New Haven Line
Metro-North Railroad's New Haven Line runs from New Haven, southwest to Mount Vernon, New York. There it joins the Harlem Line; the New Haven Line's ridership, at 125,000 weekday and 39 million annual passengers, ranks as the busiest rail line in the United States. The busiest station is Stamford, with 21 % of the line's ridership; this line was part of the mainline of the New York, New Haven and Hartford Railroad. The section from Mount Vernon to the New York-Connecticut border is owned by Metro-North, the section from the state line to New Haven is owned by the Connecticut Department of Transportation. From west to east in Connecticut, three branches split off: the New Canaan Branch, Danbury Branch, Waterbury Branch, all owned by ConnDOT. In addition to Metro-North trains, Amtrak's Northeast Regional and Acela Express use the line between New Rochelle, New York and New Haven, Connecticut, as part of the Northeast Corridor. Shore Line East, a commuter service operated by Amtrak for ConnDOT operates over the New Haven Line from its normal terminus at New Haven, with limited express service to Stamford with a single stop in Bridgeport.
The rail line from New York to New Haven was completed by 1849, commuters started using the trains soon afterward. The line was part of the New York and New Haven Railroad — after 1872, the New York, New Haven and Hartford Railroad — which had trackage rights over the New York Central Railroad's New York and Harlem Railroad into Grand Central; the Great Blizzard of 1888 blocked the rail line in Westport, between the Saugatuck and Green's Farms stations. It took eight days to restore service; the line was grade separated into a cut in Mount Vernon in 1893 as a result of multiple collisions between trains and horsecars. As part of the construction of Grand Central Terminal in the early 1900s, all of New York Central's lines that ran into the terminal were electrified. Third rail was installed on the Hudson and Harlem Divisions, while the New Haven Division received overhead wires on the segments that were not shared with the Harlem and Hudson Division. Steam locomotives on the New Haven Division were replaced with electric locomotives, electric multiple units.
New Haven Division electric trains started running to Grand Central in October 1907. The New Haven was merged into Penn Central in 1969. On November 25, 1969, Penn Central, the Metropolitan Transportation Authority, the states of New York and Connecticut agreed that New York would buy its section of the line and Connecticut would lease its section as far as New Haven; the acquisition took place on January 1, 1971, included the three branches. After Penn Central went bankrupt, the Consolidated Rail Corporation took over operations in 1976; the MTA took over operations in 1983, merged Conrail's former commuter rail lines in the New York area into Metro-North. The MTA undertook to rebuild the railroad, upgrading signals, ties and rolling stock. Over the years, some stations have been abandoned or closed, some characteristics of the line have changed; the Columbus Avenue station in Mount Vernon was closed in the Penn Central era, due to its proximity to Mt. Vernon station and the expense of converting it to high-level platforms.
It had been a transfer station to the overhead viaduct station of the New York and Boston Railway. Other stations abandoned along the mainline include Devon, at the junction of the Waterbury Branch, Norwalk, replaced by South Norwalk; the changeover from catenary to third rail was moved from Woodlawn to just west of Pelham in the early 1990s. The catenary poles are still intact. There is an abandoned coach yard just east of Port Chester station; the New Haven's Harlem River and Port Chester Railroad, diverging from the main line below New Rochelle, ran local passenger service to the Harlem River Terminal in the South Bronx until 1931, has several abandoned stations. It was a major freight route for the New Haven to Queens, where it interchanged with the Long Island Rail Road and the Pennsylvania Railroad. Four new stations are planned along this route as part of Metro-North's Penn Station Access; as a four-track electrified mainline, the New Haven Line is capable of supporting a mix of local and express service, allowing for a higher density of stations than many other commuter rail lines.
By the beginning of the 20th century, there were stations in every population center along the line. Although some of these were dropped over the years due to low ridership, no new stations were added for over 100 years. Fairfield Metro opened in December 2011 to support a new commercial development. After a decade-long process choosing between locations in West Haven and Orange, West Haven station opened in August 2013, filling the longest gap on the line. A study is being undertaken to detail the costs and benefits of implementing more frequent service on the line; the line would have to be upgraded to accommodate additional service. An accident occurred at the Norwalk River bridge in Norwalk, Connecticut on May 6, 1855. Another occurred in Westport, Connecticut in 1895, another in that town on October 3, 1912. Another fatality occurred in August 1969 on the New Canaan branch. There was a collision in Mount Vernon in 1988 that killed an engineer. More in 2012 two people were killed by a train-car collision at an ungated grade crossing on the Danbury Branch in Redding, in 2013 a track worker was struck and killed in West Haven.
