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  1. this is a fantastic site! I rode the train from Scarsdale for years before it had shielded platforms, automatic ticket machines, and a lot of other changes, too.

    thanks for a trip down Metro-North’s memory lane.

  2. Emily, thank you, I have thoroughly enjoyed your blog. I live in North Carolina, but have a ‘future’ retirment home in Sherman, CT. Southeast is the train station we use, when taking a visit to the Botanical Garden or NYC. The train ride will be forever different now that I have read, and will continue to read, I ride the Harlem line. My best wishes for your future riding. Roberta

  3. Freight service on the Harlem (Electric) Division: This is a topic rarely discussed. According to my feble memory, the Harlem Division had freight yards at Melrose, Claremont Park, 183d Street, Botanical Gardens (one industry on the west side), Williams Bridge (a lumber yard), Wakefield (joint with the New Haven), Mount Vernon (with a large REA/LCL building and a hand-operated crane, which was fun to play with!), Tuckahoe (yard on the west side [with an engine house], spur to Tuckahoe Marble Quarry on the east), Scarsdale (industry track?), and North White Plains.
    When I worked on construction of new buildings over GCT, we used the Melrose Yard to transfer excavated spoil and other debris out of the terminal. Incoming ‘stuff’ consisted of billets and grillages to set the new building columns on. These columns were set on a anti-vibration pad that was a sandwich of lead, asbestos, steel, asbestos, and lead. Not very PC, in the world of the current EPA! They were only 2″ thick and prevented vibrations being transmitted up the building’s core from bedrock. They were encased in thick cork before being concreted in. The buildings, the upper-level structure, and the Park Avenue viaduct were all isolated for vibration by air-space or cork to prevent any transmissions. GCT #1, the terminal’s double-ended crane, was utilized to set the steel on the foundations/footings. All night- work, of course.

  4. I noticed reference to the “Proposed Trains-Canada Railroad” on your Alaska map. I cannot find any cite for it on the web. Any ideas? Tnx. Bill

  5. Hi Emily! Love the historic information on your blog. I am digging into the history of this RR line as I found some interesting old newspaper articles on it from the 1850s. My 4th great-grandfather was a board member of the New York and Harlem line until he was voted off and replaced (from what I can tell) by Vanderbilt. My g-granfather, Henry S. Blatchford had a lot of progressive ideas, I guess, and it cost him his position. ANyway, I want to find out more of the story and came across your blog. Thanks for the info, and keep riding! Jan C.

  6. This is a great site Emily! I stumbled onto it and I’m delighted to see someone passionate about the same commuter lines I spent many hours photographing as a kid starting in 1983. At the time, my fascination was with the (then defunct) Conrail predecessors. Among my favorite memories were the encounters with MN FL9s pulling old coaches with fluted sides, Amtrak FL9s, RDCs on the Port Jervis line, the howling U34CHs, and my euphoric excitement to see NJT’s F7s making appearances at Suffern. I left the Hudson Valley in 1995 to pursue a railroad career and have had very limited return trips to the area. Your site is getting me up to date with all the changes that have taken place over the years. Thanks!

  7. Emily,

    I sure hope you keep maintaining this website. I really enjoy looking it over from time to time. You have improved it immensely since you first started out. I grew up part of my life in the greater New York City area but now live in northern Indiana. Looking at some of your beautiful pictures kinda takes me back!

    Fred M. Cain,
    Topeka, Indiana

  8. It brought a smile to see the Mobil station in Chatam in one of your pictures. Twenty years ago, I picked up returns for the Berkshire Eagle there. After I traveled down the Corkscrew branch from Berlin.

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