View source for Harlem Line

{{short description|Metro-North Railroad line in New York}}
{{Use mdy dates|date=May 2022}}
{{Infobox rail line
| name                            = Harlem Line
| color                           = {{rcr|MNRR|Harlem}}
| image                           = Metro-North M7A 4060 leaves White Plains on Train 465.jpg
| image_width                     = 300px
| caption                         = Train No. 645 leaves the White Plains station, northbound to Southeast.
| type                            = [[Commuter rail]]
| system                          = [[Metro-North Railroad]]
| status                          = Operating
| locale                          = [[New York City]], [[Westchester County, New York|Westchester]], [[Putnam County, New York|Putnam]], and [[Dutchess County, New York|Dutchess]] counties
| start = [[Grand Central Terminal|Grand Central]]
| end = [[Crestwood (Metro-North station)|Crestwood]] <small>(short-turn)</small><br />[[North White Plains (Metro-North station)|North White Plains]] <small>(short-turn)</small><br />[[Southeast (Metro-North station)|Southeast]] <br />[[Wassaic (Metro-North station)|Wassaic]]
| stations                        = 38
| routes                          = 
| daily_ridership                 = 45,350 (2022)
| ridership2                      = 18,320,140 (annual ridership, 2023)<ref name=ridership>{{cite web | title=2023 ANNUAL RIDERSHIP REPORT | website=mta.info | date= | url=https://new.mta.info/document/138236| access-date=June 6, 2024}}</ref>
| open                            = 
| close                           = 
| owner                           = [[Metropolitan Transportation Authority]]<ref name=purchase>{{cite press release |title=MTA to Purchase Grand Central Terminal, Harlem Line and Hudson Line for $35 Million |url=http://www.mta.info/press-release/mta-headquarters/mta-purchase-grand-central-terminal-harlem-line-and-hudson-line-35 |location=New York |publisher=[[Metropolitan Transportation Authority]] |agency=MTA Headquarters |date=November 13, 2018 |access-date=September 21, 2019 |archive-date=January 10, 2019 |archive-url=https://web.archive.org/web/20190110234941/http://www.mta.info/press-release/mta-headquarters/mta-purchase-grand-central-terminal-harlem-line-and-hudson-line-35 |url-status=dead }}</ref>
| operator                        = [[Metro-North Railroad]]
| character                       = [[Commuter rail]]
| stock                           = 
| linelength                      = 
| tracklength                     = {{convert|82|mi|km|abbr=on}}
| tracks                          = 1–4
| gauge                           = {{Track gauge|ussg|allk=on}}
| electrification                 = {{750 V DC|conductor=third rail}} (south of {{stl|MNRR|Southeast}})
| speed                           = 
| elevation                       = 
| map                             = {{switcher
<!-- interactive map can be found on Wikimedia Commons: Data:Harlem Line.map -->
|{{maplink-road|from=Harlem Line.map}} Harlem Line highlighted in blue <hr />
|Show interactive map
|{{Harlem Line}}
|Show route diagram
}}
}}

The  '''Harlem Line''' is an {{convert|82|mi|km|adj=on}} [[commuter rail]] line owned and operated by the [[Metro-North Railroad]] in the U.S. state of [[New York (state)|New York]]. It runs north from [[New York City]] to Wassaic, in eastern [[Dutchess County, New York|Dutchess County]]. The lower {{convert|53|mi|km}} from [[Grand Central Terminal]] to [[Southeast (Metro-North station)|Southeast]], in [[Putnam County, New York|Putnam County]], is [[Railway electrification system|electrified]] with a [[third rail]] and has at least two tracks. The section north of Southeast is a non-electrified single-track line served by [[diesel locomotive]]s. Before the renaming of the line in 1983, it eventually became the '''Harlem Division''' of the [[New York Central Railroad]]. The diesel trains usually run as a shuttle on the northern end of the line, except for rush-hour express trains in the peak direction (two to Grand Central in the morning, two from Grand Central in the evening).

With 38 stations, the Harlem Line has the most of any Metro-North main line. Its northern [[Terminal station|terminal]], [[Wassaic (Metro-North station)|Wassaic]], is the northernmost station in the system. It is the only Metro-North line used exclusively by that carrier (no use by [[Amtrak]], though [[CSX]] services freight customers as far north as [[Mount Vernon, New York|Mount Vernon]]) and the only one that uses the entirety of existing track. It is [[spot color|colored]] blue on Metro-North [[public transport timetable|timetables]] and system maps, and stations on the line have blue trim. The blue [[color code|color-coding]] appears to have started with timetables issued by predecessor [[New York Central]] for the then-Harlem Division as far back as 1965.<ref>{{Cite web|url=http://www.iridetheharlemline.com/2012/09/21/the-harlem-line-and-the-color-blue/|title=The Harlem Line, and the color blue|last=Moser|first=Emily|date=September 21, 2012|website=I Ride The Harlem Line...|access-date=June 19, 2017|archive-date=July 6, 2017|archive-url=https://web.archive.org/web/20170706222111/http://www.iridetheharlemline.com/2012/09/21/the-harlem-line-and-the-color-blue/|url-status=live}}</ref>

The Harlem Line was originally chartered in 1831 as the [[New York and Harlem Railroad]] (NY&H) and was leased to the New York Central and Hudson River Railroad Company in 1871. The line became part of the Metro-North Railroad in 1983. While the line has traditionally served to bring commuters from [[Westchester County, New York|Westchester County]] to jobs in the city, since the 2000s it has begun to see more "[[reverse commute|reverse commuting]]" from the Bronx into Westchester and points north. The northern reaches of the line are also close enough to [[Western Massachusetts]] that residents in parts of that region are also able to commute to jobs in New York City.<ref name=":3" />{{Rp|1}}<ref name=":16" /><ref name=":17" />

==Line description==
[[File:Railway map around New York City MkII.svg|thumb|Railway diagram of intercity services around New York City, showing Penn Station and [[Grand Central Terminal]]]]
The Harlem Line hews closely to roads along [[river]]-based transportation corridors dating back to even pre-rail times. It follows three major [[parkway]]s closely from the Bronx northwards through Westchester: the [[Bronx River Parkway]] (and a short portion that becomes the [[Taconic State Parkway]]), the [[Saw Mill River Parkway]] and [[Interstate 684]]. In the last section it also begins to run close to [[New York State Route 22|NY 22]], the long north–south two-lane state highway that parallels the eastern border of the state. In Westchester, it serves some of that county's most affluent communities as it slowly trends eastward.

===Manhattan and the Bronx===
The Harlem Line begins underground with the [[Hudson Line (Metro-North)|Hudson]] and [[New Haven Line]]s at [[Grand Central Terminal]], on the [[Park Avenue main line]]. The tracks emerge above ground north of 97th Street and run on an elevated [[viaduct]] starting at 102nd Street in Manhattan. After stopping at [[Harlem–125th Street (Metro-North station)|Harlem–125th Street]], the Metro-North lines cross the Harlem River at 135th Street in [[Manhattan]], entering [[the Bronx]] via the [[Park Avenue Bridge (New York City)|Park Avenue Bridge]]. The Hudson Line splits off at this point to travel northwest along the Harlem River, while the Harlem and New Haven diverges into [[Cut (earthmoving)|open-cut]] north of 144th Street.

In the Bronx, the Harlem and New Haven Lines cut through the neighborhoods of the southwest Bronx, with two stations: [[Melrose (Metro-North station)|Melrose]], at 162nd Street (it then runs under the [[Cross Bronx Expressway]] ([[Interstate 95 in New York|I-95]]) and [[Tremont (Metro-North station)|Tremont]], at 177th Street. [[Fordham (Metro-North station)|Fordham]] station is next, at Fordham Road (190th Street). The tracks rise to ground level after the stop at Fordham. The lines then parallel the western edge of [[Fordham University]] until the [[Botanical Garden (Metro-North station)|Botanical Garden]] station at Bedford Park Boulevard (200th Street). The tracks then cut northeast to join the Bronx River Parkway, which lies to the east of the tracks. The [[Williams Bridge (Metro-North station)|Williams Bridge]] station is next, at Gun Hill Road (210th Street). After the Williams Bridge station, [[Woodlawn Cemetery (Bronx)|Woodlawn Cemetery]] begins to the west of the tracks, with [[Webster Avenue]] in between the cemetery and tracks. The [[Woodlawn (Metro-North station)|Woodlawn]] station is at 233rd Street, and it is north of here that the New Haven Line diverges east to head towards the [[Northeast Corridor]].

The Harlem Line then goes under a bridge for the parkway, and it remains to the west of the tracks until [[Scarsdale (Metro-North station)|Scarsdale]] station. The [[Wakefield (Metro-North station)|Wakefield]] station at 241st Street concludes the Bronx portion of the Harlem Line.

===Westchester County===
The [[Westchester County, New York|Westchester]] portion of the Harlem Line begins at Bronx River Road in southeastern [[Yonkers]]. After the [[Mount Vernon West (Metro-North station)|Mount Vernon West]] station, the line runs along the on-ramp to the [[Cross County Parkway]] eastbound, right before Fleetwood station. After the [[Bronxville (Metro-North station)|Bronxville]] station, the tracks parallel the [[Bronx River Parkway]] all the way up to [[White Plains (Metro-North station)|White Plains]].

From White Plains, the railroad winds its way through the city and passing through the yards at [[North White Plains (Metro-North station)|North White Plains]], which was the northern boundary of third-rail electrification until 1984. The stretch north of North White Plains is unique because it is the only third-rail electrified stretch of Metro-North's network that has [[grade crossing]]s, a byproduct of its existence pre-electrification. [[Katonah (Metro-North station)|Katonah]] and [[Brewster (Metro-North station)|Brewster]] stations are located right next to grade crossings.

After North White Plains, the next station is [[Valhalla (Metro-North station)|Valhalla]] adjacent to the Taconic State Parkway. The double-track line then curves to follow the [[Saw Mill River]] Valley and the eponymous parkway. Rail and road briefly separate at [[Mount Kisco (Metro-North station)|Mount Kisco]], but then remain close by at the last stop along the Saw Mill, [[Bedford Hills (Metro-North station)|Bedford Hills]] (although the parkway cannot be seen from the station).

Past Katonah, the railroad runs between the [[Croton River]] and I-684. [[Golden's Bridge (Metro-North station)|Golden's Bridge]] and [[Purdy's (Metro-North station)|Purdy's]] are both located very close to the interstate, although only the former can be seen from it. North of the latter, the tracks follow the river to [[Croton Falls (Metro-North station)|Croton Falls]], and pick up Route 22 for the first time.

===Putnam County===
After Croton Falls, the Harlem Line runs along [[East Branch Reservoir]] and crosses into Putnam County and its rural landscape. Above Brewster station, the railroad passes through the yards at Putnam Junction to [[Southeast (Metro-North station)|Southeast]] station, which was formerly known as Brewster North. This is the northern boundary of [[third rail]] electrification.<ref name=":3" />{{Rp|I-2}}

North of Southeast, the line operates with a single track and uses diesel powered trains. Prior to the 2010s, the branch was not signaled, and manual block system rules were used to direct train movements;<ref name=":3" />{{Rp|I-2}} however, [[positive train control]] was installed in the late 2010s.<ref>{{cite web | last=Kazmi | first=Aleeza | title=Positive Train Control Testing Begins On LIRR, Metro-North | website=WSHU | date=October 16, 2018 | url=https://www.wshu.org/post/positive-train-control-testing-begins-lirr-metro-north | access-date=August 15, 2019 | archive-date=August 15, 2019 | archive-url=https://web.archive.org/web/20190815014134/https://www.wshu.org/post/positive-train-control-testing-begins-lirr-metro-north | url-status=live }}</ref> The track finally follows its own course, away from any road or river, past the former Dykemans and abandoned [[Towners (NYCRR station)|Towners]] stations up to [[Patterson (Metro-North station)|Patterson]] and into Dutchess County.

===Dutchess County===
Shortly before reaching [[Pawling (Metro-North station)|Pawling]], the line enters the Harlem Valley (which takes its name from the railroad) and begins to parallel Route 22, although not as closely as it did the roads further south. A few miles north of Pawling, the [[Appalachian Trail]] crossing has [[Appalachian Trail (Metro-North station)|its own stop]] to allow [[Thru-hiking|thru-hikers]] to take a break in the city and day hikers to visit the nearby [[Pawling Nature Preserve]].

The next two stops, [[Harlem Valley–Wingdale (Metro-North station)|Harlem Valley–Wingdale]] and [[Dover Plains (Metro-North station)|Dover Plains]], are roughly {{convert|8|mi|km|spell=in}} apart, the longest distance between any two stops on the Harlem Line. From 1972 to 2000, Dover Plains was the last stop on the line, but then tracks remaining from the NYCRR era that had not yet been torn up were renovated and the line was extended to [[Tenmile River (Metro-North station)|Tenmile River]] and its new northern terminus, [[Wassaic (Metro-North station)|Wassaic]]. The total travel time between Grand Central and Wassaic is 2 hours on a peak through train.

A small [[rail yard|yard]] where diesel trains await their routes just past the station marks the end of the line.

==History==
{{See also|New York and Harlem Railroad}}

=== Origin as a streetcar line ===
[[File:1847_Lower_Manhattan_map.jpg|thumb|An 1847 map of [[Lower Manhattan]]; the only railroad in Manhattan at that time was the New York and Harlem Railroad]]
The Harlem Line in its current form originated from the New York and Harlem Railroad (NY&H), which was the first streetcar company in the [[United States]]. It was franchised, on April 25, 1831, to run between the original city core in lower Manhattan to the suburb of Harlem, several miles to the north on Manhattan Island. The railroad's charter allowed the line to run between 23rd Street and any point on the Harlem River between Eighth and Third Avenue, with a branch running to the Hudson River, encompassing most of the island.{{sfn|Hyatt|1898|pp=5-7}}<ref name=":15">{{Cite book|url=https://books.google.com/books?id=SQAoAQAACAAJ&q=The+Coming+of+the+New+York+and+Harlem+Railroad|title=The Coming of the New York and Harlem Railroad|last=Grogan|first=Louis V.|publisher=Louis V. Grogan|year=1989|isbn=0962120650|access-date=October 17, 2020|archive-date=April 6, 2022|archive-url=https://web.archive.org/web/20220406145043/https://books.google.com/books?id=SQAoAQAACAAJ&q=The+Coming+of+the+New+York+and+Harlem+Railroad|url-status=live}}</ref>{{Rp|2}}

While the company wanted to run the line as a steam line, the city made it use horse power south of 14th Street.<ref name=":10">{{Cite book|url=https://books.google.com/books?id=ljZOAQAAIAAJ&q=october+26%2C+1837+harlem&pg=PA351|title=The Financial Limitations Of Our Fore-Fathers|date=1901|publisher=Railroad Branch of the Young Men's Christian Association of the City of New York.|pages=350–352|language=en|access-date=October 17, 2020|archive-date=April 6, 2022|archive-url=https://web.archive.org/web/20220406145046/https://books.google.com/books?id=ljZOAQAAIAAJ&q=october+26%2C+1837+harlem&pg=PA351|url-status=live}}</ref><ref>{{Cite book|url=https://books.google.com/books?id=jTj1tGfHu4oC&q=harlem+line&pg=PA97|title=Manhattan's Lost Streetcars|last=Meyers|first=Stephen L.|date=2005|publisher=Arcadia Publishing|isbn=9780738538846|language=en|access-date=October 17, 2020|archive-date=April 6, 2022|archive-url=https://web.archive.org/web/20220406145045/https://books.google.com/books?id=jTj1tGfHu4oC&q=harlem+line&pg=PA97|url-status=live}}</ref>{{Rp|3}} On September 13, 1831, the board of directors of the railroad approved its route along Fourth Avenue (renamed Park Avenue on March 1, 1888) from 23rd Street to the Harlem River. On April 6, 1832, the railroad's charter was amended to allow the line to be extended south to 14th Street.{{sfn|Hyatt|1898|pp=8-10}}

On May 2, 1832, the City Common Council secretly granted the railroad the right to lay track along Broadway to City Hall and Bowling Green. There was a public outcry once this was found out by the general public, and at the time a fraudulent map was circulated showing that the railroad would take up {{convert|23|feet|meters}} of the street when it would only take up {{convert|5|feet|meters}}. Newspaper editors also came out against the railroad's plan. In Spring 1833, the railroad published a pamphlet to refute objections to their plan titled "A Statement of Facts in Relation to the Origin, Progress, and Prospects of the New-York and Harlem Railroad Company." On March 1, 1833, a meeting was held in Tammany Hall concerning the issue, and at the meeting cab drivers and owners came out against the railroad. After the meeting, the crowd tore up some of the railroad's track. After the meeting, the council withdrew its Broadway agreement with the railroad. The railroad was extended downtown in 1839, but along a different route.<ref name=":15" />{{Rp|6}}

Ground was broken on the construction of the line on February 23, 1832, at Murray Hill on Fourth Avenue. At the ceremony, Vice President of the railroad, John Mason hinted at the railroad's ambitions saying that while the railroad's principal objective was local, its higher importance was to get to Albany.<ref name=":15" />{{Rp|3}} In 1832 the company was given permission to raise its stock limit to $500,000, equal to ${{Inflation|US|500000|1832|fmt=c}} today. In November, two horsecars built by John Stephenson were ready for operation, both of which were named after the railroad's president ("John Mason" and "President").<ref name=":15" />{{Rp|4}}

On April 27, 1837, an act was passed in the State Legislature to widen Fourth Avenue between 32nd Street and the Harlem River to provide room for the railroad. The street was widened by {{convert|20|feet|meters}} on either side, making the street {{convert|140|feet|meters}} wide. The company ceded the title for the land that would be occupied by Fourth Avenue to the city in exchange for permission to occupy it.<ref name=":15" />{{Rp|6}} In that same year, the railroad purchased six city lots at Fourth Avenue and 26th Street for $7,000 for the construction of car barns and stables.<ref name=":15" />{{Rp|7}}

