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Tuesday Tour of the Hudson Line: Poughkeepsie Train Photos

Tuesday, December 25th, 2012


1890 photo of the previous Poughkeepsie station. Note that this station was on the west side of the tracks, while today’s station was constructed on the east side of the tracks.


1960 photo of Poughkeepsie station, not obstructed by Route 9 which now runs above the station’s front parking area.

Today we’ve arrived at the end of the line – both literally and figuratively. Today’s station tour is of Poughkeepsie, the northern terminus of Metro-North’s Hudson Line, and the final station on our Hudson Line tour. In fact, it is the final Metro-North station to be featured here. Over the past three years I’ve taken you to all one hundred and twenty three Metro-North stations, on both sides of the Hudson River. I saved Poughkeepsie for the end, as it is truly a gem, and a worthy send off for our Panorama Project.

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A wide variety of timetables from Pougkeepsie, including two of Amtrak’s trains that stop here.


Tickets and things from Poughkeepsie. My favorite is the Metro-North ticket listing the station as “Pokipse.”

Located on the east bank of the Hudson River, Pougkeepsie is roughly equidistant between New York City and Albany, and the station is about 75 miles from Grand Central. Both the access to the river, and later the railroad, played a significant part in Poughkeepsie’s growth. Over the years Poughkeepsie has been home to a various array of industries, including a glass factory, dye factory, brewery, carpet mill, shoe factory, and a chair manufacturer, among many others.

 

At Poughkeepsie station, 1971. Photos by Steve Baldwin.

Reflecting Poughkeepsie’s important status along the New York Central’s famed Water Level Route, a grand station was constructed in 1918. The four story concrete and brick building was designed by the notorious Beaux Arts architects Warren and Wetmore. No strangers to the New York Central, Whitney Warren was a cousin of the Vanderbilts, and designed Grand Central with duo Reed and Stem. Poughkeepsie station is not nearly as extravagant as Grand Central, but along with the station in Yonkers, it is certainly one of the Hudson Line’s real gems.

  

Poughkeepsie in the 1970′s. Top left photo in 1975, right and below, 1979. Top right photo by Panoramio user Scotch Canadian.

  

Top left photo in 1979 by Panoramio user Scotch Canadian. Top right photo in 1981 by Bob Coolidge. Amtrak photo by Ed Linde.

Fitting with the typical design of a Beaux Arts building, Poughkeepsie station offers a main, and large, focal point – in this case, the waiting room. Featuring five massive windows that stretch from almost floor to ceiling, during the day the station is well lit just from sunlight alone. To supplement that light, three chandeliers also hang from the ceiling, and similar to Grand Central’s chandeliers, boast their modern use of electricity with naked light bulbs. Interspersed throughout the waiting room are fourteen wooden chestnut benches, also similar to the benches that were once in Grand Central’s main waiting room. Historically, the north wing of the station was reserved for a railway express agency, and the south end with a kitchen and dining room. Today, the waiting room contains a Metro-North ticket window, some Quik-Trak machines from Amtrak customers, restrooms, a snack shop on the south side, and an MTAPD station on the north end.

 
Photos of the former Poughkeepsie Railroad Bridge, now the Walkway Over the Hudson. Photo on the right by Flickr user miningcamper.

Arriving at Poughkeepsie by train, likely the first thing you’d notice is the large bridge running overhead, and not the station building itself, which is less visible on the track side. Constructed in 1888, the Poughkeepsie Railroad Bridge stretches from Poughkeepsie on the east side of the Hudson River, to Highland on the west. Today this bridge makes Poughkeepsie an even more attractive destination. After serving railroad traffic for more than 75 years, the bridge was heavily damaged by fire and was for the most part abandoned until the early 2000′s when it was converted to pedestrian use as the Walkway Over the Hudson State Historic Park.

 
CSX at Poughkeepsie. Photos by Mike Foley.


Poughkeepsie station in 2011, while undergoing renovations. Photo by Mike Groll.

Today Poughkeepsie station is quite attractive, with Metro-North having spent more than $22 million dollars to restore and improve it. This included an ample parking garage on the west side of the tracks, and a walkway and pavilion for people heading to the waterfront. Renovations to the area continue, including an elevator to make accessing the Walkway over the Hudson from the station easier.

