The first portion of the line was built by the Harlem River and Port Chester Railroad, and opened in 1873 as the Harlem River Branch of the New York, New Haven and Hartford Railroad. Commuter service ran along the line from the Harlem River Terminal up to main-line New Haven in New Rochelle until 1931. Electrified service on the line began in 1911, and the line was extended to Penn Station across the Hell Gate with the completion of the Hell Gate Bridge. Metro-North Railroad is currently planning to reinstitute local commuter service on the line as part of the first phase of Penn Station Access.
Harlem River and Port Chester Railroad
Tracks along the Bronx River, south of Westchester AvenueBronx River crossing
The New York and New Haven Railroad and the Hartford and New Haven Railroad merged to create the larger New York, New Haven and Hartford Railroad in 1872.[1] The HR&PC was leased by the New Haven Railroad in 1873 and opened later that year, running from the New Haven at New Rochelle south into the Bronx.[2][3] Leasing the line enabled the New Haven to establish a continuous line of service from Connecticut to Manhattan. The HR&PC provided freight service between New York City and the Harlem River Yard.[4] Commuter service ran along the line from the Harlem River Terminal up to main-line New Haven in New Rochelle until 1931.
Construction was overseen by Gustav Lindenthal, whose original design left a gap of 15 feet (4.6m) between the steel arch and the masonry towers. Fearing that the public assumed that the towers were structurally integral to the bridge, Lindenthal added aesthetic girders between the upper chord of the arch and the towers to make the structure appear more robust.[9] The original plans for the piers on the long approach ramps called for a steel lattice structure. The design was changed to smooth concrete to soothe concerns that asylum inmates on Wards and Randall's islands would climb the piers to escape.[9]
The engineering was so precise that when the last section of the main span was lifted into place, the final adjustment needed to join everything together was just 5⁄16 inch (7.9mm). Construction of the Hell Gate Bridge began on March 1, 1912 and ended on September 30, 1916.[10] The bridge was dedicated and opened to rail traffic on March 9, 1917,[11] with Washington–Boston through trains first running on April 1.[12] It was the world's longest steel arch bridge until the Bayonne Bridge opened in 1931.[13]
The New Haven's system was extended across the Hell Gate Bridge to the New York Connecting Railroad upon the line's construction. The system of electrification was an extension of the New Haven's revised 11/22kV autotransformer architecture. The original electrification extended from the New Haven's main line, across the Hell Gate Bridge, to the Bay Ridge yard. The line south of Bowery Bay Junction was de-electrified in the 1950s.
In February 1968 PRR merged with its rival New York Central Railroad to form the Penn Central (PC). Penn Central was required to absorb the New Haven in 1969 as a condition of the merger, which brought the entire Washington–Boston corridor under the control of one company.[citation needed]
On September 21, 1970 all New York–Boston trains except the Turboservice were rerouted into Penn Station from Grand Central;[citation needed] the Turboservice moved on February 1, 1971 for cross-platform transfers to the Metroliners.[16]
Amtrak
The line between New Rochelle and the Harold Interlocking was transferred to Amtrak in 1976 upon dissolution of Penn Central. The electrification system continued to be controlled as a portion of the ex-New Haven system until the 1987 conversion to 60Hz operation.
When the New Haven main line was converted by Metro-North to 60Hz operation, the Amtrak Hell Gate line was also converted, but as an isolated system powered from the Van Nest substation. Control of the catenary system was transferred from Cos Cob to the Load Dispatcher at New York Penn Station. Although conversion occurred subsequent to the PRR-era electrification, Amtrak substation numbers 45-47 were assigned for consistency with the rest of the PRR numbering scheme.
