View source for New Haven Line

{{short description|Metro-North Railroad line in New York and Connecticut}}
{{Use mdy dates|date=June 2018}}
{{Infobox rail line
| name                            = New Haven Line
| color                           = {{rcr|MNRR|New Haven}}
| image                           = MNCRR M-8 at NEC Port Chester.jpg
| image_width                     = 300px
| caption                         = An outbound train of [[M8 (railcar)|M8s]] near [[Port Chester (Metro-North station)|Port Chester]]
| type                            = [[Commuter rail]]
| system                          = [[Metro-North Railroad]]
| status                          = 
| locale                          = [[New York City]] ([[Manhattan]] and [[The Bronx]]) and [[Westchester County, New York|Westchester]], [[Fairfield County, Connecticut|Fairfield]] and [[New Haven County, Connecticut|New Haven]] counties
| start                           = [[Grand Central Terminal|Grand Central]]
| end                             = [[Stamford (Metro-North station)|Stamford]] (local service)<br />[[Union Station (New Haven)|New Haven]]<br />[[New Haven State Street station|New Haven State Street]] (limited service)
| stations                        = 30 main; 17 branch
| routes                          = 1 main line; 3 branches
| daily_ridership                 = 
| ridership2                      = 28,700,485 (annual ridership, 2023)<ref name=ridership>{{cite web | title=2023 ANNUAL RIDERSHIP REPORT | website=mta.info | date= | url=https://new.mta.info/document/138216| access-date=June 6, 2024}}</ref>
| open                            = 
| close                           = 
| owner                           = [[Connecticut Department of Transportation|CTDOT]] {{small|(in Connecticut)}}<br />[[Metro-North Railroad|Metro-North]] {{small|(in New York)}}
| operator                        = [[Metropolitan Transportation Authority (New York)|MTA]] [[Metro-North Railroad]]
| character                       = 4-track main line (3 tracks between [[Housatonic River Railroad Bridge|Housatonic River]] and {{mnrr|Milford}})<br />Single-track branches
| stock                           = 
| linelength                      = 
| tracklength                     = {{Indented plainlist|
* {{cvt|74|mi}} (Main Line)
* {{cvt|7.9|mi}} (New Canaan Branch)
* {{cvt|23.6|mi}} (Danbury Branch)
* {{cvt|27|mi}} (Waterbury Branch)
}}
| tracks                          = 
| gauge                           = {{Track gauge|ussg|allk=on}}
| electrification                 = {{Indented plainlist|
* [[Overhead line]], [[Electrification of the New York, New Haven, and Hartford Railroad|12.5 kV 60 Hz AC]] ({{mnrr|Pelham}} to [[New Haven State Street station|New Haven State Street]])
* {{750 V DC|conductor=third rail}} ([[Grand Central Terminal]] to {{mnrr|Mount Vernon East}})
}}
| speed                           = {{cvt|80|mph}}<ref>{{Cite web|url=https://www.trains.com/trn/news-reviews/news-wire/analysis-long-road-ahead-for-improving-northeast-corridor-speeds/|title=Analysis: Long road ahead for improving Northeast Corridor speeds|date=September 30, 2021 }}</ref> (max)
| elevation                       = 
| map                             = {{switcher
<!-- interactive map can be found on Wikimedia Commons: Data:New Haven Line.map -->
|{{maplink-road|from=New Haven Line.map}} New Haven Main Line highlighted in red <hr />
|Show interactive map
|{{New Haven Line map}}
|Show route diagram
}}
}}

[[File:New haven line map.png|thumb|right]]

The '''New Haven Line''' is a {{convert|72.7|mi|km|abbr=on}} [[commuter rail]] line operated by the [[Metro-North Railroad]] in the U.S. states of [[New York (state)|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.<ref name=busiest>{{cite web|title=Getting Back on Track: Unlocking the Full Potential of the New Haven Line |url=https://rpa.org/work/reports/getting-back-on-track |publisher=[[Regional Plan Association]]|date=January 2014|access-date=April 29, 2014}}</ref> The busiest [[intermediate station]] is {{mnrr|Stamford}}, with 8.4 million passengers, or 21% of the line's ridership.<ref>{{Cite web|url=http://www.choosestamford.com/about-stamford/pages/transportation|title=Transportation {{!}} City of Stamford Economic Development|website=www.choosestamford.com|language=en|access-date=April 9, 2018|archive-date=April 10, 2018|archive-url=https://web.archive.org/web/20180410075123/http://www.choosestamford.com/about-stamford/pages/transportation|url-status=dead}}</ref>

The line was originally part of the [[New York, New Haven and Hartford Railroad]], forming the southern leg of the New Haven's main line. It is [[spot color|colored]] red on Metro-North [[public transport timetable|timetables]] and system maps, and stations on the line have red trim. The red [[color code|color-coding]] is a nod to the red paint used in the New Haven's paint scheme for much of the last decade of its history. The section from Grand Central to the New York-Connecticut border is owned by Metro-North and the section from the state line to New Haven is owned by the [[Connecticut Department of Transportation]] (CTDOT). From west to east in Connecticut, three branches split off: the [[New Canaan Branch]], [[Danbury Branch]], and [[Waterbury Branch]], all owned by CTDOT.

The New Haven Line is part of the [[Northeast Corridor]]; its share of the Northeast Corridor is the busiest rail line in the United States.<ref name=busiest/> [[Amtrak]]'s ''[[Northeast Regional]]'' and ''[[Acela]]'' use the line between [[New Rochelle, New York]], and New Haven, and five New Haven Line stations are shared with Amtrak. Local freight service is provided on the line in Connecticut by [[CSX Transportation]], and the [[Providence and Worcester Railroad]] operates unit trains of stone along the line.

==History==

===Before Metro-North===
[[File:PostcardStamfordCTRailroadBrOverMillRiver1908.jpg|thumb|right|At the Mill (Rippowam) River crossing, [[Stamford, Connecticut]], about 1908]]

The rail line from New York to New Haven was completed by 1849, and commuters started using the trains soon afterward. The line was part of the [[New York and New Haven Railroad]] &mdash; after 1872, the [[New York, New Haven and Hartford Railroad]] &mdash; 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, as snow was dug out by hand.<ref name=whs07/>

The line was grade separated into a cut in Mount Vernon in 1893 as a result of multiple collisions between trains and horsecars.<ref>{{Cite news|url=https://www.nytimes.com/1983/10/02/nyregion/mount-vernon-project-to-cover-railroad-cut.html|title=Mount Vernon Project to Cover Railroad Cut|last=O'Mahoney|first=John B.|date=October 2, 1983|work=The New York Times|access-date=January 20, 2019|language=en-US|issn=0362-4331}}</ref>

As part of the [[History of Grand Central Terminal#Replacement|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.<ref name="Sprague Cunningham 2013 pp. 58–76">{{cite journal|last1=Sprague|first1=J. L.|last2=Cunningham|first2=J. J.|year=2013|title=A Frank Sprague Triumph: The Electrification of Grand Central Terminal [History]|journal=IEEE Power and Energy Magazine|publisher=Institute of Electrical and Electronics Engineers (IEEE)|volume=11|issue=1|pages=58–76|doi=10.1109/mpe.2012.2222293|s2cid=6729668|issn=1540-7977}}</ref> [[Steam locomotive]]s on the New Haven Division were replaced with [[electric locomotives]], and later [[electric multiple units]].<ref name=whs07>Westport Historical Society, interpretive plaque, Westport Historical Society Museum, Carriage House, read September 30, 2007</ref><ref name="Delgado Aktas 2016 pp. 356–363">{{cite journal | last1=Delgado | first1=Daniel | last2=Aktas | first2=Can B. | title=Resilience of Rail Infrastructure in the U.S. Northeast Corridor | journal=Procedia Engineering | publisher=Elsevier BV | volume=145 | year=2016 | issn=1877-7058 | doi=10.1016/j.proeng.2016.04.089 | pages=356–363| doi-access=free }}</ref> New Haven Division electric trains started running to Grand Central in October 1907.<ref name="AutoDR-71">{{cite news|url=https://www.nytimes.com/1907/10/05/archives/electrical-service-ready-to-stamford-four-new-haven-trains-to.html|title=ELECTRICAL SERVICE READY TO STAMFORD|date=October 5, 1907|newspaper=The New York Times|access-date=December 13, 2018}}</ref> The replacement of the [[Housatonic River Railroad Bridge]] that year completed quadruple-tracking of the line from Woodlawn Junction to New Haven.<ref>{{cite news |url=https://www.newspapers.com/clip/112355191/hartford-courant/ |title=Annual Report of N.Y., N.H. & H. |newspaper=Hartford Courant |date=October 3, 1907 |page=11 |via=Newspapers.com}}</ref>

The New Haven was merged into [[Penn Central]] in 1969. On November 25, 1969, Penn Central, the [[Metropolitan Transportation Authority]], and the states of [[New York (state)|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.<ref>http://www.prrths.com/Hagley/PRR1969%20June%2004.wd.pdf Pennsylvania Railroad Technical & Historical Society 1969 chronology</ref> The acquisition took place on January 1, 1971, and included the three branches.<ref>http://www.prrths.com/Hagley/PRR1971%20Jun%2005.pdf Pennsylvania Railroad Technical & Historical Society 1971 chronology</ref> After [[Penn Central]] went bankrupt, the [[Conrail|Consolidated Rail Corporation]] (Conrail) took over operations in 1976. The MTA took over operations in 1983, and merged Conrail's former commuter rail lines in the New York area into Metro-North. The MTA undertook to rebuild the railroad, upgrading signals, tracks, ties, roadbeds, and rolling stock.

