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New York, Westchester and Boston Railway

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New York, Westchester and Boston Railway Company
Company typePrivate
IndustryRail transport
Founded1872
Defunct1937
FateLiquidation
Headquarters
Bronx, New York City
,
United States
Area served
Bronx and Westchester County, New York
Key people
Oakleigh Thorne, Marsden J. Perry, Clinton L. Bardo
ProductsElectric commuter rail service
ParentNew York, New Haven & Hartford Railroad (from 1906)

The New York, Westchester and Boston Railway Company (NYW&B, frequently referred to as "the Westchester" or "Boston-Westchester") operated as an electric commuter rail service within the Bronx and Westchester County, New York from 1912 until 1937. Its route extended from the South Bronx near the Harlem River to Mount Vernon, with additional branches reaching White Plains and Port Chester. Beginning in 1906, the railway was managed under the auspices of the New York, New Haven & Hartford Railroad (NH) until NH declared bankruptcy in 1935.

A surviving segment of the line is currently part of the IRT Dyre Avenue Line ( train) within the New York City Subway system.

Origins and Early Developments

The Southern Westchester Railroad was established in 1871 to provide service from southern Westchester County (present-day Bronx) to White Plains along a corridor later utilized by NYW&B. However, financial difficulties led to its foreclosure in 1875 and eventual dissolution by 1881. The following year, in 1872, the New York, Westchester and Boston Railway Company was formed with plans to connect areas north of New York City via lines linking the Harlem River to Throgs Neck, Port Chester, and White Plains. The financial crisis triggered by the Panic of 1873 caused funding to dry up, pushing the company into receivership by 1875; this status persisted until it reemerged in 1904.

Between 1874 and 1898, portions of Westchester County were incorporated into New York City jurisdiction, bringing much of NYW&B’s prospective routes under municipal control influenced by Tammany Hall. While still under receivership in 1901, the Harlem River and Port Chester Railroad (HR&PC) was founded to construct a competing line from Harlem River to Port Chester. NYW&B exited receivership in 1904 and simultaneously expanded its property acquisitions.

In 1906, financiers Oakleigh Thorne and Marsden J. Perry purchased NYW&B shares through their holding company Millbrook. Following the financial turmoil of the Panic of 1907, Millbrook’s assets were transferred to NH for $11 million, effectively folding NYW&B into NH’s dominant regional transit network. A legal conflict between HR&PC and NYW&B concluded with NYW&B acquiring HR&PC’s franchise in early 1909 and merging operations by 1910. On January 18, 1910, NYW&B underwent reorganization under NH’s control while preserving prior agreements orchestrated by financier J.P. Morgan.

Railroad Construction

Construction commenced in 1909 with NYW&B engineered to exceptional standards from 180th Street through Pelham to White Plains. By 1910, expenditures on infrastructure and rolling stock surpassed $1.2 million per mile—a remarkable investment for the era. The railway employed rails weighing 90 lb/yd and was designed with gentle curves and minimal gradients to support high-speed express travel. Stations were distinguished by elegant cast concrete architecture featuring marble interiors and elevated platforms optimized for smooth passenger boarding. The route eliminated grade-level crossings entirely, necessitating extensive use of bridges, tunnels, and viaducts. Between 180th Street and Columbus Avenue, four tracks were laid; beyond that point toward White Plains and Port Chester, the line was double-tracked. Despite this capacity, express services made limited use of four-track station facilities.

The segment extending from New Rochelle to Port Chester was constructed more economically with wooden platforms and simpler station designs. The line progressively reached Larchmont in 1921, Mamaroneck in 1926, Harrison in 1927, Rye in 1928, culminating at Port Chester by December 1929. Additionally, a new station at Ridgeway in White Plains opened in 1929 to serve an expanding residential district; this station featured wooden side platforms akin to those at Port Chester.

