & Connecticut which became part of the Central New England Railway.

The Railroads of Pine Plains

Pine Plains was the intersection of three railroads, all of which became part of the Central New England Railway.

Newburgh, Dutchess and Connecticut Railroad

One of the railroads that formed the Central New England Railway was the Newburgh, Dutchess and Connecticut.
The CNE / ND&C from Dutchess Jct to Matteawan.
The CNE / ND&C Glenham to Hopewell Jct.
The CNE / ND&C from Hopewell Jct to Millbrook.
The CNE / ND&C from Bangall to Pine Plains.
The CNE / ND&C from Pine Plains to Millerton.

Connecticut Connection

A trip along the Central New England Railway (CNE) from Canaan, Connecticut to the New York State Line.

Maybrook Yard

The major freight yard where the CNE connected with other railroads was at Maybrook.

The Maybrook Line across Dutchess County

The "Maybrook Line" was important to New England before the advent of Penn Central and before the Poughkeepsie Bridge burned.

The Poughkeepsie Bridge after the 1974 Fire

The "Maybrook Line" lost its importance with Penn Central. See the effects of this fire on Eastern Railroading.

P&E in the Poughkeepsie Area

Part of the The Central New England Railway (CNE) was the Poughkeepsie & Eastern (P&E)

P&E North of Poughkeepsie Area

Part of the The Central New England Railway (CNE) was the Poughkeepsie & Eastern (P&E)

Poughkeepsie & Connecticut

One of the railroads that formed the Central New England Railway was the Poughkeepsie & Connecticut.

The Central New England in Connecticut

A great WebSite from Tim Dowd on the remains of the CNE in Connecticut

Fishkill Landing

The Newburgh, Dutchess and Connecticut Railroad became part of the CNE. The New York Central ran from New York City to Albany and beyond through the Hudson Valley. The two roads met at Fishkill Landing.
The first phase of the NYC rebuilding at Fishkill Landing starting in 1913.
The second phase of the NYC rebuilding in 1914 and 1915.
New York Central in the Fishkill Landing Area.

Other Links

Links to Other Sites Along the Route You Might Enjoy

New Haven Railroad Home Page

Of interest to the railroad manager, railfans, advocates of super railroads, railroad historians. Links to many rail-related organizations and museums. The one source to go to for history of the New York, New Haven & Hartford Railroad.

Connecticut Railfan

All About Railroads in Connecticut.
From 1844 to 1967, the New Haven RR was a force in New England.
The name for a famous bar car was "V:XI-GBC" for the departure time which was 5:11.
RPO's on the New Haven.
New York City freight. Railroad path between Norwalk and Pittsfield.
Naugatuck Line to Winstead. The saga of a short line serving Middletown, Ct.
Bridgeport General Electric.
Coverage of Central New England, Naugatuck, Boston, Hartford and Danbury Line.

George Alpert, last president of the New Haven

A story of George Alpert, the last president of the New Haven Railroad. He was president of the New Haven Railroad from 1956 to 1961 when the carrier went into bankruptcy. After he left the railroad, the Interstate Commerce Commission agreed with him that railroads like the New Haven must have federal subsidies to exist.

The Train Ride to Choate

Edgar T. Mead described a trip to Choate in the 1930's. This article shows what has changed in fifty years. Rooting through old magazines on a rainy Sunday afternoon, I came to an old NRHS Bulletin (Volume 52 # 5 1987) and saw an article by Edgar T. Mead on a train trip from New York City to Choate School which is located in Wallingford, CT which he made in 1937. In 1988, I wrote an article about what we had lost or gained over 50 years. I then decided to update this for changes over the last 10 years as well as over the last 60.

Train Stations of Connecticut

There are many train stations in Connecticut. Some have been rebuilt. Some are no longer used and have been converted to other uses. Some have restaurants in them or close by.

