This past weekend I found myself dodging the raindrops and capturing the blocks of the Waterbury Branch. With the signalization project coming to a close not too far in the future, these block limit signs will likely be disappearing before you know it. The signals aren’t online yet, but many have been installed and are visible along the right-of-way covered in black plastic. So, without further ado, here are the blocks of the Waterbury branch.

CLIP

Upon entering the Waterbury Branch from the New Haven Line, the first block you’ll encounter is CLIP. The name is a throwback to when Connecticut Light and Power owned the nearby power plant in Devon. The generating station began operations in 1924 with three 25MW units. NRG bought the natural gas powered plant in 1999, and these days it produces 133MW. NRG intends to sell the plant, and it will likely change hands by the end of the year.

As part of other upgrades along the branch, you’ll also see the installation of new grade crossing protection that has not yet been completed. The lights are likewise covered by black plastic, and the crossing gates are not in yet.

HAT

Not far from the Derby/Shelton Station, HAT gets its name from the Housatonic Railroad, which joins the branch at the location.

Sadly, the 1903 station at Derby has been thoroughly tagged. Owned by the city, the vandalism has been reported and the building is slated for cleanup soon.

It seems the HAT block limit sign may have also been tagged to reveal an alternate word… oh dear.

BEAK

If I told you that BEAK was named for a famous local bird, it would sure be an interesting story, but it would also be a lie. BEAK is simply a shortened version of Beacon Falls, where you’ll find the block limit sign at the south end of the platform.

EAGLE and WATER

Speaking of birds, the next block encountered along the branch is EAGLE. Once located closer to Eagle Street, you’ll now find it at the south end of the parking lot for Waterbury station.

Lastly, WATER is obviously named for Waterbury. You’ll find the block limit sign just at the north end of the platform. Although the tracks continue further, Metro-North trains are not permitted to cross the sketchy bridge that carries the rails over Freight Street. Waterbury is quite the intriguing location, with a slew of abandoned tracks, reclaimed by nature over the years. The 1909 McKim, Mead, and White station, owned by the local Republican American newspaper, is always a fantastic sight, and the associated 240-foot clock tower is the city’s most notable landmark.

#13 – Hartford, Connecticut

One of my favorite spots to catch Amtrak’s New Haven to Springfield line is this one at the historic Hartford Union Station. This shot from early April captures the Vermonter as it passes Connecticut’s capitol building and approaches the station.

#12 – Trenton, New Jersey

As the road bridge behind the rail bridge states, “Trenton makes, the world takes.” This drone view captured Amtrak’s Northeast Regional train number 125 as it departed Trenton for Philadelphia back in November.

#11 – Fort Erie, Canada

Norfolk Southern makes its way through Fort Erie, Canada at sunset – bound for the Niagara River just a few meters away, and the border crossing into the United States.

#10 – Buffalo, New York

As I captured this photo at the time of posting:
How exactly does one illustrate the challenges facing a revival of Buffalo Central Terminal in one photo? This may be as close as you can come. The Terminal, as seen from Buffalo’s City Hall, is quite obviously removed from the city’s core downtown area. Visible in the photo are the two most notable structures completed in Buffalo in 1929, though both in the art deco style, they may almost be worlds apart in terms of geography. The Rand Building is prime real estate in Buffalo’s downtown core, while the Terminal is approximately two and a quarter miles as the crow flies in what one can only describe as a far rougher neighborhood.

Neither is Buffalo Central Terminal located on one of the main spokelike thoroughfares (like Broadway, the diagonal running street seen in the photo) that lead from the suburbs into the city proper. While it may have been constructed in the most logical place along the railroad tracks (most train servicing Buffalo would pass the Terminal, however trains bound for the western US would not pass a downtown station), the location is hardly practical with how people interact with and move within the city itself.

