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Not only can you search hotels by city, but you can search by
your favorite chain of hotels.
We can find all the best hotels at the best rates in Nice, Cannes, or Monaco,. |
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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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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 or on picture to enlarge. |
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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. |
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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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Cheese Pound Cake Bread Pudding Cake |
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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. |
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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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Click on logo above to see more. This WebSite is the most complete about the Central New England East of the Hudson River. |
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Join the
Central New England Railway 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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Join the
New York & New England/Central New England Forum
at RAILROAD.NET |
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JWH Rapid Response Temporary Housing On site containers become residential accommodation, offices and much more! Services we provide are: Transportation to your site. Site preparation for your portable shelter. Assembly of your portable shelter. Subsequent enhancements or moving of your portable shelter. |
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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. |
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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)." |
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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 |
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WOW, you have come to the right place to buy
golf equipment!!!
AND, we have the best prices too! |
We have everything from tee to green. Drivers, fairway woods, irons, pitching irons, wedges, and, of course, the putter. | We have golf bags, club covers, and every accessory you can think of, including golf practice equipment. | If that's not enough, we have golf cruises and golf resorts too! | DO NOT MISS OUR GOLF OUTLET |
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| Click here to 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 |
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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. |
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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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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). |
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There is a
"Snow Belt"
in New York State that runs above Syracuse and Utica.
It goes East from Oswego to at least Boonville. Here's the station at Boonville.
Find out more about Weather around the World Ominous Weather is about more than weather. Its about our environment. Its about our social issues that need to be surfaced if we want to save our environment. See Champions of our Environment like Al Gore SAS le Prince Albert II de Monaco John R. Stilgoe Ralph Nader. We have addressed several railroad-related projects that will conserve fuel and lessen pollution. Our Window on Europe spotlights projects that can help the rest of the World. We have other environmental sites on garbage trucks and Rapid response temporary shelters / portable housing. |
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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) Talk to us about help using Google Earth© for your business presentations! | |
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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 | |
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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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Fran Donovan collection Courtesy of Bernie Rudberg |
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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. |
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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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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. |
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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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Victoria Station was a restaurant, not a railroad station. Other railroad-related restaurants in Connecticut: Yankee Silversmith Inn / Restaurant has the "Silversmith Parlour Car", an old coach or dining car which serves as part of the dining room. Right on Rt 5 in Wallingford, off the Wilbur Cross Pkwy. The car at the Yankee Silversmith restaurant in Wallingford CT was originally a Philadelphia & Reading coach. It later was purchased by the Belfast & Moosehead Lake, and from there it came to Wallingford I think during the 1960s. Pizzaworks in Old Saybrook is housed in the former Saybrook freight house (relocated slightly from a different track alignment years ago). They have trains running around and part of the old canopy/platform visible inside. Amtrak station is about 20 feet north of the restaurant and the platforms 20 feet south. Trains go flying by at nearly 100 mph. In Cromwell CT there is a seasonal ice cream stand in an ex Amtrak, exx PC, exxx PRR steel caboose, no number available. Find out more on the train stations (and former stations) of Connecticut. |
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| We can find you tickets for all the great music, sports and cultural events. We have the best prices and most availability of any ticket seller. |
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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. |
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Golf in Nice and the French Riviera
Golf in Laurentides / Laurentians Region of Quebec Golf in the Montréal area Golf in Northwest France The U.S. Open Golf Courses on Google Earth WOW, you have come to the right place to buy golf equipment!!! AND, we have the best prices too! HYBRIDS!!! WE HAVE THEM! We have everything from tee to green. Drivers, fairway woods, irons, pitching irons, wedges, and, of course, the putter. We have golf bags, club covers, and every accessory you can think of, including golf practice equipment. If that's not enough, we have golf cruises and golf resorts too! |
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Vacation French Riviera operates in France and United States.
You may contact us for French Riviera Vacations at info@ubuyvacations.com. All Web design is done by our staff.
Why choose us? Because we have the best prices available anywhere! |
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