On today’s Tuesday Tour we’ll be taking a quick look at Milford station. Milford is actually the first New Haven Line station I had ever been to, many years ago. In terms of photography, however, it was one of the last stations I photographed earlier this month. At about 63 miles from Grand Central, it is at the end portion of the New Haven main line. Travel time to the city is around an hour and a half or more.

Years ago the platform at the station was only long enough to accommodate four train cars, however it has been since elongated and can now fit ten cars. There are three tracks at the station, and two platforms for accessing these tracks. One can cross over to the opposite side by taking a stairwell and walking under the tracks. Although the high-level platforms generally discourage idiots from attempting to cross over the tracks, it has probably happened, hence the spray-painted note from the “Railroad Police.”

Metro-North conductor Bobby has some nice observations about the changes at Milford, which are certainly worth taking the time to check out.

 
Old views of Milford station, circa 1950.

Train approaching Milford station. Freight house is visible on the right (it is also visible in the first shot above, in the far background)

When it comes to uses for old, repurposed train stations, Milford has been converted into something a bit different. The old station now goes by the name of the Eastbound Theatre, and is in use by the Milford Fine Arts Council. The side of the building facing the tracks has a sign that reads “Milford Center for the Arts.” Checking out a play at that theatre must be an interesting experience every time an express train passes by.

Glenbrook station, 1935

If there was ever to be a competition for the most seemingly mundane station on the New Haven Line, the station our tour visits today, Glenbrook, would be high on the list of contenders (likely along with Ansonia). Glenbrook is along the New Canaan Branch, just north of Stamford, and about 35 miles from Grand Central. The four-car platform is wedged between two grade crossings, and faces the backs of several buildings. Besides the bus stop style shelters on the platform, there is no canopy, and no protection from the elements. Like the rest of the stations along the branch (with the exception of New Canaan) there are no ticket vending machines at Glenbrook. The only other things one can actually find on the platform are the typical station trash bins, a few wire benches, and a newspaper vending machine that looks like it is never filled.

Mural at Glenbrook Station

Beneath the unremarkable exterior of this small railroad station, however, is a story. Most of the building backs the platform faces are just grey concrete – a few of them have advertisements – but one has a mural. The mural that faces the platform was commissioned by the wife of former Glenbrook commuter Sean Rooney, and it depicts his favorite golf course. Every morning Rooney would wake, just as many of us commuters do, and head to the station to await the morning Metro-North train to get to work. But unlike many of the other commuters with whom he waited on the platform, one evening ten years ago Rooney never managed to catch that train home. Rooney worked on the 98th floor of the World Trade Center’s south tower, and died when that building collapsed on September 11th, 2001. The mural’s colors are not only a tribute to the life of a man, a fellow commuter, but bring a small bit of life to an otherwise grey and drab railroad station.

Last weekend when I visited Fairfield Metro, I had officially completed the New Haven Line. I have been to every active station, on the main line and the three branches. However, at the current rate of a station per week, it will be another few months before all of the stations have been posted as a Tuesday Tour.

First station photographed: Danbury, March 20th
First station posted: Bethel, May 17th
Last station photographed: Fairfield Metro, December 3rd

Photographic proof of my achievement can be found below (as I also did for the Harlem Line). At quite a few stations I was there by myself, so it was rather amusing to attempt to take my picture with the camera’s timer. When I photographed Harlem Line stations, the name signs were generally all in the same place, at the same height – this was definitely not the case on the New Haven Line. Some station signs were up high and hanging from things, others were down low a few inches from the platform… and if you’re Merritt 7, you aren’t even cool enough to have a sign like the others.

Renderings of the completed Fairfield Metro property [image credit]

Many of the stations that I feature on this site have a rich history that I really enjoy to dig in to. There is nothing that I love more than to unearth old photographs or drawings of stations from nearly a century before I was born. Today’s featured station is the complete opposite of that, as it is brand spankin’ new. In the years since Metro-North’s takeover, a handful of new stations have opened on all three of the main east of Hudson lines. The Harlem Line has pushed further north, reclaiming once-lost territory up to Wassaic. The new Yankee stadium station is the Hudson line’s gem. But the newest station of them all is Fairfield Metro – the first new station on the New Haven main line in many, many years.

