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Posts Tagged ‘new haven line’

Railroad scenes on the cover of The New Yorker History Photos

Friday, August 1st, 2014

Since 1925 The New Yorker magazine has been putting out issues with the most wonderfully designed covers (and a few controversial ones). Often times the covers don’t necessarily reflect any specific article found within magazine, but sometimes they do reflect current events. Other times they show typical New York area scenes. In a city as reliant on mass transit as New York, it was inevitable that buses, trains, and subways would frequently wind up on the cover of the magazine. Even Grand Central Terminal and the original Pennsylvania Station have also been featured several times.

Because several of the illustrators contributing to the magazine lived in Connecticut, the New Haven Line and commuters from the state were depicted on The New Yorker’s cover several times. Westport’s Historical Society had an exhibit featuring some of the Connecticut artwork from the magazine. From what I’ve seen on the internet, the exhibit (which ended last month) looked quite interesting, including some preliminary sketches of the covers by some of the artists.

I figured that I’d create my own little exhibit of covers here, of course, railroad related. Below you’ll find a collection of some of my favorite covers from The New Yorker, all featuring transit in some way. Enjoy!

 
1926 cover by Carl Rose, and 1927 Grand Central Terminal cover by Theodore G. Haupt. Note the stylized train on display in the main concourse – this is a replica of the Dewitt Clinton engine that operated on the Mohawk & Hudson Railroad in 1831. It was built for the 1893 Columbian Exposition, was then on display in Grand Central in the ’20s, and then taken to Chicago for the Pageant of Progress Exposition. That train exists to this day – it is on display at the Henry Ford Museum in Dearborn, Michigan.

Railroad covers of The New Yorker
1929 cover by Theodore G. Haupt featuring the New York Central Railroad building on Park Avenue.

  
Covers by: Adolph K. Kronengold (1929), Garrett Price (1933), and a view of the original Pennsylvania Station by Ilonka Karasz (1934).

 
Covers by Christina Malman (1941), Peter Arno (1942).

  
Covers by Constantin Alajalov (1944), and Edna Eicke (1948 and 1949).


A New Haven Line scene by Arthur Getz from 1962, titled “Weekenders Goodbye.”

 
Cover art by Helen E Hokinson (1949), and Charles E Martin (1954).

 
Three covers by Arthur Getz: 1960, 1960, and 1961.


Charles Saxon captures a commuter on the New Haven Line in 1965.

  
Covers by Arthur Getz (1963), Charles E Martin (1964), Arthur Getz (1967).

 
Covers by Arthur Getz (1971), Eugene Mihaesco (1978).


Reimagining the New York Subway map by Roz Chast in 2008.

 
Covers by Kathy Osborn (1988), Harry Bliss (1998).

Railroad covers of The New Yorker
A missed connection on a 2004 cover, by Adrian Tomine.

 
Covers by Carter Goodrich (2005), Mark Ulriksen (2008).


A beautiful subway sunset from 2011 by Eric Drooker.

While the railroad art is certainly gorgeous, I must make a full confession… the non-rail related “Carlos Danger” edition of The New Yorker by John Cuneo is probably my favorite of all time.

31 Years of Metro-North – Looking Back & Looking Forward History

Friday, January 31st, 2014

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.

Millerton, 1966
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.

The Evolution

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:
January 1, 1983 - Putnam Junction

Mind you, this is what it looks like today:
Putnam Junction today

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:
1984 in Poughkeepsie
Equipment you'll see today on Metro-North
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
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.

Chappaqua in 1982 Chappaqua today
High level platforms, overpasses and elevators are just some of the changes seen here at Chappaqua. Compare 1982 to today.

High Level Platforms
Before Metro-North took over, you may have seen a sign like this…

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.

Work at Ossining and Larchmont
Restoration of Ossining station, on the Hudson Line, and platform upgrades at Larchmont on the New Haven Line. Photos from the collection of Metro-North Railroad.

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!

Tuesday Tour of Metro-North: A new system map Train

Tuesday, January 1st, 2013

By now you are probably aware that I finally finished my three-year-long project to photograph every Metro-North station – all one hundred and twenty three of them. For my “final” Tuesday Tour post, I thought it would be nice to post a map which links to the photographic tours of every station. Though I’ve tried my hand at doing some Harlem Line maps in the past (they were crappy) and made an acceptable stab at a map of the West of Hudson Lines, I never really attempted a system-wide map. I’m not the biggest fan of Metro-North’s maps, especially how they deal with multi-line stations like Fordham (admittedly, it is not a bad map when you compare it to this atrocious Metro-North publication!), so I wanted to do something drastically different.