Operation

Passenger services commenced on May 29, 1912, running between Adams Street (currently East 180th Street) in the Bronx and North Avenue in New Rochelle. The business model focused on commuters willing to accept a transfer in the Bronx to the IRT Third Avenue Line into Manhattan in exchange for a reduced fare, rather than a direct trip to Grand Central Terminal. On July 1, 1912, a branch line opened to Westchester Avenue in White Plains, diverging at Columbus Avenue. Starting August 3, through service began on the Harlem River Branch, linking directly to the Third Avenue Line.

Although equipped with modern all-electric cars and smooth railbeds, the NYW&B faced challenges attracting sufficient riders who preferred transferring over paying higher prices for direct Manhattan routes. Franchise agreements mandated a minimum frequency of two trains per hour; during peak times, this frequency increased threefold, with trains composed of one to six cars. Passenger numbers expanded from 2.9 million in 1913 to 14.1 million by 1928. The completion of the Port Chester branch in 1929 allowed discontinuation of passenger operations on the Harlem River branch by 1930. Freight activity remained limited throughout. While bypassing Grand Central’s expensive fees lowered operating costs, the lower fare structure hindered the NYW&B’s ability to meet bond interest payments guaranteed by the New Haven Railroad during its entire existence.

Competition

Following J. P. Morgan’s death in 1913, rivalry intensified between the New Haven (NH) and New York Central (NYC) railroads. The NYW&B’s White Plains route ran close alongside NYC’s Harlem Division, which served well-established communities offering direct Manhattan service—a significant competitive edge. NH’s Harlem Branch also ended near the Harlem River terminal, providing regular commuter trains directly into Grand Central. After NH declared bankruptcy and NYW&B ownership was separated, NH’s trustee terminated NYW&B’s lease from New Rochelle to Port Chester.

The growing popularity of automobiles diminished railroad revenues from suburban expansion that they had initially helped foster. Although rapid transit connections existed at Harlem River and East 180th Street stations, these proved less convenient compared to NYC and NH’s direct service into Grand Central Terminal. The postwar suburban surge arrived too late to favor NYW&B’s operations.

Liquidation

The New Haven Railroad subsidized NYW&B’s financial shortfalls until NH’s bankruptcy in 1935 precipitated NYW&B’s downfall. Former NH General Manager Clinton L. Bardo was appointed Trustee tasked with revitalizing NYW&B but encountered conflicting interests among creditors representing both NH and NYW&B estates. To protect NH revenue streams, NYW&B was compelled to halt operations on the Port Chester line, worsening losses that only complete liquidation could resolve. Bardo passed away in 1937 before his recovery plans materialized; NYW&B ceased all operations on December 31, 1937.

Subsequent legislative attempts to reinstate service were unsuccessful, including a proposed Bronx-Westchester Railroad Authority that was vetoed due to political opposition. The City of New York acquired tracks and stations between East 180th Street and Dyre Avenue, converting this segment into a shuttle line with third-rail electrification—today incorporated into the IRT Dyre Avenue Line.

During World War II, rails and infrastructure were dismantled for their steel and copper content. Asset liquidation focused primarily on real estate sales concluded by 1946, formally ending the company’s existence. The original Stillwell MU cars found second life in Texas as non-electrified "shuttle trains" transporting shipyard workers until war’s conclusion.

Equipment and power supply

The NYW&B energized its rolling stock through overhead wires delivering 11,000 volts of alternating current at a frequency of 25 Hz. This electricity was generated at the New Haven's Cos Cob facility and received at the New Rochelle substation. The main fleet comprised 95 self-propelled coaches, conceptualized by L. B. Stillwell and manufactured by the Pressed Steel Car Company. These cars were equipped with center doors suitable for high-level platforms and end doors for low-level platforms. Their maximum velocity was capped at 57 mph, with an acceleration rate of one mph per second. The 11,000-volt supply was transformed down to 250 volts to operate the traction motors. Additionally, the railroad maintained a single 655-horsepower locomotive for freight and maintenance duties.