Former Connecticut Governor Jodi Rell at the site of the under construction Fairfield Metro in April 2010 [image credit]

   
Construction photos of Fairfield Metro in May 2010 [image credit]

Construction at the Fairfield Metro site in September 2010 [image credit]

Although the opening of a new station is not greeted with quite as much pomp and circumstance as yesteryear, people are still convinced that this new station is “transformational” for Fairfield. Unfortunately, the project has lingered and has been surrounded by controversy for many years: the soil at the site was contaminated, the developer went into foreclosure, the project was millions over budget, and the residents of Fairfield absolutely hated the station’s name.

And months before even being scheduled to open, Fairfield Metro was already covered in graffiti [image credit]

Eventually, everything did manage to fall into place, and an opening date of December 5th was announced. An official ribbon-cutting ceremony to symbolically open the station was held last Friday, and was attended by Connecticut’s governor Dannel Malloy. Train service commenced yesterday, marking the official opening of Metro-North’s newest station.

 
  
Connecticut Governor Dannel Malloy and Fairfield Selectman Michael Tetreau at the ribbon-cutting ceremony on Friday. [Image credit, credit 2]

Two days before train service officially began, I got a chance to check out the new station. It is situated between the original Fairfield station and Bridgeport, and 53 miles to Grand Central. The average travel time to and from the city is around an hour and fifteen minutes. Fairfield Metro is the third station for the town of Fairfield, and will hopefully alleviate some of the parking difficulties at the original Fairfield station, where the waiting list for a parking pass supposedly has over 3,000 names. It is estimated that Fairfield Metro will serve 2,500 to 4,000 daily passengers. In terms of amenities the station is currently bare-bones, but when the whole metro center is complete it is planned to have a coffee shop, newsstand, florist, bank, dry cleaners, various restaurants, a health club, and even a park.

Although the town didn’t get to name their station (otherwise we’d probably be calling it Black Rock), they did get to name the new street on which the station lies. Fairfield Metro can be found on 61 Constant Comment Way. And yes, it is named after the tea.

Shortly after the article in the New York Times featuring this site and my panorama project, I was offered a spot on the Metro-North Railroad Commuter Council. Due to time issues, and the fact that me making it to any of their meetings would be extremely difficult, I never took the position. Somehow I think that is a good idea. I have a feeling the Commuter Council wouldn’t like me all that much. Most likely my thoughts regarding the current dilemma of winter service, and the idea of a commuter “Bill of Rights” are a bit different than theirs. The Commuter Councils (New York and Connecticut), and even Senator Schumer are pushing the railroad for a Bill of Rights. The two main incidents cited were the train that got stuck near Green’s Farms on one of the hottest days of the summer, and a train that was “stuck” at Southeast during the October snowstorm. There are a couple of places where my opinion differs from the things that have already been put on the table, thus I feel the need to present them here. If you’d rather not hear a little rant, skip this and come back later in the day – I’ll be posting something pretty for you to look at.

When it comes to these rails I think I have somewhat of a unique perspective: I’m familiar with the history of our rail system and the crap that used to go on. I am close to several people that work for the railroad, and I understand their thoughts on various issues. But most importantly, I am a commuter, and thus am familiar with the daily plight of many transit riders.

History

If you’re a reader of my site, most likely you are familiar with the stories of the Upper Harlem Line. Remember this date: March 20th, 1972. It was the last day that there was passenger service from Dover Plains to Chatham. The Penn Central didn’t really care much about their passengers. Take a guess when they shut down the line? In the middle of the day. So that means if you commuted from Chatham you managed to get to the city in the morning. But there was no way for you to get home. They’d take you up to Dover Plains that evening, but it was on you to figure out how to travel the last 50 miles to your home. How’s that for service?

As a historical aside, after World War Two the railroads weren’t doing so hot. Even the president of the New York Central committed suicide. In order to stay afloat, the New York Central (of which the Hudson and Harlem lines belonged) and the Pennsylvania Railroad merged to become the Penn Central. Not long after, the government forced the bankrupt New York, New Haven and Hartford Railroad (our New Haven Line) into the merger. After only a few years the Penn Central itself went bankrupt – at that time it was the largest corporate bankruptcy in American history. This is the crumbling foundation on which Metro-North was eventually built. Clearly, not a simple task. If you find any of this interesting, I do suggest you read a book titled “The Wreck of the Penn Central.”

