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New Haven Line
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New Haven Line
An outbound train of M8s near Port Chester
Overview
Type
Commuter rail line
System
Metro-North
Status
Operating
Locale
New York City (Manhattan and The Bronx) and Westchester, Fairfield and New Haven counties
Termini
Grand Central
New Haven–Union Station
New Haven–State Street
Stations
30 main; 17 branch
Services
1 main line; 4 branches
Daily ridership
125,000 weekday
(39 million annual)[1]
Operation
Owner
ConnDOT (in Connecticut)
Metro-North (in Westchester County)
Argent Ventures (in New York City, leased to Metro-North)
Operator(s)
MTA Metro-North Railroad
Character
4 track main line (3 tracks within Milford city limits[note 1])
single track branches
Technical
Track length
74 miles (119 km) (main line)
7.9 miles (12.7 km) (New Canaan Branch)
23.6 miles (38.0 km) (Danbury Branch)
27 miles (43 km) (Waterbury Branch)
Track gauge
4 ft 8 1⁄2 in (1,435 mm) standard gauge
Electrification
12.5 kV 60 Hz (AC) overhead catenary north of Mount Vernon East
700V (DC) third rail south of Pelham
show
Route map
Legend
Amtrak NEC & Shore Line East
to New London & Boston
Amtrak New Haven–Springfield Line & Hartford Line
to Springfield
New Haven – State Street
New Haven – Union Station
West Haven
Orange
proposed
Woodmont
abandoned
Zone 21
Zone 20
Ind track/freight sidings (unpowered)
Milford
Torrington Secondary
to Winsted
show
Waterbury
Waterbury coach yard
Naugatuck
Beacon Falls
Seymour
Ansonia
Derby–Shelton
Zone 51
Zone 20
Waterbury Branch
to Waterbury
(Devon Transfer – abandoned)
Housatonic River
Stratford
Zone 20
Zone 19
Bridgeport coach yard
Bridgeport
Zone 19
Zone 18
Fairfield Metro
Fairfield
Southport
Green's Farms
Saugatuck River
Westport
Zone 18
Zone 17
East Norwalk
Norwalk River
Housatonic Railroad
to Pittsfield
show
New Milford
proposed
Brookfield
proposed
North Danbury
proposed
Zone 43
Zone 42
Danbury
Bethel
Redding
Branchville
Georgetown
proposed
Zone 42
Zone 41
Cannondale
Wilton
Kent Road
abandoned
Merritt 7
Zone 41
Zone 17
Danbury Branch
to Danbury
South Norwalk
Zone 17
Zone 16
Rowayton
Ring's End sidings
unpowered
Darien
Noroton Heights
New Canaan
show
Talmadge Hill
Springdale
Glenbrook
Zone 31
Zone 16
New Canaan Branch
to New Canaan
Stamford coach yard
Stamford
Zone 16
Zone 15
Old Greenwich
Riverside
Mianus River
Cos Cob
Greenwich
Connecticut
New York
Zone 15
Zone 14
Port Chester
Rye
Zone 14
Zone 13
Harrison
Mamaroneck
Marval Ind sidings
unpowered
Larchmont
Zone 13
Zone 12
New Rochelle sidings
powered
New Rochelle
Northeast Corridor diverges
Meadowlands game day service
show
Meadowlands game day service
Hutchinson River
Co-Op City
proposed
Parkchester
proposed
Hunts Point
proposed
East River via Hell Gate Bridge
Main Line
East River via East River Tunnels
New York – Penn Station
Hudson River via North River Tunnels
Secaucus Junction
transfer to Meadowlands
Pelham
electrification change from third rail to catenary
Columbus Avenue
abandoned
Mount Vernon East
Zone 12
Zone 2
Harlem Line
to Wassaic
Woodlawn
Williams Bridge
Botanical Garden
Fordham
no passengers to/from Manhattan
Tremont
former Port Morris Connection
Melrose
Yankees–East 153rd Street
(game days only)
Hudson Line
to Poughkeepsie
Oak Point Link
Harlem River
Park Avenue Bridge
Zone 2
Zone 1
Harlem–125th Street

110th Street
Park Avenue Tunnel
86th Street
72nd Street
59th Street
Grand Central

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Metro-North Railroad's New Haven Line runs from New Haven, Connecticut, southwest to Mount Vernon, New York. There it joins the Metro-North Harlem Line, where trains continue south to Grand Central Terminal in Manhattan. The New Haven Line's ridership, at 125,000 weekday and 39 million annual passengers, ranks as the busiest rail line in the United States.[1] The busiest station on the line is Stamford, which, with over 8.4 million annual passengers, accounts for over 21% of all passengers who ride the New Haven Line. Stamford is also the second busiest station in the entire Metro-North network, after Grand Central Terminal.[2]
This line was originally part of the mainline of the New York, New Haven and Hartford Railroad. The section from Mount Vernon to the New York-Connecticut border is owned by Metro-North, and the section from the state line to New Haven is owned by the Connecticut Department of Transportation (ConnDOT). From west to east in Connecticut, three branches split off: the New Canaan Branch, Danbury Branch, and Waterbury Branch, all owned by ConnDOT.