===New and closed infrastructure===
[[File:MNRR 6100 (9550709846).jpg|thumb|left|West Haven station shortly after opening in 2013]]
Over the years, some stations have been abandoned or closed, and some characteristics of the line have changed. The Columbus Avenue station in [[Mount Vernon, New York|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.{{citation needed|date=December 2018}} It had previously been a transfer station to the overhead viaduct station of the [[New York, Westchester and Boston Railway]]; an impressive ruin remains and is easily visible from passing trains.{{citation needed|date=December 2018}} Other stations abandoned along the mainline include Devon, at the junction of the [[Waterbury Branch]], and Norwalk, replaced by South Norwalk.<ref>{{Cite web|title=Metro North New Haven Line |url=http://www.stationreporter.net/newhaven.htm |date=May 2, 2014 |access-date=January 21, 2016 |url-status=dead |archive-url=https://web.archive.org/web/20140502002554/http://www.stationreporter.net/newhaven.htm |archive-date=May 2, 2014 }}</ref> The changeover from catenary to third rail was moved from Woodlawn to just west of {{mnrr|Pelham}} in the early 1990s. The catenary poles are still intact as they carry several communications lines.<ref>{{cite news |title=Catenary Work Could Cause Delays |first=James |last=Lomuscio |url=http://www.westportnow.com/index.php?/v2_5/comments/37376/ |work=WestportNow.com |date=March 14, 2012 |access-date=May 20, 2013}}</ref> There is an abandoned [[rail 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, and has several abandoned stations.<ref name="bronx">{{cite web|url=http://www.columbia.edu/~brennan/abandoned/bronx.html|title=Abandoned Stations : Bronx Railroad Stations|work=columbia.edu}}</ref><ref name="green">{{cite web |url=https://dl.dropboxusercontent.com/u/986720/NYCTrackMapV3.pdf |title=Rich Green's NYC Area Track Map |access-date=September 11, 2009 |url-status=dead |archive-url=https://web.archive.org/web/20160303233114/https://dl.dropboxusercontent.com/u/986720/NYCTrackMapV3.pdf |archive-date=March 3, 2016}}</ref> 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 largely 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 to the New Haven Line mainline for over 100 years ({{mnrr|Merritt 7}} station on the [[Danbury Branch]] opened in 1985).<ref>Charles, Eleanor (July 28, 1985). "Rail Station For Corporate Park". New York Times</ref> {{mnrr|Fairfield Metro}} (now Fairfield-Black Rock) opened in December 2011 to support a new commercial development.<ref name="FarfieldMetro">{{Cite web|url=http://www.mta.info/press-release/metro-north/fairfield-metro-train-station-opens-december-5-new-haven-line|title=Fairfield Metro Train Station Opens December 5 on the New Haven Line|date=November 28, 2011|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=February 1, 2017|archive-date=August 21, 2016|archive-url=https://web.archive.org/web/20160821141432/http://www.mta.info/press-release/metro-north/fairfield-metro-train-station-opens-december-5-new-haven-line|url-status=dead}}</ref> 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.<ref>{{cite news |url=http://www.nhregister.com/20130819/officials-cut-ribbon-at-new-west-haven-train-station |title=Officials cut ribbon at new West Haven train station |newspaper=New Haven Register |author=McNamara, Neal |date=August 19, 2013 |access-date=August 21, 2013}}</ref> Currently, 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.<ref name="LetsGoCT">{{Cite web|url=http://www.letsgoct.com/RampUpDashboard.html|title=Let's Go CT Transportation Ramp Up Dashboard|website=www.letsgoct.com|publisher=Connecticut Department of Transportation|access-date=February 2, 2017|archive-date=February 3, 2017|archive-url=https://web.archive.org/web/20170203081017/http://www.letsgoct.com/RampUpDashboard.html|url-status=dead}}</ref>

On July 11, 2022, six new express trains were added to the New Haven Line, only stopping at New Haven, Bridgeport, and Stamford, and Grand Central. These trains, of which three would run in the morning, and three would run in the evening, would operate to Grand Central in as little as 99 minutes.<ref>{{Cite web |title=New Express Trains on the New Haven Line and Increased Services on the Waterbury Branch Line |url=https://portal.ct.gov/DOT/CTDOT-Press-Releases/2022/New-Express-Trains-on-the-New-Haven-Line-and-Increased-Services-on-the-Waterbury-Branch-Line |access-date=2023-02-24 |website=CT.gov – Connecticut's Official State Website |language=en}}</ref>

=== Incidents and accidents ===
[[File:PostcardFairfieldCTFourTrainsInWreck06061911.jpg|thumb|right|A 1911 wreck in Fairfield involving 4 trains]]

==== Fatal accidents ====
The [[Norwalk rail accident]] occurred at the [[Norwalk River]] bridge in [[Norwalk, Connecticut]], on May 6, 1853, killing 48 people.<ref>{{cite book | last=Haine | first=E.A. | title=Railroad Wrecks | publisher=Cornwall Books | year=1993 | isbn=978-0-8453-4844-4 | url=https://books.google.com/books?id=S7t8DW4iYDMC&pg=PA34 | access-date=September 29, 2021 | page=34}}</ref> Another occurred in [[Westport, Connecticut]], in 1895, and another in that town on October 3, 1912.<ref name="whs07" />{{Better source needed|date=November 2018}} Another fatality occurred in August 1969 on the New Canaan Branch, which prompted the line's then-operator, Penn Central, to stop operating northbound and southbound trains simultaneously on the branch.<ref>{{Cite news|date=1969-09-03|title=Penn Central Ends Dual Use of Tracks On New Canaan Line|language=en-US|work=The New York Times|url=https://www.nytimes.com/1969/09/03/archives/penn-central-ends-dual-use-of-tracks-on-new-canaan-line.html|access-date=2023-03-11|issn=0362-4331}}</ref> There was also a collision between two trains in Mount Vernon in 1988, which killed an engineer.<ref>{{Cite news|last=Feron|first=James|date=1988-04-14|title=Engineer Cited in Metro-North Crash|language=en-US|work=The New York Times|url=https://www.nytimes.com/1988/04/14/nyregion/engineer-cited-in-metro-north-crash.html|access-date=2023-03-11|issn=0362-4331}}</ref> In 2012 two people were killed by a train-car collision at an ungated grade crossing on the Danbury Branch in [[Redding, Connecticut]],<ref>{{cite news |title=City woman dies of train-crash injuries |url=http://www.newstimes.com/local/article/City-woman-dies-of-train-crash-injuries-4168819.php |newspaper=[[The News-Times]] (Danbury)|date=January 4, 2013|access-date=April 29, 2014}}</ref> and in 2013 a track worker was struck and killed in [[West Haven]].<ref>{{cite news |title=Investigation widens into death of Metro-North track worker |first=Pete |last=Donohue |url=http://www.nydailynews.com/new-york/investigation-widens-death-metro-north-track-worker-article-1.1358127 |newspaper=[[Daily News (New York)|Daily News]]|location=New York|date=May 29, 2013|access-date=April 29, 2014}}</ref>

==== Non-fatal incidents ====
The May 2013 [[Fairfield train crash]] resulted in 72 injuries after two trains collided following a derailment near {{mnrr|Fairfield}}.<ref name="mfn">{{cite web|title=72 hurt in Metro-North collision in Conn.; NE Corridor service affected|publisher=MyfoxNY.com|url=http://www.myfoxny.com/story/22285791/trains-collision-in-connecticut#ixzz2Tg8OJJ3N|access-date=May 18, 2013|archive-url=https://web.archive.org/web/20130608035742/http://www.myfoxny.com/story/22285791/trains-collision-in-connecticut#ixzz2Tg8OJJ3N|archive-date=June 8, 2013|quote=Officials in Connecticut say it was amazing that there were no fatalities or more injuries after two Metro-North trains collided around 6 p.m. in Fairfield Friday evening.|url-status=dead|df=mdy-all}}</ref>

On [[September 2013 New Haven Line power outage|September 25, 2013]], a [[Consolidated Edison|Con Edison]] failure required the use of diesel locomotives and bus service between Mount Vernon and Harrison for 12 days.<ref>{{cite web|title=Full New Haven Line Service To Resume Monday Morning|url=http://www.mta.info/press-release/metro-north/full-new-haven-line-service-resume-monday-morning|publisher=[[Metropolitan Transportation Authority]]|date=October 5, 2013|access-date=April 29, 2014|archive-date=April 29, 2014|archive-url=https://web.archive.org/web/20140429183316/http://www.mta.info/press-release/metro-north/full-new-haven-line-service-resume-monday-morning|url-status=dead}}</ref>

==Operations==
===Passenger service===
====Main Line====
New Haven Line mainline trains primarily use [[Electric Multiple Unit|electric multiple unit (EMU)]] consists of [[M8 (railcar)|Kawasaki M8]] railcars. 

All New Haven Line electric trains change over between [[third rail]] and [[overhead catenary]] between [[Mount Vernon East station|Mount Vernon East]] and [[Pelham station|Pelham]]<ref name="Cudahy 2009 p. 345"/> at normal track speed.<ref>{{cite AV media|url=https://www.youtube.com/watch?v=nh-MG7NFpQA |archive-url=https://ghostarchive.org/varchive/youtube/20211213/nh-MG7NFpQA |archive-date=2021-12-13 |url-status=live|title=MNCRR New Haven M2/4/6 with Pantograph change and P32AC-DM Express at Pelham [HD]|date=November 8, 2010|work=YouTube}}{{cbignore}}</ref> Inbound trains to Grand Central lower their [[Pantograph (rail)|pantographs]] in this area, while outbound trains raise them; the third rail shoes stay in the same position both in and out of third rail territory. Both catenary and third rail overlap for a quarter-mile between Mount Vernon East and Pelham to facilitate this changeover.{{Citation needed|date=December 2018}} When the line was first electrified in 1907, trains transitioned between third rail and overhead catenary at Woodlawn Heights,<ref name="Cudahy 2009 p. 345">{{Cite book|last=Cudahy|first=Brian J.|url=https://books.google.com/books?id=fJGUDwAAQBAJ&pg=PT345|page=345|title=A Century of Subways: Celebrating 100 Years of New York's Underground Railways|date=2009-08-25|publisher=Fordham Univ Press|isbn=978-0-8232-2295-7|language=en}}</ref><ref>{{Cite book|last=Haines|first=Henry Stevens|url=https://books.google.com/books?id=2i4JAQAAIAAJ&pg=PA25|title=Efficient Railway Operation|date=1919|publisher=Macmillan|language=en|page=25}}</ref> approximately {{convert|2|mi}} southwest of Pelham.<ref name="Cudahy 2009 p. 345"/> This changeover is still needed today since the New Haven Line and [[Harlem Line]] share trackage between Grand Central and Mount Vernon; the two lines split just north of the Harlem Line's [[Woodlawn station (Metro-North)|Woodlawn station]].

[[Stamford Transportation Center]] divides the New Haven Line's mainline into an "inner zone" and an "outer zone". Inner zone trains run local, serving all stops between Grand Central and Stamford. Outer zone trains run express between Grand Central and Stamford, making only one intermediate stop at [[Harlem-125th Street station|Harlem-125th Street]], before running local between Stamford and New Haven.

The entire New Haven Line mainline is grade-separated with no grade crossings, although there are several privately marked-pedestrian crossings in many of the storage yards such as the East Side Yard in Bridgeport.{{Citation needed|date=December 2018}}

====Branch Lines====
[[File:Waterbury, CT, Metro-North station.jpg|thumb|right|Waterbury station is the northern terminus of the Waterbury Branch]]
{{main|New Canaan Branch|Danbury Branch|Waterbury Branch}}
Within the Metro-North system, the New Haven Line is the only line with operating branch lines. These three branch lines are the [[New Canaan Branch]], the [[Danbury Branch]], and the [[Waterbury Branch]]. The New Canaan Branch is electrified, and uses the same Kawasaki M8 railcars as the main line. The Danbury Branch and Waterbury Branches, on the other hand, use [[Shoreliner]] consists powered by diesel locomotives. Some main line trains will occasionally use diesel equipment in revenue runs for positioning or due to equipment shortages.