Working on the railroad

If Metro-North pulled the stunt I mentioned above, imagine how irate we commuters would be! The railroad is hardly a perfect entity, however, it is a whole lot better than it was. We now live in an era where technology is developing rapidly, and the railroad has finally begun to embrace it along with other current trends (twitter, facebook). Only two years ago the MTA would send their lawyers after you for using the round subway bullets online. The MTA’s lawyers also deemed Metro-North’s train schedules as their own intellectual property – which meant cease and desist orders were sent to anybody that made a useful transit app. Now Metro-North gladly offers this information to developers, and they even feature third-party transit apps on their site.

In the grand scheme of things, Metro-North has come a long way. They’ve even beaten out the Long Island Rail Road as the busiest commuter system in the country. Sure, there are a lot of things they could do to improve service, but it is getting better. For one thing, communication is improving. We get text alerts for train issues now. And when I say we, I mean commuters. If you’re a conductor, not so much. Here’s a game to play – the next time you’re on the train and you get a text alert saying there are delays, ask your conductor about it. There is a high likelihood that you know more than they do. And people complain that conductors don’t make announcements. Communication is certainly better, but it has a long way it needs to go. If you get anything out of this long rant it is that the railroad needs to work a whole lot on improving communication. Not only with commuters, but with their own staff!

A Commuter’s Life

On the hottest day of the summer, a train got stuck not far from Green’s Farms. I’m not going to go into much detail, as it has been explained by various news media, but the important part is that people were stuck for a while. Supposedly the railroad told the Westport fire department that the train was empty. It was not. And suffice it to say, people were not thrilled to be boiling on a hot day in a tin can. Was Metro-North at fault in this instance? Hell yes. The highlight of the story is poor communication. The infrastructure on the New Haven Line is not spectacular – the train cars are old, and so are the catenaries. The incident would have happened either way, but with better communication it would have been handled far better, and passengers wouldn’t be nearly as bitter.

Here is where my thoughts differ from Schumer and his impetus for a bill of rights. In October we were hit with a freak snow storm, dumping huge amounts of snow on the area. A train to Grand Central (including passengers that had made a connection from Wassaic) got stuck at Southeast station and was there for eleven or more hours. While folks are citing this incident along with the aformentioned Green’s Farms incident, grouping them together is like apples and oranges. The train was stuck at the station. Meaning people could get off the train if they wanted to. And some did – they made snowmen on the platform, and the braver ones attempted to make the one mile uphill climb to the stores in Southeast. If they wanted to, they could have called their loved ones to come pick them up.

Oh wait, remember that part about the snow falling from the sky? Roads were impassable. Cars were stuck on the Taconic and 684 for twelve or more hours – longer than anybody “stuck” on that train. There is this little thing called personal accountability. Days before the storm hit, weather predictions said we could get nearly two feet of snow. The smart people stayed home. The slightly crazier ones stocked up on anything the grocery store had and turned their home into a miniature survival bunker. The even crazier ones disregarded the reports and went out – and got themselves stuck.

What do you want from Metro-North anyway?

Commuters, if you want something, you need to be realistic. What do you want Metro-North to do? I’ve heard utterly insane suggestions that ought to become part of this “Bill of Rights.” Trains should have blankets and water on board in case they get stuck. And while they’re at it, perhaps they should put refrigerators on all the trains to keep that water cold. Supposedly folks involved in the Green’s Farms incident complained that when they were finally given water, it was warm – though I do admit, the veracity of that ever occurring is suspect. Nonetheless, I don’t think any of those demands sound realistic.

Here is an exercise in thinking realistically: Say you are the president of Metro-North for the day. How would you have dealt with the situation in Southeast? Really. Think about it. When the rails no longer became safe to operate on, Metro-North pulled the plug. Nobody could be picked up because the roads were even worse. What is the answer to this problem? What could the railroad have possibly done in a situation like that? Should the MTA keep a secret phalanx of ATVs and snowmobiles? Maybe they should teach the MTAPD’s K-9′s to pull a dog sled? Or maybe Metro-North should have pulled the plug before, knowing that a storm was coming.

A fun idea. Though not realistic.

