1. Connections Dating In Spuyten Duyvil New York Obituaries
2. Connections Dating In Spuyten Duyvil New York London
3. Spuyten Duyvil Press
4. Connections Dating In Spuyten Duyvil New York City

May 05, 2019 Spuyten Duyvil has been known as Speight den Duyvil, Spike & Devil, Spitting Devil, Spilling Devil, Spiten Debill and Spouting Devil, among other spellings. In Dutch, “spuyten duyvil,” the mostly-accepted spelling these days, can be pronounced two ways; one pronunciation means “devil’s whirlpool” and the other means “spite the devil.”. Oct 30, 2020 Spuyten Duyvil Swing Bridge The Spuyten Duyvil Swing Bridge tells an interesting story that intertwines the history of New York City with the Hudson River Valley. The New York & Hudson River Railroad was incorporated on May 6, 1847, to connect New York City with New York State.

Dec 02, 2013 NEW YORK CITY — Commuters faced a harried transit system during Monday morning's rush-hour trip after a Metro-North train derailed just north of Spuyten Duyvil. With connections to the 1. The new route includes extensive New York City area trackage, including Amtrak’s West Side Empire Connection, Metro-North’s Park Avenue main line out of Grand Central Terminal, CSX’s Oak Point Link freight route and Harlem River and Oak Point Yards, and the section of Amtrak’s Northeast Corridor from the Bronx over Hell Gate Bridge to Sunnyside Yard and Penn Station.

Coordinates: 40°52′42″N73°55′32″W / 40.87833°N 73.92556°W

The Spuyten Duyvil Bridge is a railroad swing bridge that spans the Spuyten Duyvil Creek between Manhattan and the Bronx, in New York City. The bridge is located at the northern tip of Manhattan where the Spuyten Duyvil Creek meets the Hudson River, approximately 1,000 feet (300 m) to the west of the Henry Hudson Bridge.

The Spuyten Duyvil Bridge was built to carry two tracks but now carries only a single track on the eastern side of the span. It is part of the West Side Line, and is used by Amtrak trains traveling along the Empire Connection. The span is used by approximately 30 trains a day and is opened over 1,000 times per year, primarily during the summer months for Circle Line Sightseeing Cruises and recreational vessels.^[2]

History[edit]

A wooden railroad drawbridge across the Spuyten Duyvil was first constructed by the New York & Hudson River Railroad in 1849.^[3] The railroad continued southward along the West Side Line to St. John's Park Terminal in Lower Manhattan and carried both freight and passenger service. The Hudson River Railroad merged with the New York & Harlem Railroad in 1869, creating the New York Central & Hudson River Railroad, and most trains started bypassing the bridge, instead going to Grand Central Terminal in Midtown Manhattan. An iron bridge replaced the wooden span by 1895.^[4]

The current steel bridge was designed by Robert Giles and constructed in 1900. The piers rest on pile foundations in the riverbed.^[1][5] The bridge consists of three fixed sections as well as a 290-foot-long (88 m) swing section, which could swivel nearly 65 degrees and leave a 100 feet (30 m) of clearance on each side.^[4] The swing span weighed 200 tons and had enough space to fit two tracks.^[6]

By 1935, there were 70 trains a day using the Spuyten Duyvil Bridge, but after World War II, usage declined. In 1963, the steam motor that powered the swing span was replaced with an electric motor. The bridge was slightly damaged three years later, when the swing span was struck by a boat, leaving it stuck in the open position for two weeks.^[4] Trains stopped running across the Spuyten Duyvil Bridge in 1982 and the following year the bridge was damaged by a vessel and was left unable to close.^[7][4]

The bridge was rehabilitated in the late 1980s.^[4] Amtrak's Empire Service began using the Spuyten Duyvil Bridge on April 7, 1991, following the completion of the Empire Connection. This involved the conversion of the abandoned West Side Line to accommodate passenger service and connect with Pennsylvania Station. Until then, Amtrak trains traveling between New York and Albany had utilized Grand Central Terminal.^[1][8][9]

In June 2018, Amtrak used the Left Coast Lifter, one of the world's largest floating cranes to lift the 1.6 million pounds (730,000 kg) of the bridge's spans and move them to a barge in order to make fixes to electrical and mechanical components necessitated by damage due to Hurricane Sandy and years of malfunctions and corrosion. During the repairs, trains which had originated in Penn Station and used the bridge originated instead from Grand Central Terminal, bypassing the bridge.^[10][11] The trains returned to their regular routing to Penn Station on September 4.^[12]

Incidents[edit]

• On the evening of February 16, 2004, an 80-year-old woman mistakenly drove her car onto the bridge from the Bronx side of the river and was hit by a Penn Station-bound Amtrak train. The passenger train carried the automobile for a distance of 250 feet (76 m) along the tracks.^[13]
• During the early morning hours of October 24, 2010, a fire broke out on the bridge, suspending train service until later that evening.^[14][15]
• A boat ran into the bridge at around 4:20pm on May 29, 2016, causing major delays on the Empire Corridor, as the bridge was required to be inspected before trains could use it again. No injuries were reported in the incident.^[16]

Gallery[edit]

• An aerial view showing the Henry Hudson Bridge (foreground) and the Spuyten Duyvil Bridge

• Spuyten Duyvil Bridge from the Spuyten Duyvil Metro North station.

