The famous High Bridge, New York City’s oldest bridge.

The facility here is, of course, named after the Aqueduct Bridge, or better known as High Bridge. The bridge’s roots stretch all the way back to 1848, making it the oldest bridge in New York City. As one would gather from its original name, the bridge was an important part of the Croton Aqueduct, supplying New York City with fresh water. Originally a stone arch bridge, five of the arches were replaced with one steel arch in 1928 to allow easier water navigation under the bridge. By this time the bridge was largely obsolete, and no longer carrying water – however it did serve a secondary purpose as a pedestrian crossing. That crossing was closed in the 1970s, until it was recently reopened last month after many years of restoration. From the newly reopened pedestrian crossing, one can get quite a good view of what is now a Metro-North railroad facility below.

  
 
  
   
  

The view from the newly reopened High Bridge

Today, Highbridge is where you will find Metro-North’s Car Appearance Facility, where both interior and exteriors of train cars are cleaned. Highbridge is one of three Metro-North washing facilities, and it possesses state-of-the-art brushes and sprayers that use 280 gallons of water per minute – 200 gallons of which are recycled, making it more environmentally friendly. 20 cars can be cleaned every shift, and each car gets this full treatment about every 60 days. The washing is completely computerized, and does not require an operator.

Heading into the Highbridge car wash. Photo by Paul Pesante.

In addition to the appearance facility, Highbridge provides storage tracks for trains that is close to the city. While in days gone past, the New York Central used Mott Haven for this purpose, most of Mott Haven’s tracks were ripped out long ago. Highbridge has stepped up to fill that gap, which will especially be needed due to the East Side Access project, where Metro-North needed to give up quite a few storage tracks in Grand Central in order to bring Long Island Rail Road trains to the east side.

The original passenger station at High Bridge in 1961. Photo by Ed Davis, Sr., from the collection of David Pirmann. By the 1970s the station had some scheduled trains, while on others it was listed as a flag stop.

Other noteworthy details about Highbridge are that you can see some old remnants of the New York Central’s Putnam Division here – Highbridge was a point of transfer between the Hudson and Putnam Divisions. It is also where the Oak Point Link joins with the Hudson Line, permitting freights to avoid the bottleneck of Mott Haven to get to Oak Point Yard.

The evening CSX garbage train waits at Highbridge after coming on to the Hudson Line from the Oak Point Link

Anyway, let’s take a quick behind-the-scenes glimpse of Metro-North’s official employee station at Highbridge… the only place we neglected on our original tour of the Hudson Line.

Edited and cropped 1888 Boston and Maine Map, highlighting Clinton. Original map from the David Rumsey Collection.

Once straddling the Boston and Maine and the New York, New Haven, and Hartford Railroads, these days the half-abandoned depot watches the occasional Pan Am or CSX train go by. I say half-abandoned, because despite the outer look of abandonment – complete with boarded up windows and graffiti – part of the building is in fact occupied. Because one of the rail lines was elevated, the station was dual level – and it seems that it is this upper level that is in fact abandoned. Below, however, a laundromat and a used clothing shop occupy the space. While the laundromat is quite austere, mixed in among the racks of old clothing in the shop next to it, one can observe the original details of the station – including a door labeled “Baggage”.

 
 
Historical photos of the depot at Clinton. Photos from the Clinton Historical Society.

Though the area surrounding the station is still referred to by some as Depot Square, it is technically known as Hamilton Square, for a local veteran who died in World War I. Construction of the station itself predates World War I, with the building finally opening in December of 1914, just a few months after that war broke out. Commissioned by the New York, New Haven, and Hartford Railroad, architect Robert C. Reamer designed the building, and it is the only noteworthy, extant structure of his left on the east coast. The structure contained two waiting rooms, one for each railroad that shared this Union Station.

One day, perhaps, the building will be entirely restored. Alas, today it feels as if it is trapped in limbo. Despite the graffiti and the boarded up windows, the old Clinton depot holds much promise, if only the right opportunity would arise where it could be restored to greatness. Undoubtedly, it would be a sight worth seeing, and worth a revisit by this blog.

  
  
  
  
 
  
 
   
 

In other news, if you’re on Instagram and you’re not following us, you totally should be. Besides interesting photos of Metro-North trains taken on my day to day commute (and beyond), there are plenty of other railroad-related locales that have shown up in our photo feed. Here are a few from the Lake Shore Railway Museum… besides having some historical locomotives and cars, the railroad line behind the museum is quite active, and you’ll see both CSX and Norfolk Southern passing by all day long.

Despite all this, there seemed to be no bad blood between Stem and the New York Central Railroad. Forming a new firm with junior partner Alfred Fellheimer, Stem & Fellheimer designed the railroad station in Utica for the New York Central.

