Abandoned Stations by Joseph Brennan. Copyright 2001, 2002.

Bronx Railroad Stations

This page covers mainline railroad stations in the Bronx. Subway, elevated, and trolley stations are not included.

Field work was done on 28 July 1996. In one day, Michael Wares and I took an auto tour of all sites where we had some reason to believe that station remnants might still exist. Because of extensive reconstruction of the railroads from about 1890 to 1910, we ignored stations already closed by that time, and we also did not check sites where we already knew there was no remnant. This still left a full day of touring. The investigations ran the gamut from industrial areas in the south Bronx to the woods at Pelham Bay.

The list is organized by lines, from west to east.

Hudson Line

The Hudson line as opened in 1850 ran up the west side of Manhattan. Since 1872, the main service has been rerouted south of Spuyten Duyvil, using a connecting line to the Harlem Line and Grand Central. A little-documented local service with a few stations in northern Manhattan continued to run from 30th St terminal (west of 9th Ave) until 1916. The Manhattan line was electrified from 1931 to 1959, but for freight only.

  • Manhattanville. This was a wooden building on the NE corner of the railroad and 130th St. The line was raised to an elevated viaduct in this area in 1935-1937, after passenger service ended, and there is no trace.

  • 152d Street. This was a wooden building on the SW corner at the crossing. The location is still at ground level but has been disturbed by construction of the park and highway around 1937, so there is no trace.

  • Fort Washington. This was a wooden building west of the tracks at the end of 177th St, which was once called "Depot Road" and descended the steep hillside by a switchback. The location is still at ground level but has been much disturbed, as at 152d St, and there is no trace.

  • Inwood. This was a wooden building on the SE corner of the railroad and Dyckman Street, on the property now occupied by an electrical substation. The line was raised into a viaduct here in about 1931, and there is no trace of the station.

  • Spuyten Duyvil. The local service from 30th St usually ended on the abandoned curve from the bridge to the E, so there must have been a platform of some kind there, off the main line, but nothing is visible.

  • Riverdale. Open. No stationhouse.

  • Mount St Vincent. Closed by Metro North. The location is now accessible only by rail or from within college property. From the train, nothing is noticeable. A footbridge over the tracks remains in some condition.

Spuyten Duyvil and Port Morris Line
(Hudson Line)

Obviously called the Hudson Line by everyone but the pedantic, this 1872 line links the Harlem Line in the south Bronx to the Hudson Line proper at Spuyten Duyvil. From High Bridge to north of University Heights, the Putnam Line ran alongside to the east, with three joint stations. The Putnam and Hudson were both New York Central properties but there was no through passenger service. Originally there was even a fourth joint station at Kingsbridge (230th St), after which this line made a large loop west around Marble Hill and a second loop around the point of rocks to reach Spuyten Duyvil. It was relocated in 1906 to run along the Harlem River Ship Canal (1895) via Marble Hill station and then through a narrow cut (once a tunnel). The whole line was rebuilt in 1905-1906 in connection with electrification, replacing all older stations.

  • High Bridge. There was a brick stationhouse on the N side of the road bridge over the tracks, with low platforms extending south. Closed by Metro North. The road bridge has been replaced and there is nothing visible now, although perhaps some trace of the platforms is under the weeds.

  • Morris Heights. Open. There was once a brick stationhouse on the N side of the road bridge.

  • University Heights. Open. There was once a brick stationhouse on the S side of the road bridge.

  • Marble Hill. Open. The station was moved when Metro North rebuilt it for high platforms. The earlier location was E of Broadway, with access by a wooden footbridge from the Broadway sidewalk N of the tracks. No trace of that remains.

  • Spuyten Duyvil. Open. No stationhouse.

Putnam Line

The Putnam line was opened in 1881 and ran between the Hudson and Harlem lines as far as Putnam County. The original terminal was at 155th Street and 8th Avenue, Manhattan, with its own platform but sharing the structure of the Manhattan Railway's 6th and 9th Avenue Els. It crossed Putnam Bridge and ran alongside the Hudson Line as far as Kingsbridge. A branch line to Getty Square, Yonkers, was built under a rapid transit charter and opened in 1888. The Bronx portion was later grade separated, one part together with the Hudson Line rebuilding in 1905-1906, and the northern part in 1909-1910 as part of a street regrading project. In 1916, Putnam Bridge was given over to the el so that it could run to the Bronx, and a new railroad terminal was built at Sedgwick Avenue on the Bronx side. The route from Sedgwick Ave to Getty Square was electrified in 1926, but the branch and the electrification were eliminated in 1943. Main line passenger service ended in 1958 and freight service was cut back gradually until it ended around 1980.

