Hudson Line
A northbound Hudson Line train passing theHudson Highlands
Overview
Status	Operating
Owner	Metropolitan Transportation Authority[1]
Locale	New York City,Westchester,Putnam, andDutchess counties
Termini	Grand Central Croton–Harmon(short-turn) Poughkeepsie
Stations	29
Service
Type	Commuter rail
System	Metro-North Railroad
Operator(s)	Metro-North Railroad
Daily ridership	36,616 (Fall 2024)
Ridership	13,778,961 (annual ridership, 2024)[2]
Technical
Track length	74 mi (119 km)
Character	Commuter rail
Track gauge	4 ft 8+1⁄2 in (1,435 mm)standard gauge
Electrification	Third rail, 750 V DC (south ofCroton–Harmon)
Route map Hudson Line highlighted in green Show interactive map Legend Empire Corridor toNiagara Falls, New York Albany–Rensselaer (begins 2026) Lake Shore Limited toBoston Berkshire Flyer toPittsfield Hudson (begins 2026) Rhinecliff (begins 2026) Poughkeepsie Yard 73.5 mi 118.3 km Poughkeepsie Camelot(closed) Zone 9 Zone 8 66.0 mi 106.2 km New Hamburg Wappingers Creek Chelsea(closed) 59.0 mi 95 km Beacon Beacon Line Fishkill Creek Newburgh, Dutchess & Connecticut RR Dutchess Junction(closed) Zone 8 Zone 7 55.0 mi 88.5 km Breakneck Ridge Breakneck Tunnel 52.5 mi 84.5 km Cold Spring Garrison Tunnel (southbound) 49.9 mi 80.3 km Garrison 46.0 mi 74 km Manitou Anthony's Nose Tunnel Middle Tunnel Little Tunnel Roa Hook(closed) Annsville Creek Zone 7 Zone 6 41.2 mi 66.3 km Peekskill Montrose(closed) 38.4 mi 61.8 km Cortlandt Crugers(closed) Oscawana(closed) Oscawana Tunnel Zone 6 Zone 5 Croton North(closed) end ofelectrification 33.2 mi 53.4 km Croton–Harmon Croton River 30.8 mi 49.6 km Ossining 29.5 mi 47.5 km Scarborough 26.5 mi 42.6 km Philipse Manor 25.2 mi 40.6 km Tarrytown Zone 5 Zone 4 22.7 mi 36.5 km Irvington 21.7 mi 34.9 km Ardsley-on-Hudson 20.7 mi 33.3 km Dobbs Ferry 19.5 mi 31.4 km Hastings-on-Hudson Zone 4 Zone 3 17.8 mi 28.6 km Greystone 16.2 mi 26.1 km Glenwood 15.1 mi 24.3 km Yonkers 14.3 mi 23 km Ludlow Mount St. Vincent closed Zone 3 Zone 2 13.0 mi 20.9 km Riverdale Penn Station Access(proposed) 13.0 mi 20.9 km Empire Connection toPenn Station   13.0 mi 20.9 km Spuyten Duyvil Bridge West 125th Street(proposed) West 62nd Street(proposed) Penn Station 11.1 mi 17.9 km Spuyten Duyvil 9.8 mi 15.8 km Marble Hill BN Yard (formerPutnam Line) 8.7 mi 14 km University Heights 8.1 mi 13 km Morris Heights Oak Point Link Highbridge Facility 6.0 mi 9.7 km Yankees–East 153rd Street HarlemNew Haven Mott Haven Junction 138th Street closed Oak Point Link Harlem River Lift Bridge Zone 2 Zone 1 4.2 mi 6.8 km Harlem–125th Street​​ 0.0 mi 0 km Park Avenue Tunnel 0.0 mi 0 km 110th Street  Park Avenue Tunnel 86th Street 72nd Street 59th Street 0.0 mi 0 km Grand Central Terminal ​​​​​ This diagram: view talk edit Show route diagram map

TheHudson Line is acommuter rail line owned and operated by theMetro-North Railroad in the U.S. state ofNew York. It runs north fromNew York City along the east shore of theHudson River, terminating atPoughkeepsie. The line was originally theHudson River Railroad (and theSpuyten Duyvil and Port Morris Railroad south ofSpuyten Duyvil), and eventually became theHudson Division of theNew York Central Railroad. It runs along what was the far southern leg of the Central's famed "Water Level Route" toChicago.