Stations and route description

The line commenced at Harlem River station (located at 132nd Street and Willis Avenue), which was linked first by an elevated shuttle and later by a covered walkway to the 129th Street station serving the IRT Second and Third Avenue elevated lines, ultimately connecting to the IRT subway system. Running parallel to the New Haven Railroad's tracks, it shared four stations up to just south of 180th Street—where the company's administrative offices, maintenance shops, yard, and a vital transfer point to the NYC Subway were situated. Beyond 180th Street, the NYW&B operated on its own dedicated four-track corridor, servicing six Bronx stations along with three in Mount Vernon before diverging at Columbus Avenue.

One branch extended northward through Mount Vernon (one station), Chester Heights (Eastchester), Wykagyl and Quaker Ridge in New Rochelle, Heathcote near Scarsdale, Ridgeway, Gedney Way, Mamaroneck Avenue in White Plains, terminating downtown White Plains. The other branch proceeded eastward with stops at Fifth Avenue (North Pelham), Pelhamwood (on the New Rochelle/Pelham border), Remington, North Avenue, Pine Brook (central New Rochelle), then continued on exclusive tracks running parallel to the New Haven line from New Rochelle heading east. This route served identical stations as the New Haven line between New Rochelle and Port Chester, including Larchmont Gardens (Larchmont) and West Street (Harrison).

Station list

Mamaroneck Avenue station (NYW&B) Mamaroneck Avenue tracks: platform: July December Westchester Terminal connected local trolley service colspan="8" bgcolor="#808080" colspan="8" align="center" Route serving Port Chester Pelham Fifth Ave May December Pelham/New Rochelle Pelhamwood May December New Rochelle Remington Place/Webster Ave May December North Ave March December Pine Brook March October Larchmont/Chatsworth Ave March October Mamaroneck/Larchmont Gardens/Mamaroneck Station NYNH&H connection Harrison/West Street/Harrison Station NYNH&H connection Rye/Rye Station NYNH&H connection Port Chester/Port Chester Station NYNH&H connection

Planned expansions

The 1906 railway blueprint featured a spur line extending to Elmsford, branching off near Mamaroneck Avenue station and running alongside Tarrytown Road towards Elmsford. This plan was ultimately discarded after Elmsford opposed the railway due to concerns over its visual impact following the village's incorporation in 1910.

Chartered in 1910 by interests affiliated with New Haven, the Westchester Northern Railroad (WN) intended to lengthen the NYW&B line northward from White Plains to Pound Ridge, including additional branches reaching Danbury, Connecticut and Brewster, New York. The terminal at White Plains was specifically designed with this extension in mind. Although the WN merged with NYW&B in 1915, its activities were mostly limited to land acquisitions. By 1925, the initiative was abandoned and associated properties were liquidated.

Another concept proposed by the Harlem Board of Commerce envisioned linking NYW&B’s Harlem River terminal via an underground tunnel beneath 125th Street to connect with the Eighth Avenue Line of the IND. This plan, however, never came to fruition.

At Columbus Avenue in Mount Vernon, NYW&B intersected the New Haven line at a shared station. Although a ramp was engineered to enable NYW&B trains direct access to Grand Central Terminal, no track connection was constructed because the New Haven Railroad opted against paying rental fees to New York Central for terminal usage.

Bronx

The stretch of line in the Bronx north of East 180th Street currently operates as the IRT Dyre Avenue Line, providing service for trains between East 180th Street and Eastchester-Dyre Avenue.

The former NYW&B Administration Building located at 180th Street and Morris Park Road now serves as office space for the New York City Transit Authority.

An unused right-of-way running from 180th to 177th Streets once connected with the New Haven Railroad near 174th Street. This interchange remained functional until it was severed in 1979; parts of this corridor have since been developed into residential apartments.

Between East 141st and East 133rd Streets within Port Morris, much of the original track bed is still preserved along with one remaining track, several bridges, and catenary supports. South of 133rd Street, a freight spur diverges from the Northeast Corridor above this abandoned rail bed.