  • Sedgwick Avenue. Some remains of the concrete platforms and the foundation of the concrete station building remain, and the main reason the Major Deegan Expressway is on a viaduct here is to leave space open below for the terminal and yard. To see this, start at the playground at the corner of 161st St and Summit Ave, use the path down to the footbridge, cross to the W side of the highway, and look down to the N. A stone bridge foundation across the existing tracks helps show how the original line ran to Manhattan (and later the el). The subway platforms are visible, and the weed-grown Putnam terminal area is beyond. See also the Sedgwick Ave Abandoned Subway Stations page.

  • High Bridge, Morris Heights, University Heights. These three stations shared buildings with the Hudson Line. The Putnam line was in the open space E of the Hudson Line and there is no trace of the platforms.

  • Kingsbridge. There was a building on the south side of the bridge at 230th Street, which has been replaced. The only thing visible now is a concrete pad on the E side of the tracks, significance unknown.

  • Van Cortlandt. The steel framework of the station or shed remains on the E side of the former line. The location is inside Van Cortlandt Park just S of the Van Cortlandt Golf Course building. From Broadway, take the path starting just S of the 242d St subway terminal and walk straight E into the park; the path crosses under a railroad bridge at the station.

    A short walk north up the right of way, now a park trail, leads to the site of the junction with the Getty Square branch, much overgrown and hard to see. To the west of the line at this point are stone pillars, said to have been set out when railroad management wanted to test the effects of weathering (?).

  • Mosholu. Also inside the park, at Mosholu Avenue, this was a minor station on the Getty Square branch that was gone well before the closing of the line. Walk in from Broadway along Mosholu Avenue to the site. The branch was on an embankment, and the stone abutments of its now-missing bridge over the street are easily found, but there is no trace of a station.

Since the Getty Square branch ended less than 2 miles past the city line, here's the rest of it:

  • Caryl. This was just N of the Caryl Ave bridge (which is still there), barely across the city line. The right of way, a half-block W of Van Cortlandt Park Ave, has an apartment house on it S of the bridge and a parking lot on the original grade N of the bridge. The stationhouse site W of the line is a small park and there is no trace.

  • Lowerre. This was on the S side of Lawrence St between Western Ave and Van Cortlandt Park Ave. The bridge abutment remains on the S side of the street, but nothing on the north, not even an embankment. Presumably the line ran on a viaduct for 2 blocks N from this point; another abutment is high on the N side of McLean Ave. No trace of the stationhouse, which was on W side of the line.

  • Park Hill. This was a half-block E of Broadway, S of the grade crossing with Park Hill Terrace. The stationhouse site W of the line has been built over by an apartment block, but the right of way is vacant and there are a few steps down from road in the retaining wall on the E side. There was a footbridge over the line at the S end of the station, about opposite the incline; no trace.

    The Park Hill Incline (1894-1937) ran from the E side of Park Hill Terrace, across the street and opposite the S end of the station, up 107 feet to Alta Ave. The multi-story "stations" are still in very good condition as residences. The lower station has been enlarged by one story and extended to the rear, but its new exterior is in keeping with the original mock-Tudor half-timber style. The upper station at 82 Alta Ave is even better, with its extended rustic-timber and stone entryway still going back from the street to its rounded shingled front. The incline itself is completely gone.

  • Getty Square. Not far north of Park Hill, the line went onto an elevated structure for a few blocks, over private right of way just E of Broadway and New Main St, until it entered the Washington Park (City Hall) block and ended where there is now a parking lot W of New Main St, at the rear of the First National Bank building. No trace.

Harlem Line

The Harlem Line goes back to the New-York and Harlaem Rail-Road, opened from City Hall to Harlem in stages from 1832 to 1837. It ran on the street surface or on ground located in unconstructed streets. The line was extended to Williams Bridge (north Bronx) in 1842 and on beyond the present city in 1844.

In 1871, the first Grand Central station was opened at 42d Street, and from 1872 the line to the south became exclusively a street railway (but it was still owned by the railroad to the end in 1935). The surface track north of 56th Street was relocated into a four-track tunnel as far as 96th Street in 1872-1876, the same tunnel that is still in use today. North of that point, at the same time, a stone-walled embankment replaced the original wooden trestle over the lowlands, to about 116th Street, and from there the original open cut was widened. Less than 20 years later, raising the level of the Harlem River bridge led to replacing the Harlem cut with a steel viaduct built 1893-1896. The line was electrified in 1906 from Grand Central to High Bridge (Hudson Line) and in 1907 on the Harlem Line to Wakefield, just past the city line. The present Grand Central Terminal was built in 1903-1913.

