North White Plains was just one spot where the men and women of Metro-North kept a railroad moving – even when there wasn’t quite a railroad to run. Riders were forced to take buses from North White Plains to Pleasantville and vice versa, bypassing the crash in Valhalla. The station was sufficiently far enough from the crash to hear the constant drone of helicopters swarming over the normally quiet Valhalla, but nonetheless still swarmed with news vans and reporters.
I spent that Wednesday evening in North White Plains, as my husband was one of the employees directing riders onto buses and helping them find their way home (or in the case of many Rangers fans, to the city to see their team win over the Bruins). Here are a few photos from that night…
By 7 PM the consist involved in the crash had made the short journey south to North White, and is pushed back into the yard. With that out of the way, workers could spend the night readying the track for a full train service restoration the next morning…
The only non-railroad photo to make the top 10, New York’s skyline as seen from the opposite side of the river in New Jersey.
Strangely enough, the railroad also played a part in the establishment of various cemeteries. As the city itself grew larger, not only did some former rural cemeteries get displaced, people with money wished to be interred in an attractive rural setting. Woodlawn Cemetery was established in 1863, and took in the remains of cemeteries displaced in the city proper, and grew to become a venerable place of final rest for thousands. Such growth was undoubtedly assisted by the nearby railroad, easily allowing loved ones to visit the graves of their friends and family. Further north along the Harlem Division, the Kensico Cemetery was also established as a beautiful, rural final resting place. Truly appealing to the wealthy of the city, Kensico offered a private railcar for rent for funerals which would transport people directly from Grand Central to the cemetery’s very own train station.
Though Woodlawn and Kensico may be the two most commonly known cemeteries that owe their growth to the Harlem Railroad, there is another slightly more unique cemetery that also falls into that category – the Hartsdale Pet Cemetery. Just like its brethren, the Hartsdale cemetery has seen gun salutes, bagpipers, and is the final resting place for thousands of friends – however the majority of them just happen to not be human. Buried within its grounds you’ll find the graves of war dogs, police dogs (including at least one MTAPD K9), a search and rescue dog that lost its life on September 11th, thousands of other cats and dogs, humans that opted for their cremains to be interred together with their beloved pets, and even a lion. It is also home to the War Dog Memorial, celebrating the animals that fought alongside their human handlers in the Great War.
I got a chance to check out one of these new machines, and must admit they are quite cool. Slim and light compared to the previous TIMs, these new machines are essentially tricked-out iPhones running special software. Wrapped in a blue Metro-North case, the TIM contains an LED barcode scanner (used for scanning the barcode on IDs of delinquents that have neither tickets nor money) and a swipe for credit cards. The special software installed on the phone not only allows conductors to sell tickets, but it also “locks down” the iPhone, preventing it from downloading apps, reading email, and all the other things you wouldn’t want a conductor to do while on duty.
Similar to the previous TIM, the new TIM connects wirelessly to a printer that can be hung from the belt. This printer provides the customer with a receipt for the ticket they bought. It also provides the conductor at the end of the day a receipt that lists how much they’ve sold, and further breaks that down into cash tickets sold (which needs to be turned in to Metro-North), and how much was sold by credit.
While the majority of Metro-North riders are conditioned to purchase their tickets before boarding, there remains several stations on the Danbury and Waterbury Branches that do not have platform ticket vending machines or ticket sellers. It is there that the new TIM will likely be most welcome. But for those people that race to catch a train and aren’t able to purchase a ticket before boarding, being able to use a credit card is a great convenience.
Though much of the fanfare regarding the new TIM focuses on the ability to accept credit cards, it is worth mentioning that the new technology can help out quite a bit when it comes to customer service. One of the main complaints I hear are that customers on trains stuck in delays are not provided with enough information as to what is going on. What most don’t realize, however, is that conductors are often not given information about what is happening. In fact, Metro-North’s text alert system often provides customers with information that crews don’t even know. Because the new TIM is essentially a cell phone, the potential is there to use it to notify conductors about issues – information that can then be relayed to the customers over the train’s PA. Whether the technology will be used in this fashion remains to be seen, but it is certainly a step in the right direction.
Of course, one must remember that this is only a pilot program. However, I imagine that once the system’s inevitable bugs are worked out, credit card enabled TIMs will soon be popping up on more lines and trains.
Three screens of the new TIM – A message sent to the conductor, the screen selling tickets, and a screen showing the phone’s “lockdown” – preventing the iPhone from doing the things most people do with iPhones
Over the past few weeks I’ve spent my evenings exploring the rails, photographing at one of my favorite times of the day – sunset. While one generally loses the illumination of the sun’s rays, you gain a multitude of colors in the sky… and to me, there is just something magical about that.
