Metro-North_Railroad

From Wikipedia, the free encyclopedia Metro-North Railroad Metro-North Railroad Metro-North Railroad also provides local rail service within New York City with a reduced fare. The MTA, which also operates the New York City Transit Authority buses and subways, as well as the Long Island Rail Road, also has jurisdiction, through Metro-North, for use of the railroad lines on the western and eastern portion of the Hudson River in New York State. Service on the western side of the Hudson, within New Jersey, is actually operated by New Jersey Transit under contract with the MTA. North of the New Jersey state line, the western portion of the Hudson is part of New York State, and is also under the jurisdiction of Metro-North. There are 120 stations operated by Metro-North. Metro-North Railroad provides services in the lower Hudson Valley and coastal Connecticut. Reporting mark Locale Dates of operation Track gauge Headquarters MNCW Hudson Valley, southwestern Connecticut 1983–present 1,435 mm (4 ft 8+1⁄2 in) standard gauge 347 Madison Ave. New York, NY 10017 Background History The New York Central, New York, New Haven, and Hartford, and Erie Lackawanna Railroad Operations Before the Metro-North service was running as it is today most of the trackage east of the Hudson River and in New York State, was under the control of the large New York Central Railroad (NYC). The New York Central initially operated three commuter lines, two which ran directly into Grand Central Terminal. Metro North’s Harlem Line had been initially a combination of trackage from the New York and Harlem Railroad and the old Boston and Albany Railroad, running from Manhattan to Chatham, New York in Columbia County. At Chatham passengers could transfer to long distance trains on the Boston and Albany that would take them to destinations in Albany, Boston, Vermont, and Canada.[1] In the 1870s, the New York & Harlem Railroad was bought by Commodore Vanderbilt, which added the railroad to his complex empire of railroads, which were run by the New York Central. The Boston and Albany would come under ownership of the NYC in 1914.[2] The NYC also operated its famous four tracked Water Level Route which paralleled the Hudson River, Erie Canal, and Great The Metro-North Commuter Railroad (reporting mark MNCW), trading as MTA Metro-North Railroad, or, more commonly, Metro-North, is a suburban commuter rail service that is run and managed by the Metropolitan Transportation Authority (MTA), an authority of New York State. Metro-North runs service between New York City to its northern suburbs in New York and Connecticut, as well as to other regions, including, in conjunction with New Jersey Transit, to parts of New Jersey as well. Trains terminate in places respective to their branch line; these locals include, in New York State, in Port Jervis, Spring Valley, Poughkeepsie, and Wassaic; in Connecticut, in New Canaan, Danbury, Waterbury, and New Haven. Metro-North 1 From Wikipedia, the free encyclopedia Lakes on a route from New York to Chicago via Albany. The route was fast and popular due to the lack of any significant grades along the line. The section of the Water Level route between Grand Central and Peekskill, New York, the northern most station in Westchester County became known as the NYC’s Hudson Division, which operated frequent commuter service in and out of Manhattan. Stations to the north of Peekskill, such as Poughkeepsie, were considered to be long distance services. The other major commuter line was the Putnam Division running from a terminal station at 155th Street in The Bronx all the way to Brewster, New York. Passengers would transfer to the IRT 9th Avenue Line to reach destinations in Manhattan. From the mid-1800s until 1969 the New Haven Line, including the New Canaan, Danbury, and Waterbury branches, was owned by New York, New Haven and Hartford Railroad (NYNH&H). These branches were started in the 1830s by the as a system of horse-pulled cars, later replaced by steam engines, on a route that that connected the then-early Lower Manhattan to Harlem. Additional lines started in the early nineteenth century included the New York and New Haven Railroad and the Hartford and New Haven Railroad, which provided routes to Hartford, Springfield, Massachusetts, and eventually Boston. The two roads would merge to become the New York, New Haven, and Hartford in 1872 growing into the largest passenger and commuter carrier in New England. In the early 1900s the New Haven came under the control of the wealthy J.P. Morgan. Morgan’s bankroll allowed the NYNH&H to modernize by upgrading stream power with both electric (along the New Haven Line) and diesel power (branches and lines to eastern and northern New England). The company saw much profitability throughout the 1910s and 20’s until