In addition to Metro-North trains, Amtrak's Northeast Regional and Acela Express use the line between New Rochelle, New York and New Haven, Connecticut, as part of the Northeast Corridor. Shore Line East (SLE), a commuter service operated by Amtrak for ConnDOT, also operates over the New Haven Line from its normal terminus at New Haven, with limited express service to Stamford with a single stop in Bridgeport.
Contents
1 History
1.1 Before Metro-North
1.2 New and closed infrastructure
1.3 Incidents and accidents
2 Operations
2.1 Passenger service
2.1.1 Main Line
2.1.2 Branches
2.1.3 Sports special services
2.1.3.1 Yankee Stadium
2.1.3.2 Meadowlands game day service
2.1.4 Excursions
2.1.5 Shared trackage and operating agreements
2.2 Freight service
2.3 Infrastructure
2.3.1 Control points/signals
2.3.2 Traction power substations
3 Stations
3.1 Main Line
3.2 Branches
4 Rolling stock
4.1 Electric
4.2 Diesel
4.2.1 Pool service
5 Service expansions
5.1 Planned and proposed stations
5.1.1 Devon
5.1.2 Barnum
5.1.3 Orange
5.1.4 Georgetown
5.1.5 Wilbur Cross Parkway
5.2 Danbury Branch study
5.3 Penn Station Access
5.4 Waterbury–Bristol–New Britain–Hartford
5.5 Tappan Zee Bridge / I-287 Corridor
6 Notes
7 References
8 External links
History[edit]
Before Metro-North[edit]
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 — after 1872, the New York, New Haven and Hartford Railroad — which had trackage rights over the New York Central Railroad's New York and Harlem Railroad into Grand Central.
The Great Blizzard of 1888 blocked the rail line in Westport, between the Saugatuck and Green's Farms stations. It took eight days to restore service, as snow was dug out by hand.[3]
In the early 20th century, the line was electrified and steam locomotives were replaced.[3]
Penn Central, the Metropolitan Transportation Authority, and the states of New York and Connecticut agreed on November 25, 1969, that New York would buy its section of the line and Connecticut would lease its section as far as New Haven.[4] The acquisition took place on January 1, 1971, and included the three branches.[5] After Penn Central went bankrupt, the Consolidated Rail Corporation (Conrail) took over operations in 1976, until Metro-North was formed in 1983. Metro-North undertook to rebuild the railroad, upgrading signals, tracks, ties, roadbeds, and rolling stock.
New and closed infrastructure[edit]
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 was closed in the Penn Central era, due to its proximity to Mt. Vernon station and the expense of converting it to high-level platforms. It had 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. Other stations abandoned along the mainline include Devon, at the junction of the Waterbury Branch, and Norwalk, replaced by South Norwalk.[6] The changeover from catenary to third rail was moved from Woodlawn to just west of Pelham in the early 1990s. The catenary poles are still intact as they carry several communications lines.[7] There is an abandoned coach yard just east of Port Chester station.