The Shepaug Railroad

The Shepaug Railroad ran from Hawleyville to Litchfield in Connecticut. It was owned by the New Haven Railroad and went out of business in the 1940's

The Housatonic Railroad between Connecticut and Massachusetts

This is all about the railroad from Western Connecticut to Pittsfield, Massachusetts. It was owned by the New Haven Railroad and is still surviving.

Connecticut Freight Railroads

What railroads serve Connecticut? A listing of Connecticut towns and what railroads serve them for rail freight. All about the freight railroads that serve Connecticut.

The Mighty O&W

All about the New York, Ontario & Western railroad.
Some pieces of this railroad that was lost in 1957 are still used by other lines.

Abandoned Railroads

All about abandoned Railroads. A lot about the West Shore. Other abandonments in New York State and elsewhere in the Eastern US.

Original CNE

See this page for a rather interesting look at the original CNE with numerous before and after pictures: (Xian Clere site)

Journal of the Maybrook Yard.

All kinds of previously unpublished and fascinating things about the Maybrook Yard!

New York and New England Railroad.

From Willimantic, Connecticut to the Hudson River

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The Central New England Railway


The Central New England Railway was purchased in 1904 by the N Y, N H & H.
It was operated as a separate entity until formally merged in to the New Haven on June 1, 1927.

A paper organization called the Delaware & New England RR was formed on July 22, 1889 to take over the Hudson Connecting RR (just completed between Campbell Hall and Highland) and the Poughkeepsie & Connecticut RR to form the Central New England & Western RR. On August 30, 1889 the CNE&W leased the Hartford & Connecticut Western RR (then operating between Hartford and Rhinecliff) for a term of 50 years.

It was in 1890 that the CNE&W was taken over by the Philadelphia & Reading Railway; however, it was operated as the CNE&W until the P&R changed it's name to the PR&NE on August 1, 1892.

There was a major financial crash in early 1893 and the P&R relinquished control of the PR&NE on August 19,1893 to a Receiver who operated the line until it came out of Receivership on January 12, 1899 when the CNE was formed. At that time, the CNE was still controlled by Philadelphia interests.

As mentioned above, the CNE was operated separately from the New Haven RR until 1927. The New Haven purchased the ND&C in 1905 and turned it over to the CNE to operate. For a couple of years it was known as the ND&C Division of the CNE (and it's operation probably stayed about the same as when the ND&C operated it as an independent company) and on June 25, 1907 it was merged in to the CNE.

The Poughkeepsie & Eastern Railway was bought by the New Haven in early 1907 and on June 22, 1907 it too was merged in to the CNE.

Its grades were the steepest on the New Haven system with the possible exception of the grade between West Cheshire and Summit on the Meriden, Waterbury and Connecticut River RR. Norfolk Summit was over 1300 feet above sea level and Norfolk station was the highest, about 1200 feet above sea level, in the entire system. In spite of these stiff grades, this road did a large freight business for many years and also ran many passenger trains.

The Hudson Connecting Railroad (from Campbell Hall Junction to the Poughkeepsie Bridge) and the Poughkeepsie and Connecticut Railroad (Poughkeepsie Bridge to Silvernails) merged in 1889 to form the Central New England and Western Railroad.

The CNE&W was merged with the Poughkeepsie Bridge Company (inc. 1870) into the Philadelphia, Reading and New England Railroad in 1892. The PR&NE was bought by the Philadelphia and Reading Railroad, but failed. It was sold in 1898 and reorganized as the Central New England Railway in 1899.

The CNE leased the Hartford and Connecticut Western Railroad and Dutchess County Railroad, and obtained trackage rights over the Newburgh, Dutchess and Connecticut Railroad for a connection to the New York and Harlem Railroad.

The CNE also bought the parallel Poughkeepsie and Eastern Railway (Poughkeepsie to Boston Corners, New York) in 1907, and incorporated parts of its trackage into its line, and abandoned other parts.