the Great Depression of the 30’s would force the company into bankruptcy. Commuter services west of the Hudson River, which make up today’s Port Jervis and Pascack Valley lines, were initially part of the Erie Railroad. Both lines, built in the 1850s and 60’s, were originally part of the Erie’s mainline from Hoboken to Buffalo, New York. Trains that service Port Jervis initially continued all the way to Binghamton and Buffalo, New York (but today is only used by freight Metro-North Railroad trains), while Pascack Valley Service continued all the way to Haverstraw, New York. In 1956 the Erie Railroad began a somewhat successful merger with its rival the Delaware, Lackawanna, and Western Railroad, and in 1960 they formed the Erie Lackawanna which became responsible for the services. Penn Central, Conrail, and MTA Operation Passenger rail, both long distance and commuter, began to falter after World War II. By the 1950s the railroad industry as a whole would begin to experience a significant downturn due to overregulation, market saturation, and competition from the car, and the airplane. Commuter lines would take a significant hit from this downfall. Commuter services, historically had always been money losers, and were usually subsidized by the money generated by long distance passenger and freight services. However, as these profits disappeared, commuter services usually were the first to be effected. Many railroads began to gradually discontinue their commuter lines after the war. By 1958, the New York Central had already suspended service on its Putnam Division, while the newly formed Erie Lackawanna, in an effort to make a successful merger, began to prune some of its commuter services. However, as a whole, most New Yorkers still chose the train as their primary means of commuting making many of the other lines heavily patronized. Thus the New York Central, the New Haven, and the Erie Lackawanna had to maintain some level of service on these lines. Corporate mergers between railroads was seen as a way to curtail these issues by combining capital, services, and creating efficiencies. In 1968, following the Erie Lackawanna’s example, the New York Central and its rival the Pennsylvania Railroad formed Penn Central Transportation with the hope of revitalizing their fortunes. In 1969 the now bankrupt New Haven was also combined into Penn Central by the Interstate Commerce Commission. However, this merger eventually failed, due to large financial costs, government regulations, corporate rivalries, and lack of a formal merger plan. In 1970 Penn Central declared bankruptcy, at the time being the largest corporate bankruptcy ever declared. In 1972, the now bankrupt Penn Central petitioned the ICC to allow for the 2 From Wikipedia, the free encyclopedia discontinuance of its commuter services. Penn Central’s long distance passenger services had been taken over by the newly formed, government owned, Amtrak a year earlier and thus subsidies for the continuance of the New York area lines would have to come from the states of New York and Connecticut. The Metropolitan Transportation Authority, an agency formed by New York State in 1965 with the purpose of subsidizing the New York City Subway and the Long Island Rail Road, decided to provide the funds for these lines with Penn Central operating them. The state of Connecticut also provided subsidies in an operating agreement they made with the MTA. Many of the other Northeastern railroads at the time, including the Erie Lackawanna, were following Penn Central into bankruptcy and so the federal government decided to fold these lines into the newly created Consolidated Rail Corporation (Conrail} in 1976. Conrail was initially given the responsibility of operating the the former commuter services of these fallen railroads including the Lackawanna’s and Penn Central’s. However, Conrail was being floated by the federal government as a private for profit freight only carrier. Even with state subsidies, Conrail did not want the responsibility of taking on the operating costs of the money losing commuter lines, an act they officially were revealed from by the passage of The Northeast Rail Act of 1981. Thus, it became essential that state owned agencies both operate and subsidize their commuter services. Over the next few years commuter lines under the control of Conrail were gradually taken over by state agencies such as the newly formed New Jersey Transit in New Jersey, and the established SEPTA in southeastern Pennsylvania, and Massachusetts Bay Transportation Authority in Boston. The MTA in conjuncture with the Connecticut Department of Transportation would form the Metro-North Commuter Railroad in 1983. Much work was needed in reorganization, as significant business success would not appear for at least two decades, following the altogether faltering railroad industry in the 1970s.