The first section, along [[Bowery]] from [[Prince Street (Manhattan)|Prince Street]] north to [[14th Street (Manhattan)|14th Street]], consisting of {{convert|.85|miles|km}}, opened to the public on November 26, 1832.{{sfn|Hyatt|1898|p=8}} On that day a demonstration showing the car's braking ability was conducted, but inadvertently, one horsecar rear-ended into another with no serious injuries. This might have been the first rear-end collision in the United States.<ref name=":15" />{{Rp|5}} Service was then extended northward along [[Park Avenue|Fourth Avenue]] to [[32nd Street (Manhattan)|32nd Street]] on June 10, 1833. The [[Murray Hill Tunnel|Murray Hill rock cut]] was completed in 1834, and service along a {{convert|4.432|miles|km}}-long segment to 85th Street in [[Yorkville (Manhattan)|Yorkville]] opened on May 1, 1834. Service ran every 15 minutes between 5 a.m. and 8&nbsp;pm, and ran every 60 minutes to 10&nbsp;pm. A one-way fare cost 12.5 cents<ref name=":15" />{{Rp|7}} Service was extended {{convert|2|miles|km}} to finally reach Harlem on October 26, 1837, with the [[Yorkville Tunnel]] constructed to reach this point.<ref name=":10" /> At the time, Harlem was just a small suburb of the city.{{sfn|Hyatt|1898|p=13}} Service was also extended further south. On May 4, 1839, the line was extended south along Bowery, [[Broome Street (Manhattan)|Broome Street]] and [[Centre Street (Manhattan)|Centre Street]] to [[City Hall (Manhattan)|City Hall]] at Centre Street and [[Park Row (Manhattan)|Park Row]]. Service was extended south on November 26, 1852, along Park Row to [[Astor House]] at Park Row and [[Broadway (Manhattan)|Broadway]].<ref>{{Cite web|url=http://www.brooklynrail.net/images/historic_maps/Tunnel_NYC_Area_Railroad_Map_1860.jpg|title=New York City and Vicinity Map|date=1860|website=brooklynrail.net|access-date=June 20, 2017|archive-date=June 28, 2017|archive-url=https://web.archive.org/web/20170628003032/http://www.brooklynrail.net/images/historic_maps/Tunnel_NYC_Area_Railroad_Map_1860.jpg|url-status=live}}</ref>

=== Extension toward Albany ===
The New York and Albany Railroad had been granted its charter on April 17, 1832, allowing it to build a single or double-track line from Greenbush (on the opposite side of the Hudson River from Albany) to New York along the Harlem River. In 1836, an amendment to its charter granted it the right to enter Manhattan along a route that they "may deem most eligible"–direct competition to the NY&H. The NY&A had periods of inactivity, in part due to the [[Panic of 1837|financial panic of 1837]]. Surveys were completed in some places, and ground was broken in various areas. [[Gouverneur Morris Jr.|Gouverneur Morris]], a vice president and Director of the NY&A, reached an agreement with the Harlem. The NY&H would pay the NY&A's expenses on surveying with the understanding that the NY&H would be extended to Greenbush. The deal was completed on February 28, 1840, and on May 7, 1840, the [[New York State Legislature]] granted the Harlem the right to extend into [[Westchester County]], which at the time included what is now [[The Bronx]]. The corporate life of the NY&A ended on March 9, 1846, when it was bought by the Harlem.<ref name=":15" />{{Rp|8}}

The line was not being completed as quickly as its charter required, so the New York State Legislature granted it multiple extensions to allow for the work to be completed. The last time an extension was granted was on April 11, 1842. The New York and Harlem Railroad bought that company for $35,000 on March 9, 1846, as it had failed to make any progress on the construction of the line. The right-of-way and land for that line was sold as part of this transaction, on which, it built its line into [[Westchester County, New York|Westchester]], [[Putnam County, New York|Putnam]], [[Dutchess County, New York|Dutchess]], and [[Columbia County, New York|Columbia Counties]].{{sfn|Hyatt|1898|pp=9-10}}

Service was extended into Westchester in multiple stages. The line was first extended north {{convert|4|miles|km}} into Westchester on December 14, 1840, before reaching Fordham on March 1, 1841. Extended service reached Williams Bridge on September 3, 1842, and then in the summer of 1844, the line reached [[Tuckahoe (Metro-North station)|Tuckahoe]]. On December 1, 1844, the line's terminus became White Plains, but in October 1846, trains began ending their runs at [[Pleasantville (Metro-North station)|Pleasantville]].{{sfn|Hyatt|1898|p=14}} Service reached Mount Kisco and Croton Falls, in February 1847, and on June 1, 1847, respectively. On December 31, 1848, Harlem Railroad service was extended to Dover Plains, providing service to parts of Putnam County and Dutchess County.<ref name=":3">{{Cite book|url=https://books.google.com/books?id=BiA3AQAAMAAJ&q=harlem+division&pg=SA26-PA68|title=Wassaic Extension Project: Environmental Impact Statement|date=August 1997|publisher=Metropolitan Transportation Authority|language=en|access-date=October 17, 2020|archive-date=April 6, 2022|archive-url=https://web.archive.org/web/20220406145043/https://books.google.com/books?id=BiA3AQAAMAAJ&q=harlem+division&pg=SA26-PA68|url-status=live}}</ref>{{Rp|D-3}}

In 1845, the railroad's charter was amended to allow the route to be extended north to Albany.<ref name=":18">{{Cite book|url=https://books.google.com/books?id=EfhCAQAAMAAJ&q=aknown+as+the+%E2%80%9CHarlem+Depression+Agreement%22|title=Reports of Decisions of the Public Service Commission, First District, of the State of New York Volume VIII January 1, 1917 to December 31, 1917|date=1918|publisher=New York State Public Service Commission|language=en|access-date=January 1, 2019|archive-date=February 26, 2024|archive-url=https://web.archive.org/web/20240226003943/https://books.google.com/books?id=EfhCAQAAMAAJ&q=aknown+as+the+%E2%80%9CHarlem+Depression+Agreement%22#v=snippet&q=aknown%20as%20the%20%E2%80%9CHarlem%20Depression%20Agreement%22&f=false|url-status=live}}</ref>{{Rp|69}}

On May 10, 1852, the line was extended north to [[Chatham (NYCRR station)|Chatham Four Corners]] in Columbia County with a connection to the [[Boston and Albany Railroad]], and [[trackage rights]] northwest to [[Albany (NY)|Albany]]. In the years following, the Harlem Railroad ran some of its trains over the Boston and Albany Railroad from Chatham to Albany.{{sfn|Hyatt|1898|pp=15 & 17}} Additional connections could be made to railroads serving [[North Bennington, Vermont]] and other points in western Vermont. Chatham is about {{convert|52|miles|km}} past the current terminal at [[Wassaic, New York|Wassaic]]. In [[Boston Corners station|Boston Corners]], about {{convert|12|miles|km}} north of Wassaic, passengers could make connections to the [[Central New England Railway]] (CNE). To the east, the CNE went to [[Hartford, Connecticut]]. Westward, passengers could travel to [[Poughkeepsie]], cross the [[Poughkeepsie Bridge]], finally to [[Campbell Hall (Metro-North station)|Campbell Hall]].<ref>{{Cite book|url=https://books.google.com/books?id=OixRAQAAMAAJ&q=BOSTON+CORNERS&pg=PA121|title=The Official Guide of the Railways and Steam Navigation Lines of the United States, Porto Rico, Canada, Mexico and Cuba|date=1907|publisher=National Railway Publication Company|pages=226, 310|language=en|access-date=October 17, 2020|archive-date=April 6, 2022|archive-url=https://web.archive.org/web/20220406145045/https://books.google.com/books?id=OixRAQAAMAAJ&q=BOSTON+CORNERS&pg=PA121|url-status=live}}</ref><ref>{{Cite web|url=https://upload.wikimedia.org/wikipedia/commons/9/94/1901_CNE_map.jpg|title=Central New England Railroad and Connections Map|date=1901|website=Wikimedia Commons|publisher=Central New England Railroad|access-date=June 20, 2017|archive-date=February 22, 2017|archive-url=https://web.archive.org/web/20170222033944/https://upload.wikimedia.org/wikipedia/commons/9/94/1901_CNE_map.jpg|url-status=live}}</ref>

A {{convert|1.84|mi|km}}-long freight branch, from the 1853 purchase of the [[Spuyten Duyvil and Port Morris Railroad]], was built to [[Port Morris, Bronx|Port Morris]].<ref name=":7" /><ref name=":8" />

When the [[Grand Central Depot]] opened in 1871, the depot that the line used was changed from being at 26th Street and Fourth Avenue to Grand Central Depot at 42nd Street.{{sfn|Hyatt|1898|p=27}}

=== Under the New York Central ===

==== Grade separation and expansion ====
On April 1, 1873, the New York and Harlem Railroad was leased for 401 years to the New York Central and Hudson River Railroad Company. The line then became the Harlem Division of the New York Central. The lease did not include the portion of the line using horse cars. Horse cars were replaced with an underground trolley system in 1897, when it was leased to the [[Metropolitan Street Railway Company]].{{sfn|Hyatt|1898|pp=25-26}}

In 1875, the line was grade-separated and put in an open cut and a viaduct between Grand Central and the Harlem River to reduce the loss of life and to increase speeds. The work was completed for $6&nbsp;million, of which half was paid by the city.<ref name=":12">{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1894/08/23/106914745.pdf|title=Railroad Engineering in Harlem – Progress of the Work of Elevating the Central's Tracks in Park Avenue.|date=August 23, 1894|work=The New York Times|access-date=June 21, 2017|language=en-US|issn=0362-4331|archive-date=August 27, 2021|archive-url=https://web.archive.org/web/20210827142745/https://timesmachine.nytimes.com/timesmachine/1894/08/23/106914745.pdf|url-status=live}}</ref>

On May 15, 1876, partial rapid transit began on the Harlem Line, with sixteen trains a day running between Grand Central Depot and William's Bridge. These trains made all stops between Grand Central and William's Bridge, with the exception of Jerome Park, which was skipped by half the trains. This was in addition to eight regular trains per day that stopped at William's Bridge. Two new stations were opened at [[86th Street station (New York Central Railroad)|86th Street]] and [[110th Street station (New York Central Railroad)|110th Street]], both being exclusively served by the rapid transit service.<ref name=":11">{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1876/05/12/80626707.pdf|title=Partial Rapid Transit – From the Grand Central Depot – Arrangements for Quick Trains on the Harlem Road Trains to Run Next Monday – Fares, Time, Rates, of Commutation, &c.|date=May 12, 1876|work=The New York Times|access-date=June 21, 2017|language=en-US|issn=0362-4331|archive-date=April 2, 2020|archive-url=https://web.archive.org/web/20200402222007/https://timesmachine.nytimes.com/timesmachine/1876/05/12/80626707.pdf|url-status=live}}</ref><ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1876/04/13/80329414.pdf|title=Rapid Transit To and From Harlem.|date=April 13, 1876|work=The New York Times|access-date=June 21, 2017|language=en-US|issn=0362-4331|archive-date=April 2, 2020|archive-url=https://web.archive.org/web/20200402222007/https://timesmachine.nytimes.com/timesmachine/1876/04/13/80329414.pdf|url-status=live}}</ref>

In 1888, work began on a project to grade-separate {{convert|7|miles|km|abbr=}} the line from Mott Haven to Bedford Park, and to expand the line from two tracks to [[Quadruple track|four tracks]], with the additional tracks to be reserved for express trains, doubling the line's capacity. This project was funded entirely by the railroad, and was reached in an agreement with the New York City Department of Public Works, titled the "Harlem Depression Agreement",  with the railroad paying for the construction of bridges over the now-depressed line.<ref>{{Cite journal|date=1917|title=In Memoriam: Walter Katte|url=https://archive.org/details/journalw22west/page/n5|journal=Journal of the Western Society of Engineers|edition=January to December 1917|publisher=Western Society of Engineers|volume=22|pages=103}}</ref><ref name=":18" />{{Rp|234}} Service on the Harlem Line was expected to double. Express trains were expected to go at least {{convert|30|mph|kph|abbr=}}, while locals were expected to go at least {{convert|20|mph|kph|abbr=}}.<ref>{{Cite news|url=https://www.newspapers.com/clip/26734145/the_new_york_times/|title=Real Rapid Transit Near; Uses of the Harlem Road's Depressed Tracks. Trains To Run Often And To Carry Passengers Into Westchester County In Half An Hour.|date=September 1, 1889|work=The New York Times|access-date=January 1, 2018|archive-date=January 2, 2019|archive-url=https://web.archive.org/web/20190102002312/https://www.newspapers.com/clip/26734145/the_new_york_times/|url-status=live}}</ref> {{convert|4.5|miles|km|abbr=}} of the line were put into a cut {{convert|12 to 14|feet|meters|abbr=}} below the line's existing grade, starting {{convert|500|feet|meters|abbr=}} north of 138th Street to {{convert|2000|feet|meters|abbr=}} north of Bedford Park station. Upon completion, there was a four track line from Woodlawn Junction to Grand Central. The line's cost was initially anticipated to be $2&nbsp;million.<ref>{{Cite news|url=https://www.newspapers.com/clip/26733986/lincoln_journal_star/|title=Two Million Dollars For Improvements on the Harlem Branch of the New York Central|date=January 10, 1889|work=Lincoln Journal Star|access-date=January 1, 2019|archive-date=January 2, 2019|archive-url=https://web.archive.org/web/20190102050614/https://www.newspapers.com/clip/26733986/lincoln_journal_star/|url-status=live}}</ref> On July 10, 1890, as part of the line's grade-separation project in the Bronx, the third track between Mott Haven and Fordham was completed. At the time, the four tracks between Woodlawn Junction and the Harlem River were almost completed, with a few hundred yards of rails needed to make some connections. The four tracks were expected to be completed on July 13. The [[New York, New Haven and Hartford Railroad|New Haven Railroad]] planned to build a flyover at Williamsbridge for northbound trains so that their trains would not have to cross the other three tracks at grade. The rebuilt rapid transit stations were not yet completed. The entire project cost about $4&nbsp;million.<ref>{{Cite journal|date=July 10, 1890|title=Wonderful if True.|url=https://books.google.com/books?id=VSFEAQAAIAAJ&q=They+have+simply+to+lay+a+hundred+yards+or+so|journal=American Machinist|volume=13|issue=28|pages=12–13|access-date=January 1, 2019|archive-date=April 6, 2022|archive-url=https://web.archive.org/web/20220406145045/https://books.google.com/books?id=VSFEAQAAIAAJ&q=They%20have%20simply%20to%20lay%20a%20hundred%20yards%20or%20so|url-status=live}}</ref>

On February 15, 1897, trains on the Harlem Division started running over the new drawbridge over the [[Harlem River]] and the elevated structure connecting to it.{{sfn|Hyatt|1898|p=25}} As part of the project, the line north of 106th Street to the Harlem River was elevated so that it could reach the height of the new four-track drawbridge:  the only one in the country at the time. The project was known as the Park Avenue Improvement. The new line went via a steel viaduct, replacing a masonry viaduct and an open cut. The {{convert|400|feet|meters}} bridge was built for about $500,000 by the King Bridge Company. The new bridge is {{convert|24|feet|meters}} higher than the old bridge, as mandated by the Federal Government. During the course of construction, trains ran over a temporary wooden structure along with a temporary wooden drawbridge. The station at [[138th Street (NYC station)|Mott Haven]] on the Bronx side of the Harlem River had to be elevated. The entire cost was $2&nbsp;million.<ref name=":12" /><ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1893/04/24/109698839.pdf|title=To Raise the Central's Tracks – The Park Avenue Improvement and the New Harlem Drawbridge.|date=April 24, 1893|work=The New York Times|access-date=June 21, 2017|language=en|archive-date=October 1, 2021|archive-url=https://web.archive.org/web/20211001175115/https://timesmachine.nytimes.com/timesmachine/1893/04/24/109698839.pdf|url-status=live}}</ref>

On October 15, 1897, a spacious new station in [[Harlem–125th Street (Metro-North station)|Harlem]] was opened at 125th Street, replacing a small, dingy station in the old Park Avenue open cut. The new station was built atop the old open cut and directly under the new Park Avenue Viaduct. The platforms, which were built on the viaduct, were built to be {{convert|400|feet|meters}} long.<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1897/10/08/102405218.pdf|title=A New Railroad Station – To be Opened Soon at 125th Street by the Central and Harlem River Roads.|date=October 8, 1897|work=The New York Times|access-date=June 21, 2017|language=en-US|issn=0362-4331|archive-date=December 29, 2021|archive-url=https://web.archive.org/web/20211229091056/https://timesmachine.nytimes.com/timesmachine/1897/10/08/issue.html|url-status=live}}</ref>

As part of the [[History of Grand Central Terminal#Replacement|construction of Grand Central Terminal]] in the early 1900s, all of New York Central's lines that ran into the terminal were electrified. [[Third rail]] was installed on the Hudson and Harlem Divisions, while the New Haven Division received overhead wires on the segments that were not shared with the Harlem and Hudson Division.<ref name="Sprague Cunningham 2013 pp. 58–762">{{cite journal|last1=Sprague|first1=J. L.|last2=Cunningham|first2=J. J.|year=2013|title=A Frank Sprague Triumph: The Electrification of Grand Central Terminal [History]|journal=IEEE Power and Energy Magazine|publisher=Institute of Electrical and Electronics Engineers (IEEE)|volume=11|issue=1|pages=58–76|doi=10.1109/mpe.2012.2222293|s2cid=6729668|issn=1540-7977}}</ref> In November 1907, the first electric train operated on the Harlem Division, running between Grand Central Terminal and Wakefield.<ref>{{Cite book|url=https://books.google.com/books?id=JvVVAAAAMAAJ&q=harlem|title=The coming of the New York and Harlem Railroad|last=Grogan|first=Louis|date=1990|publisher=National Railway Historical Society.|language=en|access-date=October 17, 2020|archive-date=April 6, 2022|archive-url=https://web.archive.org/web/20220406145045/https://books.google.com/books?id=JvVVAAAAMAAJ&q=harlem|url-status=live}}</ref> On October 10, 1909, the New York Central began installing third rail between Mount Vernon and White Plains.<ref>{{Cite news|url=https://www.nytimes.com/1909/10/10/archives/extends-its-electric-zone-harlem-division-laying-third-rail-between.html|title=Extends Its Electric Zone – Harlem Division Laying Third Rail Between Mt. Vernon and White Plains.|date=October 10, 1909|work=The New York Times|access-date=June 23, 2017|language=en-US|issn=0362-4331|archive-date=June 14, 2018|archive-url=https://web.archive.org/web/20180614001630/https://www.nytimes.com/1909/10/10/archives/extends-its-electric-zone-harlem-division-laying-third-rail-between.html|url-status=live}}</ref> On March 14, 1910, electric service was extended to North White Plains. Passengers that used the Upper Harlem Division were attracted to this cleaner, faster service.<ref name=":0">{{Cite book|url=https://books.google.com/books?id=MthRAAAAMAAJ&q=1910|title=Organization and management of public transport projects: proceedings of the specialty conference|last1=Marks|first1=George V.|last2=Lall|first2=Bhagirath|last3=Committee|first3=American Society of Civil Engineers Public Transport|date=October 1, 1985|publisher=The Society|isbn=9780872624580|language=en|access-date=October 17, 2020|archive-date=April 6, 2022|archive-url=https://web.archive.org/web/20220406145045/https://books.google.com/books?id=MthRAAAAMAAJ&q=1910|url-status=live}}</ref>{{Rp|225}}

