Riverside station in 1954

In-between the stations of Cos Cob and Old Greenwich on the New Haven main line, lies the station of Riverside. A journey to Grand Central, approximately 30 miles, takes around an hour. Four tracks run through Riverside, and two platforms run alongside the two outer tracks. On those platforms you can find a few ticket vending machines, a soda machine, a couple newspaper boxes, and a bench or two. One side has a small shelter from the elements, though it looks pretty beat-up and is tagged with graffiti and strewn with trash.

Riverside station itself is not particularly noteworthy – though the bridge that carries traffic over the tracks is one of Connecticut’s historic bridges – and a little bit more interesting.

   

Aerial photographs of Riverside and the bridge in 1977

Various sketches of truss bridges, from the patents of bridge engineer Francis Lowthrop

The historic Riverside Avenue bridge is clearly visible to anyone taking the train from or past Riverside station. Not only does it carry traffic over the four railroad tracks, it has two stairwells and an area for pedestrians to cross over to the other side of the platform. Although this bridge was originally constructed in 1871, it did not find its current home until around 1894. Designed by Francis Lowthrop and fabricated by the Keystone Bridge Company, the current span was a portion of a larger railroad bridge over the Housatonic River in Stratford. That bridge was replaced in 1884.

  
 
 
Photos of Riverside and the bridge in 1984

The portion of the Riverside Avenue Bridge that was reconstructed here is smaller than original – the bridge is now 164 feet long and 22 feet wide, and about 20 feet above the tracks. Bridges similar to this one are very rare today, and the Riverside Avenue bridge is the last cast-iron bridge still in use in Connecticut. With the increasing weight of heavy locomotives, many cast-iron bridges were simply replaced due to safety issues, or modified to carry lighter cars instead of trains, which explains their rarity today. By 1986 the safety of this bridge was also being questioned, and parts were deemed unsafe. However, instead of replacing the bridge or restricting it to only pedestrians, a new bridge was built inside the historical bridge. This solution allowed the preservation of the historic bridge without compromising the safety of the drivers that cross it every day.

The Riverside Avenue bridge was added to the National Register of Historic Places in 1977, and is one of roughly 55 bridges on the Register from Connecticut. It is also the oldest railroad bridge listed in Connecticut (though it only carried trains for a short period of its lifetime).

Located slightly more than 31 miles from Grand Central is today’s current stop on our tour of the New Haven Line, Old Greenwich. While touring Metro-North’s stations, we’ve encountered a couple places that have changed names over the many years the railroad has been around. Unionville, for example, was what Hawthorne was once called. Katonah was once called Whitlockville. Up until 1931, Old Greenwich was known as Sound Beach. I personally think that Sound Beach sounds a lot nicer, but perhaps the word “Greenwich” in there bestows a certain level of elevated status for its residents.

Old Greenwich station in 1946

Although we’re really here to check out the Metro-North operations here (with trains almost every half hour, taking about an hour to reach the city), the most interesting part of Old Greenwich is the station building. The stick-style building was built in 1892, and was moved to its current location in 1895. If you remember our visit to Cos Cob, you’ll notice the similarity between the two buildings. Using the same building design at multiple stations was a cost-saving measure.

Postcard of Greenwich station

Growing up as a kid in Connecticut, probably the only thing I knew about Greenwich was that was where rich people lived. As completely illogical as it sounds, I almost expected that the train station there would have a platform paved with gold… or at least the station would be extravagantly nice. In reality, however, Greenwich is just another regular station along the New Haven main line. Located 28 miles from Grand Central, the train ride to the city ranges from a 41-minute express train, to a 57-minute off-peak local. The station building has a little waiting room with vending machines and benches, and contains a staffed ticket window, an amenity getting rarer and rarer on the Metro-North system. From inside the station building, you can descend a set of stairs and exit to the street level and the various shops of Greenwich.

Photographs of Greenwich station, taken November 1928

When I first arrived at Greenwich, I hiked up a big set of stairs at the western end of the platform. While that far end of the platform is a little beat up, the opposite end is a bit nicer, and has views of Borealis, a sculpture installed at the adjacent Greenwich Plaza.

