While the good majority of service on Metro-North is operated by Electric Multiple Unit cars, the railroad’s dashing diesels handle the rest of the load – largely in the unelectrified territories of the Upper Hudson Line, Upper Harlem Line, and the Danbury and Waterbury Branches. West of Hudson service, operated by New Jersey Transit, is also dieselized, carrying passengers through New Jersey and into New York’s Orange and Rockland counties. Arguably, it is this diesel territory that is likely considered Metro-North’s most beautiful. Spots like Port Jervis’s Moodna Viaduct, views of the Hudson Line from the Bear Mountain Bridge, and the Harlem Line’s Ice Pond all fall into this category.
Here’s a photo gallery of some of Metro-North’s dynamic and dashing diesels, most of which were captured within the past few weeks (although a few are favorites from last year) on the Harlem, Hudson, and Port Jervis Lines of Metro-North. Enjoy!
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.”
Last Saturday marked the official opening of the Dutchess Rail Trail, and festivities were held in Hopewell Junction to celebrate this newly completed “linear park.” Though the event focused on the dedication of the rail trail to former County Executive William R. Steinhaus, it is impossible to miss the newly-restored depot just steps away. After many years of lying vacant, and even being burned by arsonists, the depot was eventually restored to greatness. The depot lies at the east end of the trail, and will serve as a welcome center for visitors.
Hopewell has a long history of railroading – the first railroad to arrive was the Dutchess and Columbia in 1871. It was followed by the New York & New England’s line in 1881. The first railroad crossing over the Hudson River south of Albany opened in Poughkeepsie in 1888, leading to additional traffic through Hopewell. That link formed the “Maybrook Line,” which is now the Dutchess Rail Trail.
Saturday’s festivities also marked an unofficial event for the Depot – the first opening of what I call the “museum room.” Over the past few months, I worked with other volunteers to design four interpretive panels highlighting the history of local railroading through Hopewell, and its impact on the community. All four panels were completed, printed, and hung for the rail trail event.
These are the interpretive panels now on display at Hopewell Junction
The restored Hopewell Junction Depot and the new interpretive panels on display.
In all, the Dutchess Rail Trail opening was a lovely event, and heavily attended. Hopewell Junction is now connected by trail to the Walkway Over the Hudson, which is an attractive journey.
Photos from the opening of the Dutchess Rail Trail
While some of the most die-hard railfans are sometimes against the conversion of rail lines into rail trails, I am generally in support of rail trails due to the fact that they preserve the history of abandoned rail lines. The original concept behind rail trails was railbanking – essentially preserving the railroad’s right of way in case there would be reactivation in the future. In practice, however, railbanking by converting to trails is at best a scam, and at worst an acceptable to way to grab land, or a method to support the trucking industry by ensuring that competition by rail freight will never be restored. Once the right of way is converted to a trail, turning it back into a rail line is almost impossible, or as Metro-North President Howard Permut said regarding reactivating the Harlem Line up to Millerton, “how do you de-map a rail trail?” Although the Rails to Trails Conservancy admits its origins in the concept of railbanking, they have little regard for railroads. In fact their 2011 annual report celebrates a victory in preventing a rail line from reactivating service – and we’re talking about a rail line that still had tracks on the ground, and had not been turned into a trail.
Alas, this is the reality of the United States, where the car reigns supreme, and few realize the true benefits of railroads. Many railfans tend to believe in the fairy tale that all former rail lines could be reborn, but that will never happen. In instances where a revival of train service will probably never happen, I support turning these lines into trails to preserve their history. Considering that the actual rails where the Dutchess Rail Trail now sits were gone even before I was born, an entire generation grew up with almost no clue that a railroad had been there. The line remained abandoned and forgotten for decades before being developed into a trail. At least the rail trail preserves its memory. The Dutchess Rail Trail and the recently restored Hopewell Junction depot, serving as the east trailhead for it, are like a match made in heaven. In tandem, the depot (and its new museum room, with historical interpretive panels) and the trail will ensure that generations to come remember the history of this once proud rail line, and its service as a gateway to New England. It is the perfect embodiment of the pure rails to trails concept: “protecting and converting America’s unused rail corridors for multi-use trails.”