The New Haven Railroad, Metro-North's predecessor, had an extensive branch network in Connecticut, including: a branch off the Danbury Branch at the aptly named [[Branchville, CT]] to [[Ridgefield, CT]]; another branch off the main line for freight at Bridgeport known as the Berkshire (a never-used bridge spans the Merritt Parkway in Trumbull that would have accommodated this branch under potential reactivation scenarios); and the Maybrook line, which connected the Waterbury Branch with the Danbury Branch, with several branches of its own.{{Citation needed|date=August 2024}}

Branch line trains generally operate as their own zone and terminate at a main line station; passengers can then transfer to a train bound for another main line station or Grand Central. The southern terminus for each branch line is [[Stamford Transportation Center|Stamford]] on the New Canaan Branch, [[South Norwalk station|South Norwalk]] on the Danbury Branch, and [[Bridgeport station (Connecticut)|Bridgeport]] on the Waterbury Branch. All trains run local on their respective branch lines. During peak hours, however, some trains on the New Canaan and Danbury Branches run limited one-seat service to Grand Central; these trains run express on the main line but still make all stops on their respective branch lines.

Unlike the main line, the New Haven Line branches operate almost entirely at grade, with frequent crossings.

====Sports special services====
=====Yankee Stadium=====
[[File:Yankees E 153rd street station.jpg|thumb|right|New Haven Line equipment at Yankees – East 153rd Street station in 2009]]
[[Yankees–East 153rd Street station|Yankees–East 153rd Street]] station opened on May 23, 2009. Although it is a [[Hudson Line (Metro-North)|Hudson Line]] commuter station, it offers New Haven and [[Harlem Line]] commuters direct game-day service on weekends and after weeknight games, and shuttle service from {{mnrr|Harlem–125th Street}} station during peak periods. The Yankee Stadium station, Harlem-125th Street and {{mnrr|Fordham}} are the three Metro-North stations that serve New Haven Line customers without being located on the Line itself.<ref>{{Cite web |url=http://mta.info/mnr/html/planning/schedules/pdf/yankees_newhaven.pdf |title=''Metro-North New Haven Line Yankees-153rd Timetable'' |access-date=May 14, 2009 |archive-url=https://web.archive.org/web/20090611202849/http://mta.info/mnr/html/planning/schedules/pdf/yankees_newhaven.pdf |archive-date=June 11, 2009 |url-status=dead }}</ref>

=====Meadowlands game day service=====
The ''Train to the Game'' service on the New Haven Line to the [[Meadowlands Sports Complex]] operated only for Sunday 1 pm [[New York Giants]] and [[New York Jets]] NFL games.<ref name="meadowlands">{{Cite web |url=http://web.mta.info/mnr/html/meadowlands/footballtrain.php |title=MNR Schedules |access-date=December 10, 2018 |df=mdy-all}}</ref> The first game scheduled was on September 20, 2009, when the New York Jets hosted the [[New England Patriots]], following a successful test of trains in non-revenue service on August 23.<ref>{{cite news |first=Aristide |last=Economopoulos |title=Meadowlands trains-to-game show potential of regional rail |url=http://blog.nj.com/njv_guest_blog/2009/09/meadowlands_trainstogame_show.html |newspaper=The Star-Ledger |date=September 13, 2009 |access-date=January 9, 2010}}</ref><ref>{{Cite web |url=http://web.mta.info/mnr/html/meadowlands/footballtrain.php|title=MNR Schedules |date=September 7, 2017 |access-date=September 7, 2017 |url-status=dead |archive-url=https://web.archive.org/web/20170907211258/http://web.mta.info/mnr/html/meadowlands/footballtrain.php |archive-date=September 7, 2017 |df=mdy-all}}</ref>

The service was operated using [[NJ Transit Rail Operations|NJ Transit]] equipment under an operating agreement among NJT, Metro-North, and Amtrak. NJT equipment was required as its electric locomotive power was capable of running under the various catenary systems over three separate railroads using different power supplies. The program was only offered for the early afternoon games so that the NJT equipment could be moved back in place for the Monday morning rush hour.<ref>{{cite press release | publisher = Metro-North Railroad | date = September 17, 2009 | title = Introducing Metro-North Service to Meadowlands Football Games | url = http://www.mta.info/mta/news/releases/?en=090917-MNR35 | access-date = October 12, 2009}}</ref>

The service made limited stops on New Haven Line, and used the [[Harlem River and Port Chester Railroad|Hell Gate Line]] to access [[New York Penn Station]] and [[Secaucus Junction]]. At Secaucus, riders transferred to a shuttle on the [[Meadowlands Rail Line]]. Stops included New Haven, West Haven, Bridgeport, Fairfield, Westport, South Norwalk, Stamford, Greenwich, Rye, Larchmont, Penn Station, and Secaucus.<ref name=meadowlands/>

====Shared trackage and operating agreements====
Although the New Haven Line shares track with the [[Harlem Line]] in the Bronx, along this line it stops only at {{mnrr|Fordham}}, due to an 1848 agreement with the Harlem Line's predecessor railroad, the [[New York Central]]. This agreement granted the New Haven predecessor [[New York, New Haven and Hartford Railroad]] trackage rights over the Harlem Line to Grand Central Terminal, but restricted its service in the Bronx to discharge service only (i.e. no boarding revenue passengers).<ref>{{Cite web|url=http://trainjotting.com/category/fordham-road/|title=''Train Jotting website: Fordham Road''|access-date=May 20, 2009|archive-date=June 5, 2009|archive-url=https://web.archive.org/web/20090605032915/http://trainjotting.com/category/fordham-road/|url-status=dead}}</ref> This agreement continued until 2019, due to the operating agreement between Metro-North and the [[Connecticut Department of Transportation]] (CTDOT), which means passengers traveling between Fordham and Manhattan could not ride on a New Haven Line train.<ref>{{cite web|last=Lee|first=Matthew R.|date=March 30, 2008|url=http://www.innercitypress.com/ic1mtamnrr033008.html|title=Bronxites Are Excluded from Metro-North Trains, As Congestion Pricing Looms|work=Inner City Press}}</ref> Beginning April 14, 2019, passengers heading to and from Grand Central can also travel on New Haven Line trains. This was a result of an agreement reached with CDOT, under which revenue from tickets between Fordham and Manhattan would be split between Metro-North and CDOT.<ref>{{Cite web|url=http://www.mta.info/press-release/metro-north/mta-metro-north-railroad-opens-new-haven-line-trains-travel-between|title=MTA Metro-North Railroad Opens New Haven Line Trains for Travel Between Fordham and Manhattan|date=February 25, 2019|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=February 25, 2019|archive-date=February 25, 2019|archive-url=https://web.archive.org/web/20190225175208/http://www.mta.info/press-release/metro-north/mta-metro-north-railroad-opens-new-haven-line-trains-travel-between|url-status=dead}}</ref><ref>{{cite web | last=Toussaint | first=Kristin | title=Metro-North announces start of New Haven line service between Bronx and Manhattan | website=Metro US | date=February 26, 2019 | url=https://www.metro.us/news/local-news/new-york/metro-north-new-haven-service-between-bronx-and-manhattan | access-date=February 1, 2019}}</ref> While the New Haven Line's one stop in the Bronx is currently at Fordham, from 1848 until the 1920s that stop was instead at {{mnrr|Woodlawn}}.<ref name="harlem">{{cite web|url=http://www.stationreporter.net/harlem.htm|title=Metro North Harlem Line|work=stationreporter.net|url-status=dead|archive-url=https://web.archive.org/web/20141129105204/http://www.stationreporter.net/harlem.htm|archive-date=November 29, 2014|df=mdy-all}}</ref>

The New Haven Line is also operated in Connecticut under an agreement between Metro-North and the CTDOT, in which costs for main line operation are shared (currently 65% CTDOT and 35% Metro-North) and costs for branch service are borne 100% by CTDOT.<ref name="cga.ct.gov">[http://www.cga.ct.gov/2006/rpt/2006-R-0678.htm ''Connecticut Summary of Major Provisions of Connecticut/Metro-North Rail Car Purchase Agreement'']</ref> Amtrak pays Metro-North for the right to run its trains on the line using its electrical system and the resulting increase in maintenance needs. This payment totaled approximately $11.8 million in 2013. Metro-North dispatches Amtrak trains on the line and receives bonus payments from Amtrak for keeping its trains running on time. When Metro-North fails to do so, it is required to pay penalties to Amtrak.<ref>{{cite web |last=Frisman |first=Paul |date=November 13, 2014 |title=Questions About Metro North Railroad And Commuter Rail |url=https://www.cga.ct.gov/2014/rpt/pdf/2014-R-0204.pdf |url-status=live |archive-url=https://web.archive.org/web/20210818022707/https://www.cga.ct.gov/2014/rpt/pdf/2014-R-0204.pdf |archive-date=August 18, 2021 |access-date=August 18, 2021 |website=Connecticut General Assembly – Office of Legislative Research |page=5}}</ref>{{further|Rail freight transportation in New York City and Long Island}}

=== Freight service ===
The [[Providence and Worcester Railroad]] has overhead rights on the New Haven Line, allowing it to operate stone trains from [[Cedar Hill Yard]] in New Haven to a connection with the [[New York and Atlantic Railway]] in New York City.<ref name=":52">{{Cite magazine |last=Hartley |first=Scott A. |date=April 2016 |title=The key to Providence & Worcester's success: Reinvention |magazine=[[Trains Magazine]] |pages=50–57}}</ref> [[CSX Transportation]] also provides freight service for several customers on the line from Cedar Hill.<ref name=":13">{{Cite magazine |last=Hartley |first=Scott A. |date=January 2015 |title=CSX Keeps the Faith in New England |magazine=[[Trains (magazine)|Trains]] |page=14}}</ref>

===Infrastructure===
====Control points/signals====
Since 1996, the New Haven main line and New Canaan branch have used [[Automatic Train Control]] (ATC) in conjunction with [[Cab Signalling|cab signals]], a safety feature used in routing trains, keeping safe distances, and moderating train speeds.<ref>{{cite web | title=Safety Recommendation R-75-006 | website=NTSB Home | date=October 1, 2018 | url=https://www.ntsb.gov/_layouts/ntsb.recsearch/Recommendation.aspx?Rec=R-75-006 | access-date=October 31, 2018}}</ref><ref>{{cite web |url=http://www.danburybranchstudy.com/documents/Scoping%20Document/Newsletter060408.pdf |title=Danbury Branch Phase II Alternatives Analysis/EIS Study Public Scoping Meeting |date=June 4, 2008 |url-status=dead |archive-url=https://web.archive.org/web/20181101095510/http://www.danburybranchstudy.com/documents/Scoping%20Document/Newsletter060408.pdf |archive-date=November 1, 2018}}</ref> Signals are controlled from a centralized location, the Operations Control Center in New York City.<ref name="Delgado Aktas 2016 pp. 356–363"/> Until the 1980s, the New Haven Line had a decentralized signaling system, and each section of track was controlled by a separate switch tower. The switch towers themselves did not get radio communication with each other until the late 1960s, when Penn Central took over the New Haven Line.<ref>{{cite web | last=Cameron | first=Jim | title=Getting There: SoNo Switch Tower once a hub to controlling train traffic | website=Connecticut Post | date=September 24, 2018 | url=https://www.ctpost.com/local/article/Getting-There-SoNo-Switch-Tower-once-a-hub-to-13238285.php | access-date=October 1, 2018 | archive-date=September 25, 2018 | archive-url=https://web.archive.org/web/20180925121540/https://www.ctpost.com/local/article/Getting-There-SoNo-Switch-Tower-once-a-hub-to-13238285.php | url-status=dead }}</ref> Track interlockings are governed within [[Control point (rail)|Control Point]] boundaries, or CPs.<ref>{{cite web | title=Operations Metro North Railroad Track Charts Interlocking Diagrams | publisher=Metropolitan Transportation Authority | via=DocumentCloud | date=December 16, 2015 | url=https://assets.documentcloud.org/documents/2647944/Operations-Metro-North-Railroad-Track-Charts.pdf | access-date=October 1, 2018}}</ref> The New Haven Line is unique in that the CPs are known (informally) by nicknames for their region. In December 2020, [[Positive Train Control]] was fully implemented on the mainline and several branch lines.<ref name=ptc>{{cite web|url=https://www.masstransitmag.com/rail/railroad-signals-ptc-control-systems-and-products/press-release/21203997/metropolitan-transportation-authority-ny-mta-metronorth-lirr-mark-completion-of-ptc-implementation|title=Metro-North, LIRR mark completion of PTC implementation|date=December 28, 2020|website=Mass Transit|accessdate=June 6, 2021}}</ref>

[[File:NHV CP257W.jpg|thumb|New Haven Line catenary pole at CP 257 showing one remaining old-style signal (no longer used) and track-level dwarf signals that replaced it.]]