At one time, there were passenger connections to Boston, Reading, Philadelphia, Baltimore and Washington. There was also through passenger service between Winsted and New York via Millerton and the Harlem Railroad.

The CNE is best known for the Poughkeepsie Bridge. It was an engineering marvel for its time period. Until the Hell Gate Bridge was completed, it was the only all rail line South of Albany to western connections. At the present time, thousands of tons of freight are hauled daily over this bridge. It was double-tracked when the bridge was strengthened, then when heavier engines were bought, the tracks were gauntleted.

The first train over Poughkeepsie Bridge was at the end of 1888.

By Ken Kinlock at kenkinlock@gmail.com

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1937 Fan Trip Brochure
See our poster and brochure about a fan trip on the New Haven RR in 1937. It ran from NY City to Bridgeport, Danbury, Poughkeepsie, Maybrook, and Campbell Hall to Warwick NY. The brochure contains a description of the route including the big bridge in Pok plus a map. The fare was $3.50 round trip.

How much would you pay to ride that trip today ?
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Railroads On The Rebound

Over the last 50+ years, railroads have changed a lot. Now they are about to change again.

It is all about a combination of economic factors and climate factors.

Since 1950 , railroads have consolidated. Freight moved from a "box car mentality" to a "unit train,mentality". Passenger went from a robust business to a "caretaker" arrangement called AMTRAK. This happened as everybody could drive for free on the Interstate Highway System or fly on an airline system where the government subsidized both airlines and airports. In the meantime, railroad express and railroad post offices went "down the tubes". The old Post Office Department and the Railway Express Agency could not adjust to the new way. UPS and Fex Ex could.
Carbon Calculator
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Central New England Railway
Click on logo above to see more.
This WebSite is the most complete about the Central New England East of the Hudson River.
Join the Abandoned Railroads Forum
The Central New England Railway (CNE) was a railroad across northern Connecticut and west across the Hudson River in New York. It eventually became part of the Poughkeepsie Bridge Route (an alliance between railroads for a passenger route from Washington to Boston) and later a line of the New York, New Haven and Hartford Railroad.
Join the New York & New England/Central New England Forum
at RAILROAD.NET
Hopewell Junction Station Restoration
Follow the Hopewell Junction Station restoration project on Railroad.net and on FACEBOOK
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Maybrook Yard January 1948

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Maybrook Yard in January 1948

Courtesy of Bernie Rudberg
Click on photo to enlarge

It shows the Maybrook yard in winter just after the diesels had taken over the main line freight work. By that time it was NH and the Maybrook Line and the yard were in a slow decline which ended with the big Poughkeepsie RR Bridge fire in 1974. The yard is now a terminal for the Yellow Freight trucking company.

This shot is from the collection of a former Hopewell Junction resident, the late George Bailey. ( cousin of the Barnum and Bailey circus fame. ) He had a very nice collection of mostly RR photos from around this part of New York.
Comment from Jack Swanberg about the Maybrook yard 1948 photo.

(Jack is a retired railroader and he wrote the "bible" on New Haven RR power. If you can find his book at train shows you will pay $75 or more for a copy. He was a fireman on the Maybrook line near the end of the New Haven RR in the late 1960's. As a Navy reservist he was navigator on transport planes flying all over the world. He recently retired from MTA Metro North management.)

"The photo of Maybrook in January 1948 was taken from the high reefer-icing platform (see photo on page 54 of January 2005 TRAINS Mag.). It is looking west towards the roundhouse, with the car repair shop at far right. The actual ice house building isn't visible (it is out of sight to the left), but the structure partly seen at far left in your photo is the extension from the ice house which crosses the track to the left of the platform (track not not seen in your photo, but shown in the Maybrook Yard map on the same page 54)."
This is a scan of the Maybrook westbound classification yard looking west.

On the left, cars along #2 icehouse where cars were spotted with top dock crushed ice for meat and dock underneath block ice for produce. To the right are east and westbound main tracks. The few cars on the left are in the westbound classification yard with the car shed on the far right.