Unfortunately, the once-laudable concept of preservation by saving abandoned rail corridors has been perverted. Instead of saving abandoned corridors, trail proponents have set their sights on driving out existing railroads and claim the right of way for themselves (the Rails to Trails Conservancy’s how-to Acquiring Rail Corridors guides would-be vultures to circle existing railroads until they die). Two New York Rail lines – the Catskill Mountain Railroad, and the Adirondack Scenic Railroad – are both under fire from politicians and an extremely vocal group of trail proponents that want them gone by any means (including committing felonies and vandalism). The most serious case is the Catskill Mountain Railroad – a successful all-volunteer operation that attracts visitors from around the state and beyond to ride its scenic trains. While I credit former Dutchess County Executive Steinhaus for his role in preserving history on both the Dutchess and Harlem Rail Trails, it seems that Ulster County Executive Mike Hein is green with jealousy, and foaming at the mouth to get his own rail trail, even if it means taking down an active railroad in the process. Mr. Hein, I think you miss the point, we’re supposed to be preserving history, not demolishing it.
Advocates for rail trails seek to shut down the Catskill Mountain Railroad and the Adirondack Scenic Railroad (pictured above) and turn them into trails.
Hein has promoted tourism to Ulster County (conveniently, the agency engaged in this promotion is a financial donor to Mr. Hein), yet seeks to take down a railroad that does in fact attract tourists, all of which is run by volunteers with no cost to the county. Rail trails are certainly in vogue these days and popping up everywhere – so why would any tourists travel to Ulster just for a trail, when they could visit one closer to home? An economic impact analysis of the rail trail plan, with grossly inflated numbers, compares the proposed trail with the Walkway over the Hudson. No offense, Mr. Hein, but that is apples to oranges – the Walkway is a unique creation, and undoubtedly draws tourists for that exhilarating experience of walking across the mighty Hudson. A trail in the Catskills wouldn’t attract anywhere close to the visitors that the Walkway receives.
Why demolish an active rail line when the county could easily create a trail alongside it? Because a rail with trail “decreases the usefulness” of a trail, will lead to safety issues for the railroad, and will increase costs? That is grasping at straws. Why should anyone trust anything the county has to say in their report, especially when cited public estimations of fixing a bridge on the line were more than $850,000 dollars, yet the railroad repaired it with volunteers for under $30,000? As for safety, the Rails to Trails Conservancy’s 2000 study, as cited by the US Department of Transportation, found that Rails with Trails “are compatible with active railroads” and “are just as safe as other trails.” So really, why does Hein refuse to consider a rail and trail? Is it an ego thing, or has another company or PAC that donates money to Mr. Hein yet again greased the wheels?
Hein & Friends like to depict the Catskill Mountain Railroad as a failure by showing photos of Hurricane Irene damage. Even established railroads like Metro-North were heavily damaged by this storm. In reality, volunteers repaired the storm damage and more without the FEMA funding earmarked for it, as Mike Hein refuses to disburse it.
Support rails with trails, and preservation of our history. That would make a real world-class tourist attraction.
The old station at Marble Hill, pictured in 1927, and in 1946.
As we’ve toured the Hudson Line, we’ve encountered several stations with fairly confusing backgrounds. There are stations that nobody seems to be able to spell correctly, like “Spitendivel” and “Pokipse.” And there’s also Ardsley-on-Hudson, which isn’t in Ardsley, and shouldn’t be confused with the former Putnam Division station of Ardsley (despite the fact that the New York Central printed Ardsley-on-Hudson timetables as just Ardsley). Today’s tour takes us back to the Bronx, to another station also surrounded in a bit of confusion – Marble Hill.
Views of the tracks near Marble Hill in 1935.