Signals on the New Haven Line had once been mounted on the catenary bridges; these were all replaced throughout the 1990s and into the early 2000s with wayside "dwarf" signals at track level along the right-of-way. The form of signalization known as [[Centralized Traffic Control]], or CTC, is used on the main line and the New Canaan Branch,<ref name="Branch-Lines-Study-2010">{{cite web |date=April 2010 |title=Waterbury and New Canaan Branch Lines Needs and Feasibility study |url=http://www.ct.gov/dot/lib/dot/documents/dpolicy/waterburynewcanaan/Innovative_Technologies_Report_V10_FINAL_web.pdf |access-date=October 31, 2018 |publisher=Connecticut Department of Transportation}}</ref> as well as on the Danbury and Waterbury Branches starting in 2013 and 2021 respectively.<ref>{{cite web | last=Perrefort | first=Dirk | title=Train service to pick up on Danbury line | website=NewsTimes | date=September 25, 2013 | url=https://www.newstimes.com/news/article/Train-service-to-pick-up-on-Danbury-line-4840356.php | access-date=October 1, 2018}}</ref>

====Traction power substations====
{{further|Electrification of the New York, New Haven, and Hartford Railroad}}
The New Haven's traction power system was originally constructed to operate at 11 kV, 25&nbsp;Hz, using power supplied by the [[Cos Cob Power Station]]. The power station was shut down around 1986 and Metro-North converted the traction power system to 60&nbsp;Hz operation. Traction power is converted from utility-supplied 115 kV (single phase) to 27 kV (single phase with center tap), which is distributed using an auto-transformer system.<ref>Sutherland, et al. [http://www.ipst.org/TechPapers/2005/IPST05_Paper091.pdf ''Analysis of Harmonics, Flicker and Unbalance of Time-Varying Single-Phase Traction Loads on a Three-Phase System'', Paper No. IPST05 – 091.] {{webarchive|url=https://web.archive.org/web/20110718120505/http://www.ipst.org/TechPapers/2005/IPST05_Paper091.pdf |date=July 18, 2011 }} Retrieved December 26, 2010.</ref> Power is supplied to the catenary at 12.5 kV, 60&nbsp;Hz.

==Stations==
The following connecting rail services are available from [[Amtrak]],<ref>{{Cite web|url=https://www.amtrak.com/service-adjustments-due-to-coronavirus|title=Amtrak Advisory &#124; Amtrak to Operate on Modified Schedules|website=www.amtrak.com}}</ref> [[Metro-North Railroad]]<ref>{{cite web |url=http://web.mta.info/mnr/html/planning/schedules/pdf/NH_MF_Sept_30_2018.pdf |title=New Haven Line Weekday Schedule |website=MTA |date=September 30, 2018 |access-date=January 30, 2023}}</ref> and [[Shore Line East]].<ref>{{Cite web |url=https://shorelineeast.com/images/docs/SLE-Timetable.pdf#view=FitH |title=Shore Line East Timetable – Effective October 29, 2018 |access-date=December 18, 2018 |archive-date=December 9, 2018 |archive-url=https://web.archive.org/web/20181209123822/https://shorelineeast.com/images/docs/SLE-Timetable.pdf#view=FitH |url-status=dead }}</ref>