[1] Conrail and later Metro North had decided to trim whatever services they felt were unnecessary. A significant portion of the old NYC Harlem Line between Millerton and Chatham, New York was completely abandoned by Conrail leaving residents in Metro-North Railroad Duchess and Columbia Counties with no other means of public transportation. Nonetheless, most of the old commuter lines were kept in service, however, they were in much need of a repair. Metro-North also took the responsibility of operating the old Erie Lackawanna services that had operated west of the Hudson north of the New Jersey state border at Suffern. However, since those services were physically separated from the rest of the Metro-North system, their operations were contracted out to New Jersey Transit, with Metro-North subsidizing the service. Metro-North spent the better part of its early days updating and repairing its infrastructure. Stations, track, and rolling stock all needed to be repaired, renovated, or replaced. Nonetheless, the railroad succeded and by the mid nineties gained both respect and monetary success, according to the MTA’s own website. 2006 was the best year for the line, as there was a 97.8% rate of ontime trains, a record amount of ridership (76.9 million people), and a passenger satisfaction rating of 92%.[1] Lines Route map of the Metro-North system, including west of Hudson service operated by New Jersey Transit East of Hudson Three Metro-North lines provide passenger service on the east side of the Hudson River, all of which terminate into Grand Central Terminal in Manhattan: the Hudson Line, Harlem Line and New Haven Line, which is, for the most part, located in Connecticut. An additional line, the Beacon Line, is used for 3 From Wikipedia, the free encyclopedia Metro-North Railroad arrangement, the Connecticut Department of Transportation (ConnDOT) owns the tracks and stations within Connecticut. ConnDOT also finances and performs capital improvements to such, within Connecticut. MTA owns the tracks and stations, and handles capital improvements for such within New York State. MTA also performs routine maintenance and provides police services for the entire New Haven Line, its branches and stations. New cars and locomotives are typically purchased in a joint agreement between MTA and ConnDOT, with the agencies paying for 33.3% and 66.7% of the tab, respectively. ConnDOT pays more because most of the line is located in Connecticut. The New Haven Line has three branches providing connecting service in Connecticutthe New Canaan Branch, Danbury Branch and Waterbury Branch. Amtrak also operates intercity train service along the New Haven and Hudson Lines. At New Haven, the Shore Line East connecting service, which is run by Connecticut, continues east to New London. The New Haven Line also connects to the Providence and Worcester Railroad spur to the New Haven Shipping Terminal, facilitating the movement of freight to and from the terminal. Freight trains occasionally run on the New Haven Line as CSX, P & W, and Housatonic Railroad each have trackage rights on certain sections. Because New Haven line is also part of Amtrak’s Northeast Corridor, high-speed Acela Express trains run on the line from New Rochelle to New Haven, making stops at Stamford and Union Station in New Haven. Marble Hill station in Manhattan on the Hudson Line New Haven and Amtrak line in southern New Rochelle internal equipment moving between the Brewster shop & Danbury station, and does not provide passenger service. The Hudson and Harlem Lines terminate in Poughkeepsie, New York, and in Wassaic, New York, respectively. No other branches extend from these lines except that MetroNorth does provide connecting service at the termination of the Harlem line to the surrounding region during summer months. The Harlem and Hudson lines, and the Park Avenue mainline to Grand Central, are actually owned by Midtown TDR Ventures LLC, who bought them from the corporate successors to Penn Central,[3] but the MTA has a lease on the entire system extending to 2274, and an option to buy starting in 2017.[4] The New Haven Line is operated through a partnership between Metro North and the State of Connecticut. Under the Future plans Metro-North is continually upgrading trackage and station facilities.[5] Metro-North is also going to upgrade its Operations Control Center located in Grand Central Terminal. In 2008, construction will start on a new Operations Control Center to replace all control hardware. Software upgrades will provide for state of the-art rail traffic technology. Construction is underway on the OCC at GCT and construction on a backup OCC is also underway. A major signal study that will help MetroNorth design and start construction on a new signal system on all three lines in both New York and Connecticut continued in 2008. 