Workers stand atop the the clock on the station’s façade. ((Photo from the Oneida County Historical Society))

The construction of the new station at Utica was no easy task. The previous station, besides being inadequate for the traffic it was receiving, was plagued with problems in the spring when floods would cover the tracks with water. To combat this problem, and make additional room for platforms and a rail yard, the Mohawk River was moved about half a mile north. Construction on the station itself began in 1912, and it was opened in May of 1914.

Postcards showing the front of Utica station.

Utica station features a 47 foot high waiting room, with 34 decorative marble pillars, and some of the marble was said to have come from the old Grand Central Station ((According to popular lore, 8 of the columns were brought from Grand Central Station. Though often stated, according to the Oneida County Historical Society there is no evidence to prove that this actually happened.)). Originally intended to be a station for the New York Central, the station eventually became a Union Station in 1915 when the Delaware, Lackawanna and Western and the New York, Ontario and Western moved their operations to the building.

While the interior of the station is quite lavish, the exterior is a little bit more conservative. There are no great statues of Mercury, Minerva and Hercules atop the station, like Grand Central Terminal, but the caduceus “herald’s staff” often carried by Mercury is visible on the station’s façade. Several carved eagles, as well as a clock also grace the front of the station.

Tickets and another postcard from Utica

Like most old stations, Utica’s eventually fell into disrepair and considered for demolition. Thankfully, the station avoided the wrecking ball and restoration was begun in 1978. Now owned by Oneida county, the station is served by Amtrak, the Adirondack Scenic Railroad, as well as by Greyhound and other local bus companies. Some of the old waiting room is apportioned off and used by the Oneida County Department of Motor Vehicles. Since 2003, the building’s official name has been The Boehlert Center at Union Station, named for Sherwood Boehlert, a Utica native who served twelve terms in the US House of Representatives.

Let’s enjoy a quick little tour of Utica station, part of my ongoing endeavor to write about some of the other buildings and stations linked to the four architects of Grand Central Terminal…

  
  
 
  
 
   
 
  
   
   
   

[youtube:http://www.youtube.com/watch?v=g5NyBO75YYc]
The serious train derailment in Spain, where at least 78 people died.

At the start of it all in May was Metro-North’s most serious accident in many years, when an M8 derailed and collided with another M8 on the opposite track in May. Proving the mettle of the newest of Metro-North’s rolling stock, no lives were lost in the derailment. Though not an oft mentioned thought related to the crash, had the train been comprised of the New Haven’s ancient M2s, it is fairly likely that there would have been casualties.

Most recently, a CSX derailment fouled up the Hudson Line south of Spuyten Duyvil. There were no serious injuries, and since it was a freight had no passengers aboard, but it did cause damage to the tracks and block the regular commute for Hudson Line riders two Fridays ago. Metro-North raced to get at least one track working for the Monday commute, and succeeded, but opted for alternate service this weekend in order to complete the work. Train service between Yonkers and Grand Central was suspended, and passengers were required to transfer to the subway to get into the city. A fleet of buses shuttled southbound passengers from Yonkers to the Woodlawn subway station, and northbound passengers from the subway to Yonkers station. I checked out the busing at Yonkers yesterday and snapped a few photos of the operation. Though I doubt none of the passengers were thrilled to have to transfer to buses and then the subway, Metro-North has really done a good job of bounding back quickly from incidents like these.

  
  
   
  
 
  
 
  

While we’re at Yonkers, it is worth checking out the station itself, and the lovely detailing found within. When we did our station tours, we visited Yonkers, but really didn’t get into some of the littler things you’d find at the station. Designed in the Beaux Arts style by two of Grand Central’s architects, Whitney Warren and Charles Wetmore, the station has the classic hidden symbol found throughout. Just as you can play the “acorn game” in Grand Central, you can do so at Yonkers. The acorn and oak leaf, the adopted family crest of the Vanderbilts, can be found in many of the buildings designed for the family, including some of their railroad stations. Besides the acorns hidden in the outside and inside detailing, you’ll notice the stylized “NYC” for their railroad, the New York Central.

 
  
   
  
   
  

Yonkers, of course, fits into my recent goal of looking at some other buildings designed by Grand Central’s architects. A few weeks ago we looked at Hartsdale station, as well as the former White Plains station, which Warren and Wetmore also designed. Between them and Reed and Stem, there’s a nice list of local places I’d like to talk about in the near future, including Scarsdale, Chappaqua, Poughkeepsie, the Glenwood power station, and the Helmsley building. I’m also planning a nice feature on one of their more distant stations – Michigan Central Station in Detroit – which is arguably an often forgotten fraternal twin sister of Grand Central Terminal.

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.

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.