Special timetable with new daytime trains for the West Bronx stations, including Marble Hill… where that Bronx name is subject to debate.
If you were to look at any of the local timetables printed by the railroad, or even at a map, you’d likely get the idea that Marble Hill is part of the Bronx. On the other hand, I probably have at least one person that wants to hit me for calling Marble Hill part of the Bronx in the paragraph above. As New York City grew, we humans have significantly changed the landscape of Manhattan island and beyond – and I’m not just talking about massive buildings and skyscrapers. At one point in history, Marble Hill – named for the marble quarries once located here – was part of Manhattan island. When a canal was built to link the Harlem and Hudson Rivers, Marble Hill was separated from Manhattan and became its own island. And when, in 1914, the original course of the Harlem River was filled in, Marble Hill became connected geographically with the Bronx.
Map of the Marble Hill area from 1895 (when the canal was completed), and an aerial view of what the area looks like now. Note the “island” of Marble Hill on the 1895 map.
Politically, residents of Marble Hill vote for the Manhattan Borough President, Senator, City Councilman and Assemblyman. But due to the geographic nature of the area, Marble Hill is serviced by the police, emergency and fire department from the Bronx. Because of the general confusion, residents of Marble Hill end up in the archaic directory known as the “phone book” for both the Bronx and Manhattan, and letters written to either borough will be delivered by the US Postal Service. Nonetheless, Metro-North considers it part of the Bronx, and you’ll find Marble Hill listed in the local timetable for the West Bronx.
The current Metro-North station at Marble Hill is located a bit more north than the historical station operated by the New York Central. The old station had four tracks running by it (visible in the photos above), where the current station only has three. Both locations, however, are easily within walking distance of the 225th Street subway station, which has a significant effect on the ridership at the station.
In 2008, Metro-North reported that over 900 people were using Marble Hill station, but only 100 were using it to get to Grand Central. At least 300 people were getting off southbound Hudson Line trains and transferring to the subway. Another 300 were using Marble Hill for the reverse commute, possibly making the connection with the subway. Although it would likely lengthen the commute time, many people may be doing this as a cost saving measure. For example, a Tarrytown to Grand Central monthly would cost $266, but a Tarrytown to Marble Hill monthly only costs $88. Purchasing that along with an unlimited-ride Metro-Card would yield a savings of $74. For others, the subway may just provide easier access to their places of work.
Some non-Metro-North action in Marble Hill. Seeing Amtrak trains at Marble Hill is a rarity, as they generally branch off from the Hudson Line before Spuyten Duyvil, unless for some reason they need to be detoured. Photos by Mike Foley.
Besides the geographic anomaly and the unique ridership of Marble Hill, the station really is typical of Metro-North. You can find the same station signs, wire benches, blue trash bins, and ticket vending machines as almost every other station. The station itself consists of a short island platform, connected to street level with an overpass, which contains the aforementioned ticket machines. The station is located right alongside the river, and visible from the station is the Broadway Bridge, which connects both cars and subway trains to Manhattan.
That about wraps things up for Marble Hill – next week we’ll feature our final Tuesday Tour of the Hudson Line, Poughkeepsie.
Two early Metro-North Hudson Line timetables, and a local New York Central timetable listing the station as Ardsley – just to confuse you.
Today’s tour of the Hudson Line takes us just about 22 miles north of Grand Central to Ardsley-on-Hudson station, a place of a bit of confusion. Ardsley-on-Hudson, located in Irvington, should not be confused with actual village of Ardsley, which is located a few miles east and had its own station on the long-gone Putnam Division. As you can see above, many Ardsley-on-Hudson timetables were printed with just “Ardsley” which doesn’t really help much with the confusion. Thankfully, Metro-North has been fairly consistent with printing the full “Ardsley-on-Hudson” on station signs and in timetables for the past few years.