Milepost Zero on the New Haven Line is at the north property line of 42nd Street (i.e. 200–300&nbsp;ft south of the ends of the tracks).
{|class="wikitable mw-collapsible"
!State
!Zone
!Location
!Station
![[Railway milepost|Miles (km)]]
!Date<br />opened
!Date<br />closed
!Connections&nbsp;/ notes
|-
|rowspan=21|[[New York (state)|NY]]
|rowspan=6|1
|rowspan=6|[[Manhattan]]
|[[Grand Central Terminal]] {{MNR acc}}
|{{convert|0.0|mi|km|abbr=values}}
|October 6, 1871<ref name=gct-open>{{cite news|url=https://www.nytimes.com/1871/10/01/archives/the-grand-central-railroad-depot-harlem-railroad.html|title=The Grand Central Railroad Depot, Harlem Railroad.|date=October 1, 1871|newspaper=The New York Times|access-date=July 4, 2011|page=6|issn=0362-4331}}</ref>
|
|{{ric|MNRR|name=y}}: {{rcb|MNRR|Harlem|inline=square}}, {{rcb|MNRR|Hudson|inline=square}}<br />{{ric|LIRR|name=y}}: {{rcb|LIRR|Babylon|inline=square}}, {{rcb|LIRR|Far Rockaway|inline=square}}, {{rcb|LIRR|Hempstead|inline=square}}, {{rcb|LIRR|Long Beach|inline=square}}, {{rcb|LIRR|Port Jefferson|inline=square}}, {{rcb|LIRR|Port Washington|inline=square}}, {{rcb|LIRR|Ronkonkoma|inline=square}}, {{rcb|LIRR|West Hempstead|inline=square}} <small>(at [[Grand Central Madison]])</small><br>{{rint|newyork|subway}} [[New York City Subway|NYC Subway]]: {{NYCS Grand Central|time=bullets}}<br>{{bus icon}} [[MTA Bus]], [[NYCT Bus]]
|- bgcolor=dfdfdf
|{{nycrrs|59th Street}}
|
|
|
|Built during the late 1870s, although trains never stopped here.<ref>{{Cite web|url=http://www.columbia.edu:80/~brennan/beach/chapter13.html|title=THE UNDERGROUND RAILWAY, NEW YORK CITY|last=Scientific American|date=1875|website=www.columbia.edu|archive-url=https://web.archive.org/web/20090504110641/http://www.columbia.edu/~brennan/beach/chapter13.html|archive-date=May 4, 2009|url-status=dead|access-date=September 17, 2018}}</ref>
|- bgcolor=dfdfdf
|{{nycrrs|72nd Street}}
|
|
| rowspan="2" |June 23, 1901<ref name=72-86-closed>{{Cite journal|url=https://babel.hathitrust.org/cgi/pt?id=chi.14154653;view=1up;seq=1406|title=The Official Guide of the Railways and Steam Navigation Lines of the United States, Porto Rico, Canada, Mexico and Cuba.| journal=Official Guide of the Railways and Steam Navigation Lines of the United States, Puerto Rico, Canada, Mexico and Cuba |date=1900|publisher=National Railway Publication Company|pages=200|language=en}}</ref>
|
|- bgcolor=dfdfdf
|{{nycrrs|86th Street}}
|{{convert|2.2|mi|km|abbr=values}}
| rowspan="2" |May 15, 1876<ref name=":11">{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1876/05/12/80626707.pdf|title=PARTIAL RAPID TRANSIT.; FROM THE GRAND CENTRAL DEPOT. ARRANGEMENTS FOR QUICK TRAINS ON THE HARLEM ROAD TRAINS TO RUN NEXT MONDAY FARES, TIME, RATES OF COMMUTATION, &C.|date=May 12, 1876|work=The New York Times|access-date=June 21, 2017|language=en-US|issn=0362-4331}}</ref>
|
|- bgcolor=dfdfdf
|{{nycrrs|110th Street}}
|{{convert|3.4|mi|km|abbr=values}}
|June 17, 1906<ref name=":3" />
|
|- 
|{{mnrr|Harlem–125th Street}} {{MNR acc}}
|{{convert|4.2|mi|km|abbr=values}}
|October 25, 1897<ref name=":1">{{Cite book|url=https://books.google.com/books?id=bQ8jAQAAIAAJ&q=harlem+line|title=Empire State Report|date=1981|publisher=New York State Legislative Institute at Baruch College/CUNY|language=en}}</ref>
|
|{{ric|MNRR|name=y}}: {{rcb|MNRR|Harlem|inline=square}}, {{rcb|MNRR|Hudson|inline=square}}<br />{{rint|newyork|subway}} NYC Subway: {{NYCS Lexington|time=bullets}} <small>(at [[125th Street (IRT Lexington Avenue Line)|125th Street]])</small><br />{{bus icon}} NYCT Bus
|-
|rowspan=6|2
|rowspan=6|[[The Bronx]]
|- bgcolor=dfdfdf
|{{nycrrs|138th Street}}
|{{convert|5.0|mi|km|abbr=values}}
|{{circa|1858}}
| rowspan="2" |July 2, 1972<ref name="1972cuts">{{cite news |last1=Mazza |first1=Frank |title=Penn C Will Ax 34 Runs; Curfew for Grand Central |url=https://www.newspapers.com/clip/33197992/penn_central_changes_june_7_1973/ |access-date=June 24, 2019 |work=[[New York Daily News]] |date=June 7, 1973 |page=5|via=Newspapers.com}} {{open access}}</ref>  
|
|- bgcolor=dfdfdf
|{{nycrrs|Morrisania}}
|{{convert|6.7|mi|km|abbr=values}}
|{{circa|1858}}<ref name="harlem line">{{cite web|url=http://www.iridetheharlemline.com/wp-content/uploads/2012/01/1858_nyharlem_map.jpg|title=New York and Harlem Railroad Map|year=1858|access-date=June 20, 2017|via=I Ride the Harlem Line}}</ref>
|
|- bgcolor=dfdfdf
|{{nycrrs|Claremont Park}}
|
|
|{{circa|1960}}<ref name="bronx" /><ref name=":5" />
|
|-bgcolor=dfdfdf
|{{nycrrs|183rd Street}}
|{{convert|8.5|mi|km|abbr=values}}
|
|July 2, 1972<ref name="1972cuts" />
|
|-
|{{mnrr|Fordham}} {{MNR acc}}
|{{convert|8.9|mi|km|abbr=values}}
|
|
|{{ric|MNRR|name=y}}: {{rcb|MNRR|Harlem|inline=square}}<br />{{bus icon}} NYCT Bus, MTA Bus, [[Bee-Line Bus]]<ref name="busbx">{{Cite NYC bus map|Bx}}</ref><ref name="bl-bus-map">{{cite web | title=Bee-Line Bus System Map | website=Bee-Line Bus System | url=https://transportation.westchestergov.com/images/stories/pdfs/SysMapEng0518R.pdf | access-date=February 9, 2019}}</ref>
|-
|rowspan=4|12
|rowspan=2|[[Mount Vernon, New York|Mount Vernon]]
|{{mnrr|Mount Vernon East}} {{MNR acc}}
|{{convert|14.0|mi|km|abbr=values}}
|December 20, 1972<ref name="mtvernoneastopens">{{cite news |title=Penn Central to Consolidate Two Stations |url=https://www.newspapers.com/clip/35981153/mount_vernon_east_december_19_1972/ |access-date=September 15, 2019 |work=[[The Hartford Courant]] |date=December 19, 1972 |page=52|via=Newspapers.com}} {{open access}}</ref>
|
|{{bus icon}} Bee-Line Bus<ref name="bl-bus-map"/>
|-bgcolor=dfdfdf
|[[Columbus Avenue station (New York, New Haven and Hartford Railroad)|Columbus Avenue]]
|
|
|December 20, 1972<ref name="mtvernoneastopens" />
|Columbus Avenue and the old Mount Vernon East were consolidated on December&nbsp;20, 1972.<ref name="mtvernoneastopens" />
|-
|[[Pelham (village), New York|Village of Pelham]]
|{{mnrr|Pelham}} {{MNR acc}}
|{{convert|15.1|mi|km|abbr=values}}
|1893<ref name="pelham">{{cite web|url=http://ny.existingstations.com/counties/Westchester.html|title=Westchester County|work=existingstations.com|access-date=November 17, 2014|archive-date=December 31, 2019|archive-url=https://web.archive.org/web/20191231120050/http://ny.existingstations.com/counties/Westchester.html|url-status=dead}}</ref>
|
|{{bus icon}} Bee-Line Bus<ref name="bl-bus-map"/>
|-
|[[New Rochelle, New York|New Rochelle]]
|{{mnrr|New Rochelle}} {{MNR acc}}
|{{convert|16.6|mi|km|abbr=values}}
|December&nbsp;25, 1848{{sfn|Jenkins|1912|p=235}}<ref name="1849opening">{{cite news |title=Special Express Notice |url=https://www.newspapers.com/clip/40303690/nynh_february_12_1849/ |access-date=December 9, 2019 |work=The Evening Post |date=February 12, 1849 |location=New York, New York |page=3|via=Newspapers.com}} {{open access}}</ref>
|
|{{ric|Amtrak|name=y}}: {{lnl|Amtrak|Northeast Regional}}<br />{{bus icon}} Bee-Line Bus<ref name="bl-bus-map"/>
|-
|rowspan=3|13
|[[Larchmont, New York|Larchmont]]
|{{mnrr|Larchmont}} {{MNR acc}}
|{{convert|18.7|mi|km|abbr=values}}
|
|
|{{bus icon}} Bee-Line Bus<ref name="bl-bus-map"/>
|-
|[[Mamaroneck (village), New York|Village of Mamaroneck]]
|{{mnrr|Mamaroneck}}
|{{convert|20.5|mi|km|abbr=values}}
|December&nbsp;25, 1848{{sfn|Jenkins|1912|p=235}}<ref name="1849opening" />
|
|{{bus icon}} Bee-Line Bus
|-
|[[Harrison, New York|Harrison]]
|{{mnrr|Harrison}} 
|{{convert|22.2|mi|km|abbr=values}}
|{{circa|1870}}
|
|{{bus icon}} Bee-Line Bus
|-
|rowspan=2|14
|[[Rye, New York|City of Rye]]
|{{mnrr|Rye}} {{MNR acc}}
|{{convert|24.1|mi|km|abbr=values}}
| rowspan="3" |December&nbsp;25, 1848{{sfn|Jenkins|1912|p=235}}<ref name="1849opening" />
|
|{{bus icon}} Bee-Line Bus
|-
|[[Port Chester, New York|Port Chester]]
|{{mnrr|Port Chester}}
|{{convert|25.7|mi|km|abbr=values}}
|
|{{bus icon}} Bee-Line Bus,<ref name="bl-bus-map"/> [[CT Transit Stamford|CT''transit'' Stamford]]<ref name="cttransit-bus-map">{{cite web | title=CT Transit Stamford System Map | website=CT transit | url=https://www.cttransit.com/sites/default/files/maps/division/stam_MAR2018_local.pdf | access-date=February 9, 2019}}</ref>
|-
|rowspan=25|[[Connecticut|CT]]
|rowspan=4|15
|rowspan=4|[[Greenwich, Connecticut|Town of Greenwich]]
|{{mnrr|Greenwich}} {{MNR acc}}
|{{convert|28.1|mi|km|abbr=values}}
|
|{{bus icon}} CT''transit'' Stamford,<ref name="cttransit-bus-map"/> [[Norwalk Transit District]]<ref name="NTD maps">{{cite web | title=Norwalk, CT | website=Norwalk Transit District | date=September 1, 2018 | url=https://www.norwalktransit.com/norwalk/ | access-date=February 9, 2019}}</ref>
|-
|{{mnrr|Cos Cob}}
|{{convert|29.6|mi|km|abbr=values}}
|December&nbsp;25, 1848{{sfn|Jenkins|1912|p=235}}<ref name="cos cob">{{cite web| url=http://www.stamfordhistory.org/m_train.htm| title=Murals: Scenes from Yesteryear| publisher=Stamford Historical Society| access-date=August 25, 2006}}</ref>
|
|
|-
|{{mnrr|Riverside}}
|{{convert|30.2|mi|km|abbr=values}}
|
|
|
|-
|{{mnrr|Old Greenwich}}
|{{convert|31.2|mi|km|abbr=values}}
|1892
|
|{{bus icon}} CT''transit'' Stamford: 311, 324<ref name="cttransit-bus-map"/>
|-
|rowspan=4|16
|[[Stamford, Connecticut|Stamford]]
|[[Stamford Transportation Center|Stamford<br/>Transportation Center]] {{MNR acc}}
|{{convert|33.0|mi|km|abbr=values}}
|December&nbsp;25, 1848{{sfn|Jenkins|1912|p=235}}<ref name="1849opening" />
|
|{{ric|Amtrak|name=y}}: {{lnl|Amtrak|Acela Express}}, {{lnl|Amtrak|Northeast Regional}}, {{lnl|Amtrak|Vermonter}}<br />{{ric|MNRR|name=y}}: {{rcb|MNRR|New Canaan Branch|inline=square}}, {{rcb|MNRR|Danbury Branch|inline=square}} (peak service)<br />{{ric|CTrail|name=y}}: {{lnl|CTrail|Shore Line East}} (limited service)<br />{{bus icon}} CT''transit'' Stamford, Stamford Commuter Shuttle,<ref name="cttransit-bus-map" /> [[UConn]] Stamford Shuttle<br />{{rint|bus}} Intercity bus: [[Greyhound Lines|Greyhound]], [[Peter Pan Bus Lines|Peter Pan]]
|-
|rowspan=2|[[Darien, Connecticut|Town of Darien]]
|{{mnrr|Noroton Heights}}
|{{convert|36.2|mi|km|abbr=values}}
|
|
|{{bus icon}} CT''transit'' Stamford<ref name="cttransit-bus-map"/>
|-
|{{mnrr|Darien}} {{MNR acc}}
|{{convert|37.7|mi|km|abbr=values}}
|December&nbsp;25, 1848{{sfn|Jenkins|1912|p=235}}<ref name="1849opening" />
|
|{{bus icon}} CT''transit'' Stamford<ref name="cttransit-bus-map"/>
|-
|rowspan=3|[[Norwalk, Connecticut|Norwalk]]
|{{mnrr|Rowayton}}
|{{convert|39.2|mi|km|abbr=values}}
|
|
|{{bus icon}} Norwalk Transit District<ref name="NTD maps"/>
|-
|rowspan=2|17
|{{mnrr|South Norwalk}} {{MNR acc}}
|{{convert|41.0|mi|km|abbr=values}}
|
|
|{{ric|MNRR|name=y}}: {{rcb|MNRR|Danbury Branch|inline=square}}<br />{{bus icon}} Norwalk Transit District<ref name="NTD maps"/>
|-
|{{mnrr|East Norwalk}} 
|{{convert|42.0|mi|km|abbr=values}}
|
|
|{{bus icon}} Norwalk Transit District<ref name="NTD maps"/>
|-
|rowspan=5|18
|rowspan=2|[[Westport, Connecticut|Town of Westport]]
|{{mnrr|Westport}} {{MNR acc}}
|{{convert|44.2|mi|km|abbr=values}}
|December&nbsp;25, 1848{{sfn|Jenkins|1912|p=235}}<ref name="1849opening" />
|
|{{bus icon}} Norwalk Transit District<ref name="NTD maps"/><hr>Also known as [[Saugatuck (Metro-North station)|Saugatuck]]
|-
|{{mnrr|Green's Farms}} 
|{{convert|47.2|mi|km|abbr=values}}
|
|
|{{bus icon}} Norwalk Transit District<ref name="NTD maps"/>
|-
|[[Southport, Connecticut|Southport]]
|{{mnrr|Southport}} 
|{{convert|48.9|mi|km|abbr=values}}
| rowspan="2" |December&nbsp;25, 1848{{sfn|Jenkins|1912|p=235}}<ref name="1849opening" />
|
|{{bus icon}} [[Greater Bridgeport Transit]]<ref name="GBT map">{{cite web | title=System Map – Mapa de sistema | website=GBT | date=November 5, 2017 | url=http://gogbt.com/routes-schedules-maps/system-map | access-date=February 9, 2019 | archive-date=February 10, 2019 | archive-url=https://web.archive.org/web/20190210044431/http://gogbt.com/routes-schedules-maps/system-map | url-status=dead }}</ref>
|-
|rowspan=2|[[Fairfield, Connecticut|Fairfield]]
|{{mnrr|Fairfield}} 
|{{convert|50.5|mi|km|abbr=values}}
|
|{{bus icon}} Greater Bridgeport Transit,<ref name="GBT map"/> [[Fairfield University]] Shuttle
|-
|{{mnrr|Fairfield–Black Rock}} {{MNR acc}}
|{{convert|52.3|mi|km|abbr=values}}
|2011
|
|{{bus icon}} Greater Bridgeport Transit<ref name="GBT map"/>
|-
|rowspan=2|19
|rowspan=2|[[Bridgeport, Connecticut|Bridgeport]]
|{{mnrr|Bridgeport}} {{MNR acc}}
|{{convert|55.4|mi|km|abbr=values}}
|1840<ref name="bridgeport">{{cite web |url=http://www.greatamericanstations.com/Stations/BRP/Station_view |title=Bridgeport, CT (BRP) |website=Great American Stations |access-date=March 1, 2013}}</ref>
|
|{{ric|Amtrak|name=y}}: ''Northeast Regional, Vermonter''<br />{{ric|MNRR|name=y}}: {{rcb|MNRR|Waterbury Branch|inline=square}}<br />{{ric|CTrail|name=y}}: {{lnl|CTrail|Shore Line East}} (limited service)<br />{{bus icon}} Greater Bridgeport Transit,<ref name="GBT map" /> [[Sacred Heart University]] Transit Shuttle, [[University of Bridgeport]] Shuttle<br />{{rint|bus}} Intercity bus: Greyhound, Peter Pan<br />{{rint|ferry}} [[Bridgeport & Port Jefferson Ferry]]
|-bgcolor=dfdfdf
|{{mnrr|Barnum}}
|
|2021 (proposed)<ref name="barnum">{{Cite web |url=http://www.barnumstation.com/pdf/Barnum_Station_EIE_Complete-Reduced.pdf |title=Environmental Impact Evaluation Barnum Station Project State Project Number 0015-0373 |date=January 2017 |website=barnumstation.com |publisher=Connecticut Department of Transportation |access-date=February 1, 2017}}</ref>
|
|Proposed second station in [[Bridgeport, Connecticut|Bridgeport]].<ref name="barnum" />
|-
|rowspan=5|20
|[[Stratford, Connecticut|Stratford]]
|{{mnrr|Stratford}}
|{{convert|59.0|mi|km|abbr=values}}
|December&nbsp;25, 1848{{sfn|Jenkins|1912|p=235}}<ref name="1849opening" />
|
|{{ric|MNRR|name=y}}: {{rcb|MNRR|Waterbury Branch|inline=square}}<br />{{ric|CTrail|name=y}}: {{lnl|CTrail|Shore Line East}} (limited service)<br />{{bus icon}} Greater Bridgeport Transit<ref name="GBT map"/>
|-
|rowspan=3|[[Milford, Connecticut|Milford]]
|-bgcolor=dfdfdf
|{{mnrr|Devon Transfer}}
|
|May 2015<hr>April 2016
|October 2015<hr>November 2016
|Site of former NHRR station, briefly opened as a Waterbury Branch transfer point during [[Housatonic River Railroad Bridge|bridge rehabilitation]]
|-
|{{mnrr|Milford}}
|{{convert|63.2|mi|km|abbr=values}}
|December&nbsp;25, 1848{{sfn|Jenkins|1912|p=235}}<ref name="1849opening" />
|
|{{ric|CTrail|name=y}}: {{lnl|CTrail|Shore Line East}} (limited service)<br />{{bus icon}} [[Milford Transit]], [[CT Transit New Haven|CT''transit'' New Haven]]<ref name="cttransit-bus-map" />
|-bgcolor=dfdfdf
|[[Orange, Connecticut|Orange]]
|{{mnrr|Orange}}
|
|2021 (proposed)<ref name=LetsGoCT />
|
|Proposed station.<ref name=LetsGoCT />
|-
|rowspan=3|21
|[[West Haven, Connecticut|West Haven]]
|{{mnrr|West Haven}} {{MNR acc}}
|{{convert|69.4|mi|km|abbr=values}}
|1848<hr>2013
|c. 1925
|{{ric|CTrail|name=y}}: {{lnl|CTrail|Shore Line East}} (limited service)<br />{{bus icon}} CT''transit'' New Haven,<ref name="cttransit-bus-map" /> [[University of New Haven]] Shuttle
|-
|rowspan=2|[[New Haven, Connecticut|New Haven]]
|[[Union Station (New Haven)|New Haven]] {{MNR acc}}
|{{convert|72.3|mi|km|abbr=values}}
|1920
|
|{{ric|Amtrak|name=y}}: {{lnl|Amtrak|Acela}}, {{lnl|Amtrak|Hartford}}, {{lnl|Amtrak|Northeast Regional}}, {{lnl|Amtrak|Valley Flyer}}, {{lnl|Amtrak|Vermonter}}<br />{{ric|CTrail|name=y}}: {{lnl|CTrail|Hartford Line}}, {{lnl|CTrail|Shore Line East}}<br />{{bus icon}} CT''transit'' New Haven,<ref name="cttransit-bus-map"/> [[Yale University|Yale]] Shuttle, [[Southern Connecticut State University|SCSU]] Shuttle<br />{{rint|bus}} Intercity bus: [[Greyhound Lines|Greyhound]], [[Megabus (United States)|Megabus]], Peter Pan
|-
|[[New Haven State Street station|New Haven<br/>State Street]] {{MNR acc}}
|{{convert|72.7|mi|km|abbr=values}}
|
|
|{{ric|Amtrak|name=y}}: {{lnl|Amtrak|Hartford}}, {{lnl|Amtrak|Northeast Regional}}, {{lnl|Amtrak|Valley Flyer}}<br />{{ric|CTrail|name=y}}: {{lnl|CTrail|Hartford Line}}, {{lnl|CTrail|Shore Line East}}<br />{{bus icon}} CT''transit'' New Haven<ref name="cttransit-bus-map"/><br />Limited service station
|-
|}