Croton–Harmon station divides the line into two distinct segments. South of there, the line iselectrified withthird rail, servingsuburban stations located relatively close together. Most of the electrified zone has four tracks, usually two express and local tracks in each direction. For a few miles in the Bronx betweenSpuyten Duyvil andYankees–E 153rd St, there are only two or three tracks. Local service is usually provided by electric trains, while diesel trains run express. North of Croton–Harmon, the line is not electrified and is mostly double-tracked (with a few triple track areas), with the stations spaced further apart. Service between Croton–Harmon and Poughkeepsie is provided by diesel trains; these generally run express and skip most of the stations below Croton-Harmon. From just north ofSpuyten Duyvil to the end of the line, the Hudson Line forms the southern portion ofAmtrak'sEmpire Corridor, the former main line of the Central. The plannedPenn Station Access project would send some Hudson Line trains toPenn Station along theEmpire Connection, with two new intermediate stops along the west side of Manhattan.

The Hudson Line iscolored green on Metro-Northtimetables and system maps, and stations on the line have green trim. The New York Central used greencolor-coding for the Hudson Division as early as 1965.^[3]

TheHudson River Railroad was chartered on May 12, 1846 to extend the Troy and Greenbush Railroad, which connectedTroy and Albany, south to New York City along the east bank of theHudson River. Service began on the first 41 miles (66 km) of the line fromChambers Street andHudson Street in Lower Manhattan toPeekskill on September 29, 1849. Service was extended to New Hamburg on December 6 and to Poughkeepsie on December 31. A separate section opened between East Albany and Hudson on June 16, 1851. This section was extended to Oakhill on July 7 and to Tivoli on August 4. The full line opened on October 8, 1851 with the completion of the final segment between Tivoli and Poughkeepsie, linking the two pieces of the line together.^[4] Prior to completion, on June 1, the Hudson River leased the Troy and Greenbush.^[5]: 381

Cornelius Vanderbilt purchased the Hudson River Railroad in 1864, soon after he bought the parallelNew York and Harlem Railroad, which is today'sHarlem Line.^[6] He merged these and other short line railroads to form the New York Central and Hudson River Railroad, which was renamed theNew York Central Railroad in 1914.

One of the properties owned by the New York and Harlem was theSpuyten Duyvil and Port Morris Railroad. This railroad was built in 1842,^[7] and bought in 1853 by the New York and Harlem as part of a proposal by NY&H Vice PresidentGouverneur Morris Jr. to integrate it into a new industrial section of the waterfront. After this railroad became property of the New York Central and Hudson River Railroad, by 1871, the line was extended through the West Bronx, along the Harlem River to connect with the Hudson River Railroad. The segment north of Mott Haven Junction became part of the Hudson Division, while the portion to the south remained part of the Harlem Division. With the opening of the line, most passenger trains were rerouted into the newGrand Central Depot via that line along the northeast bank of theHarlem River and the New York and Harlem Rail Road, also part of the New York Central system.