Above: 1896 drawing of the Ardsley Casino clubhouse. Below: 1899 photo of the clubhouse grounds, and a postcard showing the yacht landing, train station, and clubhouse. The aesthetic of the train station matches the buildings for the Casino. Postcard from the collection of Steve Swirsky.
In regards to the train station, the name Ardsley derives from the Ardsley Casino, which opened at this location in 1896. The “on-Hudson” portion was tacked on because of its geographic location on the river, and to differentiate it from the village of Ardsley. To confuse you more, the Casino wasn’t a casino, but more of a club for the rich to play golf. While the Casino built a dock for their rich members to sail up to in their yachts, not all of the membership was quite as fortunate to own one – thus a train station was constructed. The train station building mirrored the Tudor revival architecture style of the Casino’s nearby clubhouse. The two buildings stood in close proximity until 1936 when the clubhouse was torn down. As the only surviving remnant of the club that once stood here, the station building does look a little bit out of place aesthetically, and has a unique look compared to other Hudson Line stations.
Though the Ardsley Casino no longer exists, the more informal Ardsley Country Club, can be named as its sucessor. The Casino merged with the nearby Racquet and Swimming Club in 1935, shortly before the old clubhouse was torn down and took that name.
Pedestrian bridge that connected the Hudson House apartments to the train station, which was destroyed in 2010. Photo by John Reidy. Aerial views of Ardsley-on-Hudson. The one on the left is from 2004, the one on the right from 2010, shortly after the pedestrian bridge was destroyed. Note the differences in the station itself – the station was upgraded in the time between both photos.
After the Casino was torn down, it was replaced with the Hudson House Apartments. At one time there was a pedestrian bridge that connected the apartments directly to the train station. Unfortunately, the bridge was destroyed in 2010 when a sanitation driver crashed his dump truck into it. The historical bridge was never rebuilt.
Construction at Ardsley-on-Hudson station in 2005 and 2006. Photos by Henry C. CSX at Ardsley-on-Hudson. Photo by Michael Foley.
Though the original station building still exists, it is not used for any railroad functions. It is now the home of the Ardsley-on-Hudson post office, and contains rows of post office boxes. The original fireplaces built in the station are still there, but not used. You may not be able to buy your ticket here, but there still is a small area that one could probably use to wait for a train, and some bathrooms.
Like many of Metro-North’s Hudson Line stations, Ardsley-on-Hudson underwent considerable improvements in the past few years. Ardsley-on-Hudson had its turn in 2005 and 2006, when a new overpass was built, as well as new platforms. Canopies were added to much of the platform to protect riders from the elements, which are visible in the aerial shot above. Ticket Vending Machines were installed in the new overpass.
All in all, Ardsley-on-Hudson is a pretty nice station. It has a bit of history, and being right on the Hudson River always looks nice. From the station you can see the Tappan Zee Bridge to the north, and just barely make out the George Washington Bridge in the far south on a clear day. If you ever find yourself on the Hudson Line, Ardsley-on-Hudson would always be an interesting station to check out!
I have a secret confession to make… the Hudson Line sure is attractive, but in my opinion, one of the most beautiful spots is probably not on most people’s list. I absolutely adore Glenwood. I do have a bizarre infatuation with abandoned buildings, though – and the old Glenwood power station is quite gorgeous to me. While we’re technically checking out Glenwood’s train station today, the abandoned power station is impossible to miss. It also has a shared history with the railroad, at least in the distant past, which does make it a relevant part of today’s tour.
Inside the power station. Despite my professed love for the abandoned Glenwood power station, I’m too much of a law-abiding chicken to try and enter the place. Thankfully, many other people have, and it is pretty easy to find photos online. Photo by Chris M. Howard.
As you may remember, in 1902 there was a serious train crash in the Park Avenue Tunnel, which was one of the catalysts for third-rail electrification heading into New York City. The railroad, of course, needed somewhere to get the electricity from – and built two power generating stations – here in Glenwood, and another one in Port Morris.
