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New York and Harlem Railroad

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The New York and Harlem Railroad—currently operating as the Metro-North Railroad's Harlem Line—was one of the pioneering railroads in the United States and holds the distinction of being the world's inaugural street railway. Conceived by John Stephenson, its service commenced between 1832 and 1852, running from Lower Manhattan extending past Harlem. Initially powered by horses, the line later adopted steam engines and subsequently utilized Julien battery-electric traction cars. The leaseholders, New York City Railway, entered receivership in 1907; following a second receivership in 1932, the New York Railways Corporation transitioned the route to bus service. The former railway tunnel, known as Murray Hill Tunnel, now accommodates vehicular traffic.

As part of the New York Central Railroad network, with trackage rights granted to the New York, New Haven and Hartford Railroad, this line continues to operate within the Metro-North system as Manhattan’s exclusive rail corridor. As of 2017, Metro-North provides commuter rail service from Grand Central Terminal to Wassaic, while the right-of-way beyond that point has been transformed into the Harlem Valley Rail Trail.

History

The railroad was originally constructed from Grand Central Terminal at 23rd Street extending to suburban Harlem. To avoid competition with steamboat operators on the Hudson River, tracks were laid along Manhattan’s east side. By 1852, the line stretched 125 miles northward to Chatham, New York, enabling rail connections further north to Albany, Boston, Vermont, and Canada. This expansion allowed for direct freight shipments into New York City, diminishing dependence on river transport through Poughkeepsie.

Chartered in 1831 as an early commuter railroad linking Harlem with lower Manhattan, it expanded through Westchester County and secured legislative approval for further extension toward Albany. In 1846, a competing railroad was chartered along the Hudson River’s west shore between lower Manhattan and Albany, supported by manufacturers based in Poughkeepsie. Completed in 1851 after significant engineering efforts, this western route posed a competitive threat to New York City’s trade dominance against Boston, prompting leaders in Harlem Valley to pursue a more economical inland alternative also named "Harlem Valley."

Construction

Established on April 25, 1831, as the New York and Harlem Railroad, the company sought to connect New York City with suburban Harlem. Among its founders was John Mason, a notable banker and president of Chemical Bank, who was also a major landowner in New York City. The decision was made to build the railroad along Manhattan’s east side to minimize competition with steamboat traffic on the Hudson River.

The first segment opened on November 26, 1832, running along Bowery from Prince Street up to 14th Street. Subsequent extensions included:

A freight branch line serving Port Morris was established following acquisition of the Spuyten Duyvil and Port Morris Railroad in 1853; although this branch was eventually abandoned late in the twentieth century, some remnants are still visible.

Between 1847 and 1856, new tracks were laid on Grand Street between Centre Street and Bowery for northbound trains; meanwhile, southbound services continued utilizing the original alignment.

Around 1864–1865, a branch line was introduced providing service between downtown and the ferry landing at East 34th Street Ferry Landing via routes along 32nd Street, Lexington Avenue, and 34th Street. This development initiated distinct horse car operations between Astor House and the ferry terminal.

Grand Central Depot, which opened just north of 42nd Street in October 1871, became the primary terminal for intercity passenger trains arriving from northern regions. Freight services and streetcar operations continued south of Grand Central using existing track infrastructure.

Operation and control

During its initial period, the railroad predominantly depended on horse-drawn power. Steam locomotives were introduced in 1837 but their use was confined to regions north of 23rd Street because of the dense urban environment. In 1854, the New York City Common Council enacted a regulation banning steam propulsion south of 42nd Street, responding to objections from local property owners. Although legal disputes postponed enforcement, the courts ultimately upheld this ordinance in 1858.

In 1864, businessman Cornelius Vanderbilt purchased the railroad and subsequently merged it with the Hudson River Railroad in 1869, creating the New York Central and Hudson River Railroad. This entity became a significant forerunner of the New York Central Railroad, broadening both its market presence and operational scope.

By July 1870, horsecar service had reached 73rd Street via Madison Avenue, utilizing structures such as the Murray Hill Tunnel. The route rapidly extended further north into Harlem. On April 1, 1873, freight operations were leased to the New York Central and Hudson River Railroad; meanwhile, passenger services south of Grand Central remained separate but were later incorporated into larger networks including Penn Central and Conrail. The Metro-North Railroad took over management in 1983.

The company was a pioneer in introducing electric streetcar service in New York City with the debut of the Julien electric traction car on September 17, 1888, operating on the line to 86th Street. After briefly reverting to horse-drawn cars, it transitioned to a below-ground third rail (conduit) system in 1897. On July 1, 1896, the Metropolitan Street Railway leased these streetcar lines, marking a strategic operational shift and enhancing service capacity.

Receivership and conversion to bus operation

The New York City Railway, which held leases on the Metropolitan and related lines, entered receivership on September 24, 1907. The receivers returned control of the Fourth Avenue line to the Metropolitan Street Railway on July 31, 1908. The lease concluded on January 31, 1920, with authority reverting back to NY&H.

On October 10, 1932, the line was leased to the New York Railways Corporation, which obtained authorization to transition it to bus service. This conversion was approved by shareholders on February 19, 1934.

Currently, the approximate corridor is served by NYCT Bus's M1 bus. The Murray Hill Tunnel is now used for vehicular traffic but no longer accommodates buses.

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