In 1893, a third track was added along the line between Spuyten Duyvil and Sing Sing.^[5]: 384

This line was rebuilt and realigned in 1905–1906 when theHarlem River Ship Canal was built. The line was realigned along the north side of the canal inMarble Hill, Manhattan. Part of the original segment around Marble Hill became a freight spur leading to the Kingsbridge Freight Station, but the track around the northern and western sides of Marble Hill was later removed and no trace of it exists.^[8] Today, the realigned line serves as the segment of theMetro-North Railroad Hudson Line between Mott Haven Junction and theWest Side Line.^[9] The former Kingsbridge Freight Spur and station has been occupied by the grounds of theJohn F. Kennedy High School since the 1970s.^[10] TheNew York and Putnam Railroad spur remained until 1999.^[11]

As part of theconstruction 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.^[12] The first electric train departed for the temporaryGrand Central Station, from the Harlem Division'sHigh Bridge station in the Bronx, on September 30, 1906. Electrification would eventually extend toCroton–Harmon station.^[13][14]

Theformer main line south of Spuyten Duyvil remained for freight to the docks along Manhattan's west side and minimal passenger service to theWest Side Station onChambers Street (used until 1916). Passenger service on this line, which became known as the 30th Street Branch, continued until late 1929 or early 1930.

TheNew York Central operated many intercity and commuter trains over this line for many years. It was a key route in connectingGrand Central Terminal inNew York toLaSalle Street Station inChicago. Commuter service was always concentrated south of Poughkeepsie: by 1940, only three daily round trips – none of them timed for commuting to New York City – made local stops between Albany and Poughkeepsie.^[15] By 1960, only a single daily round trip (timed for commuting to Albany) made local stops.^[16] It was cut to a Hudson–Albany round trip with four intermediate stops by 1964, and discontinued around 1965; some intercity trains continued to stop atRhinecliff andHudson.^[17][18][19]

At the end ofWorld War II, private rail service began a sharp decline with the start of theJet Age and the construction of theInterstate Highway System.^[20]: 177 NYC, facing declining year-over-year profits, merged in 1968 with its former rival, thePennsylvania Railroad, forming thePenn Central Transportation Company.^[21] Penn Central continued to lose money and attempted several maneuvers to delay bankruptcy, including auctioning off the air rights ofGrand Central Terminal;^[22] the Pennsylvania Railroad had done the same thing toPenn Station.^[23] However, this approval was denied, and the denial was affirmed inPenn Central Transportation Co. v. New York City, a 1978 decision by theUnited States Supreme Court.^[24][25]

On May 1, 1971, theNational Railroad Passenger Corporation took over all intercity passenger service in the US. Penn Central continued to operate freight and commuter service along the Hudson line until it was folded intoConrail on April 1, 1976. Conrail continued to operate commuter service to Poughkeepsie & freight service north ofPoughkeepsie (while, Amtrak'sEmpire Service continued to Albany and beyond). On July 1, 1973, along with several other stations in Penn Central's Metropolitan Region, the138th Street,Oscawana andManitou stops were closed. Manitou reopened in 1983.^[26]

On September 10, 1974, the MTA announced that work would start on the construction of high-level platforms at eleven stations in the Bronx and Manhattan including at theMarble Hill,Spuyten Duyvil,University Heights,Morris Heights andRiverdale stations on the Hudson Line. The entire project cost $2.8 million. The work was expected to be completed in the late summer of 1975. As part of the work, the University Heights, Morris Heights and Marble Hill stations had island platforms installed, while side platforms were installed at Riverdale and Spuyten Duyvil. All of the platforms on the Hudson Line were 340 feet (100 m)-long with the exception of a 170 feet (52 m)-long side platform at Spuyten Duyvil and a 170 feet (52 m)-long platform at Morris Heights, which was set to be lengthened at a later date. The abandoned station building at University Heights was removed as part of the project.^[27] High-level platforms atSpuyten Duyvil andRiverdale were completed in early 1975. On May 2, 1975, the new platforms on the Hudson Line were formally put into service. The completion was marked with a ceremony with the head of the MTA, David Yunich present. The completion of these five stations marked the completion of a $22.8 million project to install high-level platforms at 43 Penn Central stations. The high-level platforms allowed the newMetropolitan andCosmopolitan to use the stations.^[28]