In July 1909, the New York State Public Service Commission ordered that the New York Central Railroad eliminate grade crossings at Hamilton Avenue, Railroad Avenue and Tibbits Avenue in White Plains and construct a new station. The project was estimated to cost $200,000, with the village and state each funding one-quarter of the cost and the railroad paying the remainder of the cost. Tibbits Avenue would be put into a {{convert|24|foot|meters}}-wide tunnel underneath the rail line done about {{convert|810|feet|meters}} north of the existing crossing with a clearance of {{convert|12|feet|meters}}. Railroad Avenue would be put in a {{convert|75|foot|meters}}-wide tunnel, with a {{convert|50|foot|meters}}-wide roadway and sidewalks, with a maximum clearance of {{convert|13|feet|meters}}. An additional crossing of the rail line would be provided approximately {{convert|605|feet|meters}} to the north of Railroad Avenue.<ref>{{Cite news|date=July 23, 1909|title=White Plains To Pay Part of Grade Elimination|page=5|work=Scarsdale Inquirer|url=https://news.hrvh.org/veridian/?a=d&d=scarsdaleinquire19090723.2.36&srpos=88&e=-------en-20--81--txt-txIN-harlem+line------|access-date=July 4, 2021|archive-date=July 9, 2021|archive-url=https://web.archive.org/web/20210709183329/https://news.hrvh.org/veridian/?a=d&d=scarsdaleinquire19090723.2.36&srpos=88&e=-------en-20--81--txt-txIN-harlem+line------|url-status=live}}</ref>

Property values along the line increased. Other improvements were made to the Harlem Division at the same time: grade crossings were being eliminated, tracks were being straightened and new stations were built at White Plains and Mount Vernon.<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1910/03/06/104923777.pdf|title=Electric Trains to White Plains Mch. 15 – New Service and New Cars on Harlem Division of New York Central.|date=March 6, 1910|work=The New York Times|access-date=June 23, 2017|language=en-US|issn=0362-4331|archive-date=October 1, 2021|archive-url=https://web.archive.org/web/20211001175113/https://timesmachine.nytimes.com/timesmachine/1910/03/06/104923777.pdf|url-status=live}}</ref> In March 1910, the New York Central did not yet begin work on improvements to the line at White Plains and adjacent stations, as work on improvements at West Mount Vernon were still underway. This included the filling-in of the new roadbed west of the existing station. As part of the project, a viaduct was constructed to eliminate the dangerous grade crossing in Yonkers at Railroad Avenue and Mount Vernon Avenue. A new freight station was built. As part of the project, there would be no grade along the line from White Plains to Mount Vernon. The roadbed at Hartsdale and Scarsdale would be lowered to reduce grades.<ref>{{Cite news|date=March 8, 1912|title=The Work Of Improving The Harlem Road.|page=2|work=Scarsdale Inquirer|url=https://news.hrvh.org/veridian/?a=d&d=scarsdaleinquire19120308.2.19&e=-------en-20--1--txt-txIN-harlem+line------|access-date=July 4, 2021|archive-date=July 9, 2021|archive-url=https://web.archive.org/web/20210709184556/https://news.hrvh.org/veridian/?a=d&d=scarsdaleinquire19120308.2.19&e=-------en-20--1--txt-txIN-harlem+line------|url-status=live}}</ref>

In 1910, a yard dating back to the 1870s in Dover Plains was relocated to Putnam Junction in Brewster.<ref name=":3" />{{Rp|17-1}}

On October 18, 1930, the Public Service Commission (PSC) listed the elimination of a grade crossing in Amenia, Benson crossing, as one of its projects to consider. The cost estimate for eliminating it was $100,000.<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1930/10/19/102174768.pdf|title=To Consider Crossing Plan – State Commission Will Take Up Amenia Project This Year.|date=October 19, 1930|work=The New York Times|access-date=June 23, 2017|language=en-US|issn=0362-4331|archive-date=February 26, 2024|archive-url=https://web.archive.org/web/20240226003122/https://timesmachine.nytimes.com/timesmachine/1930/10/19/102174768.html?pdf_redirect=true&site=false|url-status=live}}</ref>

The New York Central operated the ''[[Berkshire Hills Express]]'' and several other through trains to [[Pittsfield, Massachusetts|Pittsfield]] and [[North Adams, Massachusetts|North Adams]] along this route to Chatham;  then the NYC's Boston & Albany mainline to Pittsfield and the B&A's [[Pittsfield and North Adams Railroad|North Adams branch]] to North Adams, into the mid-1940s, with [[dining car|dining service]].<ref>'Official Guide of the Railways,' May 1946, New York Central section, p. 237, Table 91</ref>

==== 1950s and 1960s ====
In 1950, the through service to North Adams was trimmed to a shuttle from Chatham to North Adams, requiring a transfer at Chatham.<ref>New York Central June 1950 timetable, Table 42</ref> Passenger service between Chatham and North Adams ended in 1953.<ref>Karr, Ronald Dale. 'Lost Railroads of New England,' Pepperell, MA: Branch Line Press, Third edition, 2010, p. 207</ref> However, the Berkshire Scenic Railway now operates a 5-mile tourist train between North Adams and Adams, Mass.

On September 11, 1952, the New York Central's next-to-last steam-powered train run in the New York City Metropolitan area ran on the Harlem Division, being replaced by diesel locomotives.<ref>{{Cite news|url=https://www.nytimes.com/1952/09/12/archives/diesels-take-over-n-y-central-runs-last-iron-horse-hauls-train-on.html|title=Diesels Take Over N. Y. Central Runs – Last Iron Horse Hauls Train on the Harlem Division &ndash; Old-Timers Are Sad|last=Folsom|first=Merrill|date=September 12, 1952|work=The New York Times|access-date=June 23, 2017|language=en-US|issn=0362-4331|archive-date=February 27, 2018|archive-url=https://web.archive.org/web/20180227034300/https://www.nytimes.com/1952/09/12/archives/diesels-take-over-n-y-central-runs-last-iron-horse-hauls-train-on.html|url-status=live}}</ref> However, the diesels began wearing out in the 1970s, leading to a decline in service.<ref>{{Cite book|url=https://books.google.com/books?id=La7WYMmC4UUC&q=harlem+line+electrification+1984&pg=PA47|title=New Castle: Chappaqua and Millwood|last=Williams|first=Gray|date=2006|publisher=Arcadia Publishing|isbn=9780738539287|language=en|access-date=October 17, 2020|archive-date=April 6, 2022|archive-url=https://web.archive.org/web/20220406145046/https://books.google.com/books?id=La7WYMmC4UUC&q=harlem+line+electrification+1984&pg=PA47|url-status=live}}</ref> 

The last New York City Metropolitan area New York Central steam train left Harmon for Albany and points west on August 7, 1953, behind NYC Niagara 4-8-4 #6020, after which the entire New York Central system became dieselized east of Buffalo (and east of Cleveland, Ohio the following month).<ref> "Steam Power of the New York Central System, Volume 1: Modern Power 1915-1955", by Alvin F. Staufer.</ref> 

On December 20, 1956, the state opened up bids for the elimination of grade-crossings in Pleasantville. Planned for 25 years, this was expected to cost $3.857&nbsp;million. The crossings to be eliminated were at Manville and Bedford Roads. The tracks were lowered for {{convert|7000|feet|meters}} and the two roads were bridged over the railroad. The station at Pleasantville was moved.<ref>{{Cite news|url=https://www.nytimes.com/1956/11/24/archives/westchester-set-for-two-big-jobs-state-opens-bids-dec20-for.html|title=Westchester Set for Two Big Jobs – State Opens Bids Dec.20 for Pleasantville Crossing and New Expressway Work|date=November 24, 1956|work=The New York Times|access-date=June 23, 2017|language=en-US|issn=0362-4331|archive-date=January 31, 2019|archive-url=https://web.archive.org/web/20190131093644/https://www.nytimes.com/1956/11/24/archives/westchester-set-for-two-big-jobs-state-opens-bids-dec20-for.html|url-status=live}}</ref>

On August 12, 1960, the PSC ordered the New York Central to continue the level of service to Chatham until it determined how much service was required. The Central had wanted to cut one train each way daily, leaving only one round-trip.<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1960/08/12/99509155.pdf|title=N.Y. Central Told to Maintain Runs – Cut on Harlem Division Held in Abeyance Pending P.S.C. Hearing on Aug. 19|date=August 12, 1960|work=The New York Times|access-date=June 23, 2017|language=en-US|issn=0362-4331|archive-date=February 26, 2024|archive-url=https://web.archive.org/web/20240226003123/https://timesmachine.nytimes.com/timesmachine/1960/08/12/99509155.html?pdf_redirect=true&site=false|url-status=live}}</ref> On August 19, 1960, the Central requested permission from the PSC to reduce service between Pawling and Chatham to save $110,544.47 a year.<ref>{{Cite news |date=1960-08-20 |title=N.Y. Central Asks To Reduce Trains; Petitions for Cut in Service From Chatham to Pawling |url=https://www.nytimes.com/1960/08/20/archives/ny-central-asks-to-reduce-trains-petitions-for-cut-in-service-from.html?searchResultPosition=59 |access-date=2024-09-02 |work=The New York Times |language=en-US |issn=0362-4331}}</ref>

Starting on October 25, 1961, some trains became equipped with two-way radio communication on the Harlem Line to test the technology, with the hope of adding them to all commuter trains on the New York Central. They were meant to be used when delays in service occurred.<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1961/11/14/118523151.pdf|title=2-Way Radio Gets Test For Commuter Trains|date=November 14, 1961|work=The New York Times|access-date=June 23, 2017|language=en-US|issn=0362-4331|archive-date=February 26, 2024|archive-url=https://web.archive.org/web/20240226003124/https://timesmachine.nytimes.com/timesmachine/1961/11/14/118523151.html?pdf_redirect=true&site=false|url-status=live}}</ref>

On January 10, 1964, the PSC approved plans by the New York Central to implement zoned fares in the southern part of the New York commutation area (north to North White Plains). The plan went into effect on January 22. Though it was meant to be experimental, and to last one year, this was kept in place.<ref>{{Cite news|url=https://www.nytimes.com/1964/01/11/zone-fare-proposal-of-the-ny-central-approved-by-state.html|title=Zone Fare Proposal Of the N.Y. Central Approved by State|date=January 11, 1964|work=The New York Times|access-date=June 23, 2017|language=en-US|issn=0362-4331|archive-date=February 26, 2024|archive-url=https://web.archive.org/web/20240226003912/https://www.nytimes.com/1964/01/11/archives/zone-fare-proposal-of-the-ny-central-approved-by-state.html|url-status=live}}</ref>

On July 1, 1964, expanded off-peak local and express service was implemented on a pilot basis. On February 1, 1965, the New York Central began operating zone schedules for some outbound evening rush hour trains. It expanded this to some inbound morning rush hour trains to Grand Central on June 28, 1965. The implementation of zone scheduling was intended to speed trains service and reduce delays. Three additional morning inbound trains were added to facilitate the new zone schedule. Four zones were set up: Fleetwood and Mount Vernon were in Zone A, Crestwood, Tuckahoe and Bronxville were in Zone B, Hartsdale and Scarsdale were in Zone C, and White Plains-North and White Plains were in Zone D. Zone schedules operated as follows: the first train ran non-stop to Grand Central from the closest zone-Zone A. The second train would serve Zone B stops and run non-stop to Grand Central, the third would run non-stop to Grand Central after making Zone C stops, and the fourth would do the same, but for Zone D stops.<ref name=":9">{{Cite web|date=June 1965|title=Announcing The Extension of New Zone Schedules Effective June 28, 1965|website=Flickr|publisher=New York Central System|url=https://www.flickr.com/photos/unionturnpike/51290729839/in/datetaken/|pages=1–2]|access-date=July 5, 2021|archive-date=April 6, 2022|archive-url=https://web.archive.org/web/20220406145047/https://www.flickr.com/photos/unionturnpike/51290729839/in/datetaken/|url-status=live}}</ref>

From June 28 to October 31, 1965, train 908 leaving Brewster at 7:23&nbsp;a.m. and train 945 leaving Grand Central at 5:39, on a pilot basis, began running as through trains, without the need to change locomotives at White Plains-North Station using a pair of dual-power locomotives leased from the [[New York, New Haven and Hartford Railroad]].<ref name=":9" />

=== Decline under Penn Central ===
At the end of [[World War II]], private rail service began a sharp decline with the start of the [[Jet Age]] in 1958 and the construction of the [[Interstate Highway System]].<ref>{{cite book|url=https://books.google.com/books?id=OTh8b2cyGBcC&pg=PA179|title=Icons of American Architecture: From the Alamo to the World Trade Center|last=Langmead|first=Donald|publisher=Greenwood Press|year=2009|isbn=978-0-313-34207-3|series=Greenwood Icons|access-date=January 10, 2019|archive-date=February 17, 2023|archive-url=https://web.archive.org/web/20230217154852/https://books.google.com/books?id=OTh8b2cyGBcC&pg=PA179|url-status=live}}</ref>{{Rp|177}} NYC, facing declining year-over-year profits, merged in 1968 with its former rival, the [[Pennsylvania Railroad]], forming the [[Penn Central Transportation Company]].<ref name="AutoDR-74">{{cite news|url=http://query.nytimes.com/mem/archive/pdf?res=9A06E1DD1530EF34BC4950DFB7668383679EDE|title=Court Here Lets Railroads Consolidate Tomorrow – Rail Merger Gets Final Clearance|date=1968|newspaper=The New York Times|access-date=February 1, 2018|language=en-US|issn=0362-4331|archive-date=April 24, 2022|archive-url=https://web.archive.org/web/20220424164152/https://query.nytimes.com/mem/page.html?res=9A06E1DD1530EF34BC4950DFB7668383679EDE&legacy=true&status=nf|url-status=live}}</ref> Penn Central continued to lose money and attempted several maneuvers to delay bankruptcy, including auctioning off the air rights of [[Grand Central Terminal]];<ref name="AutoNI-28">{{cite web|url=https://www.nytimes.com/1968/02/24/archives/breuer-to-design-terminal-tower-engaged-by-briton-for-a-2d-project.html|title=Breuer to Design Terminal Tower – Engaged by Briton for a 2d Project Over Grand Central|last=Fowler|first=Glenn|date=February 24, 1968|website=The New York Times|access-date=December 24, 2018|archive-date=December 25, 2018|archive-url=https://web.archive.org/web/20181225031215/https://www.nytimes.com/1968/02/24/archives/breuer-to-design-terminal-tower-engaged-by-briton-for-a-2d-project.html|url-status=live}}</ref> the Pennsylvania Railroad had done the same thing to [[Pennsylvania Station (1910–1963)|Penn Station]].<ref name="AutoDR-75">{{cite news|url=https://www.nytimes.com/1963/10/29/archives/demolition-starts-at-penn-station-architects-picket-penn-station.html|title=Demolition Starts At Penn Station; Architects Picket; Penn Station Demolition Begun; 6 Architects Call Act a 'Shame'|last=Tolchin|first=Martin|date=October 29, 1963|newspaper=The New York Times|access-date=May 22, 2018|archive-date=May 23, 2018|archive-url=https://web.archive.org/web/20180523100724/https://www.nytimes.com/1963/10/29/archives/demolition-starts-at-penn-station-architects-picket-penn-station.html|url-status=live}}</ref> However, this approval was denied, and the denial was affirmed in ''[[Penn Central Transportation Co. v. New York City]]'', a 1978 decision by the [[United States Supreme Court]].<ref name="AutoDR-79">{{cite court|litigants=Penn Central Transp. Co. v. New York City|court=U.S.|reporter=U.S.|vol=438|opinion=104|pinpoint=135|date=1978|url=https://supreme.justia.com/cases/federal/us/438/104/|access-date=December 8, 2018}}</ref><ref name="AutoNI-36">{{cite web|url=https://www.nytimes.com/1978/06/27/archives/new-jersey-pages-ban-on-grand-central-office-tower-is-upheld-by.html|title='Ban onGrand Central Office T ower Is Upheld by Supreme Court 6 to 3|last=Weaver|first=Warren Jr.|date=June 27, 1978|website=The New York Times|access-date=December 24, 2018|archive-date=January 11, 2019|archive-url=https://web.archive.org/web/20190111055112/https://www.nytimes.com/1978/06/27/archives/new-jersey-pages-ban-on-grand-central-office-tower-is-upheld-by.html|url-status=live}}</ref>

In May 1970, Penn Central planned to discontinue service from [[Dover Plains (Metro-North station)|Dover Plains]] to Chatham when [[Amtrak]] declined to take over that service. However, the New York Attorney General maintained that this service was within the commuter area, and therefore not subject to discontinuation. Without the objection, this service would have been eliminated on May 1, 1971, when Amtrak passenger service went into effect. The [[Interstate Commerce Commission]] (ICC) held hearings on this in May 1971, and it ruled on June 28, 1971, that the service to Chatham was intercity, not commuter. On that same day, a bill that would have extended the power of the Metropolitan Transportation Authority to Chatham was vetoed by Governor [[Nelson Rockefeller]]. On July 31, 1971, Penn Central announced that it would discontinue all service to Chatham the following day. The railroad claimed that it lost $300,000 a year on the one round-trip between Chatham and Grand Central.<ref>{{Cite news|url=https://www.nytimes.com/1971/08/01/archives/passenger-runs-to-chatham-on-penn-central-end-today.html|title=Passenger Runs to Chatham On Penn Central End Today|date=August 1, 1971|work=The New York Times|access-date=June 23, 2017|language=en-US|issn=0362-4331|archive-date=February 26, 2024|archive-url=https://web.archive.org/web/20240226005028/https://www.nytimes.com/1971/08/01/archives/passenger-runs-to-chatham-on-penn-central-end-today.html|url-status=live}}</ref><ref name=":13" />

The Attorney General appealed the ICC's ruling, and this appeal was tried in March 1972, but failed, resulting in the discontinuation of service from Dover Plains to Chatham on March 20, 1972. Penn Central operated the last southbound passenger train between Chatham and [[Grand Central Terminal]] on March 20, 1972, ending service in the middle of the day. Train 935, which was scheduled to leave Grand Central at 4:25&nbsp;pm and run to Chatham was cut back to Dover Plains. With no scheduled return trip to Chatham, passengers who had gone south in the morning were left stranded, with service going only as far north as Dover Plains (52 miles shy of Chatham).<ref>{{Cite web|url=http://www.prrths.com/newprr_files/Hagley/PRR1972.pdf|title=A General Chronology of the Pennsylvania Railroad Company – Its Predecessors and Successors and Its Historical Context|last=Baer|first=Christopher|date=April 2015|website=prrths.com|access-date=June 20, 2017|archive-date=December 7, 2021|archive-url=https://web.archive.org/web/20211207143300/http://www.prrths.com/newprr_files/Hagley/PRR1972.pdf|url-status=live}}</ref><ref name=":13">{{cite news|url=https://www.nytimes.com/1972/03/26/archives/train-service-to-upper-harlem-valley-terminated.html|title=Train Service to Upper Harlem Valley Terminated|last=Faber|first=Harold|date=March 26, 1972|page=60|newspaper=The New York Times|access-date=July 3, 2011|archive-date=January 4, 2018|archive-url=https://web.archive.org/web/20180104132432/http://www.nytimes.com/1972/03/26/archives/train-service-to-upper-harlem-valley-terminated.html|url-status=live}}</ref> Tracks were removed north of [[Millerton, NY|Millerton]] shortly thereafter. The cutback of service to Chatham was strongly opposed by the Harlem Valley Transportation Association, which was led by Lettie Gay Carson.<ref name=":3" />{{Rp|26–67}}