4 From Wikipedia, the free encyclopedia Hudson Line Metro-North is building a new station, scheduled to open 23 May 2009, to directly serve the new Yankee Stadium. Harlem and New Haven Line trains will go there directly on weekends and for select evening post-game trips (by turning at Mott Haven Junction), however passengers will be required to transfer, likely at Harlem-125 Street, or Grand Central Terminal for weekday pregame service [6]. Harlem Line There are plans to redevelop the former Wingdale Psychiatric Center into a community of mixed housing and commercial space near the Wingdale-Harlem Valley Station. New Haven Line Discussions are underway to reelectrify the Danbury Branch[7] with a concurrent expansion to New Milford. Work began in late 2007 on a third Metro-North station for the Town of Fairfield, Connecticut. This station, located in eastern Fairfield near the Bridgeport line, was to be part of a large mixed-use development known as Fairfield Metro Center, though the station is likely to be named Black Rock or Black Rock Turnpike. Many of the developers have backed out of the project due to the recent economic crisis, but the station is still being built. Connecticut officials and Metro North are conducting environmental studies for a new station in West Haven. ConnDOT is also moving forward on a study to increase freight service on the New Haven Line in an effort to reduce the number of trucks on the congested Connecticut Turnpike. A number of projects are either planned or underway that will upgrade the catenary system, replace outdated bridges, and straighten certain sections of the New Haven Line to accommodate the Acela’s 240 km/h (150 mph) maximum operating speeds. [8] Much of the catenary system has not been upgraded since the New Haven Railroad installed the catenary wires in 1907. The Danbury Branch is going to receive $30 million for upgrades of stations along the line and also implementation of a new signal system. Plans to extend the Waterbury Branch northeast from its current terminus in Waterbury are currently under discussion. The extension would bring passenger rail service to central Connecticut, including the two Metro-North Railroad largest cities in Connecticut without passenger rail service, Bristol and New Britain, and on to Hartford, where transfers to Amtrak would be possible. The plans have strong local and regional support but lack funding. Hartford-Springfield Line (Proposed plan) The Massachusetts Executive Office of Transportation (MEOT) and ConnDOT are preparing an environmental impact statement for establishing passenger rail service from Union Station in New Haven to Springfield, Massachusetts via Hartford, Connecticut, including either a spur line or light rail connection to Bradley International Airport. The proposed line will use existing freight lines owned by Amtrak and CSX. MEOT and ConnDOT have listed Metro-North and Amtrak as potential operators of the future Springfield Line.[9] Expansion There has occasionally been talk of expanding all three lines northward. Northward expansion of the Hudson Line has often met opposition from residents of communities including Hyde Park and Rhinecliff, even though the latter is home to Amtrak’s Rhinecliff-Kingston station, frequented by commuters who live in northern Dutchess and Ulster Counties.[10] Northward expansion of the Harlem Line took place most recently when it was expanded from Dover Plains to Wassaic, requiring a costly rebuilding of tracks that were abandoned years before. Going even further north would require further substantial investment to rebuild tracks, grade crossings, stations and other facilities which existed in the past, but were removed long ago. Furthermore, expansion of either line would be limited to Dutchess County. Extending Metro-North service into Columbia County would require changes to the MTA charter, and residents of that county would become subject to the MTA tax. Thus being the reason that extending the Harlem Line back up to Chatham would be near impossible. As for the New Haven Line, expansion further east beyond New Haven is not likely, as service is already provided by the Connecticut Department of Transportation’s Shore Line East trains. Even if Metro-North assumed the contract currently held by Amtrak to operate Shore Line East service, it is presumed that 5 From Wikipedia, the free encyclopedia Shore Line East would remain a separate entity from Metro North. Metro North’s new M8 trains, however, are equipped to run on the catenary wire to New London, so the state of Connecticut in the future could conceivably extend MetroNorth to New London with no difficulty, to coincide with new New Haven-HartfordSpringfield Rail. Rhode Island has