Melrose station

From Wikipedia, the free encyclopedia

This article is about the station in New York City. For the closed station in Scotland, see Melrose railway station.
Melrose
Melrose Metro-North Station.jpg
Melrose station, January 7, 2008
Location3231 Park Avenue, Melrose, Bronx, New York
Coordinates40°49′33″N 73°54′55″W / 40.8257°N 73.9154°W / 40.8257; -73.9154Coordinates: 40°49′33″N 73°54′55″W / 40.8257°N 73.9154°W / 40.8257; -73.9154
Owned byMetro-North Railroad
Line(s)Harlem Line
Platforms2 side platforms
Tracks4
ConnectionsNew York City Bus: Bx6, Bx6 SBS, Bx13, Bx32, Bx41, Bx41 SBS
Other information
Fare zone2
History
Openedc. 1841
Electrified700V (DC) third rail
Services
Preceding station MTA NYC logo.svg Metro-North Following station
Harlem–125th Street
towards Grand Central
 Harlem Line Tremont
towards North White Plains
     New Haven Line does not stop here
Former services
Preceding station New York Central Railroad Following station
138th Street
toward New York
 Harlem Division Morrisania
toward Chatham
Legend
to Tremont
former Port Morris RR
Hudson Line to
Yankees–E 153rd St
to Harlem–125th Street
Source:[1]

Melrose station (also known as Melrose–East 162nd Street station) is a commuter rail stop on the Metro-North Railroad's Harlem Line, serving the Melrose neighborhood of the Bronx, New York City. It is 6.1 miles (9.8 km) from Grand Central Terminal and located in an open cut beneath Park Avenue at its intersection with East 162nd Street. Service at Melrose is limited;[2] trains stop approximately every half-hour during rush hours and every hour all other times.

The station is the first/last in the Zone 2 Metro-North fare zone and CityTicket inter-city ticket zone on the Harlem Line.[3][4]

History[]

Original station[]

A station along the New York and Harlem Railroad in Melrose was known to exist as far back as 1841. When Melrose station was rebuilt by the New York Central Railroad (NYC) in the late 19th century, it contained a station house as a bridge over all four tracks, with two island platforms. Similar structures were built for the former Morrisania Station, as well as Tremont Station.[5][6]

Planned closure[]

As with other NYC stations in the Bronx, the station became a Penn Central station once the NYC and Pennsylvania Railroads merged in 1968. However, because of the railroad's serious financial distress following the merger, commuter service was turned over to the Metropolitan Transportation Authority in 1972. Penn Central was acquired by Conrail in 1976, and the line and station were completely turned over to Metro-North Railroad on January 1, 1983.

In 1988, the station was nearly closed due to the station's low daily ridership of 20 riders in the morning and 20 in the evening, and the adjacent Tremont station would have been closed on weekends.[7] On February 26, 1988, the MTA board approved plans to close the station. A spokesman for Metro-North said that the station was being "land banked" and was being boarded up, allowing it to be reopened if ridership increased.[8] The decision was strongly opposed by Bronx Borough President Fernando Ferrer, who said that the agency created a self-fulfilling prophecy by failing to promote the station and by not maintaining it. Service at the station was very infrequent, and as a result local residents did not consider using it.[9][10] He also cited the $80 million plan to redevelop the area.[8]

On March 30, 1988, two days before the planned closure of the station on April 1, Ferrer held a press conference with other Bronx political leaders outside the station protesting the MTA's decision. Ferrer led a tour of the station, showing its use by drug addicts, and its state of disrepair. He said that Metro-North should be working to improve the station and better market the service instead of closing it. At the time, workers were sinking cement posts to board up the station in preparation for its closing.[7] Metro-North planned to close the station on April 1, 1988, but delayed it by ninety days at the request of Bronx officials to allow the railroad and the community to study future development plans in the area and to reconsider the future of the station. The annual maintenance cost for the station was $27,000, or more than $1,300 per rider.[9][10] Melrose was removed from the April 3, 1988 timetable in anticipation of its closing[11] but was reinstated on the June 19, 1988 timetable as the station never did close.[12][13]

In July 1988, Ferrer outlined several strategies to market the station and increase ridership. These included printing flyers publicizing the station and its scheduled stops to the Melrose community, including court facilities on 161st Street, the Concourse Village complex, and the Bronx Court Building, offering commuter discounts and free round-trips on a temporary basis, posting directional signs to the station's entrance, and installing mirrors to increase safety in the station.[14] On August 16, 1989, Metro-North announced that it had dropped plans to close the station. The station had been kept open, cleaned up, and the issue was reviewed at the request of Ferrer.[15]

On July 9, 2000 service at the station and Tremont was doubled, increasing from 11 weekday trains to 25 trains, and weekend service was restored, adding 19 daily trips. $2 million was provided in the MTA's 2000–2004 Capital Program to pay for new staircases at the station. Most of that funding went to Melrose as the station was hard to find because it was located partially underneath a high-rise building.[16] In 2006, the station was renovated, and the northbound platform was moved out from underneath the overpass to its current location.