Prior to the discontinuation of service to Chatham, the quality of service on the line decreased. Trains that could once run the {{convert|127|miles|km}} to Chatham in 2 hours 45 minutes now took 3 hours and 45 minutes. Service had been decreased from five trains a day to one train in each direction. As service was discontinued, a bill was put before the State Legislature that would have authorized the state to run trains to Chatham between New York and Montreal and from Albany toward Boston. The bill did not pass.<ref name=":13" />

On July 2, 1973, as part of a series of service cuts, the Penn Central closed the [[138th Street (NYCRR station)|138th Street]], [[Morrisania (NYCRR station)|Morrisania]], and [[183rd Street (NYCRR station)|183rd Street]] stations in the [[South Bronx]], and [[Holland Avenue (NYCRR station)|Holland Avenue]] station in [[White Plains, New York|White Plains]], although that one was replaced.<ref name="1972cuts" />

The [[Metropolitan Transportation Authority]] (MTA) leased the line south of Dover Plains from [[Penn Central]] on June 1, 1972. On March 28, 1980, the last freight train ran between [[Dover Plains (NY)|Dover Plains]] and Millerton, and the line was abandoned three days later after the line's largest shipper decided to switch to using trucks.<ref name=":4">{{Cite web|url=http://www.prrths.com/newprr_files/Hagley/PRR1980.pdf|title=A General Chronolgy of the Successors of the Pennsylvania Railroad Company and Their Historical Context|last=Baer|first=Christopher|date=2015|website=prrths.com|access-date=June 19, 2017|archive-date=February 9, 2021|archive-url=https://web.archive.org/web/20210209234525/http://www.prrths.com/newprr_files/Hagley/PRR1980.pdf|url-status=live}}</ref><ref name=":1">{{Cite book|url=https://books.google.com/books?id=bQ8jAQAAIAAJ&q=harlem+line|title=Empire State Report|date=1981|publisher=New York State Legislative Institute at Baruch College/CUNY|language=en|access-date=October 17, 2020|archive-date=February 26, 2024|archive-url=https://web.archive.org/web/20240226003904/https://books.google.com/books?id=bQ8jAQAAIAAJ&q=harlem+line|url-status=live}}</ref>{{Rp|211}} All freight service ended in 1993.<ref name=":3" />{{Rp|17-2 and 18-1}} Most of the remaining tracks between Wassaic and Chatham were removed and sold for scrap decades ago. Part of the track remain in the early 2000s in Chatham from the station to the intersection of Routes 203 and 66. Eventually this section of this track was removed except for a small part that points south. In 1989, New York State purchased {{convert|21|miles|km}} of the right-of-way between Wassaic and Copake Falls for the development of the Harlem Valley Rail Trail. The segment of the line that ran from Wassaic to [[Craryville, New York]] is now under control of the Harlem Valley Rail Trail Association, which has trails between Wassaic to the former Millerton station and between Under Mountain Road and Copake Falls, known as the [[Harlem Valley Rail Trail]]. Indeed, as of 2021, the New York State Office of Parks, Recreation and Historic Preservation is working with a group of several prominent county officials and private rail-trail advocacy organizations to create a continuous 46.15-mile rail-trail all the way from Wassaic to Chatham within several years. In fact, New York State already owns a substantial portion of the requisite right-of-way.<ref> Press releases by NYSOPRHP, Putnam, Dutchess and Columbia County governing bodies and private rail-trail groups therein, and voluminous newspaper stories in local newspapers in all three Counties.</ref>

=== Growth under Metro-North ===

==== High-level platforms ====
In April 1971, a project to install high-level platforms at stations along the Harlem Line started. This was necessary as the new Metropolitan cars did not have any stairs to reach the low-level platforms. By having high-level platforms, dwell times could be cut in half. Most of the new platforms were built as island platforms. These cars started entering into service in September 1971.<ref>{{Cite book|url=https://books.google.com/books?id=N6UG2C2qjVEC&q=harlem+line+electrification|title=1968-1973, the Ten-year Program at the Halfway Mark|date=1973|publisher=Metropolitan Transportation Authority|language=en|access-date=June 19, 2017|archive-date=July 9, 2021|archive-url=https://web.archive.org/web/20210709183114/https://books.google.com/books?id=N6UG2C2qjVEC&q=harlem+line+electrification|url-status=live}}</ref>{{Rp|31}} At the same time, reverse signaling was installed to allow trains to use either track in either direction, enabling both tracks to be used in one direction during the peak of the rush hour.<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1971/03/04/81876413.pdf|title=Harlem Division Testing Ends|last=Greenhouse|first=Linda|date=March 4, 1971|work=The New York Times|access-date=June 23, 2017|language=en-US|issn=0362-4331|archive-date=February 26, 2024|archive-url=https://web.archive.org/web/20240226003623/https://timesmachine.nytimes.com/timesmachine/1971/03/04/81876413.html?pdf_redirect=true&site=false|url-status=live}}</ref> On September 10, 1974, the MTA announced that work would start on the construction of high-level platforms at eleven stations in Manhattan and the Bronx including at the Wakefield, Woodlawn, Williamsbridge, Botanical Garden, Fordham and Tremont stations on the Harlem Line. The entire project cost $2.8&nbsp;million. The work was expected to be completed in the late summer of 1975. As part of the work, the stations on the Harlem Line received {{convert|340|feet|meters}}-long cast-in-place concrete platforms. The abandoned station building at Woodlawn was removed as part of the project.<ref>{{Cite news|url=https://www.nytimes.com/1974/09/11/archives/new-platforms-due-at-11-city-stations-on-the-penn-central.html|title=New Platforms Due At 11 City Stations On the Penn Central|date=September 11, 1974|work=The New York Times|access-date=June 15, 2018|page=40|language=en|archive-date=June 15, 2018|archive-url=https://web.archive.org/web/20180615191824/https://www.nytimes.com/1974/09/11/archives/new-platforms-due-at-11-city-stations-on-the-penn-central.html|url-status=live}}</ref> On March 15, 1975, these cars started stopping at the Melrose, Tremont, Fordham, Botanical Garden, Williamsbridge, Woodlawn and Wakefield stations on the Harlem Line with the partial completion of their high-level platforms. However, initially they only served the stations during weekends and early mornings and evenings on weekdays until the platform work was completed.<ref>{{Cite news|url=https://www.nytimes.com/1975/03/15/archives/new-commuter-cars-make-debut-for-mta-in-bronx.html|title=New Commuter Cars Make Debut for M.T.A. in Bronx|date=March 15, 1975|work=The New York Times|access-date=June 15, 2018|page=13|language=en|archive-date=June 15, 2018|archive-url=https://web.archive.org/web/20180615190602/https://www.nytimes.com/1975/03/15/archives/new-commuter-cars-make-debut-for-mta-in-bronx.html|url-status=live}}</ref>

==== Electrification ====
The extension of electric service to Brewster had been discussed since the late 1920s. Numerous improvement studies were undertaken to evaluate the feasibility and benefits of extending electrification north from North White Plains. In 1976, the MTA undertook a study on the existing traction power system and it identified extending electric service to Brewster as a priority.<ref name=":0" />{{Rp|225}} In December 1978, the MTA applied to the Urban Mass Transportation Administration (UMTA) for $30&nbsp;million in funding to extend electrification along the Harlem Line from [[North White Plains (Metro-North station)|North White Plains]] to [[Southeast (Metro-North station)|Brewster North]], which became a stop on August 3, 1981 (now known as Southeast). The MTA's application for funding was granted, with the remainder of the money coming from a New York State bond issue from 1974.<ref name=":14">{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspapers%2520Disk3%2FAmenia%2520NY%2520Harlem%2520Valley%2520Times%2FAmenia%2520NY%2520Harlem%2520Valley%2520Times%25201981%2520-%25201981%2520Grayscale.pdf%2FAmenia%2520NY%2520Harlem%2520Valley%2520Times%25201981%2520-%25201981%2520Grayscale%2520-%25200104.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffffe8348dcf%26DocId%3D10295470%26Index%3DZ%253a%255cIndex%2520I%252dE%252dV%26HitCount%3D18%26hits%3D6%2Bc%2Bd%2B33%2B34%2B46%2B47%2B48%2Ba2%2Ba3%2B124%2B125%2B12b%2B12f%2B130%2B434%2B439%2B442%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspapers%2520Disk3%2FAmenia%2520NY%2520Harlem%2520Valley%2520Times%2FAmenia%2520NY%2520Harlem%2520Valley%2520Times%25201981%2520-%25201981%2520Grayscale.pdf%2FAmenia%2520NY%2520Harlem%2520Valley%2520Times%25201981%2520-%25201981%2520Grayscale%2520-%25200104.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffffe8348dcf%26DocId%3D10295470%26Index%3DZ%253a%255cIndex%2520I%252dE%252dV%26HitCount%3D18%26hits%3D6%2Bc%2Bd%2B33%2B34%2B46%2B47%2B48%2Ba2%2Ba3%2B124%2B125%2B12b%2B12f%2B130%2B434%2B439%2B442%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=Upper Harlem Line To Be Electrified|date=February 5, 1981|work=The Harlem Valley Times|access-date=June 15, 2018|page=7}}</ref>

On February 8, 1980, Metro-North announced its plan to extend electrification to Brewster.<ref name=":4" /> On November 25, 1980, the MTA's chairman, [[Richard Ravitch]], announced that $3&nbsp;billion should be spent to expand and improve transit service. As part of the plan he proposed extending electrification to Brewster, for which planning was underway, and proposed building a third track along the Harlem Line between [[North White Plains station|North White Plains]] and [[Mount Vernon West station|Mount Vernon West]] for $30&nbsp;million.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252010%2FYonkers%2520NY%2520Herald%2520Statesman%2FYonkers%2520NY%2520Herald%2520Statesman%25201980%2520Grayscale%2FYonkers%2520NY%2520Herald%2520Statesman%25201980%2520c%2520Grayscale%2520-%25201655.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3D2015d6b%26DocId%3D1555576%26Index%3DZ%253a%255cIndex%2520I%252dE%252dV%26HitCount%3D15%26hits%3D415%2B416%2B446%2B44a%2B44b%2B44c%2B526%2B547%2B555%2B55a%2B55b%2B571%2B584%2B585%2B5b9%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252010%2FYonkers%2520NY%2520Herald%2520Statesman%2FYonkers%2520NY%2520Herald%2520Statesman%25201980%2520Grayscale%2FYonkers%2520NY%2520Herald%2520Statesman%25201980%2520c%2520Grayscale%2520-%25201655.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3D2015d6b%26DocId%3D1555576%26Index%3DZ%253a%255cIndex%2520I%252dE%252dV%26HitCount%3D15%26hits%3D415%2B416%2B446%2B44a%2B44b%2B44c%2B526%2B547%2B555%2B55a%2B55b%2B571%2B584%2B585%2B5b9%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=MTA outlines plan to rebuild rail lines|last=Roddy|first=Michael|date=November 26, 1980|work=Gannett Westchester Newspapers|access-date=June 15, 2018|page=2|archive-date=February 26, 2024|archive-url=https://web.archive.org/web/20240226004558/https://fultonhistory.com/Newspaper%2010/Yonkers%20NY%20Herald%20Statesman/Yonkers%20NY%20Herald%20Statesman%201980%20Grayscale/Yonkers%20NY%20Herald%20Statesman%201980%20c%20Grayscale%20-%201655.pdf#xml=http://fultonhistory.com/dtSearch/dtisapi6.dll?cmd=getpdfhits&u=2015d6b&DocId=1555576&Index=Z%253a%255cIndex%2520I%252dE%252dV&HitCount=15&hits=415+416+446+44a+44b+44c+526+547+555+55a+55b+571+584+585+5b9+&SearchForm=%252fFulton%255fform%252ehtml&.pdf|url-status=live}}</ref> On February 5, 1981, UMTA approved the contract for the third rail required for the project.<ref name=":14" /> For an additional $45&nbsp;million, high-level platforms were installed to reduce dwell times, and electric substations were built to supply the power needed for third-rail operation. The project was approved by Governor [[Hugh Carey]] after Upper Harlem Line riders and commuter organizations–dissatisfied by the line's service–petitioned for the project. Initially, the work was to be completed by the end of 1983, but due to a strike, its completion was delayed to 1984. Initially, service was provided with a mixture of new and old electric cars, but these were replaced by the new [[M1/M3 (railcar)|M3A]]s. Work on the project was completed during off-peak hours to allow for service on the line to be maintained. Thirteen of the stations received new high-level center island platforms. Mount Pleasant station got side platforms, while the station at Thornwood was closed because of excessive curvature of the track, which would have resulted in a large gap between the train and the platform. The new stations received glass-enclosed overpasses and elevators.<ref name=":2">{{cite news|url=https://www.nytimes.com/1984/01/01/nyregion/electrification-project-nears-completion-on-harlem-line.html|title=Electrification Project Nears Completion on Harlem Line|last=Hudson|first=Edward|date=January 1, 1984|newspaper=The New York Times|access-date=July 3, 2011|archive-date=May 24, 2015|archive-url=https://web.archive.org/web/20150524145302/http://www.nytimes.com/1984/01/01/nyregion/electrification-project-nears-completion-on-harlem-line.html|url-status=live}}</ref>

The first electric train ran on April 30, 1984, beginning at Brewster North. As additional new M3As were put into service that spring, electric service increased. On September 1, 1984, a new schedule was put out, and running times decreased by 18 minutes on peak hour trains.<ref name=":0" />{{Rp|238}} On September 10, 1984, super express service was inaugurated on the Harlem Line, with some trains running non-stop between [[Katonah (Metro-North station)|Katonah]] and Grand Central. The last diesel train left Brewster on November 2, 1984, marking the completion of the electrification project.<ref name=":4" />

As a result of the project, there was tremendous ridership growth on this portion of the line.<ref name=":2" /> Prior to the project, the line was operated primarily in two zones: electric service south of North White Plains, and diesel through-service or shuttle service consisting of [[Budd Rail Diesel Car]]s to the north. Service to the north of Brewster North–the new terminal for electric service–continued to be run with diesel through-service or shuttle service.<ref name=":1" />{{Rp|527}} Between 1984 and 1994, the Brewster and Brewster North stations– the two northernmost stations in the electrified zone–experienced 135 percent growth, and stations on the Dover Plains Branch experienced 440% growth.<ref name=":3" />{{Rp|1–9}}

On April 14, 1986, the MTA released a study on the future of the non-electrified section of the Harlem Line between Brewster North and Dover Plains. According to the study, maintaining service would require major improvements to the four stations on this line segment, including new lighting, canopies, and platforms, and improved waiting areas. Five options were considered in the study: rebuilding the kind of train cars already used on the line, reassigning self-propelled cars from other lines, which would receive new rolling stock, purchasing rail buses-motorized vehicles that run on track, replacing trains with buses to Brewster North, and discontinuing service. A public hearing was scheduled to take place on the study on June 7, 1986.<ref>{{Cite news |last=Peoples |first=June E. |date=April 15, 1986 |title=MTA lists options for Harlem line |pages=3B |work=Poughkeepsie Journal |url=https://www.newspapers.com/article/poughkeepsie-journal-mta-lists-options-f/27683777/ |access-date=September 1, 2023 |archive-date=September 1, 2023 |archive-url=https://web.archive.org/web/20230901214831/https://www.newspapers.com/article/poughkeepsie-journal-mta-lists-options-f/27683777/ |url-status=live }}</ref> In June 1986, MTA and Metro-North officials said it was unlikely that service would be discontinued. At the time, about 70 percent of riders along this section of the line drove to Brewster North, which had more frequent service. In addition, about 100 riders traveled southbound from the four stations on any given weekday. It was estimated that over $700,000 a year could be saved by replacing trains with buses. A decision on service north of Brewster North was expected within six months by two MTA Board members.<ref>{{Cite news |last=Brown |first=Tony |date=June 8, 1986 |title=Riders make plea to keep trains rolling past Brewster |pages=7 |work=The Herald-Statesman |location=Yonkers, New York |url=https://www.newspapers.com/article/the-herald-statesman/81369649/ |access-date=September 1, 2023 |archive-date=September 1, 2023 |archive-url=https://web.archive.org/web/20230901215759/https://www.newspapers.com/article/the-herald-statesman/81369649/ |url-status=live }}</ref><ref>{{Cite news |last=Peoples |first=June E. |date=June 4, 1986 |title=Metro North considers service cut |pages=8b |work=Poughkeepsie Journal |url=https://www.newspapers.com/article/poughkeepsie-journal/27685549/ |access-date=September 1, 2023 |archive-date=September 1, 2023 |archive-url=https://web.archive.org/web/20230901215802/https://www.newspapers.com/article/poughkeepsie-journal/27685549/ |url-status=live }}</ref>