In West Farms, catenary bridge number one—the initial northbound bridge after NYW&B branched off from New Haven—remains intact.

Although demolished, the head house of the former Westchester Avenue station still stands above the Hell Gate Line.

Larchmont/Town of Mamaroneck

The old Larchmont Gardens station on New Harmon Drive has been repurposed as a Girl Scouts facility, exemplifying adaptive reuse of former railway properties within the local community.

Village of Mamaroneck

Concrete overpass abutments survive at significant points such as Jefferson Street, Mamaroneck Avenue, and Fenimore Road, serving as tangible remnants of infrastructure shared by New Haven and NYW&B rail lines. The station buildings in Mamaroneck and Harrison reflect designated space for NYW&B’s right-of-way, highlighting historical corporate infrastructure arrangements.

The tunnel that once connected to NYW&B platforms behind Mamaroneck station remains extant; these platforms were originally located where today’s parking lot stands. The Mamaroneck Metro-North station historically accommodated both New Haven and NYW&B services, underscoring its importance as a regional rail interchange.

Mount Vernon

At Hutchinson Boulevard within Willson's Woods Park, substantial concrete bridge supports endure, tracing the path once occupied by the railroad. Lorraine Terrace aligns closely with the former rail corridor. Physical evidence of the Columbus Avenue station remains, including a northern abutment along the New Haven line, serving as tangible reminders of historic transit routes.

Near the Bronx and Mount Vernon boundary, the Kingsbridge Road station preserves much of its enclosed stationhouse and elevated framework. These surviving components from the NYW&B period contribute to the area's historical heritage.

New Rochelle

The Quaker Ridge Station has been transformed into a private dwelling while maintaining its original platform structures. Adjacent to this, city-owned former station driveways have been repurposed into public roadways, illustrating adaptive reuse consistent with urban expansion.

Within Ward Acres Park, features such as a concrete block outbuilding known as "The Forge" and a short stretch of intact track with wooden ties remain along the old right of way. A well-maintained stone bridge spanning a stream between Wykagyl and Quaker Ridge exemplifies the robust construction techniques from the railway era.

The former Wykagyl station building, which was integrated into a retail complex on North Avenue, suffered extensive fire damage in 2012 and no longer resembles its initial design. The commercial area in Wykagyl occupies land along the previous NYW&B right of way, reflecting ongoing economic development linked to historic transit corridors.

White Plains Branch

The Heathcote Bypass runs along the NYW&B right of way, circumventing a major junction known as The Five Corners located at the New Rochelle-Scarsdale boundary.

New Rochelle Branch and Port Chester Extension

Remington Station on Webster Avenue in New Rochelle has been adapted for retail use.

The railroad corridor westward from Remington Station to the Pelham border remains preserved, bordered by residential streets French Ridge and Sickles Avenue, which are discernible through satellite imagery.

Southbound ramps of I-95 at Cedar Street and Memorial Highway occupy the former trackbed of the NYW&B’s North Avenue station. During construction of the New England Thruway between 1956 and 1958, the station’s eastern foundation was removed to accommodate an entrance ramp, while its western foundation was demolished in the 1960s during completion of Memorial Highway and the North Avenue overpass. This site previously housed barracks for World War II veterans.

A concrete bridge abutment from an old NYW&B overpass still stands on Prince Street between Remington and North Avenue stations.

One side of an overpass that once spanned both the New Haven and NYW&B lines remains visible behind a Stop & Shop on Palmer Avenue near the former Pine Brook Station; it can be seen from I-95 west of the toll plaza.

Pelham

A preserved railway bridge on Highbrook Avenue near Harmon carried NYW&B tracks (). This historic structure west of Remington Station is maintained by the "Highbrook Highline" preservation group.

Scarsdale

The former Heathcote station, located at the intersection known as The Five Corners, currently serves as the premises for Real Living Five Corners Real Estate. In 2012, Scarsdale marked its centennial anniversary with an official celebration.