On Christmas day 1947 it began snowing and continued all day. Four or five days later it snowed again with 30 inches total. It then got very cold. One night it got down to 36 below zero and I worked an extra switcher as a brakeman from midnight until 8 am. Plows and Jordan spreaders were used to clear the yard. 2 tracks were cleared with snow piled on the 3rd track. Clamdiggers were used to pick up snow and deposited in gondolas that were going south.

This was my first winter on the railroad.

Tony Marano

See the full "Central New England in New York State"

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Bernie Rudberg's CNE in New York State


We will continue to expand our coverage of the Central New England Railway in New York State. One of the most-requested topics we have been asked about on the WONDIR Search Engine is Maybrook Yard.

Some of the material we are adding is about CNE predecessor lines such as the Newburgh, Dutchess & Connecticut which became part of the CNE in 1905. Other sections are of the actual CNE operations up until 1927. Still other sections are about the New Haven RR operations after they took over the CNE completely.

Bernie is assisted by a number of friends who are mostly retired railroaders and who can answer most any of technical questions. They have contributed much of the material which you will be seeing. Two of Bernie's personal sources are Lee Beaujon in California and Jack Swanberg in Connecticut. Both of them are ex New Haven and devoted CNE rail fans. Along with Joe Mato and Woody Cohen, they are the ones who organize and operate the annual CNE Spring Tours. Bernie also writes the guide books for the tours. For the last two tours they have had two buses full with 110 passengers.

An upcoming book concentrates on the Hopewell Junction area and it will be sold as a fund raiser for the Hopewell Junction Depot Restoration Inc.



Introduction


In the early years of railroading, grand schemes and dreams sprang up in almost every county and town. Dutchess County New York was no exception. This was particularly true in Dutchess County because of the geographic location. North to south, Dutchess is between New York City and the state capitol of Albany. East to west, Dutchess is the gateway between southern New England and the coal fields of Pennsylvania or the western states. Dutchess is also bordered on the west by the Hudson River which provided water access but at the same time was a barrier to east-west rail travel. When the idea of taking advantage of this economic potential took hold there were plenty of people with high hopes ready to join in and get rich. As in any new undertaking there were lessons to be learned and a dose of reality to cope with. Some actually did get rich. Most did not.

Earliest railroads in Dutchess County were the north-south routes which served New York City, Albany and Montreal. These routes were relatively stable and successful. With that success as added incentive, an East-West railroad was chartered and built. The first 8 years of east-west railroad operations in Dutchess County saw turmoil, conflict and multiple financial failures. The railroad tracks that ran from Dutchess Junction and Matteawan (Beacon NY) through Hopewell and Millbrook to Millerton and to Connecticut at State Line had several different names in their first few years of existence. Out of that chaos grew the Newburgh, Dutchess and Connecticut Railroad. The ND&C RR under the leadership of John Schultze and Charles Kimball established an operation that survived through good times and bad for over 25 years until it was absorbed into the Central New England Rwy and eventually became part of the New Haven RR. Still later 11 miles of the old ND&C line from Hopewell to Beacon became part of the ill fated Penn Central, next Conrail, then the Housatonic RR and currently Metro North.

The few remaining rails through Hopewell Junction are now owned by MTA/Metro North Railroad. There is no regular service on this line but the charter is kept open by occasional equipment moves or inspection trips. The yard area east of the route 82 overpass is used by Metro North as a training facility for track maintenance workers learning to operate cranes and other machines.

Metro North has so far chosen not to operate any regular service on the line through Hopewell Junction but they are keeping the line open for possible future use. When the Housatonic Railroad sold the line to Metro North they retained the rights to run freight service on the line. There are a few customers who would like rail service but thus far Housatonic RR has chosen not to do so.