On February 26, 1988, the MTA board approved plans to close Melrose station. A spokesman for Metro-North said that the station was being "land banked" and was being boarded up, allowing it to be reopened if ridership increased.<ref name=":0a">{{cite news|url=https://www.newspapers.com/clip/26734887/melrose/|title=Ferrer blasts RR closing|last=Lewis|first=John|date=March 4, 1988|work=New York Daily News|access-date=January 1, 2019|archive-date=January 2, 2019|archive-url=https://web.archive.org/web/20190102050405/https://www.newspapers.com/clip/26734887/melrose/|url-status=live}}</ref> The decision was strongly opposed by Bronx Borough President [[Fernando Ferrer]], who said that the agency created a self-fulfilling prophecy by failing to promote the station and by not maintaining it. Service at the station was very infrequent, and as a result local residents did not consider using it.<ref name=":1" /><ref name=":2" /> On March 30, 1988, two days before the planned closure of the station on April 1, Ferrer held a press conference with other Bronx political leaders outside the station protesting the MTA's decision. Ferrer led a tour of the station, showing its use by drug addicts, and its state of disrepair. He said that Metro-North should be working to improve the station and better market the service instead of closing it. At the time, workers were sinking cement posts to board up the station in preparation for its closing.<ref>{{Cite news|url=https://www.newspapers.com/clip/26735050/a_rrally_for_melrose/|title=A RRally for Melrose|last=Lewis|first=John|date=March 31, 1988|work=New York Daily News|access-date=January 1, 2019|archive-date=January 2, 2019|archive-url=https://web.archive.org/web/20190102002248/https://www.newspapers.com/clip/26735050/a_rrally_for_melrose/|url-status=live}}</ref> Metro-North planned to close the station on April 1, 1988, but delayed it by ninety days at the request of Bronx officials.<ref name=":1a">{{Cite news|url=https://www.nytimes.com/1988/03/29/nyregion/trains-end-bronx-stop-who-cares-and-why.html|title=Trains End Bronx Stop: Who Cares And Why|last=Verhovek|first=Sam Howe|date=March 29, 1988|work=The New York Times|access-date=June 7, 2018|language=en|archive-date=June 12, 2018|archive-url=https://web.archive.org/web/20180612182842/https://www.nytimes.com/1988/03/29/nyregion/trains-end-bronx-stop-who-cares-and-why.html|url-status=live}}</ref><ref name=":2a">{{Cite news|url=https://www.nytimes.com/1988/04/01/nyregion/metro-north-delays-closing-of-a-bronx-commuter-station.html|title=Metro-North Delays Closing Of a Bronx Commuter Station|date=April 1, 1988|work=The New York Times|access-date=June 7, 2018|language=en|archive-date=June 12, 2018|archive-url=https://web.archive.org/web/20180612212544/https://www.nytimes.com/1988/04/01/nyregion/metro-north-delays-closing-of-a-bronx-commuter-station.html|url-status=live}}</ref> Melrose was removed from the April 3, 1988 timetable in anticipation of its closing<ref>{{Cite news|url=https://www.newspapers.com/clip/26735217/poughkeepsie_journal/|title=Metro-North to change train schedule on Sunday|date=March 31, 1988|work=Poughkeepsie Journal|access-date=January 1, 2019|archive-date=January 2, 2019|archive-url=https://web.archive.org/web/20190102050403/https://www.newspapers.com/clip/26735217/poughkeepsie_journal/|url-status=live}}</ref> but was reinstated on the June 19, 1988 timetable as the station never did close.<ref>{{citation |title=Harlem Line Timetable|date=April 3, 1988|publisher=Metro-North Commuter Railroad}}</ref><ref>{{citation |title=Harlem Line Timetable|date=June 19, 1988|publisher=Metro-North Commuter Railroad}}</ref> On August 16, 1989, Metro-North announced that it had dropped plans to close the station. The station had been kept open, cleaned up, and the issue was reviewed at the request of Ferrer.<ref>{{Cite news|url=https://www.newspapers.com/clip/26735285/daily_news/|title=All aboard, Melrose!|last=Siegel|first=Joel|date=August 17, 1989|work=New York Daily News|access-date=January 1, 2019|archive-date=January 2, 2019|archive-url=https://web.archive.org/web/20190102050505/https://www.newspapers.com/clip/26735285/daily_news/|url-status=live}}</ref>

==== Upper Harlem improvements ====
The introduction of new coaches allowed for improvements in service on the Dover Plains Branch. The first peak through service since the 1970s was inaugurated in October 1991. At the same time, a Sunday night through train was added. The reduced travel times made the line more attractive to commuters. In 1994, Metro-North conducted a train movement analysis of service on the branch to determine whether trains would pass one another based on speeds and the condition of tracks. As a result, a new {{convert|1000|feet|km}} passing siding was constructed at Wingdale, increasing service flexibility and allowing for increased service in 1996. Also around this time, 447 additional parking spaces were added to stations on the Branch. In 1996, four car-length high-level platforms with heated shelters were built at Patterson, Pawling, Harlem Valley–Wingdale and Dover Plains, replacing low-level platforms that could only accommodate two cars. These platforms were made to be compliant with the [[Americans with Disabilities Act of 1990]]. Travel times could be reduced further as it would take less time for passengers to exit and board the trains.<ref name=":3" />{{Rp|1-6 to 1-7, 26-12 and 26-28}}

A new station, [[Appalachian Trail (Metro-North station)|Appalachian Trail]], was built in 1990<ref name="Local Rail Schedule Changed">{{Cite news|url=https://www.newspapers.com/clip/27482508/local_rail_schedule_changed/|title=Local Rail Schedule Changed|date=April 5, 1990|work=Poughkeepsie Journal|access-date=January 21, 2019|pages=4C|archive-date=January 22, 2019|archive-url=https://web.archive.org/web/20190122044155/https://www.newspapers.com/clip/27482508/local_rail_schedule_changed/|url-status=live}}</ref> for the cost of $10,000.<ref name="nyt-1996-06-23">{{cite news |title=For Hikers, The Train To the Trail |first=Michael |last=Pollak |url=https://www.nytimes.com/1996/06/23/nyregion/for-hikers-the-train-to-the-trail.html |newspaper=New York Times |date=June 23, 1996 |access-date=February 21, 2010 |archive-date=January 20, 2012 |archive-url=https://web.archive.org/web/20120120183725/http://www.nytimes.com/1996/06/23/nyregion/for-hikers-the-train-to-the-trail.html |url-status=live }}</ref> Its creation was the suggestion of George Zoebelein, who was an avid hiker and a veteran of the NY/NJ Trail Conference as well as both the NY/NJ Appalachian Trail Conferences, and also served as a member of the Metro-North Railroad Commuter Council (MNRCC) of the Permanent Citizens Advisory Committee (PCAC) to the [[Metropolitan Transportation Authority]]. It is one of three limited service stops operated by Metro-North primarily for hikers – the other two being [[Breakneck Ridge (Metro-North station)|Breakneck Ridge]] and [[Manitou (Metro-North station)|Manitou]] on the [[Hudson Line (Metro-North)|Hudson Line]].<ref name="nyt-1996-06-23"/> This is the only rail station on the {{convert|2144|mile|km}}-long trail.<ref name="nyt-1996-06-23"/>

On December 9, 1992, the ICC authorized Conrail to convey its freight rights on the Harlem Line north of North White Plains to the Danbury Terminal Railway Company (DTRC). In 1995, the ICC directed the DTRC to discontinue freight operations on the line, as it had not been used for freight service in several years.<ref name=":3" />{{Rp|13–6}}

==== Restoration of service to Wassaic ====
In 1993, Metro-North announced plans to restore service north of Dover Plains to Wassaic. Initially, the project was estimated to cost $12.8&nbsp;million. The extension was intended to help revive the community of Wassaic, and to turn it into a hub where passengers would come from Litchfield County in Connecticut, the Berkshires in Massachusetts, and from Vermont.<ref>{{Cite news|url=https://www.nytimes.com/1993/03/13/nyregion/village-woos-train-to-prosperity.html|title=Village Woos Train to Prosperity|last=Steinberg|first=Jacques|date=March 13, 1993|work=The New York Times|access-date=June 13, 2018|language=en|archive-date=October 16, 2022|archive-url=https://web.archive.org/web/20221016171131/https://www.nytimes.com/1993/03/13/nyregion/village-woos-train-to-prosperity.html|url-status=live}}</ref>

On October 19, 1995, the town of Amenia passed a resolution supporting the Harlem Line's extension by {{convert|6|miles|km}} to Wassaic.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspapers%2520Disk3%2FAmenia%2520NY%2520Harlem%2520Valley%2520Times%2FAmenia%2520NY%2520Harlem%2520Valley%2520Times%25201995%2520Jul%2520-%2520Nov%2520grayscale.pdf%2FAmenia%2520NY%2520Harlem%2520Valley%2520Times%25201995%2520Jul%2520-%2520Nov%2520grayscale%2520-%25200830.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3D76462f14%26DocId%3D10320401%26Index%3DZ%253a%255cIndex%2520I%252dE%252dV%26HitCount%3D6%26hits%3Dd1%2Bd2%2Bd3%2B192%2B193%2B194%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspapers%2520Disk3%2FAmenia%2520NY%2520Harlem%2520Valley%2520Times%2FAmenia%2520NY%2520Harlem%2520Valley%2520Times%25201995%2520Jul%2520-%2520Nov%2520grayscale.pdf%2FAmenia%2520NY%2520Harlem%2520Valley%2520Times%25201995%2520Jul%2520-%2520Nov%2520grayscale%2520-%25200830.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3D76462f14%26DocId%3D10320401%26Index%3DZ%253a%255cIndex%2520I%252dE%252dV%26HitCount%3D6%26hits%3Dd1%2Bd2%2Bd3%2B192%2B193%2B194%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=Town board backs Metro-North Railroad|last=Viggiani|first=Bryan|date=October 19, 1995|work=The Harlem Valley Times|access-date=June 3, 2018}}</ref>

On January 23, 1997, Metro-North acquired the property necessary for the extension of service on the Upper Harlem Division to Wassaic. In August 1997, the Final Environmental Impact Study for the Wassaic extension was completed, recommending that the preferred option, the extension of service to Wassaic, be completed.<ref name=":3" />{{Rp|1–17}} One of the rejected alternatives was the restoration of service to Millerton and Mount Riga in Dutchess County. A layover yard would have also been built as part of this alternative. This alternative was rejected due to the presence of the Harlem Valley Rail Trail, and replacing it with rail service would have required an in-kind replacement of any taking of parkland. Since a majority of the line was not owned by Metro-North, it was viewed as being cost-prohibitive.<ref name=":3" />{{Rp|2-4, 2-9 and 2-13}} In July 1998, Metro-North announced the names for the new stations on the extension: Tenmile River and Wassaic.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspapers%25206%2FPine%2520Plaines%2520NY%2520Register%2520Herald%2FPine%2520Plaines%2520NY%2520Register%2520Herald%25201998%2520Grayscale.pdf%2FPine%2520Plaines%2520NY%2520Register%2520Herald%25201998%2520Grayscale%2520-%25200499.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3D12659faa%26DocId%3D12530009%26Index%3DZ%253a%255cIndex%2520I%252dE%252dV%26HitCount%3D3%26hits%3D6e8%2B6e9%2B6ea%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspapers%25206%2FPine%2520Plaines%2520NY%2520Register%2520Herald%2FPine%2520Plaines%2520NY%2520Register%2520Herald%25201998%2520Grayscale.pdf%2FPine%2520Plaines%2520NY%2520Register%2520Herald%25201998%2520Grayscale%2520-%25200499.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3D12659faa%26DocId%3D12530009%26Index%3DZ%253a%255cIndex%2520I%252dE%252dV%26HitCount%3D3%26hits%3D6e8%2B6e9%2B6ea%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=MTA releases new station stop names|date=July 16, 1998|work=The Register Herald|access-date=June 3, 2018|archive-date=February 26, 2024|archive-url=https://web.archive.org/web/20240226004616/https://fultonhistory.com/Newspapers%206/Pine%20Plaines%20NY%20Register%20Herald/Pine%20Plaines%20NY%20Register%20Herald%201998%20Grayscale.pdf/Pine%20Plaines%20NY%20Register%20Herald%201998%20Grayscale%20-%200499.pdf#xml=http://fultonhistory.com/dtSearch/dtisapi6.dll?cmd=getpdfhits&u=12659faa&DocId=12530009&Index=Z%253a%255cIndex%2520I%252dE%252dV&HitCount=3&hits=6e8+6e9+6ea+&SearchForm=%252fFulton%255fform%252ehtml&.pdf|url-status=live}}</ref>

In 1998, it was announced that platforms at eight stations on the Harlem Line would be extended as part of $73&nbsp;million in station improvements. Platforms at Hawthorne, Pleasantville, Mount Kisco, Bedford Hills, Katonah, and Goldens Bridge would be extended two cars. This work was not expected to begin until 2000. In addition, work would be done at Mount Vernon West to eliminate a gap between a canopy and the top of the stairs, to design the rehabilitation of overpasses at Hartsdale, Scarsdale, Crestwood, and Tuckahoe, to rehabilitate an underpass at North White Plains, to repair a platform and fencing at Chappaqua, to replace an asphalt path to an elevator at Crestwood, to rehabilitate an overpass at Pleasantville, to design a new overpass at Goldens Bridge, and to repair stairs and an elevator shaft at Valhalla. Additional projects would ensure canopies, windows, and other elements were in good shape at Brewster, Croton Falls, and Purdys, would move a police substation into a building and move a ticket office to a more convenient location at White Plains, and design work for a platform extension, a new overpass, and potentially new track at Brewster North. Work to rehabilitate a station building at Bronxville was 90 percent complete at the time. Additional projects were planned on the Hudson and New Haven Lines. Some stations would receive the first major work done in 15 to 20 years.<ref>{{Cite news |last=Klein |first=Melissa |date=August 5, 1998 |title=Metro-North to spend $73M on improvements at stations |pages=[https://www.newspapers.com/article/the-daily-times-platform-extensions-harl/81396934/ 1A], [https://www.newspapers.com/article/the-daily-times-platform-extension-harl/81396987/ 2A] |work=The Daily Times |location=Mamaroneck, New York}}</ref>

In April 1999, the MTA put out bids to purchase signal equipment to go along {{convert|28|miles|km}} of the line from Brewster to Wassaic. The signal system was bi-directional with cab signaling.<ref>{{Cite web|url=http://www.mta.nyc.ny.us:80/mta/eye-mn.htm|title=Forecast of MTA Capital Program Contracts January - June 1999|date=June 1999|website=mta.nyc.ny.us|archive-url=https://web.archive.org/web/19990508204423/http://www.mta.nyc.ny.us/mta/eye-mn.htm|archive-date=May 8, 1999|url-status=dead|access-date=June 3, 2018}}</ref>

On July 9, 2000,<ref>{{Cite web|url=http://www.mta.info/press-release/metro-north/mta-metro-north-railroad-open-new-train-station-new-york-city-serve|title=MTA Metro-North Railroad To Open New Train Station in New York City To Serve Southwest Bronx and Yankee Stadium|date=May 21, 2009|website=www.mta.info|publisher=Metropolitan Transportation Authority|access-date=June 19, 2017|archive-date=August 30, 2016|archive-url=https://web.archive.org/web/20160830161223/http://www.mta.info/press-release/metro-north/mta-metro-north-railroad-open-new-train-station-new-york-city-serve|url-status=live}}</ref> Metro-North restored service between Dover Plains and Wassaic, a move the railroad billed as its first service expansion since it was created in 1983.<ref name=":16">{{Cite news|url=https://www.nytimes.com/2000/07/09/nyregion/road-and-rail-6-miles-for-6-million.html|title=Road and Rail – 6 Miles for $6 Million|last=Rowe|first=Claudia|date=July 9, 2000|work=The New York Times|access-date=June 19, 2017|language=en-US|issn=0362-4331|archive-date=January 4, 2017|archive-url=https://web.archive.org/web/20170104185420/http://www.nytimes.com/2000/07/09/nyregion/road-and-rail-6-miles-for-6-million.html|url-status=live}}</ref><ref>{{Cite news|url=http://www.nydailynews.com/archives/opinions/laying-track-region-future-article-1.891183|title=Laying Track For Region's Future|date=July 10, 2000|work=NY Daily News|access-date=June 20, 2017|language=en|url-status=dead|archive-url=https://web.archive.org/web/20180613161034/http://www.nydailynews.com/archives/opinions/laying-track-region-future-article-1.891183|archive-date=June 13, 2018}}</ref> As part of the project, the trailhead of the Harlem Valley Rail Trail was moved from milepoint 81.6 to milepoint 82. {{convert|6152|feet|meters}} of right-of-way had to be acquired from the New York State Office of Parks, Recreation, and Historical Preservation. To make up for this loss, $490,800 was received by the Transportation Enhancement Program to design and construct an access pathway from Wassaic station to the new trailhead.<ref name=":3" />{{Rp|23-3 and Appendix H-1}} Wassaic was designed as and is a regional transportation hub for people living and going to Dutchess County in New York, Litchfield County in Connecticut and for Western Massachusetts. The station was built with a 250-space parking lot that, with expansion, could have 1000 parking spaces, and with a layover yard, and a light maintenance facility. One of the goals of the expansion was to provide additional parking capacity for the line. Prior to the opening of the yard at Wassaic, trains terminating at Dover Plains had to deadhead 23 miles to get to the yard at Southeast, reducing capacity on the line, while being very costly. A station was also opened at [[Tenmile River (Metro-North station)|Tenmile River]] to serve the Taconic Developmental Disabilities Service Office. Under an alternative plan, this would have been the terminus of the line.<ref name=":3" />{{Rp|1-14 and S-1 to S-3}} To build ridership, the extension has received the same amount of service as has the line south of Dover Plains, with four AM and four PM rush hour trains with direct service to Grand Central.<ref>{{Cite news|url=https://www.nytimes.com/2000/10/01/realestate/location-location-commutation.html|title=Location, Location, Commutation|last=McDowell|first=Edwin|date=October 1, 2000|work=The New York Times|access-date=June 19, 2017|language=en-US|issn=0362-4331|archive-date=June 13, 2018|archive-url=https://web.archive.org/web/20180613164618/https://www.nytimes.com/2000/10/01/realestate/location-location-commutation.html|url-status=live}}</ref><ref>{{Cite news|url=http://fultonhistory.com/Newspapers%206/Pine%20Plaines%20NY%20Register%20Herald/Pine%20Plaines%20NY%20Register%20Herald%202000%20Grayscale%20split/Pine%20Plaines%20NY%20Register%20Herald%202000%20Grayscale%20split%20-%200542.pdf|title=Introducing Metro-North's new Wassaic and Tenmile River Train Stations Service begins July 9th|date=July 6, 2000|website=Fulton History|publisher=Metropolitan Transportation Authority in The Register Herald|access-date=June 19, 2017|archive-date=October 1, 2021|archive-url=https://web.archive.org/web/20211001175137/https://fultonhistory.com/Newspapers%206/Pine%20Plaines%20NY%20Register%20Herald/Pine%20Plaines%20NY%20Register%20Herald%202000%20Grayscale%20split/Pine%20Plaines%20NY%20Register%20Herald%202000%20Grayscale%20split%20-%200542.pdf|url-status=live}}</ref> In fact, since 1984, weekday ridership on trains to Dover Plains increased by 463 percent to a total of 535 people riding south daily. The extension cost $6&nbsp;million.<ref name=":16" /> The extension also eased the commutes of people coming from Massachusetts.<ref name=":17">{{Cite news|url=https://www.nytimes.com/1996/03/31/nyregion/the-view-from-dover-plains-with-riders-of-the-6-33-a-train-like-no-other.html|title=The View From: Dover Plains;With Riders of the 6:33: A Train Like No Other|last=Ames|first=Lynn|date=March 31, 1996|work=The New York Times|access-date=June 13, 2018|language=en|archive-date=June 13, 2018|archive-url=https://web.archive.org/web/20180613184057/https://www.nytimes.com/1996/03/31/nyregion/the-view-from-dover-plains-with-riders-of-the-6-33-a-train-like-no-other.html|url-status=live}}</ref>

In the early 2000s, through 2002, Metro-North completed its Upper Harlem Station Improvement Project. As part of the project, stations from Valhalla to Brewster had their platforms extended, received modified elevators, repairs to their roofs, canopies and platforms, improvements to their entrances, the replacement of windows and improved platform lighting.<ref>{{Cite web|date=2001|title=MTA Metro-North Railroad Service Advisories|url=http://www.mta.nyc.ny.us:80/mnr/html/serviceupdates.htm|url-status=dead|archive-url=https://web.archive.org/web/20011109003149/http://www.mta.nyc.ny.us:80/mnr/html/serviceupdates.htm|archive-date=November 9, 2001|access-date=July 5, 2021|website=mta.nyc.ny.us|publisher=Metropolitan Transportation Authority}}</ref> On April 1, 2001, work began on several projects to improve the line's right-of-way, including the replacement of the bridge that carries the Harlem Line over the Bronx River north of Woodlawn station and the extension of platforms at Purdy's and Goldens Bridge to fit eight-car trains.<ref>{{Cite web|date=2001|title=MTA Metro-North Railroad Service Updates|url=http://www.mta.nyc.ny.us:80/mnr/html/serviceupdates.htm|url-status=dead|archive-url=https://web.archive.org/web/20010331082138/http://www.mta.nyc.ny.us:80/mnr/html/serviceupdates.htm|archive-date=March 31, 2001|access-date=July 5, 2021|website=mta.nyc.ny.us|publisher=Metropolitan Transportation Authority}}</ref>