A 1969 proposal by the North Bronx Transportation Project considered running trains via the Hell Gate Bridge to Penn Station, with travel times estimated to be 25 minutes. Some plans for the Second Avenue Subway included integration with the upper portion of the line, providing express service from the East Side of Manhattan to Co-op City and Parkchester. This line was also considered for through-running with the Northeast Corridor in New Jersey, easing travel for residents of Westchester and Connecticut trying to get to New Jersey.[17]:104,128,130
While not proposed officially, in June 1973, two Congressmen and the Mayor of Yonkers proposed having trains run from Stamford, Connecticut, to Penn Station, making stops at Pelham Manor, Co-op City, and Parkchester/Van Nest. They proposed that the line be operated by the MTA pending completion of the Second Avenue Subway, which was under construction at the time and slated to be completed in 1980. Sixty percent of Co-op City residents that responded to a survey said that they would have used the proposed rail service.[18]
Planned improvements
Amtrak has applied for $15 million for the environmental impact studies and preliminary engineering design to examine replacement options for the more than 100-year-old, low-level movable rail Pelham Bay Bridge (just west of Pelham Bridge) over the Hutchinson River in the Bronx that has been limiting speed and train capacity. The goal is for a new bridge to support expanded service and speeds up to 110mph (180km/h).[19]
Penn Station Access
The Penn Station Access project was initiated on September 2, 1999 when the Federal Transit Administration (FTA), in conjunction with Metro-North Railroad, issued a Notice of Intent (NOI) to prepare a Major Investment Study/Environmental Impact Statement (EIS). The EIS was intended to consider possible additions to Metro-North using existing rail lines, with the intention of providing flexibility and increased regional access.[20] Rail alternatives originally considered included Hudson and New Haven service, via the Empire Connection and Hell Gate Line, respectively, and a Harlem Line option via wyes at Mott Haven and Spuyten Duyvil.[21]:A-3[22]
The Final Scoping Document for Penn Station Access called for the New Haven Line to use the Hell Gate Line (pictured) to access Penn Station
In November 2000, the Final Scoping Document for Penn Station Access was completed, showing 18 alternatives, including a no-build option, a Transportation Systems Management option, various commuter rail options, and alternatives using other modes. Various alternatives considered various ways to run service to Penn Station from the New Haven Line, the Hudson Line, and the Harlem Line, either during all times, or only operating during off-peak hours and weekends. Existing Metro-North riders would have the choice of arriving at either Penn Station or Grand Central on the New Haven Line and the Hudson Line.[23] Service from the New Haven Line would diverge at New Rochelle, using Amtrak's Hell Gate Line to access Penn Station, while service from the Hudson Line would split off at Spuyten Duyvil station via Amtrak's Empire Connection. The alternatives via the Harlem Line would have required the construction of wye tracks. One option would have branched off of the Harlem Line at Mott Haven, using a wye track to go north via the Hudson Line. Using a newly-constructed wye track at Spuyten Duyvil, service would turn south via the Empire Connection before reaching Penn Station. Another option considered would have constructed a wye track at Woodlawn, allowing Harlem trains to go east and head down the Hell Gate Line to Penn Station. The final option would have required the reconstruction of the Port Morris Branch and the Hell Gate Line. An additional option would have extended service from Grand Central to Penn Station through the construction of a new tunnel.[24]:14–16[25]
In September 2002, a second screening took place narrowing five alternatives to four, and narrowing 20 potential station locations in the Bronx, Queens and Manhattan to five locations. The remaining alternatives considered would have used either the Hudson or New Haven Lines. The Harlem Line options were removed from consideration. The five remaining stations under consideration were at West 125th Street and West 59th Street under the Hudson alternative, and at Co-Op City, Parkchester and Hunts Point under the New Haven alternative.[26] The preferred alternatives would have used three miles of trackage, and would have involved the construction of six new Metro-North stations in the Bronx and Manhattan, allowing riders in these areas to easily access Penn Station, Westchester, Dutchess, and Putnam counties upstate as well as Fairfield and New Haven counties in Connecticut.[27][28] Existing Metro-North riders would have the choice of arriving at either Penn Station or Grand Central on the New Haven Line and the Hudson Line.[23]
By 2011, Metro-North had initiated a federal environmental study for Penn Station Access, to be completed by 2013. The cost of the project was estimated at $350 million with the state of Connecticut funding $100 million and the state of New York funding the remaining $250 million.[29][30]