Although many railfans and preservationists alike hope for an announcement that BCT will come alive again, the pragmatist in me believes it will not happen, and a new station will be constructed in the hip Canalside area of downtown Buffalo, not far from the current Exchange Street station. The final decision for Buffalo’s new (or old) station is expected later this year.

Spoiler: They picked Canalside.

#9 – Khairkhan, Mongolia

Both mountainous and desert-like, the landscape of Mongolia is always provides an interesting backdrop for train watching. To maneuver through the mountains, many switchbacks are used to overcome the steep gradients on approach to the city of Ulaanbataar. Forgive me for going all the way to Mongolia and China in July and sharing very few of the photos from that journey. I plan to make a few posts in 2018 with some of these images!

#8 – Grand Central Terminal, New York City

On the last day of Empire Service trains into Grand Central Terminal, I show off my Empire Service logo pin. We’ll call this one a tribute to the designer of said logo.

#7 – Harlem, New York

Shall we ride by train or by boat? Amtrak Empire Service train 233 has departed Grand Central and is enroute to Albany, captured while leaving Manhattan over the Harlem River Lift Bridge.

#6 – Philadelphia, Pennsylvania

All the way from California, to arrive in the snow… Southeastern Pennsylvania Transportation Authority (SEPTA)’s first ACS-64 arrives in Philadelphia from the Siemens factory. Photo taken at the Jenkintown-Wyncote station.

#5 – Bear Mountain Bridge, New York

Let’s play a game. The game is called “Spot the Train.” Empire Service near the Bear Mountain Bridge

#4 – Waterbury, Connecticut

On a frigid March day, a Waterbury branch train arrives at the end of the line in Waterbury.

#3 – Storm King Mountain, New York

Amtrak’s Train 290, the Ethan Allen Express, is just barely visible as it approaches one of my favorite places along the Hudson, Pollepel Island, home to Bannerman Castle.

#2 – Harlem, New York

As part of the Penn Station Renewal program, six Amtrak Empire Service trains have been diverted to Grand Central Terminal. This was the first Amtrak scheduled revenue service train in 26 years to use GCT, or as Amtrak has dubbed it, NYG. Of course, I Ride The Harlem Line captured the first train in Harlem, with the backdrop of New York City behind.

#1 – Penn Station, New York

Photo credit: Amtrak / Emily Moser

Although this particular photo was not heavily promoted by me or this website, while doing a top photo list of the year, I’d be remiss leaving this one off. In fact, this is arguably the most viewed photograph I’ve ever captured in my life, after appearing on CBS This Morning, and in countless publications including AM NY and the NY Post. The photo was part of a set taken for Amtrak to be freely accessed, shared, and/or published by any and all media as part of the Penn Station Renewal program. I shared my experience taking these photos in a post here. As much as I enjoyed the experience of capturing the images in Penn Station, I think I will be retiring from pulling any future all-nighters as favors to my coworkers. ;)

And that wraps up our countdown! I’m looking forward to 2018 and have some interesting journeys already planned, so be sure to keep an eye out! Oh, and be sure to follow us on Facebook, as we post a tad more frequently on there!

In some ways, Devon Transfer is not a true station – it is inaccessible to passengers in any form other than exiting a select main line train, or Waterbury Branch train. One cannot wait at Devon Transfer for any extended period of time – conductors, along with train masters and/or MTAPD are usually present to herd passengers from one side of the platform to the other and get on the connecting train, nor can one purchase tickets there. It does, however, have the typical trash bins one finds at Metro-North stations, lights for after hours, a public address system if ever necessary, as well as station name signs (I wonder who gets to keep these once work is done) on the platform. Utilizing the same wooden-style temporary platforms we’ve seen at other New Haven Line stations during track work, Devon Transfer is a decent substitute for keeping the Waterbury Branch running during the bridgework. In fact, it is arguably nicer than some of the permanent stations on the Branch (Ansonia‘s low-level platform comes to mind).