The line in the Bronx was rebuilt from a 2-track ground level line to a 4-track open cut, as far as Woodlawn, in 1888-1890, wiping out all earlier station structures. Just north of Woodlawn, the junction with the New Haven railroad was rebuilt in 1910-1915, and the Harlem Line was relocated about a block west from there to beyond the city line.

  • 86th Street. This station is in the Park Avenue tunnel. See its Abandoned Subway Stationspage.

  • 110th Street. Traces of this station, on the stone-walled embankment, may be found. There are small platforms at track level and metal fixtures on the walls. The station was still in use in 1900 but not for much longer. The stone structure changes to steel viaduct just north of this station.

  • 125th Street. Open. The station building of 1897 has been beautifully renovated by Metro North for its hundredth anniversary. It is a renovation, not a restoration of the original building plan. The station is located on the N side of 125th St under the tracks and therefore in the middle of Park Avenue. It is directly over the older open cut station, which reportedly forms a basement under it.

  • The Bronx. A large stone station building stood W of the line N of 138th St, and a lesser wooden building on the E side. Because the old Grand Central had the engine yard and arrivals station on the E side, trains were run through the Bronx left-handed from 1888 to 1907, which is why the main station is on the W side, then the northbound side. This station was also called 138th Street, and had been known as Mott Haven in the 19th century (before Bronx borough and county existed). Closed by Metro North. Metro North realigned the tracks here to reduce curvature, with new bridges over 138th St, and most remaining traces of the station were destroyed. It had had side platforms and a center island platform, and along the E side of the embankment are still some pipe railings for a platform.

  • Melrose. Open, but barely: few trains stop, and it is now well hidden under a building. A brick stationhouse had been over the tracks on the S side of 162d St bridge.

  • Morrisania. A brick stationhouse had been over the tracks on the S side of 168th St bridge with platforms extending N and S. The bridge has a newer railing on the S side, and the walls of the cut are set back here. There is some concrete foundation rubble on the E end of the bridge. Closed by Metro North. The surface station had been at 167th St.

  • Claremont Park. A brick stationhouse had been over the tracks on the N side of Claremont Parkway bridge. Closed about 1960. The bridge has a newer railing on the N side, and the E wall of the cut is set back; there is no wall on the W side. The surface station had been at 172d St and called Central Morrisania.

  • Tremont. Open. The long-disused brick and concrete stationhouse formerly on the N side of Tremont Ave bridge was removed in September 1999 after parts began falling to the tracks below.

  • 183d Street. A brick stationhouse had been over the tracks on the S side of 183d St bridge. The bridge has a cheap-looking fence on the S side and a Jersey barrier along the curb line, rather than the solid but nonmatching railings seen farther south. The walls of the cut are set back as usual.

  • Fordham. Open. The brick stationhouse is on the N side of Fordham Road. Immediately E was once another brick station for the Third Ave El running above. Additionally on the S side of Fordham Plaza there are covered stairs to the platforms.

  • Botanical Gardens. Open. There were two stationhouses, one on each side, both with platform canopies and the whole deal. The one on the Gardens side is still there and being maintained.

  • Williams Bridge. Open. There had been a large stationhouse on the E side south of Gun Hill Road, possibly used by a lumber company in later years before demolition in the 1960's, with an entrance from the ramp to the southbound parkway.

  • Woodlawn. Open. There had been a stationhouse on the N side of 233d Street bridge.

  • Wakefield. Open. No stationhouse.

New York, Westchester and Boston Line

The "Westchester" operated only from 1912 to 1937. It was built as a high-speed electric railroad with full grade separation and high platforms. The city terminal was the Harlem River station of the New Haven railroad, and its two tracks ran alongside the Harlem River Line almost to the Bronx River, and then it went off on its own through the northeast Bronx to beyond the city line (to White Plains and Portchester). The portion not shared with the Harlem River Line was acquired by the City and was reopened as a subway line in 1941, from East 180th Street to Dyre Avenue.

  • Harlem River, Port Morris, Casanova, Hunts Point, Westchester Avenue. These five stations were shared with the Harlem River line, which is described below.

  • East 180th Street. The NYW&B station is on the Elevated Stations list. The large station building, the NYW&B headquarters, is now used by the Transit Authority and is maintained in good condition. This became a major transfer station on the line, rivalling Harlem River, once the adjoining subway station was opened in 1917. To the north is the NYW&B repair shop, still in use.