During the late 1970s, the Hudson Line's former northbound express track between Spuyten Duyvil and its merger with the Harlem Line was removed. The stations along the line betweenSpuyten Duyvil andYankees–East 153rd Street were rebuilt on top of this track's roadbed.^[29]

In 1983, theMTAMetro-North Railroad took control of all commuter operations in the Hudson Valley. As part of the MTA's five-year capital program in 1982, the MTA planned to remove one of the four tracks on the line. The MTA expected that the change would provide more flexible train service as the line would have received a computerized system capable of running trains in either direction on the three tracks. As part of the plan, trains would have receivedcab signalling. The change was expected to be completed in three to four years. TheNew York State DOT andAmtrak were strongly opposed to the proposal as the plan did not take into account future growth of passenger and freight traffic, and reduced the ability to move around stalled trains. Converting the then-existing four tracks to reversible cab signaling would have cost $15 million, which the MTA did not have.^[30]

On May 23, 2009, a new station was opened atEast 153rd Street in the Bronx to serveYankee Stadium. It sees regular service on the Hudson Line, plus special service from the Hudson, Harlem, and New Haven Lines forNew York Yankees games.^[31]

On December 1, 2013, a southbound trainderailed near theSpuyten Duyvil station in the Bronx. Four people were killed and more than 60 passengers were injured in the crash.^[32] Federal investigators from theNational Transportation Safety Board determined that the train was traveling at 82 miles per hour (132 km/h), a speed nearly three times the maximum allowable speed of 30 miles per hour (48 km/h). The train's brakes were apparently operating normally and area tracks in proper condition.^[33]

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 million, plus adiscount rate of 6.25%.^[1] 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 byArgent Ventures, 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.^[34] 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.^[35][36] The deal finally closed in March 2020, with the MTA taking ownership of the terminal and rail lines.^[37]

The MTA purchased the segment of the Hudson Line from Grand Central to a point 2 miles (3.2 km) north of Poughkeepsie.^[1][38] North of this point, milepost 75.8, theCSX Transportation-owned andAmtrak-operatedHudson Subdivision rail line continues north to Albany.

In 2025, the MTA published a plan to fortify the Hudson Line right-of-way againstclimate change, includingsea level rise andextreme weather.^[39][40] At the time, more than half of the line's length was in afloodplain, and about 20 miles (32 km) of the line from Riverdale to Croton-Harmon was especially susceptible to incidents like mudslides and washouts.^[40]

Since the tracks continue north of Poughkeepsie, there have been various proposals over the years from both theMTA (Metro-North's parent agency) andAmtrak, to extend service northwards. New York Central and Penn Central operated rail service north of Poughkeepsie toAlbany-Rensselaer until April 30, 1971; since then, only Amtrak's intercity trains continue beyond Poughkeepsie. Most proposals have been scratched after strong opposition from residents of northernDutchess County, who fear the effect that an easy rail commute tomidtown Manhattan would have on their still largely rural communities. In 1999, Metro-North proposed to extend the line 25 miles (40 km) toTivoli or just 15 miles (24 km) toRhinecliff.^[41] Three new stations would have been built – at Tivoli, Staatsburg and Hyde Park – while the terminus at Rhinecliff would have received commuter service in addition to Amtrak service. Parking facilities would have been built at the stations, and a yard would have been built.^[42] The Draft Environmental Impact Study for the extension, which would have cost $3 million, was deemed as necessary as ridership on the northern part of the Hudson Line was growing faster than that of any other part of the system.^[43][44] TheFederal Transit Administration provided some funding for the study.^[45] The Towns of Stanford,^[46] Milan, Red Hook and Rhinebeck and the Villages of Tivoli and Rhinebeck passed resolutions against the study.^[47] The study was not done because of significant opposition.^[48] However, Poughkeepsie-area commuters have supported such plans since they would ease pressure on that station. As recently as January 2007, supervisors of some towns north of Poughkeepsie have expressed new interest in extending rail service.^[49]