• The Bronx end of the Spuyten Duyvil Bridge when the swing is open

References[edit]

Notes

1. ^ ^abcdGray, Christopher (March 6, 1988). 'Spuyten Duyvil Swing Bridge; Restoring a Link In the City's Lifeline'. New York Times. Retrieved July 26, 2009.
2. ^ ^abRolwood, Craig; Ostrovsky, Alex (2004). 'Spuyten Duyvil Emergency Response to Navigation Strikes'(PDF). Conference Proceedings. American Railway Engineering and Maintenance-of-Way Association. Retrieved July 4, 2011.
3. ^Adams, Arthur G. (1996). The Hudson River Guidebook (2nd ed.). New York: Fordham University Press. p. 113. ISBN0-8232-1680-2.
4. ^ ^abcdeGray, Christopher (March 6, 1988). 'STREETSCAPES: Spuyten Duyvil Swing Bridge; Restoring a Link In the City's Lifeline'. The New York Times. Retrieved July 9, 2018.
5. ^Geological Society of America (1905). Bulletin of the Geological Society of America. 16. Rochester: Geological Society of America. p. 157. Retrieved March 20, 2010.
6. ^Engineering News-record. McGraw-Hill Publishing Company. 1900. p. 345. Retrieved July 9, 2018.
7. ^Renner, James (March 2001). 'Spuyten Duyvil Swing Bridge'. Washington Heights & Inwood Online. Archived from the original on January 6, 2006. Retrieved February 7, 2010.CS1 maint: unfit URL (link)
8. ^Johnson, Kirk (July 7, 1988). 'Amtrak Trains To Stop Using Grand Central'. The New York Times. Retrieved July 26, 2009.
9. ^Staff (April 7, 1991). 'Travel Advisory; Grand Central Trains Rerouted To Penn Station'. The New York Times. Retrieved July 26, 2009.
10. ^Staff (June 13, 2018) 'Spuyten Duyvil Bridge moved for upgrades'News12 Bronx
11. ^Martinez, Jose (June 14, 2018) 'Massive crane lifts Spuyten Duyvil Bridge for repairs'NY1
12. ^'Amtrak Resumes Service of Five Popular Train Routes at New York Penn Station'. September 4, 2018.
13. ^Sclafani, Tony & Standora, Leo (February 17, 2004). 'Amtrak Hits Car Driving on Tracks'. Daily News. New York. Archived from the original on August 15, 2011. Retrieved February 6, 2013.CS1 maint: unfit URL (link)
14. ^'Spuyten Duyvil Bridge Burned Over Weekend'. The Riverdale Press. October 25, 2010. Retrieved July 3, 2011.
15. ^Anderson, Eric (October 24, 2010). 'Amtrak Service to NYC Restored'. Times Union. Albany. Retrieved July 3, 2011.
16. ^Zauderer, Alyssa (May 29, 2016) 'Amtrak service on Empire Line suspended after boat strikes Spuyten Duyvil Bridge'WPIX 11 News

Connections Dating In Spuyten Duyvil New York Obituaries

External links[edit]

The Spuyten Duyvil Swing Bridge tells an interesting story that intertwines the history of New York City with the Hudson River Valley.

The New York & Hudson River Railroad was incorporated on May 6, 1847, to connect New York City with New York State. The original stock subscription for the company was 30,165 shares amounting to $3,016,500. There was also an initial cost of $9,000,000 for construction. One of the purposes of the company was to provide service for passengers and cargo that was faster than shipping along the Hudson River, especially during the winter months when the river froze.

The first tracks were opened on September 29, 1849, running from Manhattan (Chambers Street) to Peekskill along the eastern shore of the Hudson River. By December 31st of that year, the system was extended to Poughkeepsie and then finally to Albany. At the Spuyten Duyvil a wooden trestle was constructed to connect Manhattan with the Bronx.

The total track mileage was 143 and 1/4 miles, and the tracks were laid five feet above high tide and included eight tunnels. One of the advantages of the location of the tracks was easy access to the water for the steam engines.