In terms of night photography – or at least, what railfans tend to think about night photography – one usually uses artificial lights to illuminate a posed, unmoving train. Though it seems to be the en vogue thing to do these days, I see little reason to do so other than “because we can.” Most seem to do it for the novelty, or because all the “cool kids” are doing it. Many that take part look to evoke the work of O. Winston Link, arguably the best night railroad photographer ever (though Jack Delano, whose photographs I featured last week, was also an accomplished night photographer – it was never really his “claim to fame,” however). Unfortunately, most fall flat in their endeavor to “be like Link.” While I can see the merits of photographing steam trains at night (the lower light allows one to capture sweeping plumes of smoke from the engine), I see little reason to do it with modern trains. After dark I find it far more fun to capture not the train itself, but the train’s movement, and its environment.
Because of the low ambient light, long exposure photography allows one to record the movement of the train, rendered as blurs of light. In order to get a proper exposure, your camera shutter is open for longer – in some cases for 15 seconds or more (thus a stable resting place, preferably a tripod, is required). Done right, any moving object in the frame shows up as a blur, or a streak. Modern electric trains, like Metro-North’s M7s and M8s, with their shiny and smooth exteriors and LED lights lend themselves to this, becoming graceful blurs. Instead of artificial light, one uses the “natural” (or as natural as the light off a cityscape could be), and the intense colors of a sunset to evoke a completely different mood. Since I don’t really have a post lined up for this week, I figured I’d share some of my recent photographs taken at sunset, or at night… and maybe convince some of you that there is fun to be had after dark, far away from the now all too common “night photo sessions.”
After a very long and cold winter, it is finally starting to feel like spring. Hopefully you all had an enjoyable weekend, perhaps even watching or riding some trains. Alas down by the railroad tracks of the Hudson Line, the greenery has yet to bloom – so I decided to take spring to the trains.
Meanwhile, Metro-North crews were hard at work this weekend in numerous places around the system. On the upper Harlem Line, busing was in effect as crews worked at the Pleasant Ridge Road and Chippawalla Road crossings in Wingdale. The Pleasant Ridge crossing has been a difficulty for well over a month now, requiring trains to stop and warn before entering the crossing, and proceeding at reduced speed through it. Hopefully after this work, everything will be getting back to normal. Crews started work on the crossing Friday evening, and worked almost nonstop through the weekend to get it back in order for regular service at about 4 AM this morning.
Metro-North’s new president, Joseph Giulietti, has been on the job over a month now, and it seems apparent that things are slowly starting to change at the beleaguered railroad. One certainly cannot change an entire railroad in such a short amount of time, but Mr. Giulietti has made it a point to ensure riders that safety is the railroad’s primary goal.
In a more light-hearted move, Giulietti has also announced the beginning of a Heritage Unit program for Metro-North. Such programs have been highly successful and well liked on other railroads, most notably Norfolk Southern. While discussing the subject, Giulietti asserted, “we need to restore pride to Metro-North. The railroad systems here in New York City were at one time the best in the world, though unfortunately that is not the case today. We definitely need to look forward, but at the same time there is no better way to restore pride than to remember our roots.”
Metro-North’s locomotive 220, which was sent out for work several weeks ago, has returned in a new paint scheme resembling that of the New York Central. “This is the first of hopefully several locomotives in heritage schemes. Many years ago Metro-North had a New York Central themed FL9, and so we opted for a different scheme than that previous locomotive.” Unfortunately, there is no timetable for future heritage locomotives. According to Giulietti, “as locomotives are sent out for repair, they will likely return to Metro-North with some new paint.”
Remembering the Past
As the final day of the month of January, today marks the last day of Howard Permut’s tenure as president of Metro-North Railroad. While 2013 was set to be a celebrated year – with Metro-North’s 30th anniversary, and the centennial of Grand Central Terminal – instead the year was tainted with mishaps and tragedies. You can say what you wish about Mr. Permut’s years as president, but it remains fact that he was a member of the team that formed the railroad 31 years ago. His insider’s perspective on Metro-North, and how it evolved over the years, made an interesting interview.
In a time where countless commuters wish to revolt, some going as far as to say Metro-North is the “worst railroad” ever or like a “horror movie,” I come with an idea many will outright refuse to accept. It is, however, the truth. Metro-North has in fact evolved over the past 31 years. I hardly believe it is deserving of the “worst railroad ever” superlative that some are attributing to it, but such a description may be apt for one of Metro-North’s predecessors.