The first piece of Penn Station Access would route some New Haven Line trains down Amtrak's Northeast Corridor to Penn Station. The New Haven Line to Grand Central splits off from the Northeast Corridor near New Rochelle. The Northeast Corridor (also known here as the Hell Gate Line) continues south crossing the Pelham Bay Bridge into the Bronx, the Hell Gate Bridge into Queens, and entering Manhattan through the East River Tunnels also used by the Long Island Rail Road. This phase includes the construction of four new Metro-North stations in the Bronx to be served by the New Haven Line, located in Co-op City, Morris Park, Parkchester/Van Nest, and Hunts Point.[28] The stations would provide fast, direct rides to West Midtown and facilitate reverse-commuting trips to Westchester County and Connecticut.[31] The new stations would provide transit access to the transit-deficient East Bronx.[32]
Previously, a station was also considered to be built in Astoria; however, analysis showed that there wouldn’t be enough riders to justify the high cost of constructing a station.[33][34] The construction of a station was projected to cost over $20 million, and the station would only be able to be 4-car lengths long. The station would only have a projected annual ridership of 310,367.[34] Since 2014, local residents have pushed to have a Metro-North station built in Queens, either between 41st and 44th Streets in Astoria, or at Northern Boulevard and Broadway in Woodside.[35][33][36]
Planning
On January 8, 2014, former New York GovernorAndrew Cuomo voiced support for the project in his 2014 State of the State address.[31] With his support for the project, $695 million was budgeted for the project in the MTA's 2015–2019 Capital Program.[37] In order to accommodate more trains, power and signal systems, and yards at Penn Station and New Rochelle[38] will be upgraded and three railroad bridges will be rehabilitated or replaced.[32] In addition, a third track will be installed between the Parkchester/Van Nest station and north of the Co-Op City station, and additional switches will be added. Metro-North service to Penn Station will begin after the completion of the East Side Access project, which will divert some Long Island Rail Road trains to Grand Central, therefore opening up slots at Penn Station for Metro-North service.[37] During peak hours there will be between six and ten trains to Penn Station. There will be four trains per hour to Connecticut in the reverse peak direction, and there will be two trains per hour to and from Penn Station during off-peak and weekends.[39]
The project would add redundancy to the regional transportation network in case of service interruption. Regional connectivity will be increased with accessible transfers to Amtrak, the Long Island Rail Road and New Jersey Transit at Penn Station. Through-running between the New Haven Line and New Jersey Transit would be possible, linking business centers in Connecticut and New Jersey while providing access to Newark Liberty Airport.[39] The draft Environmental Assessment was to be made available for public review in late 2018.[40]
At the MTA's Metro-North Railroad Committee meeting on January 22, 2019, it was announced that Amtrak and the MTA had reached an agreement regarding track usage rights, and $35 million was approved for initial engineering design work.[41] In addition, HNTB New York Engineering and Architecture received a $35 million contract to consult on the planning of the four new stations.[42][43][44] In exchange for being allowed to use the Hell Gate Line and build the four stations, the MTA agreed to replace the Pelham Bay Bridge across the Hutchinson River, as well as pay access fees for using the Hell Gate Bridge. Amtrak and the MTA also agreed to conduct a joint study on the feasibility of extending Amtrak service to Long Island via the tracks used by the LIRR.[45][46] As part of the project, three track interlockings would be built, one existing interlocking would be rehabilitated, and the line would be widened from three to four tracks between the Hell Gate and Pelham Bay Bridges.[47]:50
Design for the project began in February 2019, and construction was expected to begin in late 2020, with an expected opening by 2023.[47]:53 By February 2020, the MTA had identified three firms that were qualified to bid on the design–build contracts for Penn Station Access. At that point, the project's opening date was announced as 2024.[48][49] Shortly afterward, work was placed on hold due to the COVID-19 pandemic in the United States.[50] The Federal Transit Administration (FTA) published a draft environmental impact statement in May 2021, and the state government commenced a request for proposals for the project's development.[51] The project's completion was then announced for 2025.[52] The expanded services will operate at Moynihan Train Hall, an expansion of Penn Station into the neighboring James A. Farley Building.[53]
On September 28, 2021, the FTA issued a Finding of No Significant Impact for the project, allowing the project to move forward.[54]
The Metro-North Commuter Railroad Company, also branded as MTA Metro-North Railroad and commonly called simply Metro-North, is a suburban commuter rail service operated by the Metropolitan Transportation Authority (MTA), a public authority of the U.S. state of New York. Metro-North serves the New York Metropolitan Area, running service between New York City and its northern suburbs in New York and Connecticut, including Port Jervis, Spring Valley, Poughkeepsie, Yonkers, New Rochelle, Mount Vernon, White Plains, Southeast and Wassaic in New York and Stamford, New Canaan, Danbury, Bridgeport, Waterbury, and New Haven in Connecticut. Service in Connecticut is operated under contract with the Connecticut Department of Transportation. Metro-North also provides local rail service within the New York City boroughs of Manhattan and the Bronx.