Oh wait, they said they were going to do that this upcoming winter. And the media complained and mocked them and said that you’d be better off riding in a sleigh (thankfully, I must say Jim Cameron of Connecticut’s commuter council is realistic and understands this point). Suspending service before any trains got stuck seems like the only logical way one could have dealt with the problem in Southeast.

No matter what the railroad decides to do, the fact of the matter is they will never be able to please everyone. And I’m not exactly saying that the Bill of Rights is a bad idea. But if we commuters wish to have a Bill of Rights that addresses some of these issues, our requests need to be well thought out and realistic – not the result of over emotion (though if you were involved in either of those incidents, I understand the reason why you would feel that way). The Commuter Councils’ requests more realistic than Schumer’s, but he’s a politician that probably doesn’t ride the train much, and is busy fighting the good fight against true menaces to our society, like Four Loko.

Postcard view of the station, labeled as Saugatuck. This card was postmarked 1915.

Today’s stop on our ongoing tour of the New Haven Line is Westport, a lovely station with a miniature identity crisis. Although Metro-North refers to this station simply as “Westport,” historically it has been called “Westport & Saugatuck.” The old station building that still remains – built around 1880 – also lists the name as “Westport Saugatuck” on the front. However, it seems that many of the locals refer to the station simply as “Saugatuck,” the name of the portion of Westport where the station resides. For consistency’s sake, I’ll use the Metro-North designation of “Westport” hereon.

Old train tickets listing the station name as Westport & Saugatuck

Much of Westport’s charm derives from the lovely station building, which was renovated in 2004. The station still contains the original ticket window, however Metro-North no longer staffs this window and tickets are sold through on-platform TVMs. Besides the obvious waiting-room and bathrooms the station contains, it also has a small book swap shelf, courtesy of the Westport Public Library (this is the second New Haven Line station I’ve featured with a book swap shelf. Redding was the first. I absolutely love the idea). During the aforementioned renovations an additional tunnel under the tracks was installed, with elevator, as to meet ADA guidelines. Though the main station is on the New York/westbound side of the tracks, another station building exists on the opposite side, which is used as a taxi stand and contains a car rental office. This building looks significantly more beat-up, and is covered in a layer of paint that has cracked over the many years.

 
  

1950′s photographs of Westport station

Photo of a 1912 train wreck that occurred near the station.

Westport is a lovely little station, surrounded by an interesting neighborhood, of which residents are extremely proud – despite the many changes over the years. Thanks to the railroad (which first arrived in 1848), getting to Westport station is relatively easy. The station is about 44 miles away from Grand Central, and travel time is about an hour and ten minutes.

Last week I had the pleasure of hanging out with one of Metro-North’s coolest conductors – Bobby McDonough, author of the blog Derailed. On the way to South Norwalk, and then back to Grand Central, we chatted about life, family, and of course trains. As he collected tickets, he almost thought he saw someone famous, but was mistaken. Bobby’s alter ego is the Conductor to the Stars, due to his many encounters with famous folks in his duty to the rails. In another era perhaps he would be a conductor on the 20th Century Limited, standing atop the red carpet as the rich and famous boarded the train. Alas, Bobby works the New Haven Line and his passengers range from Wall Street businessmen to sketchy characters and drug-dealers. Though he loves his job, it isn’t fun and games all the time – he’s even had his nose broken by a disgruntled passenger before.

I was pretty excited with the interview – as this is technically the first one I’ve done on the blog. I must thank Bobby for taking the time to answer my questions, and serve as my first interview “guinea pig.” Though the interview is a bit long, many of the stories Bobby tells are quite funny. And if you haven’t read his blog Derailed before, I definitely suggest it. Although Bobby has been busy and hasn’t updated it much, the archives go back several years and are filled with hilarious tales from the rails.

There are a lot of different types of conductors – some like trains, and others just see it as a job and a means to a paycheck. You mentioned growing up near the rails, and had family members that worked for the railroad – were you interested in the trains as a kid? Are you a little bit of a “train buff”?

No, I’m definitely not a train buff. In fact, when I was growing up, I was deathly afraid of the railroad tracks. I grew up six houses south of the tracks in West Haven, CT, and whenever a train went by, our house would shake. It was as if we lived on the San Andreas Fault. Guests would regularly hide in closets or stand under secure thresholds every time the Turbo Train went by.

