Boston and New York Central Railroad
| Company type | Railroad |
|---|---|
| Industry | Rail transport |
| Predecessor | Boston, Hartford and Erie Railroad |
| Founded | 1873 |
| Defunct | 1893 |
| Fate | Reorganized as New England Railroad; leased by New York, New Haven and Hartford Railroad in 1898 |
| Headquarters | United States |
Area served | Southern New York State, Connecticut, Rhode Island, Massachusetts |
Key people | Jabez A. Bostwick (president) |
| Products | Rail transport services |
The New York and New England Railroad (NY&NE) served as a rail link between southern New York State and the cities of Hartford, Connecticut, Providence, Rhode Island, and Boston, Massachusetts. This name was used from 1873 until 1893; prior to that, it operated as the Boston, Hartford and Erie Railroad, which itself was created by consolidating smaller railroads dating back to 1846. After declaring bankruptcy in 1893, the company reorganized as the New England Railroad before being leased by its competitor, the New York, New Haven and Hartford Railroad, in 1898.
Today, most of the original NY&NE routes have been abandoned. However, a portion in Massachusetts now functions as part of the MBTA's Franklin/Foxboro Line commuter service to Boston South Station. Additionally, a segment near East Hartford, Connecticut, remains active for freight operations under the Connecticut Southern Railroad. Various other sections across Connecticut and Rhode Island have been transformed into rail trails.
Westward from Providence: 1846-1863
The corridor extending west from Providence, Rhode Island toward New York was initially developed by three separate companies: the Providence and Plainfield Railroad (chartered in 1846), which ran from Providence to the Rhode Island–Connecticut state line; the Hartford and Providence Railroad (established in 1847), continuing westward to Hartford, Connecticut; and the New York and Hartford Railroad (chartered in 1845), which connected to the New York and Harlem Railroad at Brewster, New York. In 1849, the two Connecticut-based railroads merged to form the Hartford, Providence and Fishkill Railroad (HP&F), extending service to Fishkill, New York on the Hudson River. The Rhode Island company was absorbed into HP&F in 1851. That same year saw the opening of the first segment from Hartford eastward to Willimantic, Connecticut; by 1854, tracks reached Providence, and by 1855 extended to Waterbury. HP&F went bankrupt on January 1, 1858, after which trustees managed operations until it was leased by the Boston, Hartford and Erie Railroad in 1863.
Southwestward from Boston: 1847-1867
At the Boston terminus, the earliest predecessor was the Norfolk County Railroad, chartered in 1847. It began service in 1849 between Dedham, Massachusetts and Walpole, soon extending to Blackstone. The company encountered financial difficulties leading to bankruptcy. The Medway Branch Railroad was leased in 1851 and commenced operations in 1852.
Incorporated in 1849, the Southbridge and Blackstone Railroad aimed to extend tracks west from Blackstone to Southbridge, while the Midland Railroad was established in 1850 with plans for a new Boston entry point. These entities merged with Norfolk County Railroad in 1853 to create the Boston and New York Central Railroad, which intended to extend southwest through Connecticut toward New York City. The Connecticut segment was represented by incorporation of the East Thompson Railroad in 1853.
By 1853, an extension reached Mechanicsville, Connecticut on the Norwich and Worcester Railroad. A new main line into Boston opened in 1855 but was shut down within six months due to safety injunctions concerning grade crossings; it briefly reopened before ultimately failing. Consequently, operations reverted to using the original Dedham-Blackstone route until 1867. Efforts to restore closed lines were unsuccessful because of deteriorated conditions.
Integrated routes from Providence and Boston: 1863-1898
The Boston, Hartford and Erie Railroad (BH&E) was established in 1863 to take over struggling lines and extend westward to Fishkill, New York, where it connected via car float to the Erie Railroad. Through leasing the Hartford, Providence and Fishkill Railroad, BH&E secured a route from Providence to Waterbury. Additionally, it acquired the Boston and New York Central Railroad but delayed its operation.
The New York and Boston Railroad constructed a line running southwest from Brookline, Massachusetts to Woonsocket, Rhode Island; BH&E incorporated this line in 1865 as its Woonsocket Division. By the end of 1865, Erie Railway officials joined BH&E’s board, granting Erie partial influence over BH&E.