==== Mid-Harlem third track project ====
Early in 1994, Metro-North announced plans to build a third track along {{convert|2.5|miles|km}} of the Harlem Line between [[Mount Vernon West (Metro-North station)|Mount Vernon West]] and [[Crestwood (Metro-North station)|Crestwood]] to increase capacity and to eliminate a bottleneck.<ref>{{Cite news|url=https://www.nytimes.com/1994/07/24/nyregion/rail-proposal-pits-backyards-vs-trains.html|title=Rail Proposal Pits Backyards vs. Trains|last=Brenner|first=Elsa|date=July 24, 1994|work=The New York Times|access-date=June 13, 2018|language=en|archive-date=June 13, 2018|archive-url=https://web.archive.org/web/20180613184006/https://www.nytimes.com/1994/07/24/nyregion/rail-proposal-pits-backyards-vs-trains.html|url-status=live}}</ref> At the time, Harlem Line ridership was growing, with an expected 31 million people using the line in 2020. Without the construction of an additional track, only one southbound peak-hour train could have been added without cutting local service, express service or reverse peak service.<ref>{{Cite web|url=http://www.tstc.org/reports/mn3rdtrcktest.pdf|title=Testimony in Support of Metro-North Railroad Mid-Harlem Line Third Track Project DEIS Presented by Lisa Schreibman of the Tri-State Transportation Campaign June 17, 1999|last=Schreibman|first=Lisa|date=June 17, 1999|website=tstc.org|access-date=June 21, 2017|archive-date=January 11, 2020|archive-url=https://web.archive.org/web/20200111234643/http://www.tstc.org/reports/mn3rdtrcktest.pdf|url-status=live}}</ref> In August 2001, construction on the $57&nbsp;million project began.<ref>{{Cite news|url=http://www.nydailynews.com/archives/news/57m-metro-north-harlem-line-article-1.924721|title=$57M for Metro-North Harlem Line|last=Demarco|first=Peter|date=August 27, 2001|work=NY Daily News|access-date=June 21, 2017|language=en|archive-date=January 4, 2018|archive-url=https://web.archive.org/web/20180104013627/http://www.nydailynews.com/archives/news/57m-metro-north-harlem-line-article-1.924721|url-status=live}}</ref> The project was completed in 2004. The Fleetwood and Crestwood stations were expanded through the adding of island platforms to allow for the third track to stop there. The right-of-way was wide enough to fit the third track, requiring no taking of property. The plan for the installation of a third track was first conceived in 1989, but it was faced with strong community opposition due to concerns over noise and vibrations. Once opened, the third track resulted in improved service. Reverse-peak trains were able to run every 30 minutes instead of every 90 minutes, helping fuel a 30 percent increase in ridership along the line through Southern Westchester and the Bronx. Most of the new reverse-peak users came from the Bronx. The increased service helped revitalize White Plains' downtown, helping anchor the economy of central Westchester.<ref>{{Cite web|url=http://www.rauchfoundation.org/files/9913/5818/7008/How_the_LIRR_Could_Shape_the_Next_Economy.pdf|title=How the Long Island Rail Road Could Shape the Next Economy|date=2013|website=rauchfoundation.org|publisher=Regional Plan Association|pages=11–12|access-date=June 21, 2017|archive-date=February 22, 2016|archive-url=https://web.archive.org/web/20160222005203/http://www.rauchfoundation.org/files/9913/5818/7008/How_the_LIRR_Could_Shape_the_Next_Economy.pdf|url-status=live}}</ref> Express trains could skip stops via the express track while additional local trains could make stops in Westchester and the Bronx.<ref>{{Cite news|url=http://www.nydailynews.com/archives/boroughs/rail-line-upgrade-boosting-ridership-article-1.559742|title=Rail Line Upgrade Boosting Ridership|last=Egbert|first=Bill|date=July 21, 2005|work=NY Daily News|access-date=June 21, 2017|language=en|archive-date=January 4, 2018|archive-url=https://web.archive.org/web/20180104013629/http://www.nydailynews.com/archives/boroughs/rail-line-upgrade-boosting-ridership-article-1.559742|url-status=live}}</ref>

===Purchase by the MTA===
On November 13, 2018, the MTA announced its intent to purchase the Hudson and Harlem Lines as well as the Grand Central Terminal for up to $35.065&nbsp;million, plus a [[Interest rate#Related terms|discount rate]] of 6.25%.<ref name=purchase/> The purchase would include all inventory, operations, improvements, and maintenance associated with each asset, except for the air rights over Grand Central. At the time, the Hudson and Harlem Lines were owned by a holding company that had taken possession of Penn Central's assets upon its bankruptcy, while the Grand Central Terminal was owned by Midtown TDR Ventures. Under the terms of the leases for each asset, the MTA would only be able to exercise an option to purchase the three assets before October 2019.<ref name="MTA-CPOC-Nov2018">{{Cite web|url=http://web.mta.info/mta/news/books/pdf/181113_0830_MNR.pdf|title=Metro-North Railroad Committee Meeting November 2018|date=November 13, 2018|access-date=November 10, 2018|pages=73–74|publisher=[[Metropolitan Transportation Authority]]|archive-url=https://web.archive.org/web/20181111133558/http://web.mta.info/mta/news/books/pdf/181113_0830_MNR.pdf|archive-date=November 11, 2018|url-status=dead}}</ref> The MTA's finance committee approved the proposed purchase on November 13, 2018, and the purchase was approved by the full board two days later.<ref>{{cite web | last=Berger | first=Paul | title=After Years of Renting, MTA to Buy Grand Central Terminal | website=Wall Street Journal | date=November 13, 2018 | url=https://www.wsj.com/articles/after-years-of-renting-mta-to-buy-grand-central-terminal-1542150594 | access-date=November 14, 2018 | archive-date=November 14, 2018 | archive-url=https://web.archive.org/web/20181114103704/https://www.wsj.com/articles/after-years-of-renting-mta-to-buy-grand-central-terminal-1542150594 | url-status=live }}</ref><ref>{{cite news|title=New York's Grand Central Terminal sold for US$35m|newspaper=[[Business Times (Singapore)|Business Times]]|url=https://www.businesstimes.com.sg/real-estate/new-yorks-grand-central-terminal-sold-for-us35m|date=November 20, 2018|access-date=November 25, 2018|archive-date=November 26, 2018|archive-url=https://web.archive.org/web/20181126005506/https://www.businesstimes.com.sg/real-estate/new-yorks-grand-central-terminal-sold-for-us35m|url-status=live}}</ref> The deal finally closed in March 2020, with the MTA taking ownership of the terminal and rail lines.<ref name="MTAown">{{cite web|title=MTA takes ownership of Grand Central Terminal|work=Progressive Railroading|url=https://www.progressiverailroading.com/passenger_rail/news/MTA-takes-ownership-of-Grand-Central-Terminal--59979|date=March 13, 2020|access-date=March 17, 2020|archive-date=January 28, 2023|archive-url=https://web.archive.org/web/20230128040849/https://www.progressiverailroading.com/passenger_rail/news/MTA-takes-ownership-of-Grand-Central-Terminal--59979|url-status=live}}</ref>

Following this purchase, the MTA has owned the entirety of the Harlem Line. The agency had previously acquired the segment north of Dover Plains in 1990 when Harlem Line service was extended on this trackage.<ref name=purchase/><ref>{{cite web | title=MTA to buy Grand Central, Harlem and Hudson lines for $35M, opening development options | website=lohud.com | date=November 13, 2018 | url=https://www.lohud.com/story/news/transit/2018/11/13/mta-buy-grand-central/1993301002/ | access-date=November 14, 2018 | archive-date=November 14, 2018 | archive-url=https://web.archive.org/web/20181114020401/https://www.lohud.com/story/news/transit/2018/11/13/mta-buy-grand-central/1993301002/ | url-status=live }}</ref>

===Incidents===
On February 3, 2015, [[Valhalla train crash|a Harlem line train struck a car]] on the tracks near [[Valhalla (Metro-North station)|Valhalla]] and caught fire, killing six people.<ref>{{cite web|url=http://www.nbcnewyork.com/news/local/Metro-North-Train-Hits-Car-Valhalla-New-York-Harlem-Line-290716911.html|title=6 Die When Packed Metro-North Train Hits Car on Tracks, Sparking Fiery Crash: Officials|last1=Rosendale|first1=Gus|last2=Beckford|first2=Checkey|date=February 4, 2015|website=NBC 4 New York|access-date=June 20, 2017|last3=Siff|first3=Andrew|last4=Kim|first4=Michelle|archive-date=July 22, 2017|archive-url=https://web.archive.org/web/20170722024355/http://www.nbcnewyork.com/news/local/Metro-North-Train-Hits-Car-Valhalla-New-York-Harlem-Line-290716911.html|url-status=live}}</ref><ref>{{cite news |last=Tangel |first=Andrew |url=https://www.wsj.com/articles/four-dead-when-metro-north-train-crashes-into-a-car-in-valhalla-n-y-1423012039 |title=Metro-North Train Crashes into Vehicle in Valhalla, N.Y. |work=[[The Wall Street Journal]] |location=New York City |date=February 3, 2015 |access-date=February 4, 2015 |archive-date=February 4, 2015 |archive-url=https://web.archive.org/web/20150204052837/http://www.wsj.com/articles/four-dead-when-metro-north-train-crashes-into-a-car-in-valhalla-n-y-1423012039 |url-status=dead }}</ref>

==Future==
With the entire existing track in use (since service to Wassaic was restored in 2000), there is little talk of expansion or branching. However, Metro-North will revisit a future extension northward if circumstances change.<ref name=":3" />{{Rp|26-12}} When plans were drawn up for extending the line northward from Dover Plains, the goal for Metro-North was to extend the line as far north as possible for a new yard, and to attract the most new passengers. Wassaic was the best site, and service was not extended to Millerton as the Harlem Valley Rail Trail was using the right-of-way.<ref>{{Cite web|url=http://www.iridetheharlemline.com/2012/08/04/chatting-with-howard-permut-president-of-metro-north-railroad/|title=Chatting with Howard Permut, President of Metro-North Railroad|last=Moser|first=Emily|date=August 4, 2012|website=I Ride The Harlem Line...|access-date=June 21, 2017|archive-date=June 30, 2017|archive-url=https://web.archive.org/web/20170630095415/http://www.iridetheharlemline.com/2012/08/04/chatting-with-howard-permut-president-of-metro-north-railroad/|url-status=live}}</ref> This directly contrasts one of the main purposes of rail trails: to preserve the right-of-way to allow for rail service to be restored in the future.<ref>{{Cite web|url=https://www.railstotrails.org/resourcehandler.ashx?id=4752|title=Getting on Track Working with Railroads to Build Trails in New York State|website=railstotrails.org|page=15|access-date=June 21, 2017|archive-date=August 21, 2017|archive-url=https://web.archive.org/web/20170821203544/https://www.railstotrails.org/resourcehandler.ashx?id=4752|url-status=live}}</ref>

In the 2015–2034 MTA Twenty-Year Capital Needs Assessment, two possible Harlem Line projects that would provide capacity to deal with increasing ridership and to expand service are mentioned. The first is the extension of a third track from Crestwood north to North White Plains. This would allow for increased reverse-peak service, increased local and express service-the same goals of the original third track project from Mount Vernon West to Crestwood. The second project would be the construction of a new flyover at Woodlawn at the junction with the New Haven Line. However, funding for these projects has not been identified as there are ongoing needs to maintain basic infrastructure.<ref>{{Cite web|url=http://web.mta.info/mta/capital/pdf/TYN2015-2034.pdf|title=MTA Twenty-Year Capital Needs Assessment 2015-2034|date=October 2013|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=June 21, 2017|archive-date=March 29, 2016|archive-url=https://web.archive.org/web/20160329000909/http://web.mta.info/mta/capital/pdf/TYN2015-2034.pdf|url-status=live}}</ref>{{Rp|26, 77}}

==Branches==
The Harlem Line currently has no operational branches. Under New York Central ownership, it previously operated a {{convert|7.22|mi|km|2|abbr=on}} branch to Lake Mahopac to a connection with the Putnam Division. This line was originally a subsidiary known as the [[New York and Mahopac Railroad]] (1871–1880), and had one station between the two lines in [[Lincolndale, New York|Lincolndale]]. The line opened on June 17, 1872, and it extended to Golden's Bridge. It cost $266,000 to build it.{{sfn|Hyatt|1898|p=24}} After the discontinuance of passenger service on the Putnam Division in 1958, the Central operated a shuttle service known as "around the horn" which continued on Putnam Division trackage north of Lake Mahopac to Mahopac, Carmel, and Brewster where it reconnected with the Harlem Division main line. This service lasted until 1959.<ref>{{Cite web|url=http://www.piercehaviland.com/rail/putnam.html|title=New York Central: Putnam Division|last=Haviland|first=Pierce|date=November 10, 2010|website=www.piercehaviland.com|access-date=June 20, 2017|archive-date=May 6, 2017|archive-url=https://web.archive.org/web/20170506150253/http://piercehaviland.com/rail/putnam.html|url-status=live}}</ref> The only active remnant of this branch is a [[Wye (rail)|wye]] north of Brewster station known as Putnam Junction.<ref name=":5">{{Cite web|url=http://www.stationreporter.net/harlem.htm|title=Metro North Harlem Line|last1=Darlington|first1=Peggy|last2=Donch|first2=Mary|date=May 7, 2013|website=stationreporter.net|archive-url=https://web.archive.org/web/20141129105204/http://www.stationreporter.net/harlem.htm|archive-date=November 29, 2014|url-status=dead|access-date=June 20, 2017}}</ref> There are some remains of the right-of-way of the branch, including [[Bridge L-158]], a [[Whipple truss]] just west of the Golden's Bridge station, which is listed on the [[National Register of Historic Places]].

North of Brewster is a connection with Metro-North's [[Beacon Line]], which was purchased by Metro-North in 1995 for preservation for future use. There are currently no plans for branch service on this line, which runs north and west to [[Hopewell Junction, New York|Hopewell Junction]], and then south and west to Beacon. It also runs east to [[Danbury, Connecticut]], but a reverse move would be required.<ref>{{Cite news|url=https://www.nytimes.com/1995/02/05/nyregion/metro-north-buys-a-line-for-future.html|title=Metro-North Buys A Line for Future|last=Lombardi|first=Kate Stone|date=February 5, 1995|work=The New York Times|access-date=June 20, 2017|language=en-US|issn=0362-4331|archive-date=June 15, 2018|archive-url=https://web.archive.org/web/20180615190816/https://www.nytimes.com/1995/02/05/nyregion/metro-north-buys-a-line-for-future.html|url-status=live}}</ref> In October 2000, Metro-North undertook a study to determine whether it was feasible to restore passenger service to the line between Hopewell Junction and Brewster. Service, if operated, during peak hours, would have run directly to Grand Central, while they would have run as a shuttle during other times, ending at Southeast. The introduction of the line would have reduced ridership on the Wassaic Branch by 20%. Two shuttles would have run exclusively on the Beacon Line, while three Upper Harlem Line trains would have been extended from Southeast to Hopewell Junction. The study determined that at the time it did not make sense to restore service on the line.<ref name=":03">{{Cite web|url=http://tdr.bigk12603.com/DOCUMENTS/PDF/MTA-MNCRR_Beacon-line_Feasibility-Study_2000.pdf|title=Beacon Line Feasibility Study|date=October 20, 2000|access-date=June 21, 2017|archive-date=March 5, 2016|archive-url=https://web.archive.org/web/20160305070227/http://tdr.bigk12603.com/DOCUMENTS/PDF/MTA-MNCRR_Beacon-line_Feasibility-Study_2000.pdf|url-status=dead}}</ref>{{Rp|ES-1 to ES-10}} On February 26, 2021, Metro-North announced it would file with the [[Surface Transportation Board]] to deactivate the Beacon Line, rendering it abandoned.<ref>{{cite news |last1=Simms |first1=Jeff |title=Metro-North To 'Abandon' Beacon Line |url=https://highlandscurrent.org/2021/02/26/metro-north-to-abandon-beacon-line/ |work=The Highlands Current |date=February 26, 2021 |access-date=February 26, 2021 |ref=1 |archive-date=February 27, 2021 |archive-url=https://web.archive.org/web/20210227014808/https://highlandscurrent.org/2021/02/26/metro-north-to-abandon-beacon-line/ |url-status=live }}</ref>