The New Haven's Harlem River and Port Chester Railroad, diverging from the main line below New Rochelle, ran local passenger service to the Harlem River Terminal in the South Bronx until 1931, and has several abandoned stations.[8][9] 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 for over 100 years. Fairfield Metro opened in December 2011 to support a new commercial development.[10] 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.[11] 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.[12]
Incidents and accidents[edit]
A 1911 wreck in Fairfield involving 4 trains
Some fatal train accidents have occurred on the New Haven Line. One occurred at the Norwalk River bridge in Norwalk, Connecticut on May 6, 1855. Another occurred in Westport, Connecticut in 1895, and another in that town on October 3, 1912.[3] Another fatality occurred in August 1969 on the New Canaan branch. There was also a collision in Mount Vernon in 1988 that killed an engineer. More recently, in 2012 two people were killed by a train-car collision at an ungated grade crossing on the Danbury Branch in Redding, Connecticut,[13] and in 2013 a track worker was struck and killed in West Haven.[14]
Non-fatal incidents have also occurred. The May 2013 Fairfield train crash resulted in 72 injuries after two trains collided following a derailment near Fairfield.[15] On September 25, 2013, a main feeder cable from Con Edison that provided electricity to an 8-mile (13 km) segment of the New Haven Line failed, causing electric train service over the line to halt between Mount Vernon and Harrison, New York. Metro-North used diesel locomotives and alternative bus service to carry passengers until full service was restored after 12 days of disruption.[16]
Operations[edit]
Passenger service[edit]
Main Line[edit]
New Haven Line trains primarily use Electric Multiple Unit (EMU) consists (M2s and M8s). The line is operated primarily in two zones: an "inner" zone from Grand Central Terminal to Stamford, CT; and an "outer" zone from Stamford to New Haven.
Trains from the outer zone generally run local, making most stops from New Haven to Stamford, and then express to Grand Central with a single stop at Harlem – 125th Street and sometimes Greenwich as well. Trains from the inner zone generally originate in Stamford, running local and making most stops, with some stopping at Fordham station. Passengers heading from one zone to another can make cross-platform interchanges at Stamford.
During peak hours, trains generally run in shorter, express zones, making limited stops as they fill faster, with some overlap in start and end stations to allow for intra-zone transfers for those traveling locally. Many of these trains begin their runs at intermediate stations within their zones, and then run express to Grand Central or vice versa.
All New Haven Line electric trains change over between third rail and overhead catenary between Mount Vernon East and Pelham, at normal track speed.[17] Inbound trains to Grand Central lower their 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.
The entire 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.
Branches[edit]
Waterbury station is the northern terminus of the Waterbury Branch
Within the Metro-North system, the New Haven Line is the only line with operating branches. The New Haven Railroad, Metro-North's predecessor, had an extensive branch network in Connecticut, including: a branch off the Danbury Branch at the appropriately 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.
Branch lines generally operate as their own zones, with the first main line station as a terminus rather than Grand Central, providing transfers to other main line stations or Grand Central. During peak hours, some of these trains run express on the main line through to Grand Central, but generally remain as local service on the branch itself.
The New Canaan Branch is electrified, while the Danbury and Waterbury branches use train consists powered by diesel locomotives. Some main line trains will occasionally use diesel equipment in revenue runs for positioning or due to equipment shortages.
In contrast with the main line, the branches operate almost entirely at grade, with frequent crossings.