My grandfather lived next door to me. He was a retired car inspector for The New York, New Haven and Hartford Railroad. He always warned me not to go anywhere near the tracks, and he’d frequently tell horror stories of kids getting their feet stuck in track switches. Trapped like wild animals, they’d ultimately get run over by express trains whose engineers were going so fast they couldn’t stop in time. As if to prove him right, shortly after one Papa’s warnings, a middle-aged neighbor was killed while crossing the tracks coming home from a bar late one summer night. A few months later, on a cold winter’s morning, I watched the railroad police as they searched the body of a neighborhood friend as his body lay frozen along the tracks at the end of our street. He was always doing crazy things, and I later learned that he’d climbed the catenary pole and innocently touched a high voltage wire. I guess my grandfather knew what he was talking about.

Though it isn’t nearly as true as it was in the past, there have been many “railroad families” – sons following in the footsteps of fathers and grandfathers in the service of the railroad. Since you had railroading family members, was this a career path that was encouraged for you and/or your siblings?

I’m a fourth generation railroad worker, so in the back of my mind, I guess I always considered a railroad career an option.

I shared a bedroom with my brother Brian who is eight years older than me.. He started as an fireman with Penn Central in 1974, and a short time later became a locomotive engineer for Conrail which eventually became Metro North. I knew firsthand what a railroaders life was like..i.e. getting called for work in the middle of the night, long hours, working seven days a week. I wasn’t sure I wanted that kind of lifestyle. I graduated college in 1985, and still didn’t know what I wanted to do with my life. Brian told me that Metro North was hiring, so I sent in a resume. A few months later I got hired as an asst conductor. At the time I thought a railroad career beneath me. After all… I was a college graduate. I told myself I’d only stay until a real job came along. That was 25 years ago….still here… and don’t regret it.

You mention that you got a job with the railroad “until a real job came along.” Was there a particular reason that you decided to stay?

I know it’s cliche to say, but I truly am a “people person,” and when you think about it, we carry some of the most fascinating people in the world. From the captains of industry, to Wall Street billionaires, Hollywood celebrities to street corner drug dealers (okay, maybe drug dealers aren’t fascinating, but they are interesting). Our passengers come from all walks of life, and I love to chatting with all of them and learning their life stories. Also, it’s a steady job with good pay and great benefits. I love my job… not many people can say that.

My favorite question to ask train conductors is “what is the craziest thing you’ve ever seen someone bring on a train?” The Wassaic portion of the Harlem Line has almost an “urban legend” that people bring their goats on the train. Have you seen anything nutty over on the New Haven Line?

One afternoon a guy got on in Bridgeport and had something hidden under his leather jacket. I watched as he sat down and pulled a baby bottle out of his front pocket. I assumed he had a small child inside his coat and was keeping him warm against the cold winter winds…I was wrong. When I approached to collect his ticket, a giant brown snout poked through his jacket zipper. I jumped back a step. “What’s THAT?” I shouted. He chuckled, unzipped his jacket and produced a Wallaby!!!! (as in a mini Kangaroo). I half expected him to reach inside the joey’s pouch and produce his ticket. “Where did you get that?” I asked. “I picked her up at Kennedy Airport last week” he said, as if everyone owns a exotic animals. “Is it even legal to own a wallaby?” I asked. “Yeah” he answered unconvincingly. (BTW, I just Googled it. Apparently it is legal).

As the “conductor to the stars” you’ve encountered quite a few famous faces while working the rails (though admittedly, I may be too young to recognize all of the names). Do you have a favorite, or most memorable, encounter with anybody famous?

In the early 1990′s, comedienne and ex-Saturday Night Live cast member Victoria Jackson used to ride my train on a regular basis. She is as sweet and wacky as she appears on TV, and I always got a big kick out of talking with her. Our conversations weren’t always light and funny though. Sometimes she’d confide in me about the messy divorce she was going through, once telling me her husband was evil. Other times she’d complain about not getting enough airtime on SNL. I felt bad for her, and sometimes I’d pitch skit ideas to her (she never used them).
One afternoon, Victoria generously offered to get me and my wife tickets to her show. I told her that we’d love to go but my wife was 8 months pregnant and we’d have to make it very soon. About a week later, Victoria called my home and told my wife that she had two tickets with our names on them waiting at NBC Studios. It was the last show of the season. I called her back and asked what time the show ended, and if I would have enough time to catch the last train back to New Haven (01:30AM). She arranged that we’d drive to Westport, then take the train to New York from there. She’d have her limo drive us back to Westport at the end of the night.