The Heathcote Bypass utilizes a portion of the New York, Westchester & Boston Railway’s old right of way stretching from Weaver Street to Secor Road, effectively facilitating smoother traffic flow around The Five Corners area.

White Plains

In White Plains, a segment of the previous railway bed situated east of Old Mamaroneck Road—extending south from the former Mamaroneck Avenue station to the boundary with Scarsdale—has been transformed into the White Plains Greenway, a walking trail for pedestrians.

See also

Sources

  • Arcara, Roger (1985). Westchester's Forgotten Railway, 1912-1937: The story of a short-lived short line which was at once America's finest railway and its poorest: The New York, Westchester & Boston Railway. I & T Pub..
  • Arcara, Roger (1964). When the Westchester Was New: A supplement to Westchester's Forgotten Railway Journal and Railway Age Gazette. Reproductions of seven articles about the New York, Westchester & Boston Railway Company from 1912 issues of Electric Railway. Electric Railroaders' Association.
  • Bang, Robert A. (1987). Westchester County's Million-Dollar-a-Mile Railroad. R.A. Bang.
  • Bang, Robert A. (2004). The New York, Westchester & Boston Railway, 1906-1946. R.A. Bang.
  • Harwood, Herbert H. (2008). J.P. Morgan's Magnificent Mistake: The New York, Westchester & Boston Railway. Indiana University Press.

External links

Milepost City Station Tracks Platform Date opened Date closed Connections and notes
0.0 Bronx Harlem River 5 5 High August 3, 1912 December 31, 1937 NYNH&H Harlem River Branch (until 1930)
New York City IRT Third Avenue elevated
0.91 Port Morris 2 2 Low August 3, 1912 December 31, 1937 NYNH&H Harlem Branch (until 1930)
1.90 Casanova 2 2 Low August 3, 1912 December 31, 1937 NYNH&H Harlem Branch (until 1930)
2.57 Hunt's Point 2 2 Low August 3, 1912 December 31, 1937 NYNH&H Harlem Branch (until 1930)
3.19 Westchester Avenue 2 2 Low August 3, 1912 December 31, 1937 NYNH&H Harlem Branch (until 1930)
4.37 East 180th Street 4 4 High May 29, 1912 December 31, 1937 New York City Subway IRT White Plains Road Line
5.50 Morris Park 4 2 High May 29, 1912 December 31, 1937
5.90 Pelham Parkway 4 4 High May 29, 1912 December 31, 1937
6.74 Gun Hill Road 4 2 High May 29, 1912 December 31, 1937
7.56 Baychester Avenue 4 2 High May 29, 1912 December 31, 1937
8.33 Dyre Avenue 4 2 High May 29, 1912 December 31, 1937
8.63 Mount Vernon, New York Kingsbridge Road 4 2 High May 29, 1912 December 31, 1937
9.24 East Sixth Street 4 2 High May 29, 1912 December 31, 1937
9.79 East Third Street 4 4 High May 29, 1912 December 31, 1937
10.27 Columbus Avenue 4 2 High May 29, 1912 December 31, 1937 NYNH&H connection at Columbus Avenue
Routes diverge towards Westchester Avenue and Port Chester
Route serving Westchester Avenue
10.66 Mount Vernon East Lincoln Avenue 2 2 High July 1, 1912 December 31, 1937
11.63 Eastchester, New York Chester Heights 2 2 High July 1, 1912 December 31, 1937
13.01 rowspan=2 New Rochelle, New York Wykagyl 4 4 High July 1, 1912 December 31, 1937
15.09 Quaker Ridge 2 2 High July 1, 1912 December 31, 1937
15.95 New Rochelle/Scarsdale, New York Heathcote 4 4 High July 1, 1912 December 31, 1937
17.51 rowspan=4 White Plains, New York Ridgeway 2 2 High 1929 December 31, 1937
18.26 
  Gedney Way   
  Gedney Way    
  tracks:    platform:    
  July    December
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