requested commuter rail from at least New London, and most likely New Haven, though this would require a new Congressional law to mandate the MTA to control rail in three states. Metro-North Railroad Tappan Zee Bridge would include a rail line to connect the Port Jervis Line in Rockland County to the Hudson Line in Westchester County. "Alternatives 4A, 4B and 4C" all include plans for such a rail line to connect with the Hudson Line at Tarrytown, providing a one-seat ride from Rockland County to Grand Central Terminal in New York City. All three also include mass-transit service across Westchester County, connecting to the Harlem Line in White Plains, and the New Haven Line at Port Chester. The only difference between the three is whether the crossWestchester trip will be accomplished by heavy rail, light rail or rapid bus service.[11] Metro-North is also considering extending Port Jervis Line service to Stewart International Airport in Newburgh,[12] a move that could make a Tappan Zee Bridge rail line even more useful, as it would serve both commuters and travelers who choose to fly to and from Stewart, instead of the three major New York City-area airports. West of Hudson See also: New Jersey Transit rail operations Metro-North also provides service on trains west of the Hudson River that originate from Hoboken Terminal, New Jersey. This service is jointly run by both New Jersey Transit, and by Metro-North, under contract. There are two branches of the west-of-Hudson service, the Port Jervis Line, and the Pascack Valley Line, according to a Metro-North map. The Port Jervis Line is accessed from two New Jersey Transit Lines, the Main Line and the Bergen County Line. The Port Jervis Line terminates in Port Jervis, New York, and the Pascack Valley line in Spring Valley, New York; these lines are located in Orange and Rockland Counties, respectively. Trackage on the Port Jervis Line north of the Suffern Yard is leased from the Norfolk Southern Railway by the MTA. New Jersey Transit, however, owns all of the trackage that is part of the Pascack Valley line in Rockland County, New York. Both lines, were once part of the Erie Railroad. Because the vast majority of the stops for the Port Jervis Line and the Pascack Valley Line are located in New Jersey, New Jersey Transit provides much of the rolling stock (the cars for the trains) and the staffing, to operate the service west of the Hudson river. However, Metro-North equipment has been used on other lines that are operated by New Jersey Transit on the Hoboken division. All stations west of the Hudson River in New York, except for Suffern, are owned and operated by Metro-North. Technical details An M7 train at Bronxville on the Harlem Line. East of Hudson Some services are operated by diesel, but most services running directly into Manhattan Grand Central Terminal are electric powered using the older M1, M2, M3, M4, M6 and brand new M7 MU cars. The exception are 4 peak-hour trains from Wassaic and all through trains from Poughkeepsie. In the case when the diesel powered train runs into Grand Central, the switch over from diesel to third-rail operation is made somewhere around the Harlem-125 Street station. Most of Metro-North’s passenger diesel Future plans The MTA is working with the Tappan Zee Bridge Environmental Review on several options where a future replacement for the 6 From Wikipedia, the free encyclopedia locomotives are General Electric GENESIS P32 diesel-electric hybrids capable of switching to a pure electric mode using contact shoes to contact the railroad’s under-running third rail power distribution system. On the Hudson Line, trains are powered by electrified third rail from Grand Central Terminal to Croton-Harmon and are powered by diesel north of that station to Poughkeepsie. The Harlem Line has third rail from Grand Central Terminal to Southeast and are powered by diesel north of that station to Wassaic. The New Haven Line is special in that electrical Multiple Unit (EMU) trains are powered through either 700 V DC from a third rail or 13.8 kV AC from an overhead catenary wire. Nominally 13.8 kV (per a MN Power Director), the voltage floats between 13.2 to 13.8 kV. The main line from approximately Woodlawn to Pelham (3 miles, or 4.8 km), is powered by third rail, while from Pelham, New York east to New Haven, Connecticut (58 miles, or 93 km), as well as the entire New Canaan Branch, is powered by catenary. The Danbury Branch was formerly electrified but in 1961 became a diesel-only line. Locomotives on the Waterbury Branch, the only east-of-Hudson Metro North service which has no direct service of any sort into Grand Central, are powered by diesel. As of February 2007, some services are still operated by FL9 and F10 diesels built between 1946 and 1960. Also the railroad has a fleet of leased Amtrak