=== Port Morris Branch ===
{{See also|Spuyten Duyvil and Port Morris Railroad}}
The freight-only Port Morris Branch split from the Harlem Line within the South Bronx in the southbound direction. The Port Morris branch was part of a line which was originally part of the [[Spuyten Duyvil and Port Morris Railroad]] which was established in 1842.<ref name=":7">{{Cite web|url=https://nycshs.org/2008/10/15/the-harlem-division/|title=The Harlem Division|date=October 15, 2008|website=New York Central Historical Society|access-date=June 20, 2017|archive-date=June 5, 2023|archive-url=https://web.archive.org/web/20230605131344/https://nycshs.org/2008/10/15/the-harlem-division/|url-status=live}}</ref> The railroad was bought by the New York and Harlem Railroad in 1853, and the segment north of Mott Haven Junction became part of the NYC [[Hudson Division]]. The Port Morris Branch began at a [[Wye (rail)|wye]] north of Melrose Station, then extended southeast through [[The Hub, Bronx|The Hub]], through a tunnel under [[St. Mary's Park (Bronx)|St. Mary's Park]],<ref>{{Cite book|url=https://books.google.com/books?id=yJxMAAAAYAAJ&q=port+morris+branch+tunnel&pg=PA437|title=Port Morris Branch Tunnel|date=November 10, 1905|publisher=Railroad Gazette|pages=436–437|language=en|access-date=October 17, 2020|archive-date=April 6, 2022|archive-url=https://web.archive.org/web/20220406145051/https://books.google.com/books?id=yJxMAAAAYAAJ&q=port+morris+branch+tunnel&pg=PA437|url-status=live}}</ref> and finally [[Port Morris, Bronx|Port Morris]] along the East River just after crossing a bridge beneath the [[Harlem River and Port Chester Railroad|Harlem River and Port Chester Branch]] of the [[New York, New Haven and Hartford Railroad]]. The only two stations along this branch were at Westchester Avenue between Brook and St Mary's Avenues and at Port Morris itself across the river from [[North Brother Island, East River|North Brother Island]].<ref name=":6">{{Cite web|url=http://www.canadasouthern.com/caso/images/map-1921-ny.pdf|title=New York Central Map of New York City|date=1921|website=canadasouthern.com|publisher=New York Central Railroad Map|access-date=June 20, 2017|archive-date=March 7, 2016|archive-url=https://web.archive.org/web/20160307013226/http://www.canadasouthern.com/caso/images/map-1921-ny.pdf|url-status=live}}</ref> After the construction of the [[Oak Point Link]] at the Bronx's southern tip<ref name="nycgovdcp">{{Cite web |url=http://www.nyc.gov/html/dcp/pdf/transportation/deck03c.pdf |title=Archived copy |access-date=June 21, 2017 |archive-url=https://web.archive.org/web/20160304135536/http://www.nyc.gov/html/dcp/pdf/transportation/deck03c.pdf |archive-date=March 4, 2016 |url-status=dead }}</ref> and its subsequent opening in 1998,<ref name="halbfinger">{{cite news|url=https://query.nytimes.com/gst/fullpage.html?res=9C06E0DF163AF931A25753C1A96E958260|title=20 Years in the Making, Rail Freight Link Opens in Bronx|last=Halbfinger|first=David M.|date=October 12, 1998|newspaper=[[The New York Times]]|access-date=January 30, 2008|archive-date=February 26, 2024|archive-url=https://web.archive.org/web/20240226004610/https://www.nytimes.com/1998/10/12/nyregion/20-years-in-the-making-rail-freight-link-opens-in-bronx.html|url-status=live}}</ref> trains stopped operating along the Port Morris Branch in 1999.<ref>{{Cite web|url=https://www.dot.ny.gov/divisions/policy-and-strategy/planning-bureau/state-rail-plan/repository/State%20Rail%20Plan%202009-02-10.pdf|title=2009 New York State Rail Plan|date=2009|page=51|access-date=June 21, 2017|archive-date=February 10, 2017|archive-url=https://web.archive.org/web/20170210184236/https://www.dot.ny.gov/divisions/policy-and-strategy/planning-bureau/state-rail-plan/repository/State%20Rail%20Plan%202009-02-10.pdf|url-status=live}}</ref><ref name="mm">[http://michaelminn.net/newyork/infrastructure/circumferential_subway/ Circumferential Subway route] {{Webarchive|url=https://web.archive.org/web/20140516011804/http://michaelminn.net/newyork/infrastructure/circumferential_subway/ |date=May 16, 2014 }} Michaelminn.net</ref> Formal abandonment was declared in 2003, when [[CSX Transportation]] declared that the branch could be vacated due to the lack of use in the preceding two years.<ref>{{cite web|url=http://stb.dot.gov/decisions/readingroom.nsf/83fd59cf17adc80785256559007ba132/564edee71c8e15ad85256ce60064e11c?OpenDocument|title=33422 - Decision|archive-url=https://web.archive.org/web/20110615200142/http://stb.dot.gov/decisions/readingroom.nsf/83fd59cf17adc80785256559007ba132/564edee71c8e15ad85256ce60064e11c?OpenDocument|archive-date=June 15, 2011|url-status=dead|access-date=November 5, 2015}}</ref>

==Rolling stock==
On the electrified portions of the line, [[M3A (railcar)|M3A]]s and [[M7 (railcar)|M7A]]s are usually used. As with the Hudson Line, diesel-powered trains are operated by dual-mode [[GE Genesis|Genesis]] and [[Brookville BL20GH|BL20-GH]] locomotives, paired with [[Shoreliner]] coaches. While some peak-period trains operate directly to and from [[Grand Central Terminal]], most Harlem Line diesel-only territory is operated as shuttle service between Southeast (where electrification ends) and Wassaic, {{convert|29|mi|km}} north in Dutchess County.

==Stations==
{|class="wikitable"
!Zone
!Location
!Station
![[Railway milepost|Miles (km)]]<ref name="1905mps">{{cite web|url=http://www.canadasouthern.com/caso/ett/images/harlem-tt-0605.PDF|title=New York Central And Hudson River Railroad Harlem Division Time Table No. 3 For Employes Only Taking Effect At 12.01 A.M. Sunday, June 18, 1905|date=June 18, 1905|website=canadasouthern.com|access-date=June 12, 2018|archive-date=August 19, 2020|archive-url=https://web.archive.org/web/20200819125528/http://www.canadasouthern.com/caso/ett/images/harlem-tt-0605.PDF|url-status=live}}</ref>
!Date opened
!Date closed
!Connections/<wbr/>notes
|-
|rowspan=6|1
|rowspan=6|[[Manhattan]]
|[[Grand Central Terminal]] {{MNR acc}}
|{{convert|0.0|mi|km|abbr=values}}
|October 6, 1871<ref name=gct-open>{{cite news|url=https://www.nytimes.com/1871/10/01/archives/the-grand-central-railroad-depot-harlem-railroad.html|title=The Grand Central Railroad Depot, Harlem Railroad.|date=October 1, 1871|newspaper=The New York Times|access-date=July 4, 2011|page=6|issn=0362-4331|archive-date=July 2, 2018|archive-url=https://web.archive.org/web/20180702233321/https://www.nytimes.com/1871/10/01/archives/the-grand-central-railroad-depot-harlem-railroad.html|url-status=live}}</ref>
|
|{{ric|MNRR|name=y}}: {{rcb|MNRR|Hudson|inline=square}}, {{rcb|MNRR|New Haven|inline=square}}<br/>{{ric|Long Island Rail Road|name=y}}: {{rcb|LIRR|Babylon|inline=square}}, {{rcb|LIRR|Far Rockaway|inline=square}}, {{rcb|LIRR|Hempstead|inline=square}}, {{rcb|LIRR|Long Beach|inline=square}}, {{rcb|LIRR|Port Jefferson|inline=square}}, {{rcb|LIRR|Port Washington|inline=square}}, {{rcb|LIRR|Ronkonkoma|inline=square}}, {{rcb|LIRR|West Hempstead|inline=square}} <small>(at [[Grand Central Madison]])</small><br>{{rint|newyork|subway}} [[New York City Subway|NYC Subway]]: {{NYCS Grand Central|time=bullets}}<br>{{bus icon}} [[MTA Bus]], [[NYCT Bus]]
|- bgcolor=dfdfdf
|{{nycrrs|59th Street}}
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|Built during the late 1870s, although trains never stopped here.<ref>{{Cite web|url=http://www.columbia.edu:80/~brennan/beach/chapter13.html|title=The Underground Railway, New York City|last=Scientific American|date=1875|website=www.columbia.edu|archive-url=https://web.archive.org/web/20090504110641/http://www.columbia.edu/~brennan/beach/chapter13.html|archive-date=May 4, 2009|url-status=dead|access-date=September 17, 2018}}</ref>
|- bgcolor=dfdfdf
|{{nycrrs|72nd Street}}
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|June 23, 1901<ref name=72-86-closed>{{Cite book|url=https://babel.hathitrust.org/cgi/pt?id=chi.14154653;view=1up;seq=1406|title=The Official Guide of the Railways and Steam Navigation Lines of the United States, Porto Rico, Canada, Mexico and Cuba.|date=1900|publisher=National Railway Publication Company|pages=200|language=en|access-date=December 31, 2018|archive-date=May 22, 2020|archive-url=https://web.archive.org/web/20200522052247/https://babel.hathitrust.org/cgi/pt?id=chi.14154653;view=1up;seq=1406|url-status=live}}</ref>
|
|- bgcolor=dfdfdf
|{{nycrrs|86th Street}}
|{{convert|2.2|mi|km|abbr=values}}
|May 15, 1876<ref name=":11" />
|June 23, 1901<ref name=72-86-closed />
|
|- bgcolor=dfdfdf
|{{nycrrs|110th Street}}
|{{convert|3.4|mi|km|abbr=values}}
|May 15, 1876<ref name=":11" />
|June 17, 1906<ref name=":3" />
|
|- 
|{{mnrr|Harlem–125th Street}} {{MNR acc}}
|{{convert|4.2|mi|km|abbr=values}}
|October 25, 1897<ref name=":1" />
|
|{{ric|MNRR|name=y}}: {{rcb|MNRR|Hudson|inline=square}}, {{rcb|MNRR|New Haven|inline=square}}<br>{{rint|newyork|subway}} NYC Subway: {{NYCS Lexington|time=bullets}} <small>(at [[125th Street (IRT Lexington Avenue Line)|125th Street]])</small><br>{{bus icon}} NYCT Bus
|-
|rowspan=12|2
|rowspan=12|[[The Bronx]]
|- bgcolor=dfdfdf
|{{nycrrs|138th Street}}
|{{convert|5.0|mi|km|abbr=values}}
|{{circa|1858}}
|July 2, 1973<ref name="1972cuts">{{cite news |last1=Mazza |first1=Frank |title=Penn C Will Ax 34 Runs; Curfew for Grand Central |url=https://www.newspapers.com/clip/33197992/penn_central_changes_june_7_1973/ |access-date=June 24, 2019 |work=[[New York Daily News]] |date=June 7, 1973 |page=5 |via=Newspapers.com |archive-date=June 24, 2019 |archive-url=https://web.archive.org/web/20190624165201/https://www.newspapers.com/clip/33197992/penn_central_changes_june_7_1973/ |url-status=live }} {{open access}}</ref>  
|
|-
|{{mnrr|Melrose}}
|{{convert|6.1|mi|km|abbr=values}}
|{{circa|1890}}<ref name="melrose">{{cite web|url=http://www.iridetheharlemline.com/2011/09/23/melrose-station-in-the-late-1800s/|title=Melrose Station, in the late 1800s|last=Moser|first=Emily|date=September 23, 2011|access-date=June 20, 2017|work=I Ride The Harlem Line|archive-date=January 14, 2018|archive-url=https://web.archive.org/web/20180114022103/http://www.iridetheharlemline.com/2011/09/23/melrose-station-in-the-late-1800s/|url-status=live}}</ref>
|
|{{bus icon}} NYCT Bus
|- bgcolor=dfdfdf
|{{nycrrs|Morrisania}}
|{{convert|6.7|mi|km|abbr=values}}
|{{circa|1858}}<ref name="harlem line">{{cite web|url=http://www.iridetheharlemline.com/wp-content/uploads/2012/01/1858_nyharlem_map.jpg|title=New York and Harlem Railroad Map|year=1858|access-date=June 20, 2017|via=I Ride the Harlem Line|archive-date=March 4, 2016|archive-url=https://web.archive.org/web/20160304230859/http://www.iridetheharlemline.com/wp-content/uploads/2012/01/1858_nyharlem_map.jpg|url-status=live}}</ref>
|July 2, 1973<ref name="1972cuts" />
|
|- bgcolor=dfdfdf
|{{nycrrs|Claremont Park}}
|
|
|{{circa|1960}}<ref name="bronx">{{Cite web|url=http://www.columbia.edu/~brennan/abandoned/bronx.html|title=Abandoned Stations : Bronx Railroad Stations|last=Brennan|first=Joseph|date=2002|website=www.columbia.edu|access-date=June 20, 2017|archive-date=November 16, 2001|archive-url=https://web.archive.org/web/20011116232050/http://www.columbia.edu/~brennan/abandoned/bronx.html|url-status=live}}</ref><ref name=":5" />
|
|-
|{{mnrr|Tremont}}
|{{convert|7.8|mi|km|abbr=values}}
|{{circa|1890}}<ref name="melrose"/>
|
|{{bus icon}} NYCT Bus
|- bgcolor=dfdfdf
|{{nycrrs|183rd Street}}
|{{convert|8.5|mi|km|abbr=values}}
|
|July 2, 1973<ref name="1972cuts" />
|
|-
|{{mnrr|Fordham}} {{MNR acc}}
|{{convert|8.9|mi|km|abbr=values}}
|March&nbsp;1, 1841{{sfn|Hyatt|1898|p=14}}
|
|{{ric|MNRR|name=y}}: {{rcb|MNRR|New Haven|inline=square}}<br>{{bus icon}} NYCT Bus, MTA Bus, [[Bee-Line Bus]]
|-
|{{mnrr|Botanical Garden}} {{MNR acc}}
|{{convert|9.5|mi|km|abbr=values}}
|{{circa|1893}}<ref>{{Cite news|url=http://mercuryww.wix.com/mosholu-pkwy#!jeromepk/c1adp|title=time Traveling on Mosholu Pkwy|access-date=June 20, 2017|archive-date=March 4, 2016|archive-url=https://web.archive.org/web/20160304030827/http://mercuryww.wix.com/mosholu-pkwy#!jeromepk/c1adp|url-status=live}}</ref>
|
|{{bus icon}} NYCT Bus
|-
|{{mnrr|Williams Bridge}}
|{{convert|10.5|mi|km|abbr=values}}
|September&nbsp;3, 1842{{sfn|Dunbar|1915|p=984}}
|
|{{rint|newyork|subway}} NYC Subway: {{NYCS White Plains north|time=bullets}} <small>(at [[Gun Hill Road station (IRT White Plains Road Line)|Gun Hill Road]])</small><br>{{bus icon}} NYCT Bus, MTA Bus
|-
|{{mnrr|Woodlawn}}
|{{convert|11.8|mi|km|abbr=values}}
|1848
|
|{{rint|newyork|subway}} NYC Subway: {{NYCS White Plains|time=bullets}} <small>(at [[233rd Street station|233rd Street]])</small><br>{{bus icon}} NYCT Bus, MTA Bus, Bee-Line Bus
|-
|{{mnrr|Wakefield}}
|{{convert|12.6|mi|km|abbr=values}}
|
|
|{{rint|newyork|subway}} NYC Subway: {{NYCS White Plains Wakefield|time=bullets}} <small>(at [[Wakefield–241st Street station|Wakefield–241st Street]])</small><br>{{bus icon}} NYCT Bus, MTA Bus, Bee-Line Bus
|-
|rowspan=5|3
|rowspan=2|[[Mount Vernon, New York|Mount Vernon]]
|{{mnrr|Mount Vernon West}} {{MNR acc}}
|{{convert|13.1|mi|km|abbr=values}}
|1914<ref name="westchester">{{Cite web|url=http://ny.existingstations.com/counties/Westchester.html|title=Existing Stations in Westchester County|date=January 1, 2009|website=ny.existingstations.com|access-date=June 20, 2017|archive-date=December 31, 2019|archive-url=https://web.archive.org/web/20191231120050/http://ny.existingstations.com/counties/Westchester.html|url-status=dead}}</ref>
|
|{{bus icon}} Bee-Line Bus
|-
|{{mnrr|Fleetwood}} {{MNR acc}}
|{{convert|14.3|mi|km|abbr=values}}
|October 25, 1924<ref>{{Cite web|url=http://memory.loc.gov/pnp/habshaer/ny/ny1500/ny1574/data/005.tif|title=Historic American Buildings Survey (Fleetwood Railroad Station; Page 4)|website=loc.gov|access-date=June 20, 2017|archive-date=October 18, 2012|archive-url=https://web.archive.org/web/20121018181709/http://memory.loc.gov/pnp/habshaer/ny/ny1500/ny1574/data/005.tif|url-status=live}}</ref>
|
|{{bus icon}} Bee-Line Bus
|-
|[[Bronxville, New York|Bronxville]]
|{{mnrr|Bronxville}} {{MNR acc}}
|{{convert|15.3|mi|km|abbr=values}}
|1916<ref name=":5" /><ref name="westchester"/>
|
|{{bus icon}} Bee-Line Bus
|-
|rowspan=2|[[Tuckahoe (village), New York|Tuckahoe]]
|{{mnrr|Tuckahoe}} {{MNR acc}}
|{{convert|16.0|mi|km|abbr=values}}
|July&nbsp;2, 1844<ref>{{cite news |title=Extension of the Harlem Railroad |url=https://www.newspapers.com/clip/52155239/harlem-railroad-july-2-1844/ |access-date=May 26, 2020 |work=The Evening Post |date=July 2, 1844 |location=New York City |page=2 |via=Newspapers.com |archive-date=September 23, 2020 |archive-url=https://web.archive.org/web/20200923194717/https://www.newspapers.com/clip/52155239/harlem-railroad-july-2-1844/ |url-status=live }} {{open access}}</ref>
|
|{{bus icon}} Bee-Line Bus
|-
|{{mnrr|Crestwood}} {{MNR acc}}
|{{convert|16.8|mi|km|abbr=values}}
|1901
|
|
|-
|rowspan=5|4
|[[Scarsdale, New York|Scarsdale]]
|{{mnrr|Scarsdale}} {{MNR acc}}
|{{convert|18.9|mi|km|abbr=values}}
|December&nbsp;1, 1844{{sfn|Dunbar|1915|p=984}}<ref name="winter1844" /> 
|
|{{bus icon}} Bee Line Bus
|-
|[[Greenburgh, New York|Greenburgh]]
|{{mnrr|Hartsdale}} {{MNR acc}}
|{{convert|20.6|mi|km|abbr=values}}
|December&nbsp;1, 1844{{sfn|Dunbar|1915|p=984}}<ref name="winter1844">{{cite news |last1=Carman |first1=W.S. |title=New York and Harlem Railroad Company Winter Arrangements |url=https://www.newspapers.com/clip/52073818/harlem-railroad-december-13-1844/ |access-date=May 26, 2020 |work=The New York Daily Herald |date=December 13, 1844 |page=3 |via=Newspapers.com |archive-date=September 23, 2020 |archive-url=https://web.archive.org/web/20200923205129/https://www.newspapers.com/clip/52073818/harlem-railroad-december-13-1844/ |url-status=live }} {{open access}}</ref>
|
|{{bus icon}} Bee Line Bus
|-
|rowspan=3|[[White Plains, New York|White Plains]]
|{{mnrr|White Plains}} {{MNR acc}}
|{{convert|22.4|mi|km|abbr=values}}
|December&nbsp;1, 1844{{sfn|Dunbar|1915|p=984}}<ref name="winter1844" /> 
|
|{{bus icon}} Bee Line Bus, [[CT Transit Stamford|CT''transit'' Stamford]], [[Transport of Rockland]]
|- bgcolor=dfdfdf
|{{nycrrs|Holland Avenue}}
|{{convert|24.0|mi|km|abbr=values}}
|
|December 21, 1971<ref name=":5"/>
|Formerly used to switch between electric and diesel locomotives
|-
|{{mnrr|North White Plains}} {{MNR acc}}
|{{convert|24.0|mi|km|abbr=values}}
|1972<ref name=":5" />
|
|{{bus icon}} Bee-Line Bus
|-
|rowspan=7|5
|rowspan=5|[[Mount Pleasant, New York|Mount Pleasant]]
|{{mnrr|Valhalla}} {{MNR acc}}
|{{convert|25.4|mi|km|abbr=values}}
|1846
|
|{{bus icon}} Bee-Line Bus
|- bgcolor=dfdfdf
|{{nycrrs|Kensico Cemetery}}
|{{convert|26.4|mi|km|abbr=values}}
|December&nbsp;1891<ref>{{cite news |title=New Station on the New York Central |url=https://www.newspapers.com/clip/33198967/kensico_december_18_1891/ |access-date=June 24, 2019 |work=[[Buffalo Evening News]] |date=December 18, 1891 |page=13 |via=Newspapers.com |archive-date=June 24, 2019 |archive-url=https://web.archive.org/web/20190624171910/https://www.newspapers.com/clip/33198967/kensico_december_18_1891/ |url-status=live }} {{open access}}</ref>
|1983<ref name=":5" />
|
|-
|{{mnrr|Mount Pleasant}}
|{{convert|27.2|mi|km|abbr=values}}
|
|
|Limited service stop
|-
|{{mnrr|Hawthorne}} {{MNR acc}}
|{{convert|28.2|mi|km|abbr=values}}
|1847
|
|{{bus icon}} Bee-Line Bus
|-bgcolor=dfdfdf
|{{mnrr|Thornwood}}
|{{convert|29.4|mi|km|abbr=values}}
|c. 1891
|March 5, 1984<ref name="thornwood">{{cite news|last1=Walzer|first1=E.B.|title=The Train Doesn't Stop Here Anymore|url=http://fultonhistory.com/Newspaper%2010/Yonkers%20NY%20Herald%20Statesman/Yonkers%20NY%20Herald%20Statesman%201984%20Grayscale/Yonkers%20NY%20Herald%20Statesman%201984%20Grayscale%20-%203403.pdf|access-date=December 31, 2017|work=The Herald-Statesman|date=March 5, 1984|archive-date=January 11, 2020|archive-url=https://web.archive.org/web/20200111234644/https://fultonhistory.com/Newspaper%2010/Yonkers%20NY%20Herald%20Statesman/Yonkers%20NY%20Herald%20Statesman%201984%20Grayscale/Yonkers%20NY%20Herald%20Statesman%201984%20Grayscale%20-%203403.pdf|url-status=live}}</ref>
|
|-
|[[Pleasantville, New York|Pleasantville]]
|{{mnrr|Pleasantville}} {{MNR acc}}
|{{convert|30.5|mi|km|abbr=values}}
|October&nbsp;1846{{sfn|Hyatt|1898|p=14}}
|
|{{bus icon}} Bee-Line Bus
|-
|[[New Castle, New York|New Castle]]
|{{mnrr|Chappaqua}} {{MNR acc}}
|{{convert|32.4|mi|km|abbr=values}}
|1902<ref name="harlem line"/> 
|
|{{bus icon}} Bee-Line Bus
|-
|rowspan=4|6
|[[Mount Kisco, New York|Mount Kisco]]
|{{mnrr|Mount Kisco}} {{MNR acc}}
|{{convert|36.7|mi|km|abbr=values}}
|{{circa|1858}}<ref name="harlem line"/>
|
|{{bus icon}} Bee-Line Bus<br>Terminal for select peak trains
|-
|rowspan=2|[[Bedford (town), New York|Bedford]]
|{{mnrr|Bedford Hills}} {{MNR acc}}
|{{convert|39.1|mi|km|abbr=values}}
|
|
|{{bus icon}} Bee-Line Bus: 19
|-
|{{mnrr|Katonah}} {{MNR acc}}
|{{convert|41.1|mi|km|abbr=values}}
|June&nbsp;1, 1847<ref name="Jun1847opening" />
|
|{{bus icon}} Bee-Line Bus, [[HARTransit]]
|-
|[[Lewisboro, New York|Lewisboro]]
|{{mnrr|Goldens Bridge}} {{MNR acc}}
|{{convert|43.6|mi|km|abbr=values}}
|
|
|
|-
|rowspan=7|7
|rowspan=2|[[North Salem, New York|North Salem]]
|{{mnrr|Purdy's}} {{MNR acc}}
|{{convert|46.1|mi|km|abbr=values}}
|
|
|
|-
|{{mnrr|Croton Falls}} {{MNR acc}}
|{{convert|47.8|mi|km|abbr=values}}
|June&nbsp;1, 1847<ref name="Jun1847opening">{{cite news |title=New York and Harlem Railroad Summer Arrangement |url=https://www.newspapers.com/clip/40300980/croton_falls_ext_june_7_1847/ |access-date=December 8, 2019 |work=The Evening Post |date=June 7, 1847 |location=New York City |via=Newspapers.com |archive-date=December 9, 2019 |archive-url=https://web.archive.org/web/20191209040825/https://www.newspapers.com/clip/40300980/croton_falls_ext_june_7_1847/ |url-status=live }} {{open access}}</ref>
|
|{{bus icon}} [[Short Line Bus]]
|-
|[[Brewster, New York|Brewster]]
|{{mnrr|Brewster}} {{MNR acc}}
|{{convert|52.0|mi|km|abbr=values}}
|December&nbsp;31, 1848{{sfn|Dana|1866|p=216}}<ref name="Dec1849arrangement">{{cite news |title=New York and Harlem Railroad ---- Winter Arrangement |url=https://www.newspapers.com/clip/40488517/harlem_railroad_december_12_1849/ |access-date=December 12, 2019 |work=The Evening Post |date=December 12, 1849 |location=New York City |page=4 |via=Newspapers.com |archive-date=December 13, 2019 |archive-url=https://web.archive.org/web/20191213012125/https://www.newspapers.com/clip/40488517/harlem_railroad_december_12_1849/ |url-status=live }} {{open access}}</ref>
|
|{{bus icon}} HARTransit, [[Putnam Transit]]
|-
|rowspan=2|[[Southeast, New York|Southeast]]
|{{mnrr|Southeast}} {{MNR acc}}
|{{convert|53.2|mi|km|abbr=values}}
|
|
|{{bus icon}} HARTransit<br>Northern terminus of [[railway electrification system|electrification]]
|-bgcolor=dfdfdf
|{{nycrrs|Dykeman's}}
|{{convert|54.7|mi|km|abbr=values}}
|December&nbsp;31, 1848{{sfn|Dana|1866|p=216}}<ref name="Dec1849arrangement" />
|{{circa|1968}}
|
|-
|rowspan=3|[[Patterson, New York|Patterson]]
|-bgcolor=dfdfdf
|{{nycrrs|Towner's}}
|{{convert|57.9|mi|km|abbr=values}}
|December&nbsp;31, 1848{{sfn|Dana|1866|p=216}}<ref name="Dec1849arrangement" />
|{{circa|1968}}
|
|-
|rowspan=3|8
|{{mnrr|Patterson}} {{MNR acc}}
|{{convert|60.2|mi|km|abbr=values}}
|December&nbsp;31, 1848{{sfn|Dana|1866|p=216}}<ref name="Dec1849arrangement" />
|
|{{bus icon}} Putnam Transit
|-
|[[Pawling (village), New York|Village of Pawling]]
|{{mnrr|Pawling}} {{MNR acc}}
|{{convert|63.8|mi|km|abbr=values}}
|December&nbsp;31, 1848{{sfn|Dana|1866|p=216}}<ref name="Dec1849arrangement" />
|
|{{bus icon}} [[Dutchess County LOOP]]
|-
|[[Pawling (town), New York|Town of Pawling]]
|{{mnrr|Appalachian Trail}}
|{{convert|65.9|mi|km|abbr=values}}
|April 1, 1990<ref name="Local Rail Schedule Changed"/>
|
|Limited service stop
|-
|rowspan=4|9
|rowspan=4|[[Dover, New York|Dover]]
|{{mnrr|Harlem Valley–Wingdale}} {{MNR acc}}
|{{convert|69.0|mi|km|abbr=values}}
|{{circa|1930's}}
|
|
|-bgcolor=dfdfdf
|{{mnrr|Wingdale}}
|{{convert|69.8|mi|km|abbr=values}}<ref name=":5" />
|December&nbsp;31, 1848{{sfn|Dana|1866|p=216}}<ref name="Dec1849arrangement" />
|October 30, 1977
|
|-
|-bgcolor=dfdfdf
|{{nycrrs|Dover Furnace}}
|{{convert|72.5|mi|km|abbr=values}}<ref name=":5" />
|December&nbsp;31, 1848<ref>{{cite news |title=Weekly Log Book |url=https://www.newspapers.com/clip/40300174/dover_furnace_january_6_1849/ |access-date=December 8, 2019 |work=The Poughkeepsie Journal |date=January 6, 1849 |page=3 |via=Newspapers.com |archive-date=December 9, 2019 |archive-url=https://web.archive.org/web/20191209040756/https://www.newspapers.com/clip/40300174/dover_furnace_january_6_1849/ |url-status=live }} {{open access}}</ref>
|{{circa|1968}}
|
|-
|{{mnrr|Dover Plains}} {{MNR acc}}
|{{convert|76.5|mi|km|abbr=values}}
|December&nbsp;31, 1848{{sfn|Dana|1866|p=216}}<ref name="Dec1849arrangement" />
|
|{{bus icon}} Dutchess County LOOP
|-
|rowspan=2|10
|rowspan=4|[[Amenia (town), New York|Amenia]]
|{{mnrr|Tenmile River}} {{MNR acc}}
|{{convert|80.0|mi|km|abbr=values}}
|July 9, 2000
|
|{{bus icon}} Dutchess County LOOP
|-
|{{mnrr|Wassaic}} {{MNR acc}}
|{{convert|82.0|mi|km|abbr=values}}
|May 10, 1852<ref name="may1052opening">{{cite news |title=Railroad Hopes to Realize $432,386 in Millerton - Chatham Line Abandonment |url=https://www.newspapers.com/clip/41341251/amenia_station_august_26_1962/ |access-date=May 29, 2020 |work=[[The Poughkeepsie Journal]] |date=August 26, 1962 |page=9B |via=Newspapers.com |archive-date=December 30, 2019 |archive-url=https://web.archive.org/web/20191230173847/https://www.newspapers.com/clip/41341251/amenia_station_august_26_1962/ |url-status=live }} {{open access}}</ref><hr>July 9, 2000
|March 20, 1972<ref name="1972end">{{cite news |last1=Layton |first1=Preston |title=PC Ends Run, Strands Riders |url=https://www.newspapers.com/clip/40124467/upper_harlem_march_21_1972/ |access-date=December 5, 2019 |work=[[New York Daily News]] |date=March 21, 1972 |page=22 |via=Newspapers.com |archive-date=December 5, 2019 |archive-url=https://web.archive.org/web/20191205195518/https://www.newspapers.com/clip/40124467/upper_harlem_march_21_1972/ |url-status=live }} {{open access}}</ref>
|
|-bgcolor=dfdfdf
|rowspan=14|&nbsp;
|{{nycrrs|Amenia}} 
|{{convert|85.0|mi|km|abbr=values}}
|May 10, 1852<ref name="may1052opening" />
|March 20, 1972<ref name="1972end" />
|
|-bgcolor=dfdfdf
|{{nycrrs|Sharon}}
|{{convert|87.8|mi|km|abbr=values}}
|1873<ref name=":5" />
|
|
|-bgcolor=dfdfdf
|[[North East, New York|North East]]
|{{nycrrs|Coleman's}} 
|{{convert|89.0|mi|km|abbr=values}}
|1851<ref name=":5" />
|
|
|-bgcolor=dfdfdf
|[[Millerton, New York|Millerton]]
|{{nycrrs|Millerton}}
|{{convert|92.7|mi|km|abbr=values}}
|May 10, 1852<ref name="may1052opening" />
|March 20, 1972<ref name="1972end" />
|
|-bgcolor=dfdfdf
|[[North East, New York|North East]]
|{{nycrrs|Mount Riga}} 
|{{convert|95.9|mi|km|abbr=values}}
|May 10, 1852<ref name="may1052opening" />
|
|
|-bgcolor=dfdfdf
|[[Ancram, New York|Ancram]]
|{{nycrrs|Boston Corners}} 
|{{convert|99.8|mi|km|abbr=values}}
|
|
|
|-bgcolor=dfdfdf
|[[Copake, New York|Copake]]
|{{nycrrs|Copake Falls}} 
|{{convert|104.8|mi|km|abbr=values}}
|
|March 20, 1972<ref name="1972end" />
|
|-bgcolor=dfdfdf
|[[Hillsdale (town), New York|Hillsdale]]
|{{nycrrs|Hillsdale}}
|{{convert|108.9|mi|km|abbr=values}}
|
|March 20, 1972<ref name="1972end" />
|
|-bgcolor=dfdfdf
|[[Copake, New York|Copake]]
|{{nycrrs|Craryville}} 
|{{convert|111.7|mi|km|abbr=values}}
|May 10, 1852<ref name="may1052opening" />
|March 20, 1972<ref name="1972end" />
|
|-bgcolor=dfdfdf
|[[Hillsdale (town), New York|Hillsdale]]
|{{nycrrs|Martindale}}
|{{convert|115.5|mi|km|abbr=values}}
|May 10, 1852<ref name="may1052opening" />
|
|
|-bgcolor=dfdfdf
|[[Philmont, New York|Philmont]]
|{{nycrrs|Philmont}}
|{{convert|118.9|mi|km|abbr=values}}
|May 10, 1852<ref name="may1052opening" />
|March 20, 1972<ref name="1972end" />
|
|-bgcolor=dfdfdf
|[[Ghent, New York|Ghent]]
|{{nycrrs|Ghent}}
|{{convert|124.9|mi|km|abbr=values}}
|May 10, 1852<ref name="may1052opening" />
|
|Junction with [[Boston and Albany Railroad]] [[Hudson and Boston Railroad|Hudson Branch]]
|-bgcolor=dfdfdf
|[[Chatham, New York|Chatham]]
|[[Union Station (Chatham, New York)|Union Station]] 
|{{convert|127.5|mi|km|abbr=values}}
|December 21, 1841<hr>May 10, 1852<ref name="may1052opening" />
|March 20, 1972<ref name="1972end" />
|Junction with [[Boston and Albany Railroad]] Main Line and [[Rutland Railroad]]
|}