The May 2013 Fairfield train crash resulted i
The volt is the derived unit for electric potential, electric potential difference, electromotive force. It is named after the Italian physicist Alessandro Volta. One volt is defined as the difference in electric potential between two points of a conducting wire when an electric current of one ampere dissipates one watt of power between those points, it is equal to the potential difference between two parallel, infinite planes spaced 1 meter apart that create an electric field of 1 newton per coulomb. Additionally, it is the potential difference between two points that will impart one joule of energy per coulomb of charge that passes through it, it can be expressed in terms of SI base units as V = potential energy charge = J C = kg ⋅ m 2 A ⋅ s 3. It can be expressed as amperes times ohms, watts per ampere, or joules per coulomb, equivalent to electronvolts per elementary charge: V = A ⋅ Ω = W A = J C = eV e; the "conventional" volt, V90, defined in 1987 by the 18th General Conference on Weights and Measures and in use from 1990, is implemented using the Josephson effect for exact frequency-to-voltage conversion, combined with the caesium frequency standard.
For the Josephson constant, KJ = 2e/h, the "conventional" value KJ-90 is used: K J-90 = 0.4835979 GHz μ V. This standard is realized using a series-connected array of several thousand or tens of thousands of junctions, excited by microwave signals between 10 and 80 GHz. Empirically, several experiments have shown that the method is independent of device design, measurement setup, etc. and no correction terms are required in a practical implementation. In the water-flow analogy, sometimes used to explain electric circuits by comparing them with water-filled pipes, voltage is likened to difference in water pressure. Current is proportional to the amount of water flowing at that pressure. A resistor would be a reduced diameter somewhere in the piping and a capacitor/inductor could be likened to a "U" shaped pipe where a higher water level on one side could store energy temporarily; the relationship between voltage and current is defined by Ohm's law. Ohm's Law is analogous to the Hagen–Poiseuille equation, as both are linear models relating flux and potential in their respective systems.
The voltage produced by each electrochemical cell in a battery is determined by the chemistry of that cell. See Galvanic cell § Cell voltage. Cells can be combined in series for multiples of that voltage, or additional circuitry added to adjust the voltage to a different level. Mechanical generators can be constructed to any voltage in a range of feasibility. Nominal voltages of familiar sources: Nerve cell resting potential: ~75 mV Single-cell, rechargeable NiMH or NiCd battery: 1.2 V Single-cell, non-rechargeable: alkaline battery: 1.5 V. Some antique vehicles use 6.3 volts. Electric vehicle battery: 400 V when charged Household mains electricity AC: 100 V in Japan 120 V in North America, 230 V in Europe, Asia and Australia Rapid transit third rail: 600–750 V High-speed train overhead power lines: 25 kV at 50 Hz, but see the List of railway electrification systems and 25 kV at 60 Hz for exceptions. High-voltage electric power transmission lines: 110 kV and up Lightning: Varies often around 100 MV.
In 1800, as the result of a professional disagreement over the galvanic response advocated by Luigi Galvani, Alessandro Volta developed the so-called voltaic pile, a forerunner of the battery, which produced a steady electric current. Volta had determined that the most effective pair of dissimilar metals to produce electricity was zinc and silver. In 1861, Latimer Clark and Sir Charles Bright coined the name "volt" for the unit of resistance. By 1873, the British Association for the Advancement of Science had defined the volt and farad. In 1881, the International Electrical Congress, now the International Electrotechnical Commission, approved the volt as the unit for electromotive force, they made the volt equal to 108 cgs units of voltage
Commuter rail called suburban rail, is a passenger rail transport service that operates between a city centre and middle to outer suburbs beyond 15 km and commuter towns or other locations that draw large numbers of commuters—people who travel on a daily basis. Trains operate following a schedule at speeds varying from 50 to 225 km/h. Distance charges or zone pricing may be used. Non-English names include Treno suburbano in Italian, Cercanías in Spanish, Rodalies in Catalan, Proastiakos in Greek, S-Bahn in German, Train de banlieue in French, Příměstský vlak or Esko in Czech, Elektrichka in Russian, Pociąg podmiejski in Polish and Pendeltåg in Swedish; the development of commuter rail services has become popular, with the increased public awareness of congestion, dependence on fossil fuels, other environmental issues, as well as the rising costs of owning and parking automobiles. Most commuter trains are built to main line rail standards, differing from light rail or rapid transit systems by: being larger providing more seating and less standing room, owing to the longer distances involved having a lower frequency of service having scheduled services serving lower-density suburban areas connecting suburbs to the city center sharing track or right-of-way with intercity or freight trains not grade separated being able to skip certain stations as an express service due to being driver controlled Compared to rapid transit, commuter/suburban rail has lower frequency, following a schedule rather than fixed intervals, fewer stations spaced further apart.