Genesis diesels that operate only in non-electrified territory as they are not equipped for dual-mode third rail service. Metro-North Railroad Central Terminal are unusual in that power is collected from below the third rail as opposed to above, unlike most other third rail systems (including the Long Island Rail Road and New York City Subway). This allows the third rail to be completely insulated from above, thus decreasing the chances of a person being electrocuted by coming in contact with the rail. This was important, because until the early 1970s the majority of the suburban stations had low platforms where the third rail was easily accessible; this danger was greatly reduced with the introduction of the high-level platforming of Budd Companymade Metropolitans (M1A’s) in 1971 and the Cosmopolitans (M2’s) between 1972 and 1977, both purchased by the MTA and practically identical to their sister cars on the Long Island Rail Road. Metro-North maintenance train going through Beacon station on Hudson Line. Train arriving at Noroton Heights station. West of Hudson A FL9 train at Stamford on the New Haven Line. The third rails on the three Metro-North lines (East-of-Hudson) which go into Grand See also: New Jersey Transit rail operations Most of the rolling stock on west-of-Hudson Metro-North lines consists of Metro-North owned and marked Comet V cars, although occasionally other NJT cars are used, as the two railroads pool equipment. The trains are 7 From Wikipedia, the free encyclopedia also usually handled by EMD GP40FH-2, GP40PH-2, F40PH-2CAT or Alstom PL42AC diesel locomotives, although any Metro-North or New Jersey Transit diesel can show up. Metro-North Railroad of travel and distance of the ride. While the fare policies of the "East of Hudson" and "West of Hudson" divisions are essentially the same, they operate differently because the West of Hudson trains are operated by New Jersey Transit therefore using their ticketing system. All policies and prices indicated are as of March 1, 2008. Reporting marks Although Metro-North uses many official abbreviations (MNCR, MNR, MN, etc.) there are two official reporting marks used on equipment. For non-revenue equipment, the mark registered and recognized on AEI scanner tags is ’MNCW’, with revenue equipment is identified using ’MNCR’. East of Hudson Tickets may be bought from a ticket office at stations, ticket vending machines (TVMs), online through the "WebTicket" program, or on the train itself. Monthly tickets may also be bought through the MTA’s "Mail&Ride" program where monthly passes that are paid in advance, usually by credit card, are delivered by mail to the rider. There is a 5% discount for buying tickets online and a 2-5% discount through Mail&Ride. A surcharge of US$4.75 to $5.50 is added on top of the standard price if a ticket is purchased on a train, unless the station where the rider embarked does not have a ticket machine; in this case the surcharge is waived. Ticket types available include One-Way, Round-trip (two one-way tickets), 10-trip, Weekly (unlimited travel for one calendar week), Monthly (unlimited travel for one calendar month), and special student and disabled fare tickets. MetroCards are also available on the reverse side of the weekly, monthly, and round-trip tickets. All tickets to/from Manhattan (Grand Central and Harlem-125th Street) are distinguished as being peak or off-peak. Peak fares, which are substantially higher than offpeak trains, apply to trains that arrive in Grand Central between 5 AM and 10 AM and trains that leave Grand Central between 5:30 AM and 9 AM and from 4 PM to 8 PM all coinciding with the standard New York City rush hours. Off-peak fares are charged all other times including weekends and holidays. Tickets for travel outside of Manhattan are called "intermediate" tickets and the peak/ off-peak rules do not apply. Generally, offpeak tickets are 15% less than the peak hour fare. The fares themselves are distinguished by the 14 zones that the lines are divided into within New York State. In Connecticut, the fare structure is more complex due to the many branches on the New Haven line. Generally, these zones correspond to express Rolling Stock All Lines East of Hudson For non-electrified territory Metro North uses Shoreliners in push pull service with diesel locomotives. New Haven Line M2, M4, and M6 are used. These are EMUs which are compatible with both overhead and third rail. The M2 are over 30 years old and will soon be replaced by the new M8s. Harlem Line and Hudson Lines M3 and the new M7s are used.one M1 car set is also used sporadically on the Hudson Line as well. Fare policies Metro-North F10 locomotive 413 in Bridgeport, CT pulling Train 1926. This locomotive is one of the last operating former F3 locomotives, built in 1946. Metro-North offers many