The MTA announced in October 2025 that one daily Hudson Line round-trip would be extended north of Poughkeepsie to theAlbany–Rensselaer station beginning in early 2026.^[50][51] The extended trip would make intermediate stops at theRhinecliff andHudson stations; no new stations would be built.^[52]

v t e Railways around New York City
Legend
toWassaic toAlbany toNew Haven Riverdale New Rochelle High Bridge Harlem River Oak Point Yard Amtrak Empire Connection Oak Point Link East River Grand Central Terminal Pennsylvania Station Sunnyside Yard toNewark toLong Island
Legend
Amtrak Metro-North Railroad freight lines Harlem Line Long Island Rail Road Hudson Line New Jersey Transit New Haven Line

The southernmost 11 miles (18 km) of the Hudson Line, south of Spuyten Duyvil, is not parallel to theHudson River. Much of the line in the Bronx parallels theHarlem River, while the entirety of the line in Manhattan followsPark Avenue. North of Spuyten Duyvil, the Hudson Line travels mostly parallel to the river (viewable on the left side northbound and the right side southbound) until the line terminates in Poughkeepsie.

Once past125th Street and over theHarlem River, the Hudson Line departs from the track shared with theHarlem andNew Haven Lines, passing firstYankees–East 153rd Street, which offers access to the lower Bronx andYankee Stadium. After it is the employee-onlyHighbridge stop as it follows the river northward and, at first, theMajor Deegan Expressway.

Marble Hill, technically in Manhattan despite being on the mainland, offers a transfer to theIRT Broadway–Seventh Avenue Line of theNew York City Subway at the225th Street station. A short curve away brings the trains toSpuyten Duyvil and its stairs to the street. Just past the station, the track rejoins the original Hudson River Railroad, shared withAmtrak, and after one more stop atRiverdale is out of New York City.

ThePalisades present themselves across the river as trains pass through the city ofYonkers and its four stops, mostly local. A few express trains do stop at the recently renovatedYonkers station, the first where a transfer to Amtrak is possible.

Smaller, local-only suburban stations are passed as theTappan Zee Bridge appears to the north and the river widens. Finally, betweenIrvington andTarrytown, it passes overhead.Rockland County fades to almost three miles (4.8 km) away acrossHaverstraw Bay. But after passing throughSing Sing prison, the train reachesOssining, where aferry brings travelers across the wide river toHaverstraw.

Electric trains end their runs one stop beyond, atCroton–Harmon, a terminal shared again with Amtrak just south of Harmon Yard and east ofCroton Point. The tracks veer inland, closely followingUS 9, to the next and newest stop,Cortlandt, the only non-New York City station on the line where the Hudson River cannot be seen.

The Hudson River reappears atPeekskill, the last stop in the county, where theBear Mountain Bridge can be seen to the north.

North of Peekskill the river narrows as theHudson Highlands begin.Dunderberg andBear mountains can be seen across the river. The train passes through two short tunnels, one under theBear Mountain Bridge abutment.Putnam County's first station,Manitou, serves a small hamlet. Just north ofGarrison, there is another tunnel and then a view of the stone buildings ofWest Point; the riverside village ofCold Spring is the next stop, last in the county.

TheDutchess County line is crossed in a pair of 842-foot (257 m) tunnels underBreakneck Ridge at Breakneck Point; across the riverStorm King Mountain is seen. TheBreakneck Ridge flag stop marks the end of the Highlands as the river once again broadens aroundNewburgh Bay. Shortly after leavingBeacon the train passes under theNewburgh-Beacon Bridge.

Just upriver isNew Hamburg, a hamlet of the Town of Poughkeepsie and a station closed in the NYCRR days but eventually reopened. There is a stretch of 7.5 miles (12.1 km) between the New Hamburg andPoughkeepsie stations. North of Poughkeepsie, the tracks continue north toward Albany.

