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.

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.

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.

On this Tuesday’s tour we’re taking a quick look at the New Haven Line station East Norwalk. It is far smaller, and much less interesting than its neighbor South Norwalk, which we’ve already featured on the site. East Norwalk is 42 miles from Grand Central, and has a travel time of a little over an hour to the city.

From visiting Harlem Line stations, I’m very familiar with the “normal” station layout where the east and westbound platforms are across from one another. Usually these stations also have a relatively easy way of passing from one side to the other – either a passageway under the tracks, or a stairwell that links the two above the tracks. East Norwalk, however, is a deviation from the norm. Quite a few of the New Haven Line stations do not have east and west platforms directly across from one another, and this is true here. Also, passing to the opposite platform is not easy at all – it requires you to descend a stairwell, walk around, cross a busy street, and then reascend on the other side.

Photos of the East Norwalk station, taken in 1955. Note the low-level platforms, and the fences protecting the inner two express tracks.

As I said, our tour of East Norwalk will be rather quick – I didn’t take too many photographs while I was there. But there are photos of both sides of the platform, and in a few you can see how far the other side of the platform is. The station building visible in a few of the photos is on the westbound side.