Perhaps someday with population and business growth we may yet see rail traffic through Hopewell Junction. Until then the local rail fans will have to be content with an occasional fan trip or passing inspection car. These pages are intended to try and fill part of that gap with a bit of railroad nostalgia.

B. L. Rudberg
Hopewell Junction Caboose
Photo by the late Austin McEntee

This New Haven class NE-4 wooden caboose was spotted in Hopewell Junction in 1947. The New Haven RR built 120 of them in their car shops at East Hartford CT using underframes salvaged from retired wooden box cars.


They were built between 1926 and 1928 and originally numbered 501001 to 501120. In 1930 they were renumbered C-300 to C-419. They were replaced by newer steel cabooses in the late 1940's. A small number of wooden cabooses survived into the 1950's in work train service.

A caboose was the office and temporary home complete with bunks and toilet facilities for the train crew when traveling away from home. Seats were provided in the cupola on top so the crew could monitor the train while it was moving. A coal stove provided heat and place to cook meals.
Poughkeepsie Bridge Fire
Poughkeepsie RR Bridge fire in May 1974

George Bailey collection

This fire cut off all rail traffic on the Maybrook Line.

Click here to see more about the great Poughkeepsie Bridge.
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Poughkeepsie Bridge Walkway at Night

Poughkeepsie Bridge Walkway at Night

It is years later. Trains no longer run over the bridge; instead it is a walkway. Bernie Rudberg took a great nighttime picture from the walkway. See more about the great Poughkeepsie Bridge.

Central New England Timeline


The CNE merged with the following companies on June 25, 1907:

Poughkeepsie and Columbia Railroad - never built?

Dutchess County Railroad - Poughkeepsie Bridge to Hopewell Junction

Newburgh, Dutchess and Connecticut Railroad - Hopewell Junction to state line

It kept its lease on the Hartford, Connecticut and Western Railroad, which ran from Rhinecliff, New York, on the Hudson River, past Silvernails, New York (where the CNE joined), and to Hartford, Connecticut, with branches to Collinsville, Connecticut and Agawam Junction, Massachusetts (from where it had trackage rights over the Boston and Albany Railroad to Springfield, Massachusetts).

Fly Along the route of the Central New England Railway!


If you have "GOOGLE EARTH" installed on your computer, you can "fly" along the path of the Central New England Railway with the "PLACEMARK"s below: (Click to get GOOGLE EARTH)

Take a trip on the

Canaan, Connecticut to State Line, New York
Hopewell Junction to Maybrook, New York
ND&C Pine Plains to Millbrook
The Rhinebeck & Connecticut
Danbury to Beacon
The Central New England Railway

REFERENCE SECTION

The CNE from Wikipedia

The Poughkeepsie Bridge Route from Wikipedia

Maybrook Line Track Chart

ND&C Track Chart

Rhinebeck & Connecticut Track Chart

P&E North from Poughkeepsie Track Chart

Hartford to State Line Track Chart

List of Connecticut Railroads


List of New York Railroads


The Naugatuck Railroad
a Historical Background



Hopewell Junction
Model Railroad Club



Rapid Transit Over the Poughkeepsie Bridge


Pine Plains and the Railroads


Stickels (Dudley) Photograph Collection
of Central New England Railway



Antique Stock Certificates


Follow a new railroad into the Adirondack Mountains of New York State.
They run tourist trains, dinner trains, and even a ski train from Saratoga to North Creek.
They want to reactivate the railroad to a mine that was closed over 20 years ago.
New technology and a new attitude maybe just the right combination.
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How can we help you? Contact us: Ken Kinlock at kenkinlock@gmail.com
Organization Chart CNE Abandonments (top) CNE Abandonments (bottom)
Fran Donovan collection
Courtesy of Bernie Rudberg

New York and New England Railroad


The New York and New England RR from Willimantic was opened to Hartford in 1849 and to Waterbury in 1854. It reached its connection at Hopewell Jct. with the Newburgh, Dutchess and Connecticut RR in 1881, using their tracks from Hopewell Jct. to Fishkill Landing, now Beacon.