They serve lower density suburban areas, share right-of-way with intercity or freight trains. Some services operate only during peak hours and others uses fewer departures during off peak hours and weekends. Average speeds are high 50 km/h or higher; these higher speeds better serve the longer distances involved. Some services include express services which skip some stations in order to run faster and separate longer distance riders from short-distance ones; the general range of commuter trains' distance varies between 200 km. Sometimes long distances can be explained by. Distances between stations may vary, but are much longer than those of urban rail systems. In city centers the train either has a terminal station or passes through the city centre with notably fewer station stops than those of urban rail systems. Toilets are available on-board trains and in stations, their ability to coexist with freight or intercity services in the same right-of-way can drastically reduce system construction costs.
However they are built with dedicated tracks within that right-of-way to prevent delays where service densities have converged in the inner parts of the network. Most such trains run on the local standard gauge track; some systems may run on a broader gauge. Examples of narrow gauge systems are found in Japan, Malaysia, Switzerland, in the Brisbane and Perth systems in Australia, in some systems in Sweden, on the Genoa-Casella line in Italy; some countries and regions, including Finland, Pakistan, Russia and Sri Lanka, as well as San Francisco in the US and Melbourne and Adelaide in Australia, use broad gauge track. Metro rail or rapid transit covers a smaller inner-urban area ranging outwards to between 12 km to 20 km, has a higher train frequency and runs on separate tracks, whereas commuter rail shares tracks and the legal framework within mainline railway systems. However, the classification as a metro or rapid rail can be difficult as both may cover a metropolitan area run on separate tracks in the centre, feature purpose-built rolling stock.
The fact that the terminology is not standardised across countries further complicates matters. This distinction is most made when there are two systems such as New York's subway and the LIRR and Metro-North Railroad, Paris' Métro and RER along with Transilien, London's tube lines of the Underground and the Overground, Thameslink along with other commuter rail operators, Madrid's Metro and Cercanías, Barcelona's Metro and Rodalies, Tokyo's subway and the JR lines along with various owned and operated commuter rail systems. In Germany the S-Bahn is regarded as a train category of its own, exists in many large cities and in some other areas, but there are differing service and technical standards from city to city. Most S-Bahns behave like commuter rail with most trackage not separated from other trains, long lines with trains running between cities and suburbs rather than within a city; the distances between stations however, are short. In larger systems there is a high frequency metro-like central corridor in the city center where all the lines converge into.
Typical examples of large city S-Bahns include Frankfurt. S-Bahns do exist in some mid-size cities like Rostock and Magdeburg but behave more like typical commuter rail with lower frequencies and little exclusive trackage. In Berlin, the S-Bahn systems arguably fulfill all considerations of a true metro system (despite the existence of U-Ba
New York City Subway
The New York City Subway is a rapid transit system owned by the City of New York and leased to the New York City Transit Authority, a subsidiary agency of the state-run Metropolitan Transportation Authority. Opened in 1904, the New York City Subway is one of the world's oldest public transit systems, one of the world's most used metro systems, the metro system with the most stations, it offers service 24 hours per day on every day of the year, though some routes may operate only part-time. The New York City Subway is the largest rapid transit system in the world by number of stations, with 472 stations in operation. Stations are located throughout the boroughs of Manhattan, Brooklyn and the Bronx; the MTA operates the Staten Island Railway and MTA Bus, with free transfers to and from the subway. The PATH in Manhattan and New Jersey and the AirTrain JFK in Queens both accept the subway's MetroCard but are not operated by the MTA and do not allow free transfers. However, the Roosevelt Island Tramway does allow free transfers to the MTA and bus systems though it is not operated by the MTA.
