great video, but a couple of small corrrections:
- 4:12 during peak, its a lot more complicated, usually all-locals terminate at greystone, but during off peak, there are also (electric) semi-express trains that terminate at croton harmon
- 4:16 off peak expresses stop at tarrytown and ossining, morning reverse peaks also stop at marble hill and yonkers. some weekend and peak trains run express from peekskill and iirc one runs express from beacon
- 5:09 this is completely wrong, the wassaic expresses run express to white plains then make some (but not all) stops to southeast, before running local to wassaic. but also, the vast majority of wassaic service are wassaic-southeast shuttle trains
- 5:55 the new haven line super expresses can also go express to bridgeport, they're weird
- 7:23 wrong, ALL waterbury branch service are bridgeport-waterbury shuttle trains
- 7:44 "this insane U shape" is because in the 80s MNR moved the PJL out of the downtowns and onto the graham line which runs through the middle of nowhere because of orange county NIMBYs
- 8:12 the PJL system is kinda like the NHL, no rhyme or reason for which trains make which express stops
- 9:05 plus 2 expresses on weekends

also i feel like the 4 MNR flag stops should be highlighted but tbf they arent operationally significant

I ran trains on all three lines for Metro North for over 20 years and I never heard of the “Park Avenue Main”. The Hudson line begins at milepost 0 in Grand Central Terminal and continues to just north of Poughkeepsie at CP 75.

The Harlem line splits off from the Hudson at milepost 5 at Mott Haven Junction.

I was also thinking about a unified regional rail. If NY and NJ can't work together, at least they can combine LIRR and MNR, which is operated by the same agency.

And concerning your Long Island railroad video, they are a couple of passenger  trains a weekdayday that do go through Long Island city as a terminal.

Regardless, I love your videos so much!

It should be noted that not all express trains skip every stop. For instance many Hudson line express trains make Ossining and Tarrytown in addition to other stops. Some New Haven line express trains stop at fordham and Greenwich. The stopping pattern for the NC branch/Danbury branch direct trains is also varying.

4:14 actually, express trains begin stopping at Tarrytown and make an additional stop at Ossining before making all stops to Poughkeepsie.

The Port Jervis trains only stop at Secaucus and Ramsey 17. The NJT trains mostly run to Suffern or Waldwick during peak hours.

I was looking at the thumbnail map and realized that running a light metro or regional rail line from the Port Jervis line over the Tappan Zee Bridge to the New Haven Line intercepting all Metro-North lines in New York State would be a game changer for all the metro north suburbs.

We call the edge of the river its bank, not its coast. JSYK! 😀👍🏻

Metro-North/NJ Transit really needs to connect the Port Jervis line northward to Newburgh and perhaps even Stewart Airport.  There are no West-of-the-Hudson passenger lines north of the Harriman Station, and it would be so much more convenient for passengers and commuters to be able to connect to train lines if they were more accessible to the communities of Newburgh, New Paltz, Kingston, Catskill, Albany, etc...  rather than always having to cross the Hudson River to get on a train in Renssealer, Rhinebeck, or Poughkeepsie.

The Metro-North Rail Road for the Penn Station West Side Access for the all line's would be an excellent idea to connect to the Long Island Rail Road, New Jersey Transit and Amtrak in the West Side of Manhattan for the future.

I definitely like the idea of the connection of the Penn Station Access, LIRR Port Washington branch, eventually connecting to the NJT at Penn Station. I was hoping they’d plan to extend the IBX past Roosevelt Avenue up to 31st Avenue and branch off on a viaduct going left about 4 blocks to connect to the Amtrak/Penn Station Access branch where a station would be built. Then you could add the option of an easier connection eventually getting to Brooklyn. However, on the Penn Access right of way, there are only two tracks, and that would eventually be two trains occupying those tracks. So now, some type of expanded loop or flyover would have to be built on both sides on order for the Penn Access trains to serve this said station. It should be called something like Woodside-31st Avenue.

There are still some errors. First, electrification has NOTHING to do with where trains short turn. Only the Hudson line really has a large stretch of track that is unelectrified. Also, Express trains on the Hudson line stop at Terrytown and Ossining as well; they don't just go to Croton-Harmon. Also, most trains on Harlem only go on the electrified portion of track. The trains from GCT to Wassaic only run during i think like 3 times a day in the evening. The only semi-frequent trains to Wassaic are from Southeast. They also don't stop anywhere but White Plains and Golden Bridge until Southeast. Also the so-called Park Av mainline doesn't exist under that name. It's just the Hudson line then the Harlem/New Haven Lines. And also, on the New Haven line, trains to Stamford do not skip local stops on the line outside of the local Harlem line stops excluding Fordham. Harlem line trains during rush hours to Southeast also stop at Fordham. Super-express trains to Westport, South Norwalk, or Bridgeport don't exist. Trains to Waterbury run only between Bridgeport and Waterbury while trains to Danbury make stops at Stamford and sometimes Greenwich as well. Danbury trains also stop at South Norwalk. Also, not all trains to New Canaan are express. Many also run local. Also, most New Haven line trains that go to New Haven only go up to New Haven-Union station. Only a few every day go to New Haven-State St.

For West-of-Hudson trains, there is also a very big misunderstanding. Metro-North is only registered in New York and Connecticut, so as soon as Port Jervis and Pascack Valley trains cross the border into New Jersey, they become NJ transit trains. In the opposite direction, they only become Metro-North trains as soon as they cross into New York. So, NJTransit chooses if trains go via the Mainline or not. Just bc it says Metro-North or has a Metro-North locomotive doesn't mean it's still Metro-North forever!

When you did your honourable mentions, I hope you didn't mean per year with ur stats bc then that would mean that each of those stations got about 40-50 people a day. :/

For the Penn Acess, why would you join the New Haven and Port Washington lines? That makes no sense lol. They go to completely different place where it would be so inconvenietnt for trains to operate together. They are 2 different railroad lines operated by the same company that deserve to stay seperate. Also, as I already said, Metro-North (and LIRR) don't have the ability to operate in New Jersey. That would cause a new head-ache if their trains operated on NJTransit tracks without lisences. And also, how would this new line help the 6 train???

Please try new sources of ride Metro-North pls. 🙏🙏🙏

5:03 Correction. Because the Harlem Line has a super express train, not to be confused with the regular express train, it actually skips all stops to Goldens Bridge , except White Plains, North White Plains, and Chappaqua, and makes all stops to Wassaic. White Plains, the county seat of Westchester County, has an important namesake railroad station for both local and express commuter trains of the Harlem Line.

The Crestwood Station is a temporary terminus for Harlem Line trains mainly due to weekend work preventing half hourly service at NWP and is the busiest station to not have even one connecting transit service. The Hudson line has its northbound center track unelectrified making express service with diesels make sense there. The Waterbury branch does NOT see express service to GCT.

*some New Haven line trains run express to Bridgeport or Stratford. Some run express from grand central terminal into south Norwalk and then onto the Danbury branch while using dual mode locomotives.
To all MNR RAILFANS, we will soon be getting the new SC64 Dual Mode locomotives to replace the p32 locomotives.

As someone who grew up in westchester county taking the metro-north into manhattan for my whole life, the NUMBER ONE MOST GLARINGLY OBVIOUS UPGRADE that the system desperately needs is for the trains that run to grand central terminal to be able to run through GCT all the way to Penn Station with a one seat ride to allow better connectivity to regional rail like Amtrak and to the the rest of the NYC metro network.  If they could possibly build that extra like 10-15 blocks of tracks for however many lines they would need (and I’m sure it’s a lot), the whole system would run MUCH better..  it’s either that or run the Amtrak Northeast regional through GCT, which it doesn’t do right now.  Very weird lack of connection to regional rail when the commuter rail network is so strong in other ways.  

The other GLARINGLY OBVIOUS gap in the options for destinations if you’re coming from westchester are

1) a one-seat ride to LaGuardia
2) a one-seat ride to JFK
3) through running trains from Westchester to Brooklyn and Queens and LIRR..  I feel like other than perhaps something that through-runs to the Meadowlands for Jets/Giants games and big concert events or a one-seat ride to Newark liberty, one seat trains to the other parts of New York like Brooklyn and Queens from the Bronx and Westchester would see a lot more ridership that ones to New Jersey..  not that it wouldnt be nice to also have that option, i just feel like people would use a train that would get them to like Williamsburg or Barclays center more than a train to NJ

Correction: New Haven Line was electrified about 1913.  More recently Conn. DoT and the MTA (NYS)  retrofitted the catenary for constant tension. This line is owned by Conn. DoT and the MTA, which maximizes it for Metro North use.  It's part of the NEC, but Amtrak's needs are secondary to Metro North's.

The revival of the Metro-North Penn Station connection,is interesting as the Ghost of the New York,Westchester and Boston,has come back to life! That line was part of the New Haven's branch to Penn Station and actually had 6 tracks,and formed the Southern side of the NY,W,&B,serves those areas,as a local service! A small railroad,that has impact even now! It was abandoned in the 1930's,and really should have been railbanked,pity it wasn't,as Metro-North would have spare capacity! So much for the history,hopefully the information will be of use! Thank you 😇 😊!

Since Metro North will be expanding with 2 of their lines (New Haven and Hudson) into Penn Station i really hope Metro North continue to expand on any of their lines. One example is that i hope the New Haven Line expands into New Jersey to make connections with another 2 other Metro North lines like Port Jervis and Pascack Valley line but also make connections with NJ transit and Amtrak. The other example for the Metro North expansion is the Hudson line expanding all the way up into Albany and have 3 more stations to make connections with Amtrak at Rhinecliff, Hudson and Albany.