Though a bit bigger than most Metro-North stations, the setup is relatively similar. Pretty much every station has ticket machines, wire benches, and blue trash bins, as does Poughkeepsie. Unlike most other stations, Poughkeepsie has one island platform, and two side platforms, although the one side platform is lower level and not used by passengers. All of the tracks are accessible to the main station by an overpass, which also connects to the parking garage. The overpass, covered in attractive wood paneling, is far nicer than the relatively utilitarian overpasses you see at most Metro-North stations.

In all, Poughkeepsie is a lovely station, and definitely worth visiting, if only for the lovely historic station, with the New York Central sign on the front. But a wide variety of restaurants and attractions in the area, most especially the Walkway Over the Hudson, make Poughkeepsie one of the nicest places we’ve seen on our now complete Metro-North tour.

 
   
 
 
  
 
 
  
   
  
  
  
   
  
 
  
 
  
   
 

Welcome to the Hudson Line Train History

Monday, June 18th, 2012

As riders of Metro-North, we are quite familiar with the Hudson River. It serves as an important dividing line of the system – west-of-Hudson service, operated by New Jersey Transit, and the more familiar east-of-Hudson service which is comprised of the Harlem, New Haven and Hudson Lines. For those that still use Metro-North’s website for scheduling, acknowledging on which side of the river you fall is still a necessity. Besides providing a dividing line for Metro-North, the river has always been an important part of the landscape of New York. Boats on the river have been commonplace for hundreds of years, and although we hardly think of boats as a significant method of transportation today (beyond short jaunts or luxury cruises), sloops and steamboats were once a staple on the river for moving both people and freight.


Construction photographs of one of the tunnels on the Hudson Line

The river has also played a significant role in shaping the railroads of our area. When plans were made for a railroad from New York City to Albany, an inland route was chosen as to not compete with the already existing shipping lanes on the river. This inland route was, of course, The New York and Harlem Railroad, or today’s Harlem Line. But besides the ships, the idea of building a railroad along the Hudson was avoided because of the immense challenge and expense of cutting through the Hudson Highlands. When the railroad was ultimately built, large amounts of rock had to be excavated – on the sixteen mile portion from Peekskill to Fishkill alone, over 425 thousand cubic yards of rock had to be removed. Winters on the Hudson proved to be the major factor in finally building the Hudson River Railroad, as although ships were well established, there were many times that the river was unpassable due to ice. Trains were a perfect solution – not only could they operate in weather that boats could not, they were also much quicker.



1851 woodcuts of spots along the Hudson River Railroad – New Hamburg, Ossining, and Peekskill

When the railroad opened on on September 29th, 1849 it stretched from New York to Peekskill – a distance of forty miles. By the end of 1849 the railroad had reached all the way to Poughkeepsie. Over that span of track, eight tunnels bored through solid rock were required, totaling 3595 feet. The cost of the railroad was around nine million dollars, or roughly 233 million in today’s dollars. It is interesting to note that the weather played a part in determining the fares in the railroad’s early years. According to the railroad’s charter, fares from New York to Albany were not to exceed three dollars. When there was no other competition in the winter, tickets would be full price. In the summer months the fares likely fluctuated due to competition with steamships – even though the trip by train shaved several hours off the journey.

By 1864 the Hudson River Railroad had come under the control of Cornelius Vanderbilt, and he merged it with the New York Central to form the New York Central and Hudson River Railroad. The line was an important part of the famed “Water Level Route” which, expectedly, followed various bodies of water and was relatively flat.


Timetables along the Hudson Line, from 1901, 1912, 1972, and 1983.

Despite the railroad’s difficulties over the years, transitioning from New York Central to Penn Central, Conrail, and later Metro-North, this portion of rail has always been an important link to Albany and beyond. Besides Metro-North’s commuter trains, Amtrak also operates here, making stops at Yonkers, Croton-Harmon, and Poughkeepsie.


Cash fare receipts and tickets from the Hudson Line. From the collection of Otto Vondrak.

It is the Hudson Line that we now turn our attention to, as our highly-anticipated Tuesday Tour of the Hudson Line begins tomorrow. The Hudson Line is the last Metro-North line to be featured here, and is sure to be a treat. Like our previous tours of the Harlem and New Haven Lines, stations will be presented in no particular order, as I am still exploring and photographing.