As riders of Metro-North, we are quite familiar with the Hudson River. It serves as an important dividing line of the system – west-of-Hudson service, operated by New Jersey Transit, and the more familiar east-of-Hudson service which is comprised of the Harlem, New Haven and Hudson Lines. For those that still use Metro-North’s website for scheduling, acknowledging on which side of the river you fall is still a necessity. Besides providing a dividing line for Metro-North, the river has always been an important part of the landscape of New York. Boats on the river have been commonplace for hundreds of years, and although we hardly think of boats as a significant method of transportation today (beyond short jaunts or luxury cruises), sloops and steamboats were once a staple on the river for moving both people and freight.

Construction photographs of one of the tunnels on the Hudson Line

The river has also played a significant role in shaping the railroads of our area. When plans were made for a railroad from New York City to Albany, an inland route was chosen as to not compete with the already existing shipping lanes on the river. This inland route was, of course, The New York and Harlem Railroad, or today’s Harlem Line. But besides the ships, the idea of building a railroad along the Hudson was avoided because of the immense challenge and expense of cutting through the Hudson Highlands. When the railroad was ultimately built, large amounts of rock had to be excavated – on the sixteen mile portion from Peekskill to Fishkill alone, over 425 thousand cubic yards of rock had to be removed. Winters on the Hudson proved to be the major factor in finally building the Hudson River Railroad, as although ships were well established, there were many times that the river was unpassable due to ice. Trains were a perfect solution – not only could they operate in weather that boats could not, they were also much quicker.

1851 woodcuts of spots along the Hudson River Railroad – New Hamburg, Ossining, and Peekskill

When the railroad opened on on September 29th, 1849 it stretched from New York to Peekskill – a distance of forty miles. By the end of 1849 the railroad had reached all the way to Poughkeepsie. Over that span of track, eight tunnels bored through solid rock were required, totaling 3595 feet. The cost of the railroad was around nine million dollars, or roughly 233 million in today’s dollars. It is interesting to note that the weather played a part in determining the fares in the railroad’s early years. According to the railroad’s charter, fares from New York to Albany were not to exceed three dollars. When there was no other competition in the winter, tickets would be full price. In the summer months the fares likely fluctuated due to competition with steamships – even though the trip by train shaved several hours off the journey.

By 1864 the Hudson River Railroad had come under the control of Cornelius Vanderbilt, and he merged it with the New York Central to form the New York Central and Hudson River Railroad. The line was an important part of the famed “Water Level Route” which, expectedly, followed various bodies of water and was relatively flat.

Timetables along the Hudson Line, from 1901, 1912, 1972, and 1983.

Despite the railroad’s difficulties over the years, transitioning from New York Central to Penn Central, Conrail, and later Metro-North, this portion of rail has always been an important link to Albany and beyond. Besides Metro-North’s commuter trains, Amtrak also operates here, making stops at Yonkers, Croton-Harmon, and Poughkeepsie.

Cash fare receipts and tickets from the Hudson Line. From the collection of Otto Vondrak.

It is the Hudson Line that we now turn our attention to, as our highly-anticipated Tuesday Tour of the Hudson Line begins tomorrow. The Hudson Line is the last Metro-North line to be featured here, and is sure to be a treat. Like our previous tours of the Harlem and New Haven Lines, stations will be presented in no particular order, as I am still exploring and photographing.