==Rolling stock==
===Electric===

==== M2, M4, M6 cars ====
[[File:M2 at Pelham.jpg|thumb|M2 rolling stock at Pelham station]]
[[File:M8 arriving to Mamaroneck-20110417.jpg|thumb|M8 rolling stock at Mamaroneck station]]
[[File:EMD F10.jpg|thumb|[[EMD FP10|FP10]] locomotive at Bridgeport station]]
Since the main line and the New Canaan Branch are equipped with 12.5 [[Kilovolts|kV]] 60 [[Hertz|Hz]] overhead [[overhead lines|catenary]], as opposed to just the 750 V DC [[third rail]] of the Hudson and Harlem Lines, different rolling stock that can operate with either power system runs on the New Haven Line.<ref name="CT.gov 2016 a770">{{cite press release |title=MTA Metro-North Railroad to Receive Up to 94 Additional M8 Cars for the New Haven Line |website=CT.gov – Connecticut's Official State Website |date=November 16, 2016 |url=https://portal.ct.gov/DOT/CTDOT-Press-Releases/2016/MTA-Metro-North-Railroad-to-Receive-Up-to-94-Additional-M8-Cars-for-the-New-Haven-Line |access-date=July 29, 2023}}</ref> This rolling stock, originally produced by [[General Electric]] in two batches (144 in 1972–73 and 100 in 1975–77), was initially branded as the [[M2/M4/M6 (railcar)#M2 series|M2 Cosmopolitan]], with later versions being made on license by [[Sumitomo Heavy Industries, Ltd.|Tokyu Car]] (model [[M2/M4/M6 (railcar)#M4 series|M4]], 1988) and [[Morrison-Knudsen]] (model [[M2/M4/M6 (railcar)#M6 series|M6]], 1994). Cosmopolitans can be easily spotted by their red stripe along the side, the presence of [[Pantograph (rail)|pantographs]] on the lead cars in each set, and a dynamic braking grid on the roof.

M2s operated in married pairs, differentiating them from their predecessor equipment of Pullman Standard and 4400-series washboard MU's (retired since the late 1970s and early 1980s). M4s and M6s operated in triplets, with the middle "D" car not having a cab. Many M2s were reconditioned to extend their useful life beyond the expected 25 years, undergoing a Critical Systems Repair (CSR) program.

The CSR program was modified in 2008 as the delivery of M8s neared. Cars that underwent CSR earlier in the program were undergoing additional renovation. Funding was identified in the MTA's 2010 capital program to continue the CSR program if the M4 and M6 cars were not retired; they were ultimately withdrawn in 2015. The M2s were retired in 2018 as sufficient numbers of the [[Kawasaki Heavy Industries|Kawasaki]]-made [[M8 (railcar)|M8]]s entered service and alleviated current equipment shortages.

==== M8 cars ====
To replace its aging M2 fleet and increase its total fleet size, Metro-North and CTDOT have undertaken to purchase from [[Kawasaki Railcar Manufacturing|Kawasaki Rail Car]] an initial order of 300 [[M8 (railcar)|M8]] EMUs. The initial order consists of a "base order" of 210 and a "first option" of 90 cars. This order is estimated to cost $760 million. The base order cost is to be split as per the CTDOT/MTA operating agreement (65%/35%, respectively).<ref name="cga.ct.gov" /> The M8s each have two single-leaf doors on each side and a full-width operator's cab.<ref name="CTDOT-2016-09-13">{{cite press release |url=https://portal.ct.gov/DOT/CTDOT-Press-Releases/2016/GOV-MALLOY-ANNOUNCES-DECISION-TO-PURCHASE-60-ADDITIONAL-RAIL-CARS-FOR-EXPANDED-CAPACITY-ON-THE-NEW-H |title=Gov. Malloy Announces Decision to Purchase 60 Additional Rail Cars for Expanded Capacity on the New Haven Line |publisher=Office of Governor Dannel P. Malloy |date=September 13, 2016 }}</ref> The cars are capable of using two types of overhead electrical wires, as well as under-running third rail.<ref name="CT.gov 2016 a770" /><ref name="Solomon 2016 p. 76">{{cite book |last=Solomon |first=Brian |url=https://books.google.com/books?id=yZMeDAAAQBAJ&pg=PA76 |title=Field Guide to Trains: Locomotives and Rolling Stock |publisher=Voyageur Press |year=2016 |isbn=978-0-7603-5126-0 |page=76 |access-date=July 29, 2023}}</ref> The M8s are equipped with [[Advanced Civil Speed Enforcement System]] and [[positive train control]].<ref>{{Cite web |date=2022-05-23 |title=Joint Metro-North and Long Island Committees Meeting |url=https://new.mta.info/document/87686 |access-date=2023-07-29 |publisher=Metropolitan Transportation Authority |page=12}}</ref> In order to run from New Rochelle to Penn Station as part of the [[Penn Station Access]] project, the cars will be equipped with [[third rail]] shoes that can operate on both over- and under-running third rail systems.