Completed in 1906, the Glenwood power station provided high voltage electricity to various substations located along the Harlem and Hudson divisions. These substations converted the electricity to what was needed to power the third rail for the trains. The New York Central used the power station for 30 years, before selling it to Con Edison in 1936. It was ultimately shut down in the 1960’s, and for many years sat vacant.
Over the many years that the the power station has sat idle, there have been various proposals to convert it to other uses. Some of those proposals are downright strange – like the one above. Designed by architect Will Alsop, he reimagined the power station as a new home to a contemporary art museum, with residential apartments located above. As you will see from my photos below, work is currently being done on the old building, thankfully not using the design above. According to The New York Times, $200 million has been set aside for the restoration and redevelopment, “to be used for conventions, exhibitions and public events, among other things.”
CSX at Glenwood in 2009 – the former power station visible in both. Photos by Michael Foley.
As for the Metro-North station itself, Glenwood is about 16 miles north of Grand Central, situated in the city of Yonkers. The station consists of two side platforms, connected by an overpass. Above the platforms and on the same level as the overpass there is an old brick station building which is fairly attractive – minus the chain and padlock on the doors.
All of the platform station signs mention the Hudson River Museum, which is within walking distance of the station, and worth checking out. Perhaps not too far in the future, with the redevelopment at the old power station, there will be more attractions at Glenwood. If residential apartments were a part of that plan, it would be the perfect home for a commuter – within walking distance of Glenwood station, all with lovely views of the Hudson River.
Various artifacts from Hastings-on-Hudson station, including New York Central and Penn Central tickets. The Monthly Commutation ticket is from the collection of the Hastings Historical Society, and belonged to a young woman named Josephine Selvaggio.
Nestled in between the stations of Greystone and Dobbs Ferry, and just over 19 miles from Grand Central, lies the station of Hastings-on-Hudson. The railroad has been a main feature of Hastings since the 1840’s, and along with it came various factories and industry. In 1840 a sugar refinery was established just south of where the train station is. A fire destroyed the building in 1875, and many of the other riverfront factories also burned. While the refinery was not rebuilt, other factories moved in to occupy the desirable space, adjacent to both the railroad and the riverfront.
Over the years a chemical company, a cable and wire company, a pavement company, and even a brass manufacturer have all called Hastings home. Unfortunately some of this industry has left parts of the area contaminated. Though there are certainly spots close to the train station where one can admire the view of the Hudson River and the Palisades, it is impossible to not notice the marks of Hastings’ industrial history.
Industry in Hastings – A postcard from the Hudson River Steam Sugar Refinery, and a brochure from the Anaconda Wire and Cable Company. The railroad, which ran right alongside these factories, is visible in both. These two artifacts come from the Historical Treasures of Westchester County website.
A 1926 photo of the riverfront area in Hastings-on-Hudson. Located beside the railroad tracks and the Hudson River, the area was quite industrialized. Visible in the photo are the Zinsser Chemical Company (far left), the American Brass Company (far right) and the Hastings Pavement Company (center). The roof of the train station is visible in the bottom right. Photograph by Arthur Langmuir, from the collection of the Hastings Historical Society.
The first train station in Hastings, circa 1900. This station was demolished in 1910 to make room for a new station. Photo from the collection of the Hastings Historical Society.
The current Hastings-on-Hudson station, operated by Metro-North, consists of two side platforms straddling four tracks. The platforms are connected by an overpass, which includes a few ticket machines inside. The old railroad depot, constructed circa 1910, still stands and overlooks the platforms. The building’s manned ticket window is long gone, but the space is now occupied by the Hastings Station Cafe. Beyond that, there isn’t much that is particularly noteworthy here. Just another Hudson Line station, complete with a nice view, and a little bit of history.
Welcome to Riverdale, the site of today’s Tuesday Tour, and a lovely example of a Hudson Line station. Though Riverdale is in the Bronx, the area around the station looks more like the suburbs than the city. Beautiful views of the Hudson River and the Palisades surround you here – and not to offend anyone from the Bronx, the view here at Riverdale is probably not what comes to your mind when you think of “the Bronx.”