I guess when I say drastically different, I mean cleaner, hopefully easier to read, and showing info that the official map does not contain. One addition was Metro-North’s extra services, namely game/special event trains. Including them explains visually how Metro-North’s main lines connect, something most railfans probably know, but the average rider may not. The official map doesn’t properly illustrate that the Harlem and New Haven Lines run side by side up to Woodlawn, that they can both head onto the Hudson Line for Yankees games, or that the New Haven Line can diverge and follow Amtrak’s path into Penn Station and Secaucus for football games. Other additional info I included are limited-service stations, and shared stations. A handful of Metro-North’s stations also have Amtrak service, and in the case of New Haven station, Amtrak and Shore Line East service.

In all, my map is more of a “diagram” than anything. Some geography has been compromised a little bit for easier viewing and aesthetics. But every station name and dot links directly to its respective Tuesday Tour full of photos and history, so it is certainly an interesting way to see the system as a whole. Since the map is large, it will open in a new window. Click the preview image below to launch the map!

Metro-North Map Preview

In terms of plans for this year, now that the Tuesday Tours are finished (since you all seem dying to know), I think I want to go back to my roots. That means revisiting the Harlem Line. I know that some of you don’t really like this idea, or think it would be redundant – nonetheless, I don’t think I can legitimately call this site “I Ride the Harlem Line” and have such a poor showing in terms of station tours. For example, compare the first Tuesday Tour of Wassaic to the final one of Poughkeepsie. Wassaic’s tour contains 11 current day photos. Poughkeepsie’s had 37 current day photos, 15 historical photos, and a wide array of historical tickets and timetables. In other words, there really is no comparison. Plus it will be interesting to revisit several stations – Fordham was renovated since I was last there, and it would be super cool to not get the cops called on me when I go back to Melrose! Anyways, look forward to an updated tour of the Harlem Line later on this year!

Best of 2012, a year-end review Train

Friday, December 28th, 2012

2012 has been an interesting year here at I Ride the Harlem Line… we finished up touring the stations on the New Haven, Port Jervis, Pascack Valley, and Hudson lines, as well as visited some places far outside Metro-North’s territory. As if that wasn’t enough, we also began our Grand Central 100 for 100 Project, posting one image every day for 100 days, all to celebrate Grand Central Terminal’s centennial.

As is customary around the end of the year, let’s take a look back at what was most popular on the site this year, based on the number of reads… presenting the top 15 posts of 2012:

15

Starting off our countdown at number 15 is a photographic look at the old Milwaukee Road Depot in Minneapolis. Completed in 1899, the old station was renovated and turned into a hotel. An old train shed now offers an ice skating rink. This is one of a few posts on the blog about Minneapolis this year, from my visit there in April. Some of the other stuff from Minneapolis included the Stone Arch Bridge, a former railroad bridge converted to pedestrian use, riding around on the Hiawatha Line, the old and new Minnehaha Station, and the classical music playing Lake Street – Midtown station.

14

14th most viewed for the year is our Hudson Line tour to Yonkers. The nicely restored brick station at Yonkers, built by the New York Central, is definitely one of the gems of the Hudson Line.

13

There are plenty of hoaxes and tall tales related to Grand Central Terminal, but only one of them made our top fifteen list this year. Coming in at number 13 is the 1929 hoax in the Information Booth. As the story goes, a tricky scammer convinced a fruit seller that the railroad was planning on selling space in the information booth, and that prime space could be turned into a fruit stand. Of course, it was a complete lie, and the scammer skipped town with a nice wad of cash. Amusingly, you can buy apple in the Terminal today – either in Grand Central Market, or in the figurative sense, the Apple store in the main concourse.

12

Another Grand Central themed post comes in at number 12 on our countdown – featuring the sky ceiling that nobody really knows about. This painting can be found inside Grande Harvest Wines – it is the last surviving remnant of the 242-seat newsreel theater that was once in Grand Central Terminal.

11

Our tour of New Haven Line station Mamaroneck makes the list at number 11. Mamaroneck has a lovely old station that was undergoing a transformation into a restaurant called the Club Car – we managed to get a sneak preview of the place, and shared it along with the station tour.

10

The Hudson Line tour of Tarrytown station also makes the list, likely for our coverage of the new and most wonderful Arts for Transit piece by Holly Sears. The 1898 Richardsonian Romanesque-style station at Tarrytown was built by architectural firm Shepley, Rutan and Coolidge, who are most known for their stations on the Boston and Albany railroad.

9

Ninth most popular for the year was my first foray into 3D modeling, and 3D printing. I decided I would try to model the Harlem Line’s Brewster station from historical photos – basically how it looked when it was first built. The interesting journey  was featured in various places around the internet, including the TinkerCad Blog, Shapeways Blog, Adafruit and Wired.

8

One of the more memorable things I got to do this year was to have a brief chat with Metro-North Railroad President Howard Permut. Having been with Metro-North since its inception, the man has a pretty interesting viewpoint regarding the history of the Harlem Line. We talked about Metro-North’s formation from ConRail, Millerton, and other admirable rail systems, among other things.