The system is one of the world's longest. Overall, the system contains 245 miles of routes. By annual ridership, the New York City Subway is the busiest rapid transit rail system in both the Western Hemisphere and the Western world, as well as the eighth busiest rapid transit rail system in the world. In 2017, the subway delivered over 1.72 billion rides, averaging 5.6 million daily rides on weekdays and a combined 5.7 million rides each weekend. On September 23, 2014, more than 6.1 million people rode the subway system, establishing the highest single-day ridership since ridership was monitored in 1985. Of the system's 27 services, 24 pass through Manhattan, the exceptions being the G train, the Franklin Avenue Shuttle, the Rockaway Park Shuttle. Large portions of the subway outside Manhattan are elevated, on embankments, or in open cuts, a few stretches of track run at ground level. In total, 40% of track is above ground. Many lines and stations have both express and local services; these lines have four tracks.
The outer two are used for local trains, while the inner one or two are used for express trains. Stations served by express trains are major transfer points or destinations; as of 2018, the New York City Subway's budgetary burden for expenditures was $8.7 billion, supported by collection of fares, bridge tolls, earmarked regional taxes and fees, as well as direct funding from state and local governments. Its on-time performance rate was 65% during weekdays. Alfred Ely Beach built the first demonstration for an underground transit system in New York City in 1869 and opened it in February 1870, his Beach Pneumatic Transit only extended 312 feet under Broadway in Lower Manhattan operating from Warren Street to Murray Street and exhibited his idea for an atmospheric railway as a subway. The tunnel was never extended for financial reasons. Today, no part of this line remains as the tunnel was within the limits of the present day City Hall Station under Broadway.) The Great Blizzard of 1888 helped demonstrate the benefits of an underground transportation system.
A plan for the construction of the subway was approved in 1894, construction began in 1900. The first underground line of the subway opened on October 27, 1904 36 years after the opening of the first elevated line in New York City, which became the IRT Ninth Avenue Line; the fare was $0.05 and on the first day the trains carried over 150,000 passengers. The oldest structure still in use opened in 1885 as part of the BMT Lexington Avenue Line in Brooklyn and is now part of the BMT Jamaica Line; the oldest right-of-way, part of the BMT West End Line near Coney Island Creek, was in use in 1864 as a steam railroad called the Brooklyn and Coney Island Rail Road. By the time the first subway opened in 1904, the lines had been consolidated into two owned systems, the Brooklyn Rapid Transit Company and the Interborough Rapid Transit Company; the city leased them to the companies. The first line of the city-owned and operated Independent Subway System opened in 1932; this required it to be run'at cost', necessitating fares up to double the five-cent fare popular at the time.
In 1940, the city bought the two private systems. Some elevated lines ceased service while others closed soon after. Integration was slow, but several connections were built between the IND and BMT. Since the IRT tunnels, sharper curves, stations are too small and therefore can not accommodate B Division cars, the IRT remains its own division, the A Division. However, many passenger transfers between stations of all three former companies have been created, allowing the entire network to be treated as a single unit. During the late-1940s, the system recorded high ridership, on December 23, 1946, the system-wide record of 8,872,249 fares was set; the New York City Transit Authority, a public authority presided by New York City, was created in 1953 to take over subway, bus
Union Station (Chatham, New York)
Union Station served the residents of Chatham, New York from 1887 to 1972 as a passenger station and until 1976 as a freight station. It was the final stop for Harlem Line trains, it had served trains of the Boston and Albany Railroad the New York Central Railroad and the Rutland Railway. It served as a junction for service that radiated to Rensselaer, New York on the northwest, New York to the southwest, northeast in southwestern Vermont and Pittsfield and New York City to the south; the building is listed on the National Register of Historic Places and serves as a branch office of the National Union Bank of Kinderhook, NY. Though it no longer serves as a train station, the rail line alongside it is still a very-active mainline for freight rail. Before the station house was built rail service to Chatham started on December 21, 1841 when the first portion of the Albany and West Stockbridge Railroad was put into service between Greenbush and Chatham; the Harlem Extension of the New York and Harlem Railroad was built to Chatham by 1869.
By late 1870 a series of company mergers led to the formation of the Albany Railroad. In 1881 the B&A hired Henry Hobson Richardson to design several stations for the railroad. Richardson died unexpectedly in 1886 and the remaining station design work was transferred to the Boston-based architecture firm of Shepley and Coolidge, they designed the Chatham Station, opened for service along the B&A's Boston to Albany line in 1887. The Richardsonian Romanesque building features a Dutch gable roof with wide eaves and colonnade porticos that extend out east and west along the tracks over the low platform; the walls are made of colored rusticated stone with window and door frames and lintels of contrasting brownstone. A prominent bow window once was used as part of the stationmaster's office; the New York Central Railroad took over the B&A in 1900. The station house was staffed by a ticket agent, but the ticket office was closed by the NYCRR in 1960, it remained as an active station for passenger service until March 22, 1972.