Sports special services[edit]
Yankee Stadium[edit]
New Haven Line equipment at Yankees – East 153rd Street station
Yankees–East 153rd Street station opened on May 23, 2009. Although it is a 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 Harlem–125th Street station during peak periods. The Yankee Stadium station, 125th St and Fordham are the three Metro-North stations that serve New Haven Line customers without being located on the Line itself.[18]
Meadowlands game day service[edit]
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. 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.[19] Train service for NFL games ended in 2016.[20][21]
The service was operated using New Jersey Transit (NJT) equipment under an operating agreement among NJT, Metro-North, and Amtrak. NJT equipment is required as its electric locomotive power is capable of running under the various catenary systems over three separate railroads using different power supplies. The program was only being offered for the early afternoon games so that the NJT equipment can be moved back in place for the Monday morning rush hour.[22]
The service made limited stops on New Haven Line, and uses the Hell Gate Line to access New York Penn Station and Secaucus Junction station of NJT. At Secaucus, riders transfer to a shuttle on the Meadowlands Rail Line. Stops currently scheduled are New Haven, West Haven, Bridgeport, Fairfield, Westport, South Norwalk, Stamford, Greenwich, Rye, Larchmont, Penn Station, and Secaucus.[21]
As of 2017, game day service to the Meadowlands has been discontinued.[23]
Excursions[edit]
Metro-North occasionally runs excursion trains or farewell and fan trips over portions of its predecessors' historic territory, or portions of its own territory which are no longer in revenue service. A trip in 2008 ran north from the end of the Danbury Branch to Kent, CT. An earlier trip in 2004 ran along the Beacon Line from Danbury, using FL-9 locomotives owned by ConnDOT.[citation needed]
Shared trackage and operating agreements[edit]
Although the New Haven Line shares track with the Harlem Line in the Bronx, along this line it stops only at Fordham station, 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).[24] This agreement continues in its present form due to the operating agreement between Metro-North and the Connecticut Department of Transportation (ConnDOT), which means passengers traveling between Fordham and Manhattan may not ride on a New Haven Line train.[25] 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 Woodlawn.[26]
Logo at all CT stations. This is also the logo for Shore Line East, a sister service to the New Haven Line.
The New Haven Line is also operated in Connecticut under an agreement between Metro-North and the ConnDOT, in which costs for main line operation are shared (currently 65% ConnDOT and 35% Metro-North) and costs for branch service are borne 100% by ConnDOT.[27]
Freight service[edit]
Freight service over the New Haven Line is operated by a variety of Class I railroads and short line railroads, based on operating agreements negotiated with either Metro-North or ConnDOT. These operators include CSX Transportation, Providence and Worcester Railroad, and Springfield Terminal Railway.[28]
Local freight stops include Marval Industries in Mamaroneck, NY, which includes two "exempt" rail crossings on Fenimore Road (school buses and trucks are not required to stop) and some minor "street running" of rails along Railroad Way.[29] This siding is served by a CSX local approximately once a week at night. Other sidings served by CSX are Ring's End Lumber in Darien, CT, and a long industrial siding east of Milford, CT. Providence & Worcester trains can be seen running a seasonal stone train along the New Haven Line bound for Long Island.[30]
There are several disconnected and abandoned sidings along the line as well, including one in New Rochelle, NY, just west of Shell interlocking, and one just east of Larchmont station that served a freight house. There are also many active, dormant, and disconnected or abandoned sidings along the branch lines, as well as freight service operated on freight-only lines being considered for renewed passenger service.
Further information: Rail freight transportation in New York City and Long Island
Infrastructure[edit]
Control points/signals[edit]
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The New Haven main line and New Canaan branch use Automatic Train Control, or ATC, in conjunction with Cab Signals, a safety feature used in routing trains, keeping safe distances, and moderating train speeds.
Track interlockings are governed within Control Point boundaries, or CP's. The New Haven Line is unique in that the CP's are known (informally) by nicknames for their region. The following is a partial list of nicknames that were first established by Penn Central based on the city or town where they were located, or a local landmark. The former New Haven Railroad used "Signal Station" (SS) numbers. For example, SS 22 became "Shell" for New Rochelle, SS 26 became "Pike" because it is alongside the Connecticut Turnpike, and so on.[9] The numbers reflect mileage from Grand Central, with the preceding "2" signifying the New Haven Line; the Hudson Line has no preceding number and the Harlem Line uses "1."
CP212: VERN (Harlem Line)
CP215: PELL
CP216: SHELL Division Post Amtrak (Hell Gate Branch)
CP217: E. SHELL (New Rochelle Yard)
CP223: PIKE
CP229: GREEN
CP230: COB (Mianus River)
CP232: SELLECK
CP233: W. STAM
CP234: STAM (Stamford Yard)
CP235: GLENBROOK (New Canaan Branch)
CP240: WEST WALK
CP241: WALK (Norwalk River) (Danbury Branch)
CP244: SAGA (Saugatuck River)
CP248: SASCO
CