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| Maybrook Yard Today |
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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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Central New England Railway Home Page This page is an overview of the entire railway in Connecticut and New York. |
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Central New England Railway in New York State This page is an overview of the railway as it existed in New York State. |
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Central New England Railway in Hopewell Junction This page is about the CNE in the Hopewell Junction area. |
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Central New England Railway's Great Bridge at Poughkeepsie This page is about the CNE' bridge at Poughkeepsie. |
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The Rhinebeck & Connecticut This page is about the Rhinebeck & Connecticut which became part of the Central New England Railway. |
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The Railroads of Pine Plains Pine Plains was the intersection of three railroads, all of which became part of the Central New England Railway. |
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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. |
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Connecticut Connection A trip along the Central New England Railway (CNE) from Canaan, Connecticut to the New York State Line. |
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Maybrook Yard The major freight yard where the CNE connected with other railroads was at Maybrook. |
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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. |
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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. |
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P&E in the Poughkeepsie Area Part of the The Central New England Railway (CNE) was the Poughkeepsie & Eastern (P&E) |
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P&E North of Poughkeepsie Area Part of the The Central New England Railway (CNE) was the Poughkeepsie & Eastern (P&E) |
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Poughkeepsie & Connecticut One of the railroads that formed the Central New England Railway was the Poughkeepsie & Connecticut. |
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The Central New England in Connecticut A great WebSite from Tim Dowd on the remains of the CNE in Connecticut |
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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. |
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| The Central New England Railway (later New Haven) Maybrook Yard connected to to other railroads: Lackawanna, Pennsylvania, New York Central, Lehigh & Hudson River, Lehigh & New England, Erie, Ontario & Western, Lehigh Valley |
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THE MAYBROOK BIRTH (1888) AND DEATH (1974) Written by ALBERT ALEXANDER, June 1993. In the year 1888, there were small railroads operating from Eastern shores of the Hudson River into Connecticut and New England. Two of the larger lines, namely the Central New England and the Philadelphia and Reading, managed to gain control of majority of these lines. It was during this period when plans were being made to construct a railroad bridge across the Hudson at Poughkeepsie. The corner stone was laid in 1871 but almost immediately financial difficulties set in causing a delay of some nine years before the bridge could be put in service in 1888. A new railroad was also being constructed at this time connecting the Western end of the bridge with Orange Junction and Campbell Hall. The floating operation of railroad cars from Newburgh to Fishkill Landing would now become obsolete. The new railroad bridge at Poughkeepsie measured 6727 feet in length and stood 212 feet above the water. The Philadelphia, Reading and New England Railroad operated the line from Highland to Orange Junction, later known as Maybrook Junction. Ten years later the railroad became defunct when Central New England Railroad took command of the line. A large two story building was constructed at the end of Main Street in Maybrook for the Administration Office of the Central New England Railroad. The terminal consisted of a few Liner Tracks for receiving trains from the Western Railroads and a few Liner tracks where Central New England trains would be delivered to the Western lines for movement to western destinations. The Central New England Railroad maintained a Round House and Turn Table in the vicinity of the "Old Row". The houses which made up the Old Row were built by the Central New England Railroad to accommodate it's permanent employees. The Orange County Railroad also maintained a few tracks for receiving and delivering trains to the Central New England Railroad. A small Round House and Turn Table were maintained by the Orange County Railroad, later to be known as the Lehigh and Hudson Railroad. This railroad also built residential homes for it's employees in the area later to be known as "The Lehigh Hill" . In 1906 the New York, New Haven and Hartford Railroad acquired half interest into the Central New England Railroad operation at Orange Junction. By 1908 plans were under way to construct a huge switching terminal which would be the largest of its kind East of the Mississippi River. The terminal would enjoy the convenience of repairs shops of all kinds: Machine shops, Carpenter shops, Boxcar shops, Boxcar repair and rebuilding shops, Engine House and Steam Engine re-building, a 27 stall Round House, with a 95 foot Turn Table, a new General Office building, a freight transfer platform, a Y.M.C.A. and an auditorium building, Ice manufacturing plant to service refrigerator cars, its water would be supplied from two reservoirs and a Passenger Station to be located at the end of Main Street. The terminal would spread over an area over 3 miles in length and one mile in width these boundaries of today’s maps would show the southerly border to be Highway #208 and the Northerly border being Highway 17K.The network of tracks if put end to end would stretch some 72 miles and their capacity being 5000 cars. The terminal in its peak years of World War 11,wou1d employ 1500 employees with a weekly payroll of $150,000.00. A switching record was established during one 2- hour period in May of 1943. The record being,25 East bound trains (1665 cars) and 29 West bound trains (1826 cars) a total of 3491 cars switched and assembled into trains. The switching yards were designed in such a way so as to keep the