We did as she instructed and drove to Westport, then took the train into NYC. Just as she said, there were two tickets waiting for us at 30 Rock. The guest host that evening was John Goodman and Garth Brooks was the musical guest. We loved the show, but couldn’t help but notice that Victoria was never on stage during the entire show…not once. After the finale, we reported to the security guard as instructed and gave him our names. He called upstairs to her dressing room, then nodding his head in agreement, pointed us to a bank of elevators. When we stepped off the elevator , we immediately heard muffled sobs coming from one of the dressing rooms. We knocked on the door and found Victoria slouched over a bottle of wine, with streams of black mascara running down her face. She was crying her eyes out. She sobbed loudly, saying that Lorne (the show producer) had cut her out all her skits and she was going to quit show business.

Victoria got the call that her limo was ready, so she led us, and the wardrobe women, the hair stylist and the make up artist downstairs, where we all piled in the back of her stretch limo for the ride home. We shuttled through Manhattan dropping off the SNL crew members on their respective street corners. Once we were on I-95, she got on her car phone and called her boyfriend in Miami (this was pretty amazing to me, cause this 1992 BC… before cell phones). She cried all the way back to Westport, and in famous baby doll voice, told her Miami cop boyfriend that she hated show business and was going to give it all up, move to Miami, and marry him. She said she wanted to be just like the sweet railroad conductor and his adorable pregnant wife who were sitting across the seat from her.

And that’s just what she did. She quit show biz, moved to Miami, married the cop and had more children. I guess we inspired her.

For every famous person you’ve encountered, you’ve met quite a few more “ordinary” people. What is your most memorable encounter with a regular “run of the mill” train rider?

My most memorable “ordinary” passenger was probably the extremely grouchy woman who often rode my evening rush hour train home. This curmudgeon complained every time she saw me, and for some reason, she always seemed to sit in my car. She’d complain that the train was either too hot or too cold. The PA was too loud or she couldn’t understand my announcements. She groused about the the train being dirty or that it smelled like a urinal.

One particular night, she rattled off a laundry list of complaints as I stood patiently by waiting for her to finish. She went on and on till the surrounding passengers began rolling their eyes. Some commuters shook their heads and took pity on me. When she finally finished, I took a deep breath and asked, “Did you have a tough day at work today?” She suddenly burst out laughing, and I could see the tension leave her body. “As a matter of fact I did… it was a horrible day” she said with a big smile on her face. She loved me from that day on, and I never heard her complain again… well, almost never.

Metro-North nights (especially on the NH Line from your stories!!) sound like they can be pretty crazy… yet you seem to prefer the evening trains. I know a conductor’s schedule can be difficult with family – does the evening schedule help, or do you like the punishment from the crazy drunks?

A female conductor friend of mine once said that in order to be a conductor on a late night train, you have to have come from a dysfunctional family. Her theory is that we’re survivors and are the only ones who could put up with all the craziness we encounter. She may be onto something here.

As far as my schedule goes, I hate getting up early in the morning, and in the railroad world, in order to get home at a decent hour, you have to start work at in ungodly hour…like 4AM. No thanks. I’ve missed a lot of my daughters’ field hockey/lacrosse games, and parent/teacher conferences (fodder for their therapists sessions someday), but I do get a lot of yard work done during the day.

You’ve mentioned that you knew a conductor that had a complaint letter written about them because of chewing gum. I’ve heard some other complaint stories about a conductor that let a bug fly into the train, and that after collecting tickets would spend long periods of time in the bathroom (passenger didn’t realize it was the cab!!). Has anyone ever written a complaint about you, or have you heard any other crazy complaint letter stories?

In my 25 years as a conductor, I believe I’ve only have one complaint letter in my file…but it’s a doozy. I heard it was double spaced and eight pages long. It was sent to the the Railroad Superintendent, the President of Metro North, and the Director of the MTA. The prose was a group effort, written by a posse of obnoxious bar car patrons who thought Metro North rules didn’t pertain to them (i.e. smoking on the train). I heard they called me a “fascist”.