For many years, freight was ferried across the river from Newburgh to Fishkill Landing, and the N Y & N E was a busy freight road. Later, freight was routed via the Poughkeepsie Bridge, over the old route to Hawleyville and then down to the Shelton loop to Waterbury and Hartford. The former N Y & N E between Hawleyville and Waterbury was abandoned in 1948.

The N Y & N E covered a lot of Connecticut, but it had no connection into New York City, and to run trains there, it had to use the N Y, N H & H tracks from Willimantic or Hartford. In an effort to obtain more revenue on their own line, the N Y & N E tried to arrange to run its trains over its own line to Brewster, NY and then over the Harlem RR to New York. The New Haven blocked this move.

About 1891, the N. Y & N E, in connection with the Long Island RR. The New England Terminal Co. Ferry and the Housatonic RR, (Danbury & Norwalk Div.) placed the Long Island & Eastern States Express in service, Brooklyn to Boston. This train ran from Brooklyn to Oyster Bay on the LIRR, ferried across Long Island Sound by the New England Terminal Co. to Wilson Point, to Hawleyville via the Danbury & Norwalk Div. of the Housatonic then to Boston via the NY & NE RR.

In 1892, the Meriden, Waterbury and Connecticut River RR was leased to the N Y &N E who operated it a few years and then abandoned it for financial reasons.

The Norwich and Worcester RR was built in 1840 and was leased to the N Y & N E in 1869, thus giving the railroad a boat connection from Allyn's Point to New York. This road was later extended to Groton.

By Ken Kinlock at kenkinlock@gmail.com

The New Haven Railroad Historical and Technical Association
has created a great map of the New Haven Railroad at its greatest extent.

Click below to see it.

enter
Canaan Station

Canaan Station in the 1940's

Lee Beaujon collection

Sadly, the right half of this historic building burned. It was torched by teenagers. They were caught and now there is a restoration program underway.

At Canaan, the Central New England Railway crossed the Housatonic Railroad.

Both became part of the New York, New Haven & Hartford Railroad.

The line out of Hartford (known as the Connecticut Western when built) was completed to State Line (near Millerton, NY) in December of 1871.


Trackage rights were obtained from there via the Dutchess & Columbia RR on in to Millerton itself. The distance between these two points was 68 miles and to begin with there were two daily except Sunday passenger trains in each direction. The morning train out of Hartford departed at 9:50am and took FOUR HOURS to get to Millerton. The afternoon train left Hartford at 3:40pm and beat the morning train's time in to Millerton by eight minutes. In the reverse, the morning train left Millerton at 6:00am and got to Hartford at 10:17am. It's afternoon counterpart left Millerton at 2:40pm getting to Hartford at 6:50pm.

In 1882 the then Hartford & Connecticut Western (successor to the Connecticut Western in 1881) bought the Rhinebeck & Connecticut RR that operated between Rhinecliff, NY and Boston Corners, NY. The R&C originally had a lease arrangement with the Poughkeepsie & Eastern (known in 1882 as the Poughkeepsie, Hartford & Boston) to operate between Boston Corners and State Line so that they could connect with the Connecticut Western. Trackage rights were given to the H&CW (based on the previous agreement they had with the R&C) between State Line and Boston Corners by the Poughkeepsie, Hartford & Boston RR. This piece of track was leased to the H&CW on June 1, 1883 and purchased by them on April 5, 1884. When the H&CW bought the R&C, they also negotiated to buy the section between Boston Corners and State Line so as to give them a through route of their own all the way to the Hudson River. Pennsylvania coal coming up to Kingston on the D&H Canal was the main reason the H&CW wanted a route to the Hudson River. The H&CW began to call their route "The Rhinebeck Line" and did start out with at least one through train in each direction between Hartford and Rhinecliff. In addition to this train, there were still two other trains operating in each direction between Hartford and Millerton. The big thing, though, at this time was that these trains were now only taking three hours to make the 68 miles rather than four hours when the line was first opened. The Rhinebeck Line, however, seems to have been downgraded in 1886 as a through passenger route because a timetable from that year indicates one must change in Canaan in order to travel between Rhinecliff and Hartford.
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In three volumes totalling 658 crowded pages, author and railroader Robert W. Nimke has pieced together in his own style as much of the Central New England Railway story as is ever likely to appear in one publication.