Metro-North’s station at Riverdale is located 13 miles from Grand Central. The facilities consist of an overpass with a few ticket vending machines, and two side platforms. Today, Riverdale is the northernmost station in the Bronx on the Hudson Line (Mount St. Vincent station was located north of Riverdale, but was closed many years ago). Although the station has some parking, a good amount of people use the Hudson Rail Link to get to the station.
According to architects Shepley, Rutan, and Coolidge’s archives, they designed a station for the Hudson River Railroad here in 1889, though I can’t seem to find any photos or mentions of it later on.
Right alongside Riverdale station is a small park that parallels both the tracks and the Hudson River. Although dedicated by Michael Bloomberg in 2005, and featured in the New York Times a year after, the park seems largely forgotten. The official name of the place is the “Riverdale Waterfront Promenade and Fishing Access Site”, but you might as well call it a big stinky mess. Access to the small park is gained on the southbound platform, where you descend a set of stairs and cross over a rail siding to reach the riverfront. It would likely be a nice place, if not for the stinky fish guts strewn about the sidewalk, and the overfilled trash bins that probably hadn’t been emptied in weeks. Without the trash, the park really would be a nice place to just sit and watch the river.
Arts for Transit at Riverdale – when it wasn’t covered up with weeds. [image source]
Also at Riverdale station is one of the most unphotogenic Arts for Transit pieces – and it’s certainly not the fault of the artwork. Rising and Setting, by Dennis Oppenheim is a colorful steel sculpture, unfortunately overtaken with weeds. Metro-North desperately needs to send someone over there with a weedwhacker. As much as I love the Arts for Transit program, I wonder at times if everybody fully thinks these things through. Putting art in locked stations is pointless, and although pretty horrible, North White Plains‘ art has been desperate for a paint job for years. All of these wonderful installations certainly need to be maintained – and at places like Riverdale (and Wassaic, where the art is also being obscured by growth) sending somebody to trim some plants seems like a pretty easy fix!
Though the area doesn’t get any bonus points for the stinky park, and few for the art, I really don’t mean to be insulting to Riverdale. The station is quite nice, and from the overpass, the view of the river and the Palisades is quite wonderful. Even from the platforms you can see large ships and tiny pleasure-crafts moving up and down the river. Wave Hill, the 28-acre public garden, is a worthwhile attraction not far from the station. They even operate a free shuttle to public transit riders, so it is definitely worth checking out if you’re ever in the area.
Artifacts from Ossining: Postcard, a 1984 ticket stamped at Ossining, and an 1851 Hudson River Railroad timetable that lists the station as “Sing Sing.”
Welcome to Ossining – probably one of the most widely known locales on the Hudson Line. Unfortunately, it is one of the most well known for a particular landmark located here:
Everybody knows Sing Sing – Late 1800’s stereoview of the railroad tracks running through the prison.
Yes, Ossining is the home of Sing Sing prison, or as it is known now, the Sing Sing Correctional Facility. Dating back to the early 1800’s, the prison has been a longtime feature on the Hudson River, as well as along the railroad. The Hudson River Railroad tracks bisected the prison, and the tracks still pass through there today.
Photo of the railroad tracks going through Sing Sing Prison, circa 1920.
Even those that are not entirely familiar with Sing Sing have probably heard the phrase “sent up the river,” meaning sending someone to prison. Sing Sing is the origin of that phrase – as it is located right up the river from New York City. Interestingly enough, some prisoners weren’t quite sent up the river – they were sent up the railroad tracks. Since the prison was conveniently located right on the railroad, some prisoners were actually transported from the city via train.
Their nice attire belies their destination – the four seated men on the right are being “sent up the river” by train, circa 1932. Those four were set to die in Sing Sing’s electric chair for killing a police officer. In 1933 the men were granted a new trial, and I can’t find any record of them actually being executed. Assumedly prisoners were not carried on the same train/in the same car as normal passengers.