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Electric service between Grand Central and Croton–Harmon uses the standardM3A andM7A multiple units also seen on theHarlem Line. Diesel trains are headed byGenesisP32AC-DMs orSiemensSC-42DMs pullingShoreliner cars with acab car at the south end. The P32AC-DMs areDual-Mode locomotives, so they can run off third-rail through thePark Avenue Tunnel.

As part of the Penn Station Access project, the MTA has proposed to send some Hudson Line trains toPenn Station inMidtown Manhattan. Hudson Line trains would access Penn Station via theEmpire Connection, a segment of track owned byAmtrak.^[53] This segment currently used by Amtrak'sEmpire Corridor trains to access Penn Station, diverges from the Hudson Line betweenRiverdale andSpuyten Duyvil stations. The proposal includes the construction of two new Hudson Line stations along the Empire Connection in Manhattan; one near125th Street inManhattanville and the other near 62nd Street on theUpper West Side.^[54] The project would give Hudson Line riders a direct ride to destinations on the West Side.

Milepost Zero on the Hudson Line is at the north property line of 42nd St (which is 200–300 feet south of the ends of the tracks). The Marble Hill Cutoff shortened the line by 0.73 miles (1.17 km) circa 1906, so Yonkers station (for example) is at milepost 15.24 but is about 14.46 miles (23.27 km) from the end of the tracks at GCT. The Hudson Line did not serve the stations in thePark Avenue tunnel.