I recently heard that a woman on the upper Harlem wrote a letter of complaint, saying she counted 183 automated announcements on her very early morning M-7 train. I guess she shows up to work a little bleary-eyed. Not sure how the railroad responded.

Have you gotten the chance to ride any M8′s yet, and if so what do you think about them?

Yes, I’ve worked the M8′s, and I like them. They’re shiny, bright and new… what’s not to like? I just hope I still like them were they’re no longer shiny, bright and new.

Do people on the train ever recognize you based upon your blog? Are any of your passengers aware of it?

Once a passenger saw me walk by and he got very excited… almost star-struck. “Is that Bobbyderailed?” he asked my assistant conductor. I was flattered that he recognized me, so I walked to where he was sitting and thanked him for reading my blog. He showed me what he had just tweeted: “Wow! Bobby from ‘Derailed’ is the conductor on my train.” I think I stood a little taller that night.

On the flip side, I once overheard one of the female conductor sharing a funny story in the stationmaster’s office. It seems she had a male passenger on one of her morning trains and the gentleman had an explosive episode of diarrhea in one of the train bathrooms. He left the whole area a terrible mess, and at the last minute, he ran out of the lavatory with his pants still unbuckled and scurried off the train just as the doors closed. She said she didn’t know the guy’s name, but she was kind of surprised cause he was one of her regular passengers. “He sounds a little irregular to me,” I joked. I’m leaving out a lot of details, but her story was funny in a disgusting, over the top kind of way.

I took this story and embellished it a humorous blog post and did my best to portray the irregular passenger as weirdo…a real deviant of society. I must admit, my story was pretty funny and it was a favorite of my readers.
About a week later, the alleged deviant wrote a letter of apology to the female conductor. It turns out he’s one of my regular readers and he read, and recognized himself in my blog story. He’s also someone I happen to know and like (small world, huh?). To make matters worse, I learned he’s battling colon cancer and has problems controlling his bowels. As you can imagine, I felt horrible about how I portrayed him… still do.

Was there any particular reason you started blogging in the first place? Does your family ever read it/what do they think of it?

A few years back, my nephew’s journalist fiancee started writing a blog. They lived in North Carolina and I had never met her, but felt I did since I read about the daily minutiae of her life. I liked her blog so much that I started commenting on her posts on a regular basis. Her readers found many of my observations humorous and some petitioned me to start writing a blog of my own. I was working late night trains out of New Haven at the time, and I knew I had plenty of material to write about. That’s how “Derailed” was born.

My extended family loves my blog, since I often write about family lore. My nieces and nephews tell me they’ve learned a lot about our collective family history from my stories. They often tell me to cut back on railroad stories and write more about the family. I had to give my immediate family (particularly my daughters) veto power over of my stories, since I sometimes “over-share.”

Have you ever thought of joining twitter?

No thanks! Facebook consumes too much of my life already.

Welcome to Talmadge Hill – the station just south of New Canaan on that eponymous branch of the New Haven Line. Although New Canaan station is quite charming, the remainder of the stations on the branch are fairly regular and unremarkable, and this station is no different. Talmadge Hill is small – the platform accommodates four train cars – and it straddles the space between Talmadge Hill Road and the Merritt Parkway. The majority of the platform is of typical concrete – however the north end on the Merritt Parkway side is a metal grate, which was added on later. From this side of the platform you can get a pretty good view of the Merritt, and the steady stream of automobiles that pass under the railroad tracks. Because of the station’s placement between these two roads, lengthening the platform any further would be extremely difficult. Trains picking up passengers at the station extend out into the road at the grade crossing, temporarily halting traffic on Talmadge Hill Road.

Photo of Talmadge Hill in 1954

Although I mentioned most of the New Canaan branch stations are unremarkable in comparison with New Canaan itself, Talmadge Hill provides a stark contrast. Where New Canaan is beautiful, historical, and most obviously cared for, Talmadge Hill is apparently not. There is a bit of graffiti on the station name signs, and the platform has stencil-lettered tags that say “Authorised Graffiti Area” in black paint. Even the underside of the platform has been tagged and painted over – though you’d never see it from a train. Clearly Talmadge Hill isn’t the worst station in the Metro-North system, but it certainly isn’t the best.