Aerial photo of the station area, visible is the station building and platform, Greenwich Plaza and the sculpture Borealis, as well as Interstate 95 and Greenwich harbor. [image credit]

Although the sculpture is not exactly part of the station, it is definitely visible to those that commute. While photographing the station, I felt myself drawn to it. Borealis, installed in Greenwich in 1999 (though completed in 1988), is the work of artist Mark di Suvero. When installed, a crane was brought in to lift the 29-foot-tall sculpture, made of welded steel, into place. Borealis also has a sister piece, called Aurora which is on display at the National Gallery of Art’s Sculpture Garden.

2011 was certainly a whirlwind of a year. The site found itself featured in the New York Times, and I even had a radio interview. There were visits to lots of interesting places: train stations in Quebec, South Africa, and Zimbabwe, and non train related spots like an ice hotel, and the final space shuttle launch. In February we finished up our tour of the Harlem Line, and by May began our tour of the New Haven Line. As we head boldly into the new year, hoping for many new and wonderful adventures, I thought I’d take the time to check out the top 12 things you loved about 2011.

Although not eligible for a spot in our 2011 countdown, as it was posted in 2010, the Panorama Project page was hands-down the most popular page on the site this year. Likely the New York Times article had a lot to do with that. Although we post a new station every Tuesday, the Panorama Project page is still the best way to check out all the stations and lines that have been featured thus far.

Number 12 on our list is The Rebirth of a Train Station: Canaan. While so many towns are content to ignore their railroading history, Canaan is the complete opposite. They are fiercely proud of that history, and when their gorgeous station was the victim of arson several years ago, they vowed to rebuild. In the ensuing years, the old depot has made a huge transformation – no longer is it a fire-ravaged hulk – it is slowly returning to its former grandeur.

Later in the year, we revisited Canaan during their annual Railway Days.

Old postcards have always been a popular subject matter on the site, and over the years there have been six parts (and more to come!) in our Sending Postcards from the Harlem Line series. Part two was the eleventh most popular post on the blog in 2011. You can check out all the other postcard posts with the following links: Part 1, Part 3, Part 4, Part 5, Part 6.

Tenth most popular in 2011 was one of our Tuesday Tour stops on the New Haven Line, Pelham. Pelham is one of the old and attractive New Haven Line stations on the opposite side of the border, in New York. I found myself here on the very day that the article featuring the site was published in the New York Times. And the fact that this post was linked to by a few other railroad websites certainly helped with its popularity.

A bit more popular than the postcards are our collections of old photos from the Harlem Line. Like the postcards, there have been many different old photo posts, and for a brief stint I posted many of these photos on Mondays. Part 3 of Even More Monday Morning Old Photos was the ninth most popular post on the blog in 2011. It contained several photos of the line that used to be, when it passed by Millerton and extended all the way up to Chatham.

Everyone must admit that the concept of quiet cars is a great one – however, in practice, it may be a little bit more difficult. You know that although you may encounter some really nice people on the trains, there are also a whole bunch of assholes. They yap on their phones, take up rows of seats with their bags (one morning I saw a woman holding hostage several seats with her large carton of juice). There are many times that I am skeptical that good ideas can work with stupid people.

Before the quiet car program started, Metro North said that conductors would have “Shh Cards” to pass out to loud people to tell them to shut their traps in a nice, passive way. I thought the idea was amusing, and managed to get my hands on some of the cards before the program debuted. And they were a little bit too nice – I was unable to resist making modifications to them… and even printing out a few. The fake shh cards posted under the title of Quiet cars and Shh cards was the eighth most popular on the site in 2011, and the cliffhanger I’ll leave you with until later on this week.

Want to see the remainder of the top 12? Check back later this week to see them, and to find out which post will be crowned number one most popular of 2011.