different ticket types and prices depending on the frequency 8 From Wikipedia, the free encyclopedia stops on the lines and from "blocks" of service within the schedules. See also: CityTicket Metro-North Railroad and children-oriented activities such as clowns and facepainting are also available. It is popular with families and railfans alike.. West of Hudson The fare structure, for west-of-Hudson trains, resembles the New Jersey Transit fare structure, and less like that of east-of-Hudson trains, despite the fact that both lines has prices dictated by the MTA. On the Pascack Valley and Port Jervis lines, the on-board surcharge is $5.00 at stations with functioning ticket vending machines or ticket offices, which is substantially less than a possible price of $24.00 for a peak-hour Metro-North train on the Harlem line. In popular culture The railroad has been featured in several films, most notably in a scene in the film U.S. Marshals, when (Wesley Snipes) jumps from the roof of a multi-story building onto a train; in Steven Spielberg’s War of the Worlds, when a train (GE Genesis) that has just been attacked by aliens, speeds out of control and on fire through a railroad crossing; and in The Ice Storm, with M-2 cars on the New Canaan branch that are marked as "Penn Central". The trains are also mentioned in the movie Madagascar as the rail service that “Marty the Zebra” wanted to use to get to Connecticut. Metro-North trains were also the setting for the 1984 film Falling in Love starring Robert De Niro and Meryl Streep. The film Eternal Sunshine of the Spotless Mind was filmed on Metro-North but was meant to take place on the Long Island Rail Road. An episode of The Twilight Zone, "A Stop at Willoughby" was set largely around a commuter’s regular trips on the New Haven line. The main character’s stop at Westport was the same as series creator Rod Serling. A recent Tuscan Dairy Farms commercial featured the northbound platform at Crestwood on the Harlem Line.[13] Open House References [1] ^ Railhistory [2] MTA Metro-North Railroad [3] Notice Of Exemption: 12/07/2006 FD_34953_0 [4] Air Rights Make Deals Fly - New York Post [5] "MTA Service Updates". http://www.mta.info/mnr/html/ serviceupdates.htm. [6] http://mta.info/mnr/html/ yankeestadium.htm [7] "Danbury Branch Electrification Feasibility Study". http://www.danburybranchstudy.com/. Retrieved on 2007-01-06. Metro-Man, the railroad’s mascot, meets young visitors at Open House. Every October, Metro-North hosts an open house at its Harmon Yard. Buses shuttle visitors from Croton-Harmon to the large brick shop building, where current and former locomotives and rolling stock are on display. Railroad employees from all departments are available to answer questions, share experiences and show how various maintenance equipment works. Food, model train displays 9 From Wikipedia, the free encyclopedia Metro-North Railroad [8] http://www.mta.info/mnr/html/ • MTA Metro-North Railroad mileposts.pdf (MTA Metro North • New Jersey Transit (West of Hudson lines Railroad "Mileposts" April 2009 ONLY) [9] "New Haven - Hartford - Springfield • Connecticut Rail Commuter Council, "a Commuter Rail Implementation Plan" consumer liaison between riders and the (PDF). http://www.ct.gov/dotinfo/lib/ Connecticut Dept. of Transportation dotinfo/nhr/docs/final/ (CDOT), Metro-North, and Shore Line East NHHS_Rail_-_Final_-_Ch8.pdf. Retrieved railroads" on 2007-09-11. • The history of The New York Central [10] C. J. Chivers (1999-10-12). "Hudson Railroad in the Region Towns Wary of Rail’s Reach; Commuter • MTA Arts for Transit-The Official NYC Line Extension Faces Hostility in Bucolic Subway Art and Rail Art Guide North Dutchess". The New York Times. http://query.nytimes.com/gst/ fullpage.html?res=9400E4D91730F931A25753C1A96F958260&sec=&spon=&pagewanted=print. • Category:Metro-North Railroad multiple Retrieved on 2007-10-17. units [11] Tappan Zee Bridge Environmental • Category:Metro-North Railroad stations Review • Commuter Railroads [12] Trans-Hudson study • Transportation in New York City [13] Tuscan Dairy Farms Commercial • Transportation in New York State • CityTicket See also External links • Metro-North map Retrieved from "http://en.wikipedia.org/wiki/Metro-North_Railroad" Categories: Metro-North Railroad, Metropolitan Transportation Authority of New York, New York railroads, Connecticut railroads, New Jersey railroads, Passenger rail transport in New York City, Passenger rail transport in New York, Passenger rail transport in Connecticut, Passenger rail transport in New Jersey, Transportation in New England, Electric railways in the United States, United States regional rail systems, Railway companies established in 1983 This page was last modified on 22 May 2009, at 03:52 (UTC). 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