 
   
 
 
  
 
 
  
   
  
  
  
   
  
 
  
 
  
   
 

As we’ve toured the Hudson Line, we’ve encountered several stations with fairly confusing backgrounds. There are stations that nobody seems to be able to spell correctly, like “Spitendivel” and “Pokipse.” And there’s also Ardsley-on-Hudson, which isn’t in Ardsley, and shouldn’t be confused with the former Putnam Division station of Ardsley (despite the fact that the New York Central printed Ardsley-on-Hudson timetables as just Ardsley). Today’s tour takes us back to the Bronx, to another station also surrounded in a bit of confusion – Marble Hill.

 

Views of the tracks near Marble Hill in 1935.

Special timetable with new daytime trains for the West Bronx stations, including Marble Hill… where that Bronx name is subject to debate.

If you were to look at any of the local timetables printed by the railroad, or even at a map, you’d likely get the idea that Marble Hill is part of the Bronx. On the other hand, I probably have at least one person that wants to hit me for calling Marble Hill part of the Bronx in the paragraph above. As New York City grew, we humans have significantly changed the landscape of Manhattan island and beyond – and I’m not just talking about massive buildings and skyscrapers. At one point in history, Marble Hill – named for the marble quarries once located here – was part of Manhattan island. When a canal was built to link the Harlem and Hudson Rivers, Marble Hill was separated from Manhattan and became its own island. And when, in 1914, the original course of the Harlem River was filled in, Marble Hill became connected geographically with the Bronx.

Map of the Marble Hill area from 1895 (when the canal was completed), and an aerial view of what the area looks like now. Note the “island” of Marble Hill on the 1895 map.

Politically, residents of Marble Hill vote for the Manhattan Borough President, Senator, City Councilman and Assemblyman. But due to the geographic nature of the area, Marble Hill is serviced by the police, emergency and fire department from the Bronx. Because of the general confusion, residents of Marble Hill end up in the archaic directory known as the “phone book” for both the Bronx and Manhattan, and letters written to either borough will be delivered by the US Postal Service. Nonetheless, Metro-North considers it part of the Bronx, and you’ll find Marble Hill listed in the local timetable for the West Bronx.

 
Around Marble Hill in the ’60’s. Photos by Herbert Maruska.

The current Metro-North station at Marble Hill is located a bit more north than the historical station operated by the New York Central. The old station had four tracks running by it (visible in the photos above), where the current station only has three. Both locations, however, are easily within walking distance of the 225th Street subway station, which has a significant effect on the ridership at the station.

In 2008, Metro-North reported that over 900 people were using Marble Hill station, but only 100 were using it to get to Grand Central. At least 300 people were getting off southbound Hudson Line trains and transferring to the subway. Another 300 were using Marble Hill for the reverse commute, possibly making the connection with the subway. Although it would likely lengthen the commute time, many people may be doing this as a cost saving measure. For example, a Tarrytown to Grand Central monthly would cost $266, but a Tarrytown to Marble Hill monthly only costs $88. Purchasing that along with an unlimited-ride Metro-Card would yield a savings of $74. For others, the subway may just provide easier access to their places of work.

  

Some non-Metro-North action in Marble Hill. Seeing Amtrak trains at Marble Hill is a rarity, as they generally branch off from the Hudson Line before Spuyten Duyvil, unless for some reason they need to be detoured. Photos by Mike Foley.

Besides the geographic anomaly and the unique ridership of Marble Hill, the station really is typical of Metro-North. You can find the same station signs, wire benches, blue trash bins, and ticket vending machines as almost every other station. The station itself consists of a short island platform, connected to street level with an overpass, which contains the aforementioned ticket machines. The station is located right alongside the river, and visible from the station is the Broadway Bridge, which connects both cars and subway trains to Manhattan.

That about wraps things up for Marble Hill – next week we’ll feature our final Tuesday Tour of the Hudson Line, Poughkeepsie.

 
  
 
  
 
  
 
   
 
  
 
  

Views of the tracks and the Hudson Highlands near Cold Spring.

While beautiful views can be found along the entire Hudson Line, there’s something about the upper, un-electrified portion of the line that I find especially attractive. Nestled amongst the Hudson Highlands, many of the stations we’ve featured, like Breakneck Ridge and Manitou, offer hikes with wonderful views of both the mountains and the river. Today’s Tuesday Tour takes us to Cold Spring, just less than 53 miles from Grand Central. Unlike the aforementioned stations, Cold Spring is unique in that it offers both a charming downtown area with shops and restaurants, as well as hikes with beautiful views. The trail to hike up Mount Taurus (visible in one of the postcards above) is less than a mile walk from the train station. And if you’re not into the whole hiking thing, you could probably spend the day at the various Main Street shops, or the local Putnam History Museum. In other words, if you’re looking for a cool place accessible by Metro-North, Cold Spring would certainly be a nice pick.

Civil war era station at Cold Spring, and the brick station it was replaced with in 1884.