Ossining’s railroad station is located just north of the prison complex, and is about 30 miles from Grand Central. The station currently on site was built in 1914 in the Renaissance Revival style, replacing the original that was built in 1851. While the original station was at grade, the new station was built above the tracks. Main Street was also modified so it too would cross above the tracks, eliminating the grade crossing.
Like many stations along the Hudson Line, Ossining has recently been fixed up by Metro-North. Some of the work at the station included seven brand new staircases, and four new elevators. Unfortunately during my visit (Ossining was actually the first station I photographed on the Hudson Line!) the station building was closed. The ticket windows are no longer manned, and Metro-North is looking for a tenant to occupy the space in the old station.
More postcards from Sing Sing, and Ossining station.
Before I wrap this up, one last detail to note about Ossining is that it also has some art. In 2010 a faceted-glass piece by abstract expressionist artist Robert Goodnough was installed through the Arts for Transit program. The piece, titled K—M—G, was originally created as a paper collage, and then translated into the finished glass. The work is comprised of 16 windows, all located in the station’s north overpass. All in all, it makes an attractive addition to a nice Hudson Line station.
View of the railroad tracks near Spuyten Duyvil in 1890.
When coming up with superlatives for the Hudson Line, people generally cite it as Metro-North’s most attractive line. I, on the other hand, like to think of it as the most frequently misspelled. It is the Hudson Line that has stations like “Phillip’s Manor” and “Pokipse,” and, of course, the one that takes the cake – “Spitendivel.” Today’s tour takes us to the (correctly spelled) Spuyten Duyvil, a station about 10 miles north of Grand Central Terminal in the Bronx. Considering that it is a station that is frequently misspelled, as well as rather attractive, it seems to be a good representation of the Hudson Line.
Stock certificate for the Spuyten Duyvil and Port Morris Railroad Company
As I am sure you could gather, the name Spuyten Duyvil is clearly not from the English language. The name derives from the Dutch Spuitende Duivel, which means spouting devil. First bestowed on the creek nearby, the name was later adopted for the train station as well. Historically, there was also a railroad that bore the name – the Spuyten Duyvil and Port Morris Railroad Company. It was leased to, and later incorporated into the New York Central and Hudson River Railroad, which allowed that road to connect with the Harlem Railroad at Mott Haven.
Spuyten Duyvil station in 1958.
1975 view near Spuyten Duyvil.
I don’t think there is really too much else to say about Spuyten Duyvil, other than the fact that it really is an interesting spot. Located right on the water, you can watch the Circle Line and other boats sail up and down the river. Right above your head is the Henry Hudson bridge, which provides an interesting vista very much unlike any other Metro-North station. Just north of the station is an old rail tower that is no longer used, which is visible in a few of my photos from the station. Also north of the station is where Amtrak diverges, and the tracks cross the river via a swing bridge which is visible from the platform. The swing bridge is definitely interesting to watch, it opens and closes somewhat frequently to accommodate around 30 trains that pass over it every day.
Aerial view of Spuyten Duyvil. The Henry Hudson bridge as well as Amtrak’s Spuyten Duyvil swing bridge are visible. If you look closely you can just make out the Metro-North platform under the bridge.
Anyways, that is all I’ve got for today and Spuyten Duyvil. I must insert a shameless plug here – if you like the historical photos I post along with these Tuesday Tours, you should totally like us on Facebook (if you haven’t already). I’ve been posting a bunch of old photos on there, and I promise something pretty interesting will be happening over there within the next month (shh, it’s a surprise!).
My name is Emily, though I am known by many who ride the train simply as Cat Girl, for the hats I customarily wear during the winter time. I am a graphic designer, a former Metro North commuter and lifelong Harlem Line rider. This site is a collection of my usually train-related thoughts, observations, photographs, and travels, as well as my never-ending hunt for intriguing historical artifacts.