Yesterday I featured the only outstanding New Haven Line branch station on our Tuesday Tour, Springdale. Now that the branches are complete, I thought it might be nice to post one of my favorite images from each station in a single gallery. It gives you a quick idea of what each branch is like, and a glimpse into the life of a commuter from each station. The locales photographed vary from outstanding examples of historical stations and well-known landmarks, to bare-bones, concrete platforms that are just barely stations. Each branch terminates at a historically-important station, though only one of the three is being used in its original capacity as a passenger station.

The photographs below were taken on eight separate days, ranging from early March to mid-October.

The New Canaan Branch:

The New Canaan branch is the shortest of the three (8.2 miles), and the closest to Grand Central. It is also the only branch that is currently electrified. The branch first came into being when chartered as the New Canaan Railroad in 1866. By 1890 it had become a part of the The New York, New Haven and Hartford Railroad.

The awesome: New Canaan station may be the nicest station of all three branches (one could argue that Waterbury is more iconic, however it is no longer in use by the railroad, whereas New Canaan is).
Most underwhelming: Everything other than New Canaan.

The Danbury Branch:

Of the three New Haven Line branches, the Danbury Branch has the most stations, with a total of seven. Though the line continues further north, Metro-North service terminates at Danbury. The original Danbury station still exists, though it is not used by Metro-North. Service first began here in 1852, and the rail line was known as the Danbury and Norwalk Railroad. In the late 1800′s the line was leased to the Housatonic Railroad, and later the New York, New Haven and Hartford Railroad. By 1925 the track was electrified, but due to a poor economic situation, it was de-electrified in 1961.

The awesome: Danbury’s original station, yard, and turntable, now occupied the Danbury Railway Museum. Bethel’s old station is now a bike shop (I never got a photo of it). Cannondale’s old station is also lovely.
Most underwhelming: Without a doubt, Merritt 7. It is the only New Haven Line station without the typical Metro-North station sign, and is probably the most bare-bones station listed here.

The Waterbury Branch:

The Waterbury branch is Metro-North’s easternmost branch, and it diverges from the main line just east of Stratford. Although service terminates in Waterbury, the tracks do continue further north, and are used by the Railroad Museum of New England. Waterbury is located 87.5 miles from Grand Central – making it the furthest from the city in rail miles. The branch was originally chartered in 1845 as the Naugatuck Railroad (named after the river the tracks run alongside), and construction was completed by 1849. It was merged with the The New York, New Haven and Hartford Railroad in 1906. Today, the branch has a reputation of serving both commuters and many sketchy people.

The awesome: Waterbury’s historical station (no longer used by the railroad) is one of, if not the most iconic structures in the city. The Naugatuck Historical Society is housed in their old station, which is also nice. You can get cool photos of the railroad bridge in Ansonia.
Most underwhelming: Beacon Falls and Ansonia. Oh, and don’t leave your car or any other valuables at Waterbury.

Do you have a favorite?

If I had to pick the branch that I liked the best, I’d have a difficult time of it. New Canaan is certainly my favorite station, but the rest of the branch is relatively boring. The Danbury branch has the adorably-cute Cannondale, and the old station which is now a museum. The sketchy people of the Waterbury branch make me weary of choosing it as my favorite, despite the fact that I like that little railroad bridge over the Naugatuck river. It is, however, undeniable that Waterbury has the most recognizable old station – though it is debatable whether people actually realize it was once a train station. We can settle this right now, with a poll. Vote for your favorite branch here:

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Photo of Springdale station, April 1933

Springdale station, June 1966. Although this older station had a canopy, it was taken down when newer, high-level platforms were constructed. The station was renovated in 2010, and a canopy installed, protecting commuters from the elements.

Springdale is about 37 miles from Grand Central, and has an average travel time of just under an hour during peak periods. During off-peak hours a transfer at Stamford is most likely necessary, increasing travel time to around an hour and a half. The station doesn’t have much in terms of amenities (there are no TVMs, for example), but it does have a brand new 400-foot canopy that was built in 2010, at a cost of around a million dollars. The canopy does quite a bit to make the station look more substantial and attractive, something that fellow branch line stations Glenbrook and Talmadge Hill lack (Glenbrook, however, seems to be next in line to get an upgrade).

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.

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.

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.