The Northeast Corridor (NEC) is an electrified railroad line in the Northeast megalopolis of the United States. Owned primarily by Amtrak, it runs from Boston in the north to Washington, D.C., in the south, with major stops in Providence, New Haven, Stamford, New York City, Newark, Trenton, Philadelphia, Wilmington, and Baltimore. The NEC is roughly paralleled by Interstate 95 for most of its length. Carrying more than 2,200 trains a day, it is the busiest passenger rail line in the United States by ridership and service frequency.
Harlem–125th Street station is a commuter rail stop serving the Metro-North Railroad's Hudson, Harlem, and New Haven Lines. It is located at East 125th Street and Park Avenue in East Harlem, Manhattan, New York City. The station also serves as an important transfer point between the Metro-North trains and the New York City Subway's IRT Lexington Avenue Line for access to the Upper East Side of Manhattan. It is the only station besides Grand Central Terminal that serves all three lines east of the Hudson River. Trains leave for Grand Central Terminal, as well as to the Bronx and the northern suburbs, regularly.
The New York Connecting Railroad or NYCR is a rail line in the borough of Queens in New York City. It links New York City and Long Island by rail directly to the North American mainland. Amtrak, CSX, Canadian Pacific Kansas City, Providence and Worcester Railroad and New York and Atlantic Railway (NYAR) currently use the line. It runs from the Hell Gate Bridge over the East River to Fresh Pond Junction yard in Glendale in Queens. It was completed in 1917. Amtrak uses the northernmost section of the line from Sunnyside Junction in the Woodside section of Queens to the Hell Gate Bridge into the Bronx from which it follows the line north to Boston.
Fordham station, also known as Fordham–East 190th Street station, is a commuter rail stop on the Metro-North Railroad's Harlem and New Haven Lines, serving Fordham Plaza in the Fordham neighborhood of the Bronx, New York City. The platforms are situated just below street level and feature two expanded side platforms that serve eight cars each, on the outer tracks. The station building sits above the tracks on the Fordham Road overpass, and still bears the name New York Central Railroad on its facade. The station is among the busiest rail stations in the Bronx.
The Harlem Line is an 82-mile (132 km) commuter rail line owned and operated by the Metro-North Railroad in the U.S. state of New York. It runs north from New York City to Wassaic, in eastern Dutchess County. The lower 53 miles (85 km) from Grand Central Terminal to Southeast, in Putnam County, is electrified with a third rail and has at least two tracks. The section north of Southeast is a non-electrified single-track line served by diesel locomotives. Before the renaming of the line in 1983, it eventually became the Harlem Division of the New York Central Railroad. The diesel trains usually run as a shuttle on the northern end of the line, except for rush-hour express trains in the peak direction.
The New Haven Line is a 72.7 mi (117.0 km) commuter rail line operated by the Metro-North Railroad in the U.S. states of New York and Connecticut. Running from New Haven, Connecticut, to New York City, the New Haven Line joins the Harlem Line in Mount Vernon, New York, and continues south to Grand Central Terminal in Manhattan. The New Haven Line carries 125,000 passengers every weekday and 39 million passengers a year. The busiest intermediate station is Stamford, with 8.4 million passengers, or 21% of the line's ridership.