The Devon Bridge, currently undergoing work, with a six month expected outage on Track 3 (the one closest to the photographer in this picture). Aerial photographs of the Devon Bridge via the Historic American Engineering Record, Jack E. Boucher, photographer, taken April 1977.

For most passengers, the transfer at Devon is relatively convenient, with the exception of anyone coming from/going in the direction of New Haven, who would have to make an additional transfer at Bridgeport for their journeys. Additionally, all New Haven Line trains stopping at Devon will have an increased running time of about a minute, due to the extra stop. However, all of the work here is necessary to address one of the banes of the New Haven Line – its ancient movable bridges. Crossing the Housatonic River, the Devon Bridge (also known as the Housatonic River Railroad Bridge) is a 110 year old, 1,067-foot long rolling lift bascule bridge. It was prefabricated by the American Bridge Company in Trenton, New Jersey, and installed in 1905. Although less problematic as the notorious swing bridges on the New Haven Line (namely WALK), it is well in need of some attention. Suffering from the same lack of standardization found on many of the line’s movable bridges – each one being unique, with its own exclusive mechanical components – it requires custom created parts to fix.

Why is Devon Transfer needed? Looking from the Milford side of the river toward Stratford, an aerial overhead view of the Devon Bridge. Track 3, which is currently out of service, is the track on the far right. Note the diverging track on the bottom right of the photo – this leads into the Waterbury Branch. Because of the track outage, this lead-in is inaccessible, necessitating the Devon Transfer station on the other side of the wye.

Diagram showing Devon Transfer, and how it bridges the gap between the out-of-service Track 3.

While Track 3 is out of service, the timber decking on that section of the Devon Bridge will be removed, the underlying steel will be repaired and replaced as necessary, and then new deck timbers will be installed, with the running rail reinstalled atop. The miter rails, which are integral to movable bridges, allowing the rails to connect and disconnect for movement, will be replaced. Once work on Track 3 is complete, it will return to service, and Track 1 will be taken out of service for repair, with the same process repeating itself. At that point, however, direct access to the Waterbury Branch from the main line will be restored, and Devon Transfer station will become obsolete.

                         

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:
[poll id=”2″]

Back on the subject of trains, Stratford is located 59 miles from Grand Central. The estimated travel time into the city is around an hour and a half. The next station to the west is Bridgeport, and just to the east the Waterbury branch splits from the main line. The next station to the east, located on the main line, is Milford. Although the bulk of the train traffic is Metro-North, some Shore Line East trains do stop. Amtrak trains are visible passing by, but do not make stops at Stratford.

Did I mention that the old station buildings are adorable, and I want them? Unfortunately for me, they are all well used in Stratford, so if I tried to steal one in the middle of the night, somebody would notice.

   
 
  
 
 
  
   
 
   
 
  
 
 

Located 75 miles from Grand Central, a trip from Seymour station to the city takes a bit over two hours. Because there is no direct service, a transfer is required at either Stamford or most commonly, Bridgeport. The station has all of the Waterbury Branch amenities we’ve come to love: a nice wooden box serving as a low-level platform, and a lack of ticket vending machines. But as a Waterbury Branch rider, there is no additional fee for purchasing your ticket on the train.

Once upon a time (1910), trains to Seymour were this cool.

Other than the aforementioned details, Seymour is a relatively unremarkable station, and not extremely noteworthy for any reason – unless you count homeless people pushing shopping carts. But there is nobody that can tell the story better than Bobby in his post Life on the Waterbury Branch.

 
 
  
 
  
 
   
 

Although Derby/Shelton is not quite as bad as say, Ansonia, it isn’t the most spectacular Metro-North station. One of the only things going for it is the original brick station, though it isn’t being used by the railroad. In fact, it is used as a Department of Motor Vehicles photo licensing center… which in some ways is almost amusing. Not only have cars overtaken trains as the preferred method of transportation in the United States, they are infiltrating the former train stations! I suppose it is a better outcome than the station being demolished, though.