  • Morris Park, Pelham Parkway, Gun Hill Road, Baychester Avenue, Dyre Avenue. Open, as subway stations. Dyre Ave has been modified from side platforms to a center platform, but at the others are mostly as built, with longer platforms.

Harlem River Line

The New York, New Haven and Hartford made its entry to New York via the Harlem Line in 1849, but the secondary route known as the Harlem River Branch was opened in 1868 mainly to make freight connections by water with other railroads. Local passenger service was also run until 1931. The line was rebuilt in 1908-1910 to 6 tracks with complete grade separation, and all new stations. It was also electrified. Most of the branch became part of the Hell Gate Route opened in 1917, the main line from Penn Station to Boston, and so it still has intercity trains today run by Amtrak. The portion south of 142d Street is now open for freight only.

(Footnote: From 1876 to about 1906, two passenger trains a day on a Boston-Washington run were carried by lighter (a barge with rails) between the old Harlem River terminal and the Pennsylvania Railroad at Jersey City, without a New York station stop. That unusual operation was then replaced by an inland route over the Poughkeepsie Bridge, and the trains were finally included among those using the new Hell Gate route starting in 1917.)

  • Harlem River. The original terminal was at the SE corner of Lincoln Ave and 132d St, close to the river. It was moved in 1886 to a location also called "Willis Avenue", at the SE corner of Willis Ave and 132d St, 2 blocks east of the old terminal. The new location had a track connection to the newly opened elevated line and connecting services were run 1886-1887, 1891-1905, and 1905-1924, after which a walkway was put in to the el's nearby 133d Street station. The terminal was also used by the New York, Westchester and Boston local line 1912-1937. The long brick freighthouse seen in old photos of the station is still there. The passenger station was between that and 132d St, now vacant ground. At the E side of Willis Ave, under the bridge, can be seen the stone abutment of the former el connecting line. The area next to the station is fenced off and well kept, with plantings, and has warning signs about private property. It could be viewed also from the Willis Ave Bridge.

  • Port Morris. The substantial masonry stationhouse was on the W side of the tracks in the block between 135th and 136th Streets, a location now occupied by a concrete warehouse probably dating from not long after passenger service ceased in 1937. No trace.

  • Casanova. Access was on the S side of the Leggett Ave bridge, which looks like it has been partly rebuilt. No trace.

  • Hunts Point. The brick stationhouse still stands on the N side of the Hunts Point Ave bridge, greatly changed at street level to a line of shops, but showing the original peaked dormers at the second level. The back is closer to the original appearance.

  • Westchester Avenue. The 2-story stationhouse still stands, in poor condition, on the S side of Westchester Ave just W of the bridge over the railroad. The design makes it worth a look even though it is almost a ruin now.

  • West Farms. This was about a block north of 174th St, not the building at the NW corner of 174th St and Bronx River Ave. No trace.

  • Van Nest. This was just east of Unionport Road. I missed it, but I'm told there are remains of platforms. The property to the north was a railroad repair shop and electrical substation, and is still used for the latter purpose by Con Ed.

  • Morris Park. The brick stationhouse still stands, in good condition but with the windows blocked up and the entrance canopy gone. It is on the N side of the line on the parallel Sacket Ave, with the front end near Colden Ave, off main roads in a quiet residential section.

  • Westchester. This was between Williamsbridge Road and Eastchester Road, less than a mile from Morris Park. Remains of the platforms and of stairs up from the Eastchester Road sidewalk. The two railroad bridges over Eastchester Road are separated to allow the space for a platform. Platform signs may have existed until around 1970.

  • Baychester. This was just E of Baychester Ave, which puts the location today just E of the Bruckner Expressway bridge over the line, in a hidden old neighborhood. No trace.

  • City Island Road. The brick stationhouse stands in ruins in the woods a short distance S of the road from the Hutchinson River Parkway to the City Island circle. It was also known as Bartow. This lonely spot was the transfer point for the trolley to City Island, which started here, so it rated a good station. To see it, start at the Pelham Bit Stables parking lot on the southbound Shore Road, and walk N along the bridle path. Just before the road to the Parkway, take an overgrown paved path W to the station. Warning: the bridle path is quite active; walk along the edge, but let horses and riders see you. Warning: the golf course parking lot to the north is a little closer to the station, but the walk requires a dangerous crossing of the road to the Parkway. At the station, please do not go near the tracks: high speed Amtrak trains approach around curves from both sides and you will not have time to react.

Photos of some of these stations can be found at Forgotten NY.

Abandoned Stations