I’m a firm believer in the adage that those who do not remember the past are doomed to repeat it. History is incredibly important, and it has been painfully obvious recently that many are deficient in that area – especially when it comes to trains. It is undeniable that Metro-North has had some major issues within the past twelve months, and there are many lessons the railroad must learn. But we must know the past to adequately move into the future – thus if one wishes to truly understand Metro-North, a little visit to the past is required.
Although frolicking in a grassy meadow may be fun, for the Upper Harlem it displays neglect. Less than a decade from when this photo was taken in 1966, Millerton and the rest of the Upper Harlem was abandoned for passenger service.
We rewind the clock back to 1968 – the year of the ill-fated merger between the Pennsylvania Railroad and the New York Central (the New York, New Haven and Hartford was added to the merger in 1969). Within a scant two years the Penn Central was bankrupt – the railroad was the country’s sixth largest corporation, and at the time its bankruptcy was the largest this nation had ever seen. If you want to think of a horrible American railroad, this is where you should start – besides incompatible computer systems and clashing employees, deteriorating infrastructure led to slow and late trains, and entire freight trains went missing – crops destined for the market rotted, and with 25% on-time performance for some deliveries, companies left to find other methods to ship goods.
One of the reasons this site even exists is because of my interest in Penn Central’s abandonment of the Upper Harlem Division. On a cold March morning in 1972 the 6:55 train from Chatham to Grand Central operated as normal. However, by midday the Penn Central legally won the right to terminate the line, and fifty miles of the Upper Harlem Division were abandoned for passenger service. Anyone that came down on that morning train had no ride home – they had to find their own way. Imagine how angry people would be if Metro-North tried to pull the same stunt today! Sorry, New Haven commuters, our last stop today, and forevermore is Port Chester, and we don’t care how you get home.
Penn Central operated after bankruptcy for a few more years, until its operations were taken over by other companies. Conrail became the steward of Grand Central’s commuter lines until Metro-North was formed and took over operations in 1983. Metro-North Day One was hardly anything to rave about. This is what you’d find at Putnam Junction, aka Brewster Yard:
In the earliest days, it was obvious that Metro-North was cobbled together from the remains of the New York Central, New York, New Haven and Hartford, Penn Central, and Conrail. Here’s a shot from 1984 in Poughkeepsie:
Equipment you'll see today on Metro-North
Besides the obvious update of rolling stock (and you Connecticut folks can go pin your miseries in that department on disgraced former Governor John Rowland – perhaps if he cared for commuters as much as he did his weekend home you’d be a bit less miserable), Metro-North has significantly upgraded its shops to accommodate repairs and maintenance of the new equipment. The old New York Central shops at Croton-Harmon dated back to 1909, and were restored in Metro-North’s earliest years. In 2010 they were reconstructed, and the new Croton-Harmon Locomotive and Coach Shop is now a modern, state-of-the-art facility. A new shop at Brewster opened in 1987, and at North White Plains in 1993.
SPV2000 on the Upper Hudson Line in 1985. These days both the Upper Hudson Line and Upper Harlem Line get enough traffic that there are 7-car through trains a few times per day. In 1983 only eight southbound trains operated on the Upper Harlem, today thirteen trains depart Wassaic every day, bound for New York City.
Most of Metro-North’s stations look quite different than in the past, as almost every station now has high-level platforms. New York Central engineers working on the design of Grand Central Terminal in the early 1900s clocked patrons boarding trains and calculated that riders board 50% faster on high level platforms. They also make it easier to accommodate those with baby carriages, and patrons in wheelchairs. Despite the pros of high level platforms, they were not implemented system-wide until after Metro-North took over. On average, the duration of a trip from Grand Central to Dover Plains in 1972 was about two hours and 20 minutes – today the trip takes about two hours, and note that the route is six miles longer and terminates at Wassaic. Faster boarding allows for quicker train times.
One of the most influential changes made by Metro-North was the electrification of the Harlem Line north of White Plains. Service up to Brewster became incredibly more reliable, and led to an increase in ridership. When constructed early on, Brewster North (now Southeast) was often empty – now you’ll see an immense filled parking lot with riders from both New York and Connecticut. Despite out-of-touch politicians arguing that people are packing up and leaving the area because of poor train service, or at minimum opting to drive, ridership – even on the beleaguered New Haven Line – actually increased.