Under the aegis of Conrail, the station was closed in March 1976 when freight operations from Ghent to Millerton were terminated. Conrail utilized the station for storage in the mid-1970s. In 1977, the freight railroad attempted to sell the station and surrounding land for $85,000. Long distance passenger service on the Rutland Railroad to Chatham ended by 1931 as the company diverted its Rutland/NYC Montreal - New York City trains Green Mountain Flyer and Mount Royal over to the New York Central's Hudson Line. Tracks north to North Bennington, Vermont were dismantled shortly after 1953; the removal of the NYCRR's Harlem Line trackage south of Church Street followed 30 years later. Boston and Albany Railroad trackage remains in place and is used by CSX Transportation; the line was single-tracked by Conrail in the late 1980s. Chatham Union Station has been listed on the National Register of Historic Places since May 1, 1974. In addition to active freight service, Amtrak's Lake Shore Limited long-distance train passes through Chatham without stopping.
The station house was renovated and reopened in 1999 to serve as a branch of the National Union Bank of Kinderhook. The Harlem Valley Rail Trail Association has plans to extend the trail along the right-of-way in front of the site of the former station; as of September 2016, $3.5M was appropriated to the HVRT association in Dutchess & Columbia counties to complete this project. Once completed, the HVRT will contain 46 contiguous miles of path. Union Station "Town of Chatham, New York: Historical Information". Retrieved September 7, 2010. Chatham, Former Terminus of the Harlem Division, Photos Then and Now
Fordham Rams football
For information on all Fordham University sports, see Fordham RamsThe Fordham Rams football program is the intercollegiate American football team for Fordham University located in the U. S. state of New York. The team competes in the NCAA Division I Football Championship Subdivision and are members of the Patriot League. Fordham's first football team was fielded in 1882; the team plays its home games at the 7,000 seat Coffey Field in New York. The Rams are coached by former Yale offensive coordinator Joe Conlin, distant relative to the late Ed Conlin, Fordham's all-time leading scorer in basketball who played seven seasons in the NBA. Fordham known as St. John's College, played its first official intercollegiate football game in 1882, they followed that with a 2 -- 1 road victory in New Jersey. The points seem to represent goals as the game after Walter Camp's creation of a line of scrimmage and a system of downs, was different during its early days. Scheduling too was different as the bulk of Fordham's early opposition came from local athletic clubs and naval units, YMCA groups and its own reserve team.
When up against other colleges, Fordham's main rivals were Xavier, CCNY, Saint Peter's and the aforementioned Seton Hall Pirates. At around the turn of the century Fordham began to mix in more established universities like NYU, Rutgers, Princeton and Syracuse to their schedule but, for the most part, they were still playing at a smaller level. Aside from a budding rivalry with cross-borough NYU, by the 1920s the bulk of Fordham's opposition came from elite Catholic schools like Boston College, Holy Cross and Georgetown. Towards the end of that decade Fordham made a drastic jump to move up and play within college football's major level. Program changes included the hiring of Hall of Fame coach, Frank W. Cavanaugh, a beefed up, national schedule and a move from on-campus home games at Fordham Field to the 55,000-seat Polo Grounds. From 1929 until the program went on hiatus in 1942, the Rams reeled off 14 straight winning seasons and played in front of capacity or near capacity crowds. Rivals during this era included NYU, Saint Mary's, Purdue, North Carolina and West Virginia.
After the 1935 season United Press conducted the first-ever national poll. Fordham finished with a Top-20 ranking and followed that with six straight additional Top-20 finishes from 1936 to 1941. Only Duke finished in the Top-20 in each of those first seven years of post-season polls. Fordham's best finish came in their undefeated 1937 season where they ended the year ranked 3rd in the country. Memorable victories during this era began with one over Boston College in 1929, ending the Eagles' 17-game unbeaten streak, still a school record. From there Fordham defeated NYU in 1930 in front of 78,5000 Yankee Stadium spectators for a contest that saw both teams step onto the gridiron undefeated. Other wins came against Detroit in 1931, St. Mary's in 1932, a big upset over Alabama in 1933, an bigger one over Tennessee in 1934 and another win over NYU in 1935; that result cost the Violets a shot at the Rose Bowl. NYU returned the favor the next season by upsetting the Rams and bitterly ending Fordham's "Rose Hill to the Rose Bowl" campaign.