===Lake Mahopac Branch===
{{expand section|date=September 2019}}
Built by the [[New York and Mahopac Railroad]] in 1871, the Lake Mahopac Branch diverges from the Harlem Line north of Goldens Bridge and merged with the now-defunct [[Putnam Division]] south of Mahopac. Known to some residents of Mahopac as the "Golden’s Bridge Branch". The entire branch was abandoned on April 2, 1959.<ref>{{Cite news |url=http://fultonhistory.com/newspaper%2010/Carmel%20NY%20Putnam%20Country%20Courier/Carmel%20NY%20Putnam%20Country%20Courier%201959%20Grayscale/Carmel%20NY%20Putnam%20Country%20Courier%201959%20Grayscale%20-%200150.pdf |title=N.Y.C.R.R. Ceases To Operate At Mahopac |date=March 26, 1959 |work=The Putnam County Courier |access-date=May 18, 2018 |archive-date=October 1, 2021 |archive-url=https://web.archive.org/web/20211001175118/https://fultonhistory.com/newspaper%2010/Carmel%20NY%20Putnam%20Country%20Courier/Carmel%20NY%20Putnam%20Country%20Courier%201959%20Grayscale/Carmel%20NY%20Putnam%20Country%20Courier%201959%20Grayscale%20-%200150.pdf |url-status=live }}</ref>
{|class="wikitable"
!Station
!Miles (km)<br>from [[Grand Central Terminal|GCT]]<ref name="1905mps" />
!Date<br>opened
!Date<br>closed
!width="55%"|Connections&nbsp;/ notes
|-
|[[Goldens Bridge station|Goldens Bridge]] {{MNR acc}}
|{{convert|43.6|mi|km|abbr=values}}
|
|April 2, 1959
|Connection to the Harlem Division
|-bgcolor=dfdfdf
|Lincolndale
|
|
|April 2, 1959
|
|-bgcolor=dfdfdf
|Shenorock
|
|
|Prior to April 2, 1959
|
|-bgcolor=dfdfdf
|Lake Mahopac
|
|
|April 2, 1959
|
|}

===Port Morris Branch===
{{expand section|date=September 2019}}
The entire line was used exclusively for freight.<ref name=":8">{{Cite web|url=http://ltvsquad.com/2009/12/23/port-morris-branch-the-so-called-bronx-swamp/|title=Port Morris Branch: The so-called Bronx Swamp.|last=Anastasio|first=Joe|date=December 23, 2009|website=LTV Squad|access-date=June 20, 2017|archive-date=April 16, 2017|archive-url=https://web.archive.org/web/20170416173337/http://ltvsquad.com/2009/12/23/port-morris-branch-the-so-called-bronx-swamp/|url-status=live}}</ref> It diverged from the Harlem Line at Melrose and terminated at Port Morris, east of the Oak Point Yard. The line was formally abandoned in 2004.

{|class="wikitable"
!Station
!Miles (km)<br>from [[Grand Central Terminal|GCT]]<ref name="1905mps" />
!Date<br>opened
!Date<br>closed
!width="55%"|Connections&nbsp;/ notes
|-
|[[Melrose station|Melrose]] 
|{{convert|6.1|mi|km|abbr=values}}
|{{circa|1890}}<ref name="melrose" />
|
|{{bus icon}} NYCT Bus
|-bgcolor=dfdfdf
|Westchester Avenue
|
|
|
|
|-bgcolor=dfdfdf
|Port Morris
|
|
|
|
|}

== Notes ==
{{Reflist}}

== References ==
*{{cite book|last=Dana | first=William B. |title=The Merchants' Magazine and Commercial Review, Volume 55 |date=1866 |publisher=William B. Dana |location=New York City |url=https://books.google.com/books?id=yQQdAAAAIAAJ |access-date=December 12, 2019}}
*{{cite book |last1=Dunbar |first1=Seymour |title=A History of Travel in America: Being an Outline of the Development in Modes of Travel from Archaic Vehicles of Colonial Times to the Completion of the First Transcontinental Railroad: the Influence of the Indians on the Free Movement and Territorial Unity of the White Race: the Part Played by Travel Methods in the Economic Conquest of the Continent: and Those Related Human Experiences, Changing Social Conditions and Governmental Attitudes which Accompanied the Growth of a National Travel System · Volume 3 |date=1915 |publisher=Bobbs-Merrill Company |location=[[Indianapolis, Indiana]] |url=https://books.google.com/books?id=2UYKAAAAIAAJ |access-date=May 24, 2020}}
*{{cite book |last1=Hyatt |first1=Elijah Clarence |title=History of the New York & Harlem Railroad |date=1898 |url=https://archive.org/details/historyofnewyork00hyat |access-date=May 21, 2020}}

==External links==
{{Commons category|Harlem Line}}
*[https://new.mta.info/agency/metro-north-railroad/schedules Metro-North Railroad Schedules]
*[http://www.openstreetmap.org/?relation=1158719 Route] on [[OpenStreetMap]]
*[http://piercehaviland.com/rail/harlem.html New York Central: Harlem Line]

{{Metro-North}}

[[Category:Metro-North Railroad]]
[[Category:New York Central Railroad lines]]
[[Category:Rail infrastructure in New York (state)]]