As a lover of history, the fact that many historic train depots have been restored during Metro-North’s tenure is an important point. Grand Central, Harlem 125th Street, New Haven Union Station, Port Chester, Chappaqua, Hartsdale, Yonkers, Ossining… the list could go on. It is also worth mentioning that restoration work was also performed on the Park Avenue Tunnel. I appreciate the efforts of the railroad, of the communities, and of the state to preserve our history.
Metro-North has also opened several stations over the years, on all three lines. The Harlem Line was lengthened to Wassaic, the Yankees E 153rd Street stop makes it easier for people to get to the baseball game, and two different Veterans Hospitals are accessible from Cortlandt and West Haven stations. Even the famed Appalachian Trail now has a train station along the Harlem Line.
Looking to the Future
No railroad wants to have late trains, but unfortunately it has become a fact of life for Metro-North. After the derailment at Spuyten Duyvil speed restrictions can be found on all Metro-North lines (especially the New Haven Line). Perhaps in the past there were safe spots that engineers could “make up time,” but they are no more. However, it is incredibly irresponsible to pretend that all methods of transit are at a hundred percent, all the time. Everyone always has the option to drive, and maybe you’ll even get there on time – provided that I-95 isn’t shut down because of an overturned truck, that the Saw Mill isn’t closed because of flooding every time we get a good rainstorm, or the Taconic is closed for construction. Plus we all know that nobody ever sleeps in airports because flights are delayed for days, and that multi-car pileups are pure fiction.
No commuter wants to ride a late train, but make some friends, try to enjoy your ride home. There are very few times that the train has gotten me to work seriously late, but I can count plenty of times that driving coworkers have been late due to traffic, construction, or other accidents. Take it from 50 year Harlem Line commuter John F.:
In 1964, I started riding the New York Central train from Bronxville to Fordham University in the Bronx every day. I have enjoyed commuting via the Harlem Line most years ever since. Perhaps the best part has been and continues to be the friends I have made on the train over the years with conductors and fellow passengers. I’ve been fortunate enough to meet some fascinating people who have enriched my life. My goal is to continue commuting and making friends until 2026.
Fifty years ago, commuting was an opportunity to relax, play cards and chat with friends you saw everyday. When we all get bored with our laptops and cell phones, I hope that the opportunity to engage in good conversation with conductors and fellow commuters is still there.
In closing, Metro-North has much potential for greatness, and we wholeheartedly welcome the very well respected railroader Mr. Joseph Giulietti in his position as president of this railroad (effective February 10th). Similar to Mr. Permut, Mr. Giulietti was around for the fledgling Metro-North Commuter Railroad’s earliest days. He understands the past, and undoubtedly has aspirations for a bright future. I will be happy to see this railroad further evolve, and hey, Mr. G? Want to do an interview? Come talk to me!
Right about now I am really looking forward to summer. I’m never a fan of the cold (despite sleeping in an ice hotel, and visiting Alaska in winter…) and this winter feels exceptionally so. The winter we’ve thus endured, however, pales in comparison to the winter of 1888. The Great Blizzard of 1888 is one of the most severe blizzards ever recorded in the US, with 22 inches of snow in New York City and 48 inches of snow in Albany. It took the New York, New Haven, and Hartford Railroad eight days to clear the snow from their main line to New Haven. The New York and Harlem Railroad’s attempts were less successful, recorded as a small blip in the annals of history.
Meet Old Eli. This comical looking contraption was one of the first snowplows built for the New York Central Railroad in 1864. The plow was mounted on a six-wheeled truck, and connected to an engine with an old-fashioned push bar. The plow usually required several steam locomotives to push it, and for the 1888 blizzard the plow was being pushed by a total of five. It is worth mentioning that this plow was hardly an ingenious innovation, instead of pushing snow to the side, it often pushed the snow up and above the engine – a grievous issue when traversing an extremely narrow rock cut.
Heading north from White Plains, Old Eli was to clear the snow from the Harlem all the way to Chatham, but instead met doom at Coleman’s. The narrow rock cut there was plugged with snow, and the aforementioned deficiency of the plow ensured that the lead locomotive was thoroughly buried in the snow. All five locomotives derailed, Old Eli was destroyed beyond repair, and five crew members lost their lives, three of which were boiled alive by the lead steam locomotive.
Thankfully, most of our winters have been far less eventful, except maybe for the random guy running around wearing a horse mask. I’ve wandered around the Harlem Line during the past few snowstorms, capturing the trains and the people that make them run… so let’s take a little tour of the Harlem Line in the snow…