Originally, delivery of the first six M8 cars for testing was to be in July 2009, but was delayed until December 2009 for varied reasons such as design revisions and production delays. The contract allows for additional options for CTDOT of an additional 80 cars, an option that has since been exercised.<ref>{{cite web|url=http://www.progressiverailroading.com/prdailynews/news.asp?id=24032|publisher=Progressive Railroading|title=Connecticut to purchase 80 more cars for Metro-North line|date=August 6, 2010|access-date=March 4, 2011}}</ref>  On July 20, 2011, the Connecticut Department of Transportation announced the order of 25 unpowered M8 railcars, with options for up to 25 more, at a cost of [[US dollar|US$]]93 million to replace the 48-car M6 fleet.<ref>{{cite web | url=http://trn.trains.com/en/Railroad%20News/News%20Wire/2011/07/Connecticut%20places%20order%20for%20un-powered%20M-8%20railcars.aspx| title=Connecticut places order for un-powered M-8 railcars | publisher=Trains Magazine | date=July 20, 2011 | access-date=July 24, 2011}}</ref> The original order of 405 cars was completed on July 13, 2015, except for the 25 unpowered cars on option.<ref name="MNR M8 Update">{{cite web |date=July 13, 2015 |title=Update: New Haven Line Rail Cars |url=http://web.mta.info/mnr/html/newM8.html |url-status=live |archive-url=https://web.archive.org/web/20211014083904/http://web.mta.info/mnr/html/newM8.html |archive-date=October 14, 2021 |access-date=May 9, 2011}}</ref> Sixty additional M8 cars were ordered in 2016.<ref>{{Cite web |last1=Davis |first1=Mark |date=September 13, 2016 |title=It's official: 'bar cars' coming back to Metro-North |url=https://www.wtnh.com/news/its-official-bar-cars-coming-back-to-metro-north/ |url-status=live |archive-url=https://web.archive.org/web/20220811012826/https://www.wtnh.com/news/its-official-bar-cars-coming-back-to-metro-north/ |archive-date=August 11, 2022 |access-date=September 16, 2016 |website=WTNH Connecticut News}}</ref>

A new rail car facility to accommodate the new M8 cars was built in New Haven. Originally estimated at $300 million,<ref>{{Cite web |date=April 15, 2008 |title=Metro-North New Haven Line May Lose New M-8 Cars To Train Yard's Skyrocketing $1.2B Budget |url=http://www.stationstops.com/2008/04/15/metro-north-new-haven-line-may-lose-new-m-8-cars-to-train-yards-skyrocketing-12b-budget/ |url-status=dead |archive-url=https://web.archive.org/web/20080622075539/http://www.stationstops.com/2008/04/15/metro-north-new-haven-line-may-lose-new-m-8-cars-to-train-yards-skyrocketing-12b-budget/ |archive-date=June 22, 2008 |website=stationstops.com}}</ref> the facility was expected to cost $1 billion by 2014.<ref name="New Haven Register 2017 a800">{{cite web | title=New Haven rail yard rising to service Metro-North trains | website=New Haven Register | date=August 11, 2017 | url=https://www.nhregister.com/connecticut/article/New-Haven-rail-yard-rising-to-service-Metro-North-11384405.php | access-date=July 29, 2023}}</ref>

===Diesel===
[[File:MNCW 231.jpg|thumb|A [[GE P32AC-DM]] in New Haven livery leads a train through [[Danbury, Connecticut|Danbury]]]]
As with the Harlem and Hudson Lines, diesel-powered trains are driven by [[Brookville BL20GH]] and dual-mode [[GE Genesis#P32AC-DM|GE Genesis P32AC-DM]] locomotives, paired with [[Shoreliner]] coaches. While some peak-period trains operate directly to and from [[Grand Central Terminal]] with Genesis P32AC-DM dual-mode locomotives only, most New Haven Line diesel-only territory is operated as shuttle service between Danbury and South Norwalk, or between Waterbury and Bridgeport.

===Pool service===
{{Sources needed|section|date=July 2023}}
The P32AC-DMs used on the New Haven Line are in pool service, meaning that locomotives from either Metro-North or CTDOT can be used on the New Haven Line.<ref name="Solomon 2014 p. 163">{{cite book | last=Solomon | first=Brian | title=GE and EMD Locomotives: The Illustrated History | publisher=Voyageur Press | year=2014 | isbn=978-0-7603-4612-9 | url=https://books.google.com/books?id=JubUBAAAQBAJ&pg=PA163 | page=163}}</ref> Coaches with either paint scheme can also be used. [[Shore Line East]] uses a dedicated subfleet of M8 cars with third-rail shoes removed, which cannot be operated into Grand Central, but can be operated into NY Penn Station and Boston, if needed.
==Service expansions==
===Planned and proposed stations===
====Devon====
[[File:Devon Transfer Station (17330666472).jpg|thumb|Devon Transfer station in April 2015]]
A 2010 study of the New Canaan and Waterbury Branches considered the construction of a station at Devon Wye in [[Milford, Connecticut]], where the Waterbury Branch joins the New Haven mainline. The station would allow service to be increased on the branch by running some trains to the new station with connections to New Haven trains, rather than taking up slots on the busy mainline. The two station alternatives would have cost $73 to $114 million.<ref name="WNCstudy">{{cite web |url=http://www.ct.gov/dot/cwp/view.asp?A=3529&Q=524024 |title=Waterbury New Canaan Branch Lines Needs and Feasibility Study (Phases I and II) |publisher=Connecticut Department of Transportation |date=January 2010 |access-date=August 3, 2014 |pages=7–29 through 7–48}}</ref>

For six months in 2015, a temporary Devon Transfer station served as the transfer point between mainline service and Waterbury Branch trains. The first phase of repairs to the adjacent [[Housatonic River Railroad Bridge]] over the [[Housatonic River]] prevented Waterbury Branch trains from accessing the normal transfer point at [[Bridgeport (Metro-North station)|Bridgeport]], necessitating the temporary transfer station.<ref>{{cite press release |url=http://www.ct.gov/dot/cwp/view.asp?A=1373&Q=562350 |title=New Investments in Waterbury Branch Rail Line – Some Changes in Service and Schedules Required |publisher=Connecticut Department of Transportation |date=March 16, 2015 |access-date=March 22, 2015}}</ref> The Devon Transfer station was re-activated in 2016 from April until October to accommodate additional repairs and catenary wire work.<ref>{{cite press release |url=http://www.mta.info/press-release/metro-north/metro-north-makes-east-hudson-service-improvements-and-expands-quiet-car |title=Metro-North Makes East of Hudson Service Improvements and Expands Quiet Car Program |publisher=Metro-North Railroad |date=March 21, 2016 |access-date=March 23, 2016 |archive-date=March 28, 2016 |archive-url=https://web.archive.org/web/20160328192131/http://www.mta.info/press-release/metro-north/metro-north-makes-east-hudson-service-improvements-and-expands-quiet-car |url-status=dead }}</ref>

====Barnum====
On July 16, 2014, Connecticut Governor [[Dannel Malloy]] approved $2.75 million for the planning of a station in the East End of [[Bridgeport, Connecticut]]. The new station, was to be called {{mnrr|Barnum}} after showman and former Bridgeport mayor [[P. T. Barnum]],<ref>{{cite news |url=http://foxct.com/2014/07/16/new-metro-north-station-approved-for-bridgeport/ |title=New Metro North Station Approved For Bridgeport |newspaper=Fox News CT |date=July 16, 2014 |author=Moller, Louisa |access-date=August 3, 2014 |archive-date=August 10, 2014 |archive-url=https://web.archive.org/web/20140810032741/http://foxct.com/2014/07/16/new-metro-north-station-approved-for-bridgeport/ |url-status=dead }}</ref> and was planned to open in 2021. The station would have had two island platforms, allowing for improved express service on the New Haven Line, increasing capacity.<ref name="barnum" /> As of 2019, the project has been cancelled by the Connecticut DOT after determining they were not in the financial position to undertake the project.<ref>{{cite press release |url=https://portal.ct.gov/CEQ/DOT/EIE-Notice/Cancellation-of-Barnum-Station-Project |title=Project Status Clarification Post EIE – Commuter Railroad Station Project – Barnum Avenue |publisher=Connecticut Department of Transportation |date=January 25, 2019 |access-date=May 10, 2021}}</ref>

====Orange====
After several years of contention, West Haven was chosen over [[Orange, Connecticut|Orange]] in December 2001 as the site for [[West Haven station|a new station]], which opened in 2013. However, local advocates continued to push for an additional station in {{mnrr|Orange}}. In July 2011, Governor Malloy signed a bill that sought a funding source, but that committed no funds to the project.<ref>{{cite news |url=http://www.nhregister.com/articles/2011/07/19/news/metro/doc4e260bd40ba05497296215.txt |newspaper=New Haven Register |date=July 19, 2011 |title=Way cleared to fund a train station in Orange |author=McCready, Brian |access-date=May 21, 2013 |archive-date=September 7, 2012 |archive-url=https://archive.today/20120907213551/http://www.nhregister.com/articles/2011/07/19/news/metro/doc4e260bd40ba05497296215.txt |url-status=dead }}</ref> On February 1, 2017, the Connecticut State Bond Commission authorized $21 million for design work for the station, in addition to funding for the upgrade of a station on the Danbury Branch.<ref>{{Cite news|url=http://www.thehour.com/business/article/Connecticut-OKs-funds-for-Norwalk-Orange-stations-10900631.php|title=Connecticut OKs funds for Norwalk, Orange stations|last=Soule|first=Alexander|date=February 1, 2017|newspaper=The Hour|access-date=February 2, 2017}}</ref> Design on the station began in January 2017, and construction of the station was to begin in spring 2019, before being completed in fall 2021.<ref name=LetsGoCT /> In November 2017, the Connecticut DOT announced that it would halt funding for the construction of Orange station and the accompanying transit-oriented development as the state was running out of funds for transportation projects.<ref>{{Cite news|url=http://www.theorangetimes.com/orange-train-station-plans-derailed/|title=Orange Train Station Plans Derailed|date=December 21, 2017|first=Brandon|last=Bisceglia|work=The Orange Times|access-date=January 16, 2018|language=en-US}}</ref>

====Georgetown====
In connection with the planned redevelopment of the Gilbert & Bennett Wire Mill as a residential neighborhood, reopening a [[Georgetown, Connecticut|Georgetown]] station on the Danbury Branch has been approved, though not yet scheduled or funded.<ref>{{cite news |title=A Mill Town Writes Its Next Chapter |first=Lisa |last=Prevost |url=https://www.nytimes.com/2005/01/30/realestate/30livi.html |newspaper=[[The New York Times]] |date=January 30, 2005 |access-date=April 29, 2014}}</ref><ref>{{cite news |title=State Approves $2 Million Bond For Redding Mill Redevelopment |url=http://weston.dailyvoice.com/politics/state-approves-2-million-bond-redding-mill-redevelopment |newspaper=The Weston Daily Voice |date=February 3, 2014 |access-date=April 29, 2014}}</ref> The previous station was abandoned in the 1970s due to low ridership.

====Wilbur Cross Parkway====
The Waterbury and New Canaan Branch study also considered a new station on the Waterbury Branch as a park-and-ride station off the [[Wilbur Cross Parkway]] near where it meets the [[Merritt Parkway]] in Milford. The station was estimated to cost $41 million to construct.<ref name=WNCstudy />

===Danbury Branch study===
{{Main|Danbury Branch}}
[[File:Danbury train station.jpg|thumb|left|The Danbury Branch (which currently ends at {{mnrr|Danbury}}) may be extended further north]]
Although not yet past the Draft Environment Impact Statement stage, a study of enhancing service on and extending the Danbury Branch would include additional stations in [[North Danbury station|North Danbury (Federal Road)]], {{mnrr|Brookfield}}, and [[New Milford station|New Milford]].<ref>{{cite web|url=http://www.danburybranchstudy.com/|title=Danbury Branch Electrification Feasibility Study – Welcome!|work=danburybranchstudy.com|access-date=May 14, 2009|archive-url=https://web.archive.org/web/20090402124933/http://www.danburybranchstudy.com/|archive-date=April 2, 2009|url-status=dead}}</ref> The draft EIS was due by 2010, and the final EIS by 2011.<ref>{{Cite web |url=http://www.danburybranchstudy.com/documents/News/2009%20Spring%20Update_033109.pdf |title=''Danbury Branch Improvement Study Spring Update 2009'' |access-date=May 14, 2009 |archive-date=April 10, 2009 |archive-url=https://web.archive.org/web/20090410184358/http://www.danburybranchstudy.com/documents/News/2009%20Spring%20Update_033109.pdf |url-status=dead }}</ref> The Spring 2009 Update for the first time held out the possibility of extension all the way to Pittsfield, MA, the original route of the New Haven Berkshire Division. Trackage rights would have to be negotiated with the [[Housatonic Railroad]], which owns the line beyond Danbury to New Milford.