In 1867, BH&E leased the Norfolk County Railroad, reestablishing the complete Mechanicsville-Boston route; that year also marked the inauguration of a Southbridge branch. Leasing the Norwich and Worcester Railroad in 1869 provided BH&E with access to Boston via Plainfield and Mechanicsville. The opening of a direct connection between Willimantic and Mechanicsville in 1872 finalized a continuous Boston line, with transfers north and south facilitated by connecting railroads.
By 1869, BH&E had leased the Dutchess and Columbia Railroad aiming to reach Hopewell Junction but forfeited this lease by 1870 due to failure in completing the planned extension.
Starting in 1872, the Long Island Rail Road’s Boston Express utilized BH&E tracks between Norwich and Boston; this service was later supplanted around 1891 by an express route routed through Danbury.
Leasing the New Haven, Middletown and Willimantic Railroad in 1873 granted BH&E entry into New Haven. That same year, BH&E declared bankruptcy and reorganized as the New York and New England Railroad (NY&NE), maintaining most leases except for NHM&W’s lease, which transferred to the rival New York, New Haven and Hartford Railroad (New Haven) system by 1879.
Although there were earlier reports of receivership, NY&NE was formally chartered in 1873 but faced persistent land title disputes that affected its operations well into the late 1800s. Its $20 million common stock originated from "Berdell Bonds," complicated by assessments and unissued bond issues impacting capitalization.
NY&NE relied heavily on revenue generated from its lease of Norwich & Worcester operations, which supported dividend payments on N&W stock.
In 1881, an extension from Waterbury westward to Hopewell Junction linked with the Newburgh, Dutchess and Connecticut Railroad (ND&C), completing mainline routes from Boston and Providence to the Hudson River at Beacon via trackage rights over ND&C. A branch line finished at Brewster connected with the New York, Westchester and Putnam Railway (NYW&P), creating a through corridor between New York City and Boston until NYW&P was absorbed by New York Central in 1894.
The Poughkeepsie Bridge’s opening in 1888 offered a permanent Hudson River crossing north of Beacon. By 1892, the Central New England and Western Railroad constructed a connecting branch from the Poughkeepsie Bridge to Hopewell Junction.
A notable receivership took place around late 1883 into early 1884 but concluded by 1886.
By 1886 Cyrus W. Field emerged as a significant figure at NY&NE but divested his shares after Massachusetts declined to sell its $3 million stock interest due to concerns over his association with Jay Gould. This decision reflected Massachusetts’ policy under Governor Andrew favoring divestment from railroad ownership.
Jabez A. Bostwick—partner of John D. Rockefeller in Standard Oil—assumed presidency of NY&NE in 1887. With Rockefeller affiliates positioned on both NY&NE’s board and that of rival New Haven (including William Rockefeller), speculation suggests Standard Oil may have influenced rail competition tactics to secure advantageous rates across major New England railroads controlling much southern regional traffic beyond the Boston & Albany line.
NY&NE entered final bankruptcy on December 27, 1893; it reorganized as the New England Railroad in August 1895 with substantial shareholder assessments. The New Haven leased it for ninety-nine years beginning July 1, 1898 at fixed dividends on preferred and common stock; full merger followed in 1908.
Evidence indicates that much of NE stock was acquired early on by New Haven—likely during financial distress around 1895—as competing interests aligned with Boston & Albany sought control, resulting in costly share purchases by New Haven despite questionable stock valuations.
The NY&NE’s flagship passenger service was the New England Limited, inaugurated in 1891 between Boston and New York. Refurbished by Pullman Palace Car Company with elegant white-and-gold cars—dubbed "White Train" or "Ghost Train"—it became emblematic of speed and luxury along this competitive corridor. The celebrated author Rudyard Kipling commemorated this train in verse, highlighting its cultural significance among New Englanders.
New York, New Haven and Hartford Railroad: 1898-1969
The NY & NE route originated primarily from the Hartford, Providence and Fishkill Railroad, whose main track ran from Providence, Rhode Island, through various Connecticut communities such as Plainfield, Willimantic, Vernon, Hartford, New Britain, Waterbury, Danbury, concluding at Brewster, New York. During the late 1910s, several Connecticut stretches—including Danbury to Hawleyville and Waterbury to Bristol—were upgraded to double tracks. This era also marked the opening of the Pequabuck Tunnel in 1910.
Passenger train operations by the NY, NH & H between Boston and Blackstone and Putnam continued until 1955. These trains joined the main line at Willimantic before proceeding to Waterbury. Among these services was the weekday limited-stop Nutmeg train. The last remaining passenger service on this route was a Hartford to Waterbury run that ended in the 1960s.
As segments were gradually abandoned over the years, former NY&NE mainlines were downgraded to secondary branches. In 1965, Bristol, Connecticut invested $15 million to construct a new spur line—partially utilizing track laid before the Pequabuck Tunnel—to connect with a General Motors facility on Chippens Hill, aiming to preserve local manufacturing operations.
Branches
Apart from the two primary routes diverging at Willimantic toward Boston and Providence, numerous branches and supplementary lines existed.
Dedham
The original Boston connection terminated at Dedham where it linked with the Boston and Providence Railroad. This branch was discontinued by 1883. Prior developments included an extension east of Dedham built in 1881 and a southern link added in 1890.
Medway
The Medway Branch Railroad connected Norfolk to Medway in Massachusetts. Chartered in 1849 and commencing operations in 1852 under lease to Norfolk County Railroad, it ceased functioning in 1864 following the arrival of the New York and Boston Railroad in Medway.
Valley Falls
Established by charter in 1875 and inaugurated in 1877, the Rhode Island and Massachusetts Railroad connected Franklin on the Boston main line with the Providence and Worcester Railroad at Valley Falls. The New York and New England Railroad assumed its lease in 1887.
Milford/Hopkinton/Ashland
Incorporated in 1855, the Milford and Woonsocket Railroad opened a line between Milford and Bellingham in 1868; it was leased by the Providence and Worcester Railroad until 1883. The Hopkinton Railway, formed in 1870 and operational by 1872, extended northward from Milford through Hopkinton to meet the Boston and Worcester Railroad at Ashland; it remained leased by Providence and Worcester until 1885. In 1884, Milford and Woonsocket acquired Hopkinton Railway, managing both lines jointly.
The Milford, Franklin and Providence Railroad was created in 1868 and began service in 1883, extending southeast from Milford to Franklin. On April 1, 1897, these three railroads were leased collectively by the New England Railroad.
Today, a portion from Franklin to serves MBTA Franklin/Foxboro Line passenger trains; freight operations continue between Forge Park and Milford. The segment between Milford and Ashland has been abandoned and is undergoing conversion into the Upper Charles Rail Trail. A section completed in 2011 covers the corridor from I-495 to the Hopkinton line. In July 2020, $50,000 was allocated for designing the Trolley Brook Trail—a rail trail segment within Ashland—marking the initial phase of a planned extensive trail system focused on enhancing regional recreational amenities.
Woonsocket/Pascoag
The route extending from Brookline, Massachusetts to Harrisville, Rhode Island was initially developed as an alternative to NY&NE's Boston corridor, starting with the 1852 segment constructed by the Charles River Railroad. By 1863, the line reached Woonsocket, Rhode Island. In 1891, the Woonsocket and Pascoag Railroad pushed the track further to connect with the Providence and Springfield Railroad at Harrisville. The NY&NE incorporated the section up to Woonsocket through a merger in 1873; subsequently, on April 1, 1896, the New England Railroad leased the extension beyond Woonsocket.
Providence and Springfield
Chartered in 1853 and inaugurated in 1873, the Providence and Springfield Railroad ran northwest from Providence, Rhode Island to Pascoag. By 1893, it had extended to Douglas Junction on NY&NE’s main line in Massachusetts. This line was leased by the New England Railroad on July 1, 1896, thereby integrating it into their broader regional system.
Southbridge
The Southbridge Branch, connecting East Thompson, Connecticut with Southbridge, Massachusetts, originated from the initial charter of the Southbridge and Blackstone Railroad. It commenced operations in 1867 following consolidation efforts.
Pawtuxet Valley
Established in 1872, the Pawtuxet Valley Railroad began service in 1874 under lease to the Hartford, Providence and Fishkill Railroad. It operated between the main line at River Point and Hope. In 1884, it was leased by the New York, Providence and Boston Railroad, serving as an extension of their Pontiac Branch Railroad and broadening their regional reach.
Norwich and Worcester
The Norwich and Worcester Railroad was created in 1837 through the merger of the Connecticut-based Boston, Norwich and New London Railroad Company and Massachusetts’ Worcester and Norwich Railroad Company, both authorized by their respective states. While neither predecessor had laid track, the newly formed corporation built a line from Norwich, Connecticut (later known as New London) northward to Worcester, Massachusetts, featuring the significant engineering landmark of the Taft Tunnel in Lisbon, CT.