As one would expect from such a charming downtown area, the original Cold Spring station still stands, though it is not in use for any railroad purposes. Instead the station is home to the aptly named Cold Spring Depot restaurant. Built in 1884, the historic brick station replaced an earlier wooden one built at that site. The station used by Metro-North is south of the historic station and village area, though the two are connected via pathways.

Some interesting shots near Cold Spring… When we featured Garrison, I failed to mention that both that station and the tracks around Cold Spring were used in the filming of the movie Hello Dolly.

   

A little non-Metro-North action near Cold Spring. First three photos by Mike Foley, fourth by Chris Southwell.

If you happen to make the journey all the way up to Cold Spring, the Metro-North station probably is the least interesting thing you’ll see along the way. Typical of many Hudson Line stations, Cold Spring is composed of two side platforms, connected by an overpass. As previously mentioned, each platform is connected via a pathway to the old station and village area. Besides the usual ticket vending machines, blue trash bins, and wire benches found at most Metro-North stations, there isn’t much else noteworthy here at Cold Spring. It is, however, the gateway to a pretty interesting place, certainly worth visiting, and under an hour and a half from Manhattan.

 
   
  
 
   
 
  
 
   
  

Today’s tour of the Hudson Line takes us just about 22 miles north of Grand Central to Ardsley-on-Hudson station, a place of a bit of confusion. Ardsley-on-Hudson, located in Irvington, should not be confused with actual village of Ardsley, which is located a few miles east and had its own station on the long-gone Putnam Division. As you can see above, many Ardsley-on-Hudson timetables were printed with just “Ardsley” which doesn’t really help much with the confusion. Thankfully, Metro-North has been fairly consistent with printing the full “Ardsley-on-Hudson” on station signs and in timetables for the past few years.

Above: 1896 drawing of the Ardsley Casino clubhouse. Below: 1899 photo of the clubhouse grounds, and a postcard showing the yacht landing, train station, and clubhouse. The aesthetic of the train station matches the buildings for the Casino. Postcard from the collection of Steve Swirsky.

In regards to the train station, the name Ardsley derives from the Ardsley Casino, which opened at this location in 1896. The “on-Hudson” portion was tacked on because of its geographic location on the river, and to differentiate it from the village of Ardsley. To confuse you more, the Casino wasn’t a casino, but more of a club for the rich to play golf. While the Casino built a dock for their rich members to sail up to in their yachts, not all of the membership was quite as fortunate to own one – thus a train station was constructed. The train station building mirrored the Tudor revival architecture style of the Casino’s nearby clubhouse. The two buildings stood in close proximity until 1936 when the clubhouse was torn down. As the only surviving remnant of the club that once stood here, the station building does look a little bit out of place aesthetically, and has a unique look compared to other Hudson Line stations.

Though the Ardsley Casino no longer exists, the more informal Ardsley Country Club, can be named as its sucessor. The Casino merged with the nearby Racquet and Swimming Club in 1935, shortly before the old clubhouse was torn down and took that name.

Pedestrian bridge that connected the Hudson House apartments to the train station, which was destroyed in 2010. Photo by John Reidy.
 
Aerial views of Ardsley-on-Hudson. The one on the left is from 2004, the one on the right from 2010, shortly after the pedestrian bridge was destroyed. Note the differences in the station itself – the station was upgraded in the time between both photos.

After the Casino was torn down, it was replaced with the Hudson House Apartments. At one time there was a pedestrian bridge that connected the apartments directly to the train station. Unfortunately, the bridge was destroyed in 2010 when a sanitation driver crashed his dump truck into it. The historical bridge was never rebuilt.

 
Construction at Ardsley-on-Hudson station in 2005 and 2006. Photos by Henry C.

CSX at Ardsley-on-Hudson. Photo by Michael Foley.

Though the original station building still exists, it is not used for any railroad functions. It is now the home of the Ardsley-on-Hudson post office, and contains rows of post office boxes. The original fireplaces built in the station are still there, but not used. You may not be able to buy your ticket here, but there still is a small area that one could probably use to wait for a train, and some bathrooms.

Like many of Metro-North’s Hudson Line stations, Ardsley-on-Hudson underwent considerable improvements in the past few years. Ardsley-on-Hudson had its turn in 2005 and 2006, when a new overpass was built, as well as new platforms. Canopies were added to much of the platform to protect riders from the elements, which are visible in the aerial shot above. Ticket Vending Machines were installed in the new overpass.

All in all, Ardsley-on-Hudson is a pretty nice station. It has a bit of history, and being right on the Hudson River always looks nice. From the station you can see the Tappan Zee Bridge to the north, and just barely make out the George Washington Bridge in the far south on a clear day. If you ever find yourself on the Hudson Line, Ardsley-on-Hudson would always be an interesting station to check out!