What is it that makes Derby/Shelton a little bit ghetto? Maybe the it is the bus-style shelter, or the wooden low-level platform. No, you know what it is? It is the fact that the train departure schedule is taped to a trash bin. Every other station has some sort of message board or wall on which to place information. But at Derby/Shelton you can save time by figuring out what train you’ll be leaving on, all while throwing out your used coffee cup!

Despite being close to the highway, Derby/Shelton feels a little bit remote – at least in terms of stations. Stratford, the next station to the south is a little over 10 miles away. Grand Central is almost 70 miles away – the Waterbury Branch has the honor of having some of the most distant stations from the terminal. There is just a single track, and a long wooden box serves as a low-level platform.

  
 
   
 
  
 
 
 
   
 
 

Throughout my tour of the New Haven Line I have discovered quite a few beautiful train stations. Unfortunately, I would not include today’s featured station, Bridgeport, among them. The current station is a somewhat imposing concrete structure, amassed with people heading in all directions via Metro-North, Shore Line East, and Amtrak trains. And all of those people are a quite diverse lot, ranging from girls in rainbow fishnet stockings, to a guy with a soulpatch wearing a miniskirt and high heels. I’m totally not judging.

A literal train wreck at Bridgeport.

The current Bridgeport station was completed in 1975, though it not nearly as beautiful as the station it replaced. The previous station was built in the early 1900’s for the New York, New Haven & Hartford Railroad, but burned down in the 1970’s. The station is located alongside the water, and not far from the ferries to Long Island, as well as Harbor Yard. The station is a transfer point for folks riding the Waterbury branch, and it is approximately 55 miles from Grand Central.

Here are some photos of my visit to Bridgeport… I will state, for the record, there would be more, including a panorama of the M8 that passed by, had I not been visited by a police officer that told me picture taking was forbidden. I suppose the popo don’t realize that there are a lot of ways to secretly record things… I mean if I were a terrorist, it would be quite easy to secretly record the happenings at the train station without, you know, that big “terrorist device” known as a camera. Just sayin’.

 
  
   
  
 
   
 
  
   
 
   
  

Other towns hold onto their old identities as nicknames – Waterbury is the Brass City and Danbury is the Hat City. This week we’re hopping back to the Waterbury Branch, to take a look at Naugatuck. Naugatuck’s identity was based upon the rubber industry that operated there, and the railroad used for transporting it. The railroad arrived in Naugatuck in 1849, and much of the town’s success was based upon it, and the rubber. One of the last vestiges of that industry may be some old factory buildings, and the appropriately named street, Rubber Avenue, located not far from the railroad station.

Metro-North’s station in Naugatuck, located 82.5 miles from Grand Central, is the same small variety seen in the other stations we’ve been to on the Waterbury Branch. There is a small bus-style shelter, and there are no ticket machines. Platforms are low-level and accommodate one train car’s door for entering and exiting. Located alongside the station is the original Naugatuck station, which is now occupied by the Naugatuck Historical Society. The station was built in a Spanish Colonial Revival style and designed by architect Henry Bacon. Work on the station began in 1908, and it was completed in 1910. It remains in good condition, and is quite attractive. There is a museum inside, but I never got a chance to check it out while I was there.

 
  
   
 
  
 
   
 
  
 
   

Needless to say, the Ansonia station is very small. I almost don’t even want to call it a station, it is a railroad stop. There is a track, a small low-level platform, a canopy and bus-stop style waiting area, and that is about it. Well, actually there were crows that were probably feasting on something a train had run over, and stacks of Watchtower magazines left by the delightful Jehovah’s Witnesses (people with propaganda love train stations!). On the 71 mile ride to Grand Central, you’ll have plenty of time to read that aforementioned propaganda – especially since there are no direct to Grand Central trains on the Waterbury Branch. Slightly more interesting than the station was the railroad bridge just south of the station, where the tracks cross the Naugatuck River. I waited for the late north-bound train, and didn’t even get that spectacular of a photo.