Leased by the Boston, Hartford and Erie Railroad starting in 1869, this lease arrangement continued through a series of reorganizations. The railroad connected with Providence lines at Plainfield and linked Boston routes between Putnam and Mechanicsville. In 1886, after acquiring it from Boston, Hartford and Erie, the New England Railroad renewed this lease agreement.
Up until 1955, this line supported the East Wind service running from New York to Bangor, Maine, providing a route that bypassed Boston and enhanced both market access and passenger connections.
New Haven
The New Haven, Middletown and Willimantic Railroad commenced operations in 1873 and was immediately leased to the Boston, Hartford and Erie Railroad (BH&E), which declared bankruptcy that same year. The NHM&W resumed control in 1875 before ultimately becoming part of the New York, New Haven and Hartford Railroad system in 1879.
Rockville
Established in 1857, the Rockville Railroad commenced operations in 1863 and was subsequently leased to the Hartford, Providence and Fishkill Railroad. This brief spur linked Vernon with Rockville.
South Manchester
Chartered in 1866, the South Manchester Railroad began service in 1869 under lease to the Hartford, Providence and Fishkill Railroad. It extended from Manchester heading southward to South Manchester.
Springfield
The Connecticut Central Railroad, chartered in 1871, along with its Massachusetts extension—the Springfield and New London Railroad established in 1874—constructed a route from East Hartford to Springfield, featuring a branch connecting to the Rockville Railroad at Westway. This line opened in 1876 and was initially leased by the Connecticut Valley Railroad before being leased by the New York and New England Railroad in 1880.
Connecticut River
Created in 1888 through the merger of two smaller entities, the Meriden, Waterbury and Connecticut River Railroad operated between 1885 and 1888. Leased to the New York and New England Railroad in 1892, it provided a connection from Waterbury eastward to Cromwell on the Connecticut River. Following bankruptcy, it reorganized as the Middletown, Meriden and Waterbury Railroad in 1898 and was leased by the New York, New Haven and Hartford Railroad.
Station listing
Boston line
For stations located between Boston and , refer to Fairmount Line. For those situated between Dedham and , consult Norfolk County Railroad.
| State | Milepost | City | Station | Connections and notes |
|---|---|---|---|---|
| Mass. | Douglas | East Douglas | ||
| Douglas | ||||
| Douglas Junction | not a station intersection with Providence and Springfield Railroad (NY&NE) | |||
| Conn. | Thompson | East Thompson | connection to Southbridge Branch | |
| Thompson | ||||
| Mechanicsville | no station original interchange with Norwich and Worcester Railroad (NY&NE) | |||
| Putnam | Putnam | interchange with Norwich and Worcester Railroad (NY&NE) | ||
| Pomfret | Pomfret | |||
| Abington | ||||
| Elliott | ||||
| Hampton | Hampton | |||
| Clarks Corner | ||||
| Windham | North Windham | |||
| Willimantic | junction with New London Northern Railroad (GT), NY&NE route to Providence, and Boston and New York Air-Line Railroad (NYNH&H) |
Modern-day usage
Over the last ten years, investments have facilitated the transformation of former rail corridors into trails. By January 2014, continuous paved sections extending roughly 14.2 miles were established from Garfield Avenue/Cranston Street near Amtrak's Northeast Corridor, through West Warwick (previously Riverpoint/Hope Railway spur), and into Coventry.
See also
References
External links
- Edward Appleton, Massachusetts Railway Commissioner, History of the Railways of Massachusetts (1871)
- Philip C. Blakeslee, A Brief History Lines West Of The New York, New Haven and Hartford Railroad Co. (1953)
- Edited by Richard M. Bayles, History of Providence County, Rhode Island (1891)
- Dorchester Atheneum: Midland Railroad
- PRR Chronology
- Turner, Gregg M. The New York and New England Railroad, (2021)
- Articles with short description
- New York and New England Railroad
- Predecessors of the New York, New Haven and Hartford Railroad
- Defunct Connecticut railroads
- Defunct Massachusetts railroads
- Defunct New York (state) railroads
- Defunct Rhode Island railroads
- Railway companies established in 1873
- Railway companies disestablished in 1895
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- American companies established in 1852
- Companies of the United States by year of establishment