cars moving constantly in the same direction until their final arrival at the opposite end of the terminal where it would await movement to its final destination. Trains arriving at the terminal from the West would be left in the East bound Receiving Yard where they would be pushed over a gravity Hump, and continue moving eastward into C1assification Yard, then gathered together with other cars destined for New England destinations and placed in a train in the East bound Departure Yard. West bound train movement would follow similar network of Receiving and Departure Yards. The Administrative Office making records of the car movement would be situated in the center of the terminal. During the years 1890 thru the 1920's Passenger trains passed through the terminal without coming in view of any freight switching operations by traveling the outer perimeter of the entire terminal. Daily Passenger Trains operated Hartford to Campbell Hall making connections with the Ontario & Western Railroad and other Western 1ines. A Boston to Washington D. C .Pul1man train, known as the "Federa1 Express” maintained a regular schedule during the years 1890 thru 1893. This huge and most efficient railroad switching terminal vanished almost overnight, when a fire destroyed 300 feet of the Poughkeepsie Bridge and the Penn Central Railroad refused to make the repairs and chose to re-route all New England traffic over the West Shore Railroad, to Selkirk Yards, and thence over the Boston and Albany (B.& A.) Railroad to all New England destinations. The remains of the old Maybrook Rail Center is but one single track, which is only used to serve a few industrial plants. At the present time, Yellow Freight Trucking occupies the entire boundaries of what was previously known as the "West Bound Classification Yard". To assess the vastness of this huge Rail Center ,one should keep in mind the fact that Yellow Freight is occupying only one of six separate yards, each of which played a very important role in the process of assembling a complete train destined for points east or trains being delivered to the Western Railroads, which were active in this terminal. Add to this acreage the space occupied by many shops and the Engine House facilities. The average non-railroad layman might sense the terrible feeling of a tremendous loss this community had to experience when the Rail Lords of Philadelphia's Penn Central literally overnight destroyed this most efficient Rail Terminal. |
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| Early view of Maybrook yard. |
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| CNE #47 on the original Maybrook turntable. |
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| Postcard view of the Maybrook turntable dated 1906. |
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| Maybrook yard in 1914. In the distance is the ice house. At right is the new office building built in 1914. |
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Join the
New Haven Railtoad 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. |
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| Maybrook yard ice house and icing platform. |
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Maybrook station in 1927. Fran Donovan collection. |
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Postcard view of Maybrook yard dated 1928 Richard Teed collection |
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Join the
New York & New England/Central New England Forum
at RAILROAD.NET |
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Maybrook yard in January 1948 a few months after diesels had taken over the freight runs.
George Bailey collection. |
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| Maybrook terminal in 1948 less than a year after the ALCO FA diesels arrived. Note that there is still a lonely steam engine in the yard. |
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Maybrook yard coal tower unused in 1968. Photo by Roger Liller |
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Maybrook yard ice house in 1968. Photo by Roger Liller |
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Maybrook yard icing platform in 1968. Photo by Roger Liller |
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Maybrook yard in 1968. Photo by Roger Liller |
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Maybrook yard machine shop in 1968. Photo by Roger Liller |
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Maybrook yard roundhouse in 1968 Photo by Roger Liller |
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Fly Along the Central New England Railway! If you have "GOOGLE EARTH" installed on your computer, you can "fly" along the routes of the Central New England Railway with the "PLACEMARK" below: (Click to get GOOGLE EARTH) | |
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Hopewell Junction to Maybrook The Central New England Railway | |
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We will be adding more routes Because many of the locations on our tour have varying "resolutions" of the pictures, you may need to stop the tour and adjust the height you are viewing. On several locations, you may also stop the tour and click on the placemark icon for more information. Tell us where you want to fly and give us any of your comments |
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Maybrook yard turntable in 1968. Photo by Roger Liller |
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Maybrook yard water tanks and machine shop in 1968. Photo by Roger Liller |
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| Maybrook yard water tower in 1968. Photo by Roger Liller |
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| Special Section: Maybrook Yard in the Sixties |
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| REFERENCE SECTION |
| The CNE from Wikipedia |
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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. 
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Other Maps of Maybrook Yard:
1946 topo map 1935 Unfortuately we don't have the whole yard with the same year! But Scot Lawrence has combined the two anyway On this map you can see the lines that used to be there (dotted lines) and the lines still in use today. just zoom in to Maybrook. |
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Greenland's ice caps are melting! Find out more about Global Warming at our Ominous Ecology WebSite. |
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| Space for this WebSite donated by Kingly Heirs, manufacturers of Gourmet Moist cake mix and other fine products. |
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