Older Larchmont station that was replaced by the current station

1955 sketch of the replacement Larchmont station

Today’s stop on the tour of the New Haven Line is Larchmont, one of the handful of stations on the line located in New York state. Larchmont, situated about 18 miles from Grand Central and in between New Rochelle and Mamaroneck, is a rather unique set-up. The station and platform run parallel to Interstate 95 – and the parking garage for the station is constructed over the highway. The older station was demolished around the 1950′s when the highway was being constructed, and was replaced with what we have now.

  
 
  
 
 
The photos above are all from the collection of the Larchmont Public Library

Larchmont has all the newest Metro-North train tech, with both video boards in the overpass that list the next nine trains, as well as announcement boards over the platform that identifies the next train and where it will be stopping. These are standard at larger train stations, such as Harlem-125th and White Plains. There is a small station building, but it was closed during my visit. Which is unfortunate, because there was an Arts for Transit mosaic in there which I didn’t really get to see. I still must wonder why the heck Arts for Transit places artwork in station buildings that are most often closed. The forty foot long mosaic is by artist Joy Taylor and is titled The Four Seasons.

Taylor isn’t a stranger to Metro-North and Arts for Transit – she submitted a proposal for the sculpture at Wassaic station, which was ultimately not selected (the piece by Anne Huibregtse that was selected was a perfect match for the station). From the photos on the internet I’ve seen, the mosaic looks beautiful, however I never got a good look at it. You’ll find a single photo of the mosaic below (taken through the window of the locked station), along with the rest of my photos from Larchmont station.

Over the two and a half years I’ve maintained this blog, I’ve featured quite a few old railroad stations that are listed on the National Register of Historic Places. Today is a little different, as not only do I have photos of another station that makes the list, but also of a bridge. I have mentioned Bridge L-158 before, and I’ve always thought it had a terrible name – though the Mianus River Railroad Bridge may be even worse. All you pretty much need to do is a google image search for Mianus – you’ll see plenty of fratboys (and the folks from the show Jackass) posing in front of various town signs. As much as they’d love to believe the name refers to a particular area on the body, it apparently derives from the name of a Native American chief.

Photos of the Mianus River Railroad Bridge taken in 1977 from the Library of Congress

The Mianus River Railroad Bridge (Sometimes referred to as the Cos Cob Bridge. Not to be confused with the Mianus River Bridge which carries I-95 over the river and famously collapsed in 1983) was built in 1904 by the American
Bridge Company. A previous two-track bridge existed in the same spot, but was deemed unsafe. However, not all parts of the previous bridge were dismantled, some portions were reused in the construction of the current four-track replacement bridge. Historically, this bridge was the final constructed portion of the railroad line linking New Haven and New York – completed on Christmas day, 1848.

Photos of Cos Cob station, first photograph is from 1946, and the second from 1954. Both are from the Dodd Research Center’s Railroad History Archive.

Located just west of the bridge is the Cos Cob train station. This building is also on the National Register of Historic Places, and was built around 1894. The wood-framed station is on the west-bound side of the tracks, and measures 50 feet by 20 feet. The station was constructed during a time when the New York, New Haven and Hartford Railroad was working on a complete overhaul of the line. Curves were straightened, tracks were elevated to remove grade crossings where possible, and two tracks additional tracks were added for a total of four. The relatively simple station design was reused for other stops along the line as a cost-saving measure – the Old Greenwich station is an extant example.

Similar to many stations I’ve featured here, the railroad played an important part in the growth of the area. Greenwich became an upper-class suburb, and its citizens could easily commute by rail into the city. Looking out the window from the train, it is highly likely you’ll spot many boats and yacht clubs – and in the few photos I took of the Mianus River Railroad Bridge it is fairly difficult to even spot the bridge as there were so many boats.

Cos Cob is roughly 30 miles to Grand Central, and during off-peak times takes about an hour to get to the city. However, some express trains during peak hours make the journey in as little as 45 minutes. The station is one of four along the New Haven Line in the town of Greenwich, and the neighborhood of Cos Cob is one of fifteen that make up the town.