Further conquests included North Carolina in 1937, South Carolina in 1938 and Pitt in 1939. The Pitt rivalry began in 1935; the squads exchanged goose eggs in 1936 and 1937 as well in what was dubbed the "Much Ado About Nothing to Nothing" series. After 13 straight scoreless quarters Pitt broke the drought with a second quarter field goal in their 1938 encounter won by the Panthers, 24–13. After some revenge for Fordham in 1939, the Rams again beat Pitt in 1940 and earned a trip to the Cotton Bowl. Two blocked extra points were the difference in their 13–12 loss to Texas A&M the defending National Champions. A win over TCU in 1941 set up a Sugar Bowl date against Missouri. Played in a monsoon setting, a first quarter blocked punt through the end zone gave the Rams a 2–0 lead that held until the game's waning moments; the Tigers missed a last-minute field goal, Fordham won by the lowest football score possible. Back at the Polo Grounds Fordham again beat Missouri, 20–12, in their 1942 rematch. Still, the season as a whole was only mediocre as Fordham finished 5–3–1 and for the first time unranked.
The era subsequently came to a close as football was suspended for the remainder of World War II. Prior to that the Rams had gone a combined 88–20–12 for a.787 win percentage during their 1929–1942 glory years. Over that same period of time only Alabama had a higher winning percentage in all of college football. Other milestones for the Rams included a 34–7 win over little-known Waynesburg to start the 1939 season; that contest was famous for being the first televised college football game. The following week, in a matchup between the era's two best, Fordham lost to Alabama, 7–6, in the second televised college football game ever. Both games were aired locally by NBC on an experimental New York based channel called W2XBS, available to only about 1,000 sets in the New York City area. Following the conclusion of World War II Fordham football returned in 1946 but on a deemphasized basis. National opponents were replaced with a more regional schedule and recruiting became more difficult as the school put more emphasis on academics.
Wakefield station (Metro-North)
The Wakefield station is a commuter rail stop on the Metro-North Railroad's Harlem Line, serving the Wakefield section of the Bronx, New York City. It is the northernmost station on the line before it crosses the New York City limits into Westchester County, New York, it is located on East 241st Street. This station is the first/last station in the Zone 2 Metro-North fare zone, is the first/last station of the CityTicket intra-city ticket zone. Though there is no direct connecting bus service at the station, five blocks east from the station is the Wakefield–241st Street station on the IRT White Plains Road Line of the New York City Subway, the northernmost station in the system; the New York and Harlem Railroad laid tracks through Wakefield and Washingtonville during the mid-1840s as part of their effort to expand the line to Tuckahoe. The original name of the station was "Washingtonville,", a segment of the neighborhood of Wakefield until the early-20th Century. Sometime between 1894 and 1905, the name of the station was changed to Wakefield, despite the fact that Washingtonville still existed as a neighborhood in the Bronx at the time.
The station was the northern terminus of electrification for the Harlem Line in 1907 until it was expanded to White Plains in 1909. The station depot burned in a fire on August 15, 1953. After the fire, the New York Central petitioned the Public Service Commission for permission to discontinue the station, arguing that the station's low ridership did not justify rebuilding the station. In December 1953, the PSC denied the Central's petition to discontinue service, ordered the railroad to restore service to the station by January 4, 1954, to rebuild the station. However, the PSC gave the Central permission to discontinue the station's part-time agent. High-level platforms were added to the stations in 1976. On September 29, 2013, 17-year-old Mount Saint Michael Academy student Matthew Wallace was struck and killed by a northbound train as he stood on the platform in an inebriated state. Afterward, Metro North officials announced that security cameras will be installed at all stations on the Harlem and New Haven lines in order to address public safety concerns.
A permanent, makeshift memorial constructed by Wallace's family and friends stands at the station's only entrance. This station has two high-level island platforms, each four cars long and accessible by stairway from the north side of East 241st Street; because of these short platform lengths, only four cars can receive and discharge passengers at the station. Metro-North Railroad - Wakefield List of upcoming train departure times and track assignments from MTA Wakefield Metro-North station Entrance from Google Maps Street View Platforms from Google Maps Street View