The longest piece of the Central New England still existing is the line from Danbury Fair Grounds to Beacon, yet there were at one time or another at least a dozen different railroads in that portion of New York lying east of the Hudson river and the western boundary of Connecticut north of Danbury. That is to say there were at least a dozen different groups of incorporators who felt, for their own reasons, that their particular railroad project could be profitable. Ultimately, none were. Nor was their successor, the Central New England Railway, formed in 1899 to inherit them all one way or another. It was brought under control of the NYNH&H by 1904.

Until the mid 1920s, the Central New England was operated semi-independently of the New Haven and the portion from Danbury to Maybrook and Campbell Hall was a very busy freight route, forming the New Haven's most important connection to and from the west. Traffic on other CNE routes was fading fast by the early 1930s, and wholesale abandonments of CNE routes followed. Then in May, 1974, the Maybrook Line, last route of the CNE, was severed by a fire on the great bridge over the Hudson. By then Penn Central was in control of the whole New Haven property, and despite statements to the contrary at the time, it had no interest in reopening the Maybrook line. So today the great bridge stands, unused and unrepaired, and what is left of the Maybrook line sees no traffic other than excursions.
New Haven Pictures Album

Welcome to Hopewell Depot Restoration Corp.



One of our members has created a Facebook Page about the Hopewell Depot Restoration.
The Hopewell Depot Restoration project also has a new web site.
I have been working on local railroad history since I retired from IBM 20 years ago. I have posted several hundred photos and stories about Hudson Valley railroads on a CNE web site. This web site has 23 sections. Just scroll down and select the section you want. If you have any questions or comments just send me a note.
In addition I did about an hour of video for a Marist College oral history project. About 6 minutes of my video session is in the "construction" section. Portions of this interview are now recorded for phone access as narration for the Walkway Over the Hudson web site. A number of photos from my collection are now being used on the interpretive signs on the Walkway.
Since my family background is in railroads in Sweden, I have always been interested in railroads and since I retired I have had time to study more. I am also the former president of a group working to restore our local Hopewell Junction train station into a small museum and educational facility.
I am also one of the organizers for the Central New England Railway Historical Tours. Every spring we tour a section of the old CNE Rwy with two bus loads of railroad fans. I do the navigating and narration for the tour. I have written the guide books for the last eight tours and I am working on the next one for spring 2012. Each book contains around 200 pages of photos and history for that section. Next spring's tour is now in the planning stages and will probably be in the area between Norfolk and Canaan CT.
I found the original record books of the ND&C RR at the Beacon Historical Society. The ND&C RR became part of the CNE Rwy in 1905. There are more than 30,000 pages of original railroad records. I wrote a book based on those records. It is called ND&C RR Twenty Five Years on the ND&C. It still available from the publisher and several local bookstores. I have also written a book of photos and stories about Hopewell Junction and East Fishkill which we are selling as a fund raiser for the Hopewell Depot Restoration.
If you have any questions or comments just send me a note or call me at 914-221-9330. My E-Mail is: BRudberg@optonline.net Bernie Rudberg
Required Attire for a Remote Workforce

Ever wonder how your telecommuting colleagues really live? Turns out, many of them actually do work in their pajamas. They also tend to love their work-life balance – to the point where they’d take a pay cut to maintain the status quo. This is a “must read” for both remote workers and for their office-bound managers.
Rich Neighbor

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