Zone	Location	Station	Miles (km)	Date opened	Date closed	Connections / notes
1	Manhattan	Grand Central Terminal	0.0 (0)	October 6, 1871[55]		Metro-North Railroad:■ Harlem Line,■ New Haven Line Long Island Rail Road(atGrand Central Madison) NYC Subway:​​​​​(atGrand Central–42nd Street) NYCT Bus,MTA Bus
		59th Street				Built during the late 1870s; trains never stopped here.[56]
		72nd Street			June 23, 1901[57]
		86th Street	2.2 (3.5)	May 15, 1876[58]	June 23, 1901[57]
		110th Street	3.4 (5.5)	May 15, 1876[58]	June 17, 1906[59]
		Harlem–125th Street	4.2 (6.8)	October 25, 1897[8]		Metro-North Railroad:■ Harlem Line,■ New Haven Line NYC Subway:​​(at125th Street) NYCT Bus
2	The Bronx
		138th Street	5.0 (8.0)	c. 1858	July 2, 1972[60]
		Yankees–East 153rd Street	5.9 (9.5)	May 23, 2009[61]		Metro-North Railroad (game days only):■ Harlem Line,■ New Haven Line NYC Subway:​​(at161st Street–Yankee Stadium) NYCT Bus SeaStreak (game days only)
		Highbridge	6.7 (10.8)	c. 1870s	June 3, 1975	Metro-North employee-only stop.
		Morris Heights	8.1 (13.0)	c. 1870s		NYCT Bus
		University Heights	8.7 (14.0)	c. 1870s		NYCT Bus
		Fordham Heights		c. 1870s	Before 1920	Station merged into University Heights.
	Manhattan	Marble Hill	9.8 (15.8)	1906[62]		NYC Subway:(atMarble Hill–225th Street) NYCT Bus, MTA Bus
	The Bronx
		Kings Bridge		c. 1870s	c. 1905	Removed during 1905–06 realignment of Hudson Branch along theHarlem River Ship Canal[63]
		Spuyten Duyvil[a]	11.1 (17.9)	c. 1870s		Hudson Rail Link
		Riverdale	13.0 (20.9)			Hudson Rail Link
		Mount St. Vincent		On or before 1897	June 3, 1975[64]
3	Yonkers	Ludlow[b]	14.3 (23.0)			Bee-Line Bus
		Yonkers	15.1 (24.3)	1911		Amtrak:Adirondack,Berkshire Flyer,Empire Service,Ethan Allen Express,Maple Leaf Bee-Line Bus
		Glenwood	16.2 (26.1)			Bee-Line Bus
		Greystone	17.8 (28.6)	1899		Bee-Line Bus
4	Hastings-on-Hudson	Hastings-on-Hudson	19.5 (31.4)	September 29, 1849[65]		Bee-Line Bus
	Dobbs Ferry	Dobbs Ferry	20.7 (33.3)	September 29, 1849[65]		Bee-Line Bus
	Irvington	Ardsley-on-Hudson	21.7 (34.9)	c. 1895
		Irvington[c]	22.7 (36.5)
5	Tarrytown	Tarrytown	25.2 (40.6)	September 29, 1849[65]		Bee-Line Bus,Lower Hudson Transit Link
	Sleepy Hollow	Philipse Manor	26.5 (42.6)	January 30, 1911[66]
	Briarcliff Manor	Scarborough	29.5 (47.5)	Before 1860[67]
	Ossining	Ossining	30.8 (49.6)	1848		Bee-Line Bus NY Waterway:Haverstraw–Ossining Ferry
	Croton-on-Hudson	Croton–Harmon	33.2 (53.4)			Amtrak:Adirondack,Empire Service,Berkshire Flyer,Ethan Allen Express,Lake Shore Limited,Maple Leaf Bee-Line Bus Northern terminus of electrification - services north of this station use diesel sets.
		Croton North		September 29, 1849[65][68] 1983[69]	1984[69]
6	Cortlandt
		Oscawana			July 2, 1973[70]
		Crugers			1996	Replaced by Cortlandt station in 1996.
		Cortlandt	38.4 (61.8)	April 1996[71]		Bee-Line Bus
		Montrose			1996	Replaced by Cortlandt station in 1996.
	Peekskill	Peekskill	41.2 (66.3)	September 29, 1849[65]		Bee-Line Bus
	Philipstown
		Roa Hook
7		Manitou	46.0 (74.0)			Limited-service stop.
		Garrison	49.9 (80.3)
	Cold Spring	Cold Spring	52.5 (84.5)			Putnam Transit:Cold Spring Trolley (seasonal)
	Philipstown	Storm King				Located at the south end of theBreakneck Ridge Tunnels
	Fishkill	Breakneck Ridge	55.0 (88.5)			Limited-service stop - usually used for hikers.
8
		Dutchess Junction		c. 1866	1950s	Former junction withNewburgh, Dutchess and Connecticut Railroad (eliminated in 1916)
	Beacon	Beacon	59.0 (95.0)			Dutchess County Public Transit,Leprechaun Lines NY Waterway:Newburgh-Beacon Ferry
		Chelsea		1901	July 2, 1973[70]
	New Hamburg	New Hamburg	65.0 (104.6)	December 6, 1849[72] October 17, 1981[73]	July 2, 1973[70]	Dutchess County Public Transit
9
	Crown Heights	Camelot				Cut off by a mine inCrown Heights
	Poughkeepsie	Poughkeepsie	73.5 (118.3)	January 4, 1850[74]		Amtrak:Adirondack,Berkshire Flyer,Empire Service,Ethan Allen Express,Lake Shore Limited,Maple Leaf Dutchess County Public Transit,City of Poughkeepsie Transit,UCAT,Short Line,Trailways of New York

• Hasbrouck, Frank (1909).The History of Dutchess County, New York.Poughkeepsie, New York: S.A. Matthieu. RetrievedJune 21, 2022.

Wikimedia Commons has media related toHudson Line.

• Metro-North Railroad Schedules
• world.nycsubway.org – Hudson Line
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• NYC Hudson Division - Troy to Oscawana andCroton North to GCT (Road and Rail Pictures)
• Penn Central Railroad: Hudson, Harlem and other nearby Divisions; April 28, 1968

• Metro-North Railroad
• New York Central Railroad lines
• Hudson River
• Rail infrastructure in New York (state)
• Railroads in the Bronx

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