The Colonial, also known as the Colonial Express, was a service of the Pennsylvania Railroad and New York, New Haven and Hartford Railroad between Washington Union Station in Washington, D.C. and South Station in Boston, Massachusetts. It was operated until 1973 by Amtrak.
The Hudson Line is a commuter rail line owned and operated by the Metro-North Railroad in the U.S. state of New York. It runs north from New York City along the east shore of the Hudson River, terminating at Poughkeepsie. The line was originally the Hudson River Railroad, and eventually became the Hudson Division of the New York Central Railroad. It runs along what was the far southern leg of the Central's famed "Water Level Route" to Chicago.
The Harlem River and Port Chester Railroad (HR&PC) was chartered in 1866 as a branch line railroad between New York City and Port Chester, New York. The line opened in 1873 as part of the New York, New Haven and Hartford Railroad and served in various capacities until 1971. The HR&PC is now part of the Hell Gate Line section of Amtrak's high-speed Northeast Corridor.
Tremont station is a commuter rail stop on the Metro-North Railroad's Harlem Line, serving the Tremont section of the Bronx, New York City. The station is in an open cut at the intersection of Park Avenue and East Tremont Avenue. Service at Tremont is limited; trains stop every 30 minutes during rush hours, every hour otherwise. The station has two high-level side platforms, each two cars long, serving the outer tracks of the four-track line.
Woodlawn station is a commuter rail stop on the Metro-North Railroad's Harlem Line, serving the Woodlawn section of the Bronx, New York City. It is located on East 233rd Street near Webster Avenue. Just north of the station is Woodlawn Junction, where the New Haven Line splits from the Harlem Line to join the Northeast Corridor.
New Rochelle station is a Metro-North Railroad and Amtrak train station located in New Rochelle, New York. The station serves Metro-North's New Haven Line and Amtrak's Northeast Regional; Bee-Line Bus System buses serve a bus stop just outside the station. As of August 2006, weekday commuter ridership was 4,020, and there are 1,381 parking spots. It is the busiest New Haven Line station in Westchester County.
Rye station is a commuter rail stop on the Metro-North Railroad New Haven Line, located in the city of Rye, New York. The station has two side platforms, each ten cars long, serving the outer tracks of the four-track line.
Yankees–East 153rd Street station is a commuter rail stop on the Metro-North Railroad's Hudson Line, serving Yankee Stadium and the Concourse neighborhood in the Bronx, New York City. It opened on May 23, 2009, and provides daily local service on the Hudson Line.
The Pelham Bay Bridge, also known as the Amtrak Hutchinson River Bridge, is a two-track movable railroad bridge that carries the Northeast Corridor (NEC) over the Hutchinson River in the Bronx, New York, upstream from the vehicular/pedestrian Pelham Bridge. It is owned by Amtrak, which provides passenger service, and is used by CSX Transportation and the Providence & Worcester Railroad for freight traffic.
Penn Station Access (PSA) is a public works project underway by the Metropolitan Transportation Authority in New York City. The goal of the project is to allow Metro-North Railroad commuter trains to access Penn Station on Manhattan's West Side, using existing trackage owned by Amtrak. Metro-North trains currently terminate exclusively at Grand Central in Midtown Manhattan.
Co-op City station is a planned passenger rail station on the Metro-North Railroad's New Haven Line, to be located in the Co-op City neighborhood of the Bronx in New York City. The station is planned to open in 2027 as part of the Penn Station Access project. The station will be located under Interstate 95 along the southern edge of Co-op City, with two entrances on the north side of the tracks.
Parkchester/Van Nest station is a planned passenger rail station on the Metro-North Railroad's New Haven Line, to be located within Bronx Community Board 11 in Van Nest and just north of the Parkchester neighborhood of the Bronx in New York City. The station is planned to open in 2027 as part of the Penn Station Access project, which will add four stations in the Bronx. It will be located east of Unionport Road, with entrance from East Tremont Avenue.
↑ An Assessment of the Transit Service Potential of Inactive Railroad Rights-of-way and Yards Final Report. New York City Department of City Planning. October 1991.
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