Enhancements to the Danbury Branch being studied also include re-electrification of the branch (the branch was electrified from 1925 to 1961), addition of passing sidings, realignment and/or super-elevation of track to eliminate or alleviate curvature and enhance speeds, and installation of automated train control signalling. The new signal system finally began operation in 2013, but extensive work was still ongoing in 2014 because of unresolved problems with the drop gates at grade crossings.<ref>{{cite web|title=Update on the Danbury Branch Grade Crossings |url=http://web.mta.info/mnr/html/danburysignal.htm |publisher=[[Metropolitan Transportation Authority]]|date=March 26, 2014|access-date=April 29, 2014}}</ref><ref>{{cite web|title=Metro-North's New Spring Schedule Enhances Reliability|url=http://www.mta.info/news-metro-north-schedules-new-haven-harlem-hudson/2014/04/28/metro-norths-new-spring-schedule|publisher=[[Metropolitan Transportation Authority]]|date=April 28, 2014|access-date=April 29, 2014|archive-date=April 29, 2014|archive-url=https://web.archive.org/web/20140429184239/http://www.mta.info/news-metro-north-schedules-new-haven-harlem-hudson/2014/04/28/metro-norths-new-spring-schedule|url-status=dead}}</ref>

Earlier versions of the study examined service to Newtown and Brewster along the Beacon/Maybrook line, as additional branches off the Danbury Branch. These options were not recommended due to limited ridership potential versus additional cost.<ref>{{cite web|url=http://www.hvceo.org/transport/railpassimprove.php|title=Regional Transportation Plan|work=hvceo.org|url-status=dead|archive-url=https://web.archive.org/web/20090520001920/http://www.hvceo.org/transport/railpassimprove.php|archive-date=May 20, 2009|df=mdy-all}}</ref>

===Penn Station Access===
{{Main article|Penn Station Access}}

As part of the 2015–2019 MTA Capital Program, additional service from the New Haven Line will be provided to [[Pennsylvania Station (New York City)|New York Penn Station]] over the [[Hell Gate Line]] of the Northeast Corridor, owned by Amtrak. Trackage rights and union agreements would have to be negotiated for this service. Commuter service over this line, formerly the [[Harlem River and Port Chester Railroad|Harlem River Branch]] of the predecessor New Haven, ended in 1931. New stations will be built at {{mnrr|Hunts Point}}, {{mnrr|Parkchester}}, {{mnrr|Morris Park}}, and {{mnrr|Co-op City}}.<ref name=":4">{{Cite web|url=http://web.mta.info/mta/news/books/docs/Penn%20Station%20Access%20Project%20Overview.pdf|title=MTACC Quarterly Progress Report to CPOC Penn Station Access Project Overview December 12, 2016|date=December 12, 2016|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=January 27, 2017}}</ref>

This project was dormant from approximately 2002 to 2009, but an environmental assessment was announced by Metro-North and was to be completed by 2011. The study was in conjunction with ongoing studies for the best uses of Penn Station. The study advanced a single option of full (both peak and off-peak) service to Penn on the New Haven and [[Hudson Line (Metro-North)|Hudson Line]]s.<ref>{{cite web|url=http://www.mta.info/mta/news/releases/?agency=mnr&en=090908-MNR36|title=Press Releases|work=mta.info}}</ref> However, the project was delayed.<ref name="PennAccess_MTAweb.pdf">{{cite web | url=http://web.mta.info/mta/planning/psas/pdf/PennAccess_MTAweb.pdf | title=Metro-North Penn Station Access | work=mta.info | access-date=April 12, 2015 | archive-date=February 26, 2015 | archive-url=https://web.archive.org/web/20150226055120/http://web.mta.info/mta/planning/psas/pdf/PennAccess_MTAweb.pdf | url-status=dead }}</ref> On January 8, 2014, [[Governor of New York|New York Governor]] [[Andrew Cuomo]] voiced support for the project in his 2014 State of the State address.<ref name="barnum" />

In its 2015–2019 Capital Program, the MTA budgeted $695 million for New Haven Line Penn Station Access work, including track, structures, signal, power and communications work along the Hell Gate Line, specifications for rolling stock for the line, and construction of the four new stations.<ref name=":3">{{cite web |url=http://web.mta.info/capital/pdf/CapitalProgram2015-19_WEB%20v4%20FINAL_small.pdf#page=152 |title = MTA 2015–2019 Capital Program, pages 152 and 225 |access-date=January 11, 2016}}</ref> New track will be installed between the Parkchester/Van Nest station and north of the Co-op City station. Three bridges along the route will be rehabilitated or replaced.<ref name=":4" />  A groundbreaking ceremony for Penn Station Access took place in the Bronx on December 9, 2022.<ref>{{cite web |date=December 9, 2022 |title=4 New Metro-North Stations Break Ground in NYC. Here's When They'll Take You to Penn |url=https://www.nbcnewyork.com/news/local/metro-north-to-penn-station-bronx-mta-stations-groundbreaking-begins-timeline-here/3990112/ |access-date=December 9, 2022 |website=NBC New York}}<br/>{{cite web |last=Kramer |first=Marcia |date=December 9, 2022 |title=Metro-North Penn Station Access project breaks ground in the Bronx |url=https://www.cbsnews.com/newyork/news/metro-north-penn-station-access-project-breaks-ground-new-bronx-stations-new-haven-line/ |access-date=December 9, 2022 |website=CBS News}}</ref>

Service is planned to begin in 2027 at the earliest.<ref name="Bloomberg 202301">{{cite web | title=New Metro-North Rail Service to Penn Station Postponed by Seven Months|first=Michelle|last=Kaske | website=Bloomberg | date=January 30, 2023 | url=https://www.bloomberg.com/news/articles/2023-01-30/new-metro-north-rail-road-service-into-penn-station-delayed-by-seven-months | access-date=January 31, 2023}}</ref> The opening of [[East Side Access]] in 2023 diverted some [[Long Island Rail Road]] trains to [[Grand Central Terminal]],<ref>{{Cite news |last=Ley |first=Ana |date=2023-01-25 |title=L.I.R.R. Service to Grand Central Begins Today at Long Last |language=en-US |work=The New York Times |url=https://www.nytimes.com/2023/01/25/nyregion/lirr-grand-central.html |access-date=2023-01-25 |issn=0362-4331}}</ref> therefore opening up slots at Penn Station for Metro-North service. 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.<ref name=":5">{{Cite web|url=http://web.mta.info/mta/planning/psas/pdf/CT-presentation.pdf|title=Connecticut Presentation (2013)|date=March 2013|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=January 27, 2017}}</ref>
In a limited form, it already takes place with the Jets/Giants game-day service to the Meadowlands, although it is not intended as service to Penn.<ref>{{cite web|url=http://www.mta.info/mta/planning/psas/|title=MTA – Planning Studies|work=mta.info}}</ref>

===Waterbury–Bristol–New Britain–Hartford===
As of February 2009, Connecticut legislators were discussing service on an old New Haven passenger line that ceased passenger service decades prior known as the Highland Line, part of the original [[New England Railroad]], also known as the [[Central New England Railway]], both eventual subsidiaries of The New York, New Haven and Hartford Railroad.<ref>{{cite web|url=http://www.nhrhta.org/htdocs/highland.htm|title=Highland Line (Danbury – Waterbury – Plainville – Hartford)|work=nhrhta.org|access-date=May 15, 2009|archive-date=July 23, 2008|archive-url=https://web.archive.org/web/20080723112413/http://www.nhrhta.org/htdocs/highland.htm|url-status=dead}}</ref>

Currently, this is a freight-only line operated by [[Berkshire and Eastern Railroad|Berkshire & Eastern]]. Station stops would include two in Bristol, as well as in New Britain, between Waterbury and Hartford. The next step is a preliminary scoping study, which would be followed by environmental studies.<ref>{{cite web|url=http://www.bristolpress.com/articles/2009/02/20/news/doc499f7b97bac54060891113.txt|title=Central Connecticut Communications}}{{Dead link|date=April 2020 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> It is unknown if this will be a Metro-North extension of the Waterbury Branch.

===Tappan Zee Bridge / I-287 Corridor===
The [[New York State Department of Transportation]], the [[New York State Thruway Authority]], and [[Metro-North Commuter Railroad|Metro-North]] conducted extensive studies concerning the [[Tappan Zee Bridge (2017–present)|replacement]] of the deteriorated [[Tappan Zee Bridge (1955–2017)|Tappan Zee Bridge]]. Proposals for rail connections to the New Haven Line were ultimately rejected as too expensive.

==See also==
* [[Connecticut Commuter Rail Council]]

==References==
===Notes===
{{reflist|refs=
<!--  <ref name="cjhughes">{{Cite news |url=https://www.nytimes.com/2007/07/08/realestate/08livi.html |title=Living in Glenbrook, Conn.; The Little Town in the City |last=Hughes |first=C.J. |date=July 8, 2007 |work=New York Times |access-date=July 29, 2011 |page=RE9 |quote=Anticipating growth, and aiming to alleviate crowding in Stamford’s main station, the city may add a second stop in Glenbrook, either on the New Haven line or the New Canaan spur, possibly near the Courtland Avenue overpass, where one existed until the 1950s, Mr. Lecar said.}}</ref>-->
}}

===Further reading===
*{{cite book |last1=Jenkins |first1=Stephen |title=The Story of the Bronx from the Purchase Made by the Dutch from the Indians in 1639 to the Present Day |date=1912 |publisher=G.P. Putnam's Sons |location=New York, New York |url=https://archive.org/details/storybronxfromp00jenkgoog |access-date=December 12, 2019}}
* {{cite report |last=Schned |first=Daniel |date=January 2014 |title=Getting Back On Track: Unlocking the Full Potential of the New Haven Line |url=http://library.rpa.org/pdf/RPA-Getting-Back-on-Track.pdf |publisher=[[Regional Plan Association]] |access-date=April 29, 2014 |archive-date=July 28, 2019 |archive-url=https://web.archive.org/web/20190728021659/http://library.rpa.org/pdf/RPA-Getting-Back-on-Track.pdf |url-status=dead }}

==External links==
{{commons category|New Haven Line}}
{{Attached KML |display=title,inline}}
*{{Official website|https://new.mta.info/agency/metro-north-railroad}}
*[http://www.openstreetmap.org/?relation=1260624 Metro-North New Haven Line: Grand Central <=> New Haven] on [[OpenStreetMap]]

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[[Category:Passenger rail transportation in Connecticut]]
[[Category:Passenger rail transportation in New York (state)]]
[[Category:Rail infrastructure in Connecticut]]
[[Category:Rail infrastructure in New York (state)]]
[[Category:Metro-North Railroad]]
[[Category:New York, New Haven and Hartford Railroad lines]]
[[Category:Northeast Corridor]]
[[Category:Transportation in Fairfield County, Connecticut]]