In Manhattan there had been a shuttle run between 30th Street and 10th Avenue and the Spuyten Duyvil Station in the Bronx. Along the route on the shore of the Hudson River, there were four station stops, which were 128th, 152nd, 177th and Dyckman Street. With the exception of the 177th Street depot, every stop had a ferry connection to New Jersey for passengers.

At 177th Street (or Depot Lane as it was known) and Cabrini Boulevard was a restaurant known as the Arrowhead Inn, run by Benjamin Riley. Also near the station in what is now Fort Washington Park was the West End Hotel.

Connections Dating In Spuyten Duyvil New York London

During the 1860 presidential campaign, Abraham Lincoln used the line for his trip to various cities to make speeches. Two years later, Commodore Cornelius Vanderbilt purchased stock in the New York & Hudson and New York & Harlem River Railroad Companies, changing the name to the New York Central Railroad and shifting service to Grand Central Station. The Commodore, who made his money in shipping, had overcome his aversion of railroads, which may have been traced back to an injury he received in a train wreck in 1833 on the Camden and Amboy Railroad.

On January 13, 1882, disaster struck in the Spuyten Duyvil section of the Bronx just north of the railroad trestle where the tracks of the Hudson River and the Harlem River lines converge to go upstate. Two trains collided, causing many deaths and injuries. Railroad cars erupted into flames, and axes and buckets were not available for rescue and fire extinguishment.

The incident was reported in the January 21, 1882, issue of the Harper’s Weekly. One of the deaths reported in the crash was that of New York Senator Webster Wagner (1817-1882) who was on his way back to Albany. Wagner, who resided in Palantine Bridge, was elected to the New York State Assembly in 1871. He afterward served several terms in the Senate, of which he was a member at the time of his death. Senator Wagner was involved in the design of sleeping and palace cars for the railroads. His designs were put on the Utica and Schenectady Railroad in 1858.

The cause of the accident was the lack of signals in the area, which had not been instituted in the first place. There was an inadequate precaution of criminal negligence of the flagman who failed to warn the approaching train from Tarrytown or the engineer of the north-bound train had not been observant enough to look more closely when doing the turn at high speed. At this particular site it was impossible to see more than 100 feet ahead. Since that time a system of signals has been installed in the area.

In 1899 the original wooden bridge was replaced with a steel bridge designed by Robert Giles, an employee of the railroad company. The length of the bridge is 610 feet. It has three fixed sections on the Manhattan side and one on the Bronx side. The 290-foot central section pivots on a turntable which used to be operated by a steam engine. In 1963 the steam engine was replaced with an electrical engine.

In 1934, as many as 70 trains were traveling over the trestle, most of which were freight lines. Regular freight service had stopped by 1982. During this period Penn Central operated the bridge, thus regulating the amount of shipping and boats between the Hudson River and the Harlem River Ship Canal.

A hit-and-run by a Circle Line boat left the swing bridge section of the trestle in an open position in 1983 and lay dormant, forcing the tracks to be withdrawn from serving the freight routes. The incident was ruled an accident due to the heavy tidal current in the area. The Circle Line lobbied to keep the bridge open so that it would not impede the boats which ran every 20 minutes.

The accident necessitated complete rehabilitation of the trestle and swing bridge. A new electric engine was added to the swing bridge to allow for rail and nautical traffic. At the start of work, the metal was so corroded that very extensive sandblasting and replacement of plates would be required after the metalwork was removed.

The bridge was repaired and is now manned so that when one of the Circle Line boats approaches, the bridge is swung open to allow passage. This is done when the pilot of the boat calls ahead by radio on the Harlem River.

Spuyten Duyvil Press

On April 7, 1991, Amtrak rerouted their trains from Grand Central Station to Penn Station to establish the New York to Albany run along the Hudson River on the path of their ancestral steam engines. This would make Inwood a vital link to both cities. This route offers a fantastic vista of the Hudson River and Valley as it passes through northern Manhattan over the bridge and then through the Bronx that served the line for over a century and one half.

Metro North still runs on the tracks on the Bronx shore of the Harlem River until the convergence north of the trestle at Spuyten Duyvil. From there the track is shared with Amtrak.

Connections Dating In Spuyten Duyvil New York City

Schedule information for Metro North can be obtained from the MTA Web site or by calling 212-532-4900. Customer Relations can be reached at 212-340-2555. Amtrak schedules are available on their Web site or by calling 1-800-872-7245. Metroliner service and information can be reached at 1-800-523-8720. For more information on the Spuyten Duyvil train wreck and the death of Senator Wagner in 1882 visit Railroad Extra.