7

Before touring the Port Jervis and Pascack Valley lines, I wrote a brief introduction to the West of Hudson lines, which was the seventh most viewed post on the site this year. The intro included a few maps, time tables, and a look back on the damage Hurricane Irene wrought on the Port Jervis line.

6

Sixth on our top 15 countdown is a trip to Metro-North’s Operations Control Center. This is the workplace for the railroad’s Rail Traffic Controllers – one of the most stressful and possibly thankless jobs at Metro-North. The current OCC is certainly high tech, but we also got a glimpse of the old OCC, and an ad for one of the New York Central’s historical towers in Grand Central – which looked quite archaic in comparison!

5

One of the most memorable shots of Hurricane Sandy was this capture of a boat resting on the Hudson Line’s tracks in Ossining, which I couldn’t help but turn into an image macro. In other news, whoever happens to own that boat is probably a big asshole, as it seems to be named after a Nazi warship. I guess the owner never realized his boat would end up on the front page of several newspapers – or top 5 in our countdown.

4

Fourth most popular for the year was our April Fool’s prank about Harlem Line service getting restored up to Millerton, complete with two fake timetables and a fake ticket. Rumor has it, some folks in Metro-North’s customer service department hate me even more than they did before after this trick!

3

Coming in at third most popular is the Grand Central 100 for 100 project, featuring 100 historical photos of the Terminal in the hundred days leading up to its centennial. By now we’re more than halfway through, so if you aren’t following the project on Facebook, you totally should be!

2

It appears that everybody loves Dobbs Ferry station, as our tour was the number two most read post on the site for 2012. Featuring another Richardsonian Romanesque station by Shepley, Rutan and Coolidge, Dobbs Ferry also has a nice location right on the Hudson River’s waterfront.

1

Everybody seems to say that the cat is the internet’s unofficial mascot, and it certainly seems that is true! By far, the number one most read post on the site was about Sadie the Subway Cat, of the New York Transit Museum. In addition to our March photo session with the popular feline, we updated you on Sadie’s subsequent retirement, and a humorous update on her new life outside the museum.

That just about wraps up 2012 – I’m definitely looking forward to bringing you new things in 2013… everybody have a Happy New Year!

The Harlem Line, and the color blue Train History

Friday, September 21st, 2012

Just the other day I was chatting with a coworker about riding the train – she lives in Mount Vernon and mentioned occasionally riding the “red line” into the city. I had to chuckle a little bit – it is usually the uninitiated newbies that refer to the Metro-North lines by their colors. The color of each line, however, is deeply ingrained in all of us. From the signage on the platforms to the printed timetables, we all pretty much know that the Hudson Line is green, the Harlem blue, and the New Haven red. But where did these colors come from, and how long have they represented each line?

Most obvious is the New Haven Line. The New York, New Haven & Hartford Railroad, of which today’s New Haven Line was once a part, long used red for printing and locomotive paint schemes. Although not part of the core Metro-North lines on the east of the Hudson River, I’ve always thought that the selection of orange to represent the Port Jervis line was a little bit clever – much of the line runs through Orange County. I’m not sure how the Harlem became blue, and the Hudson became green (you’d think it is backwards – blue seems more appropriate for the line that runs along the Hudson River), the two colors have been established long before Metro-North ever came into being. Their first usage on timetables dates back to around 1965.


One of the very first (in not the first) New York Central timetables where the Harlem Division is colored blue.


The first uses of the blue and green color for the Harlem and Hudson Divisions was not in the ink – it was the paper. These two are from April 1967.


Some of the earliest timetables using blue ink. Although there were a few more printings of timetables on blue paper, the blue ink on white paper became the standard, which continues today.

Blue ink on white paper eventually became the standard for Harlem timetables, though there were a few times over the years where the rules were totally broken. One of the most odd was an early timetable printed by Metro-North in 1983 – in maroon ink. I have no idea why anyone would have thought to print a Harlem Line timetable in maroon – my only assumption is that it was to catch people’s attention as it highlighted the electrification project underway north of White Plains.

Most amusingly, you’ll note a little mark on the bottom right that reads “Form 112.” Form 112 was the number assigned to Upper Harlem timetables since the New York Central days, which at that time meant service from Pawling to Chatham (or in the early 1900′s, North Adams, Massachusetts). It is a little bit odd to see that form number used for service north of White Plains. Calling stations like Valhalla, or Mount Kisco the Upper Harlem seems like blasphemy to me.

Today you won’t find form numbers on any of Metro-North’s timetables. Their inclusion in the early timetables almost seems like an in-joke amongst the old railroaders working for this new company. You won’t see “Upper Harlem” timetables either – the entire line is usually printed in a single timetable, making this particular timetable rare.

Below is the rest of the timetable, which is a bit interesting to see… especially the listing of the fares when Metro-North took over from Conrail in 1983.