Prior to the opening of the Yankees–East 153rd Street station on the Hudson Line in 2009, the station was the closest station on the New York Central (later Penn Central) to Yankee Stadium. Specials ran to and from the station to serve events at the stadium.[17][18]

In 2012, Melrose residents expressed concern regarding the station; residents would like to see more frequent service, but track and capacity limitations hinder the amount of service available for the stop. Other concerns regarded the lack of handicap access, and the past closure of the main entrance to the stop. The main entrance was closed when the community was at the height of its turmoil, but as the community has regained its footing the desire to have the station open to the primary commercial street, 161st Street, has grown.

Station layout[]

The station has two offset high-level side platforms each two cars long[19]: 9  reached by stairway from East 162nd Street and Courtland Avenue. When trains stop at the station, normally the front two open cars receive and discharge passengers. The southbound platform is located underneath East 162nd Street and the New York City Housing Authority's Morrisania Air Rights public housing project. The station is located just south of a former wye with the northern terminus of the former Port Morris Branch.

G Street level Exit/entrance and buses
P
Platform level 		Side platform, doors will open on the right
Track 4 ←      Harlem Line toward Grand Central (Harlem–125th Street)
←      New Haven Line does not stop here
Track 2 ←           Harlem Line and New Haven Line express service does not stop here
Track 1 ←           Harlem Line and New Haven Line express service does not stop here →
Track 3 ←      New Haven Line does not stop here →
←      Harlem Line toward North White Plains (Tremont) →
Side platform, doors will open on the right

References[]

  1. ^ Lynch, Andrew (2020). "New York City Subway Track Map" (PDF). vanshnookenraggen.com. Retrieved February 6, 2020.
  2. ^ "Inventory Of Decking Opportunities Over Transportation Properties Final Report: 6.1: Transit and Railroad Open Cuts" Bronx B" (PDF). nyc.gov. New York City Department of City Planning. September 2008. Archived from the original (PDF) on March 4, 2016. Retrieved October 25, 2015.
  3. ^ "Fares adopted by MTA Board on January 25, 2017, effective March 19, 2017". mta.info. Metropolitan Transportation Authority. Retrieved January 1, 2019.
  4. ^ "CityTicket". mta.info. Metropolitan Transportation Authority. Retrieved January 1, 2019.
  5. ^ Moser, Emily. "Tuesday Tour of the Harlem Line: Melrose". I Ride The Harlem Line... Retrieved April 11, 2016.
  6. ^ Moser, Emily. "Melrose Station, in the late 1800s". I Ride The Harlem Line... Retrieved April 11, 2016.
  7. ^ a b Lewis, John (March 31, 1988). "A RRally for Melrose". New York Daily News. Retrieved January 1, 2019.
  8. ^ a b Lewis, John (March 4, 1988). "Ferrer blasts RR closing". New York Daily News. Retrieved January 1, 2019.
  9. ^ a b Verhovek, Sam Howe (March 29, 1988). "Trains End Bronx Stop: Who Cares And Why". The New York Times. Retrieved June 7, 2018.
  10. ^ a b "Metro-North Delays Closing Of a Bronx Commuter Station". The New York Times. April 1, 1988. Retrieved June 7, 2018.
  11. ^ "Metro-North to change train schedule on Sunday". Poughkeepsie Journal. March 31, 1988. Retrieved January 1, 2019.
  12. ^ "Harlem Line Timetable". Metro-North Commuter Railroad. April 3, 1988. {{cite web}}: Missing or empty |url= (help)
  13. ^ "Harlem Line Timetable". Metro-North Commuter Railroad. June 19, 1988. {{cite web}}: Missing or empty |url= (help)
  14. ^ Lewis, John (July 20, 1988). "Melrose station plan". New York Daily News. Retrieved January 1, 2019.
  15. ^ Siegel, Joel (August 17, 1989). "All aboard, Melrose!". New York Daily News. Retrieved January 1, 2019.
  16. ^ Ortega, Ralph R. (May 30, 2000). "Major commitment made to Harlem Line". New York Daily News. Retrieved January 1, 2019.
  17. ^ "Penn Central to Run Train To the Giants' Game Today". The New York Times. November 28, 1971. p. S3. Retrieved June 15, 2018.
  18. ^ "Penn Central Adding Stop At Melrose for Irish Game'". The New York Times. October 9, 1969. p. 63. Retrieved June 15, 2018.
  19. ^ "Metro-North Railroad Track & Structures Department Track Charts Maintenance Program Interlocking Diagrams & Yard Diagrams 2015" (PDF). Metro-North Railroad. 2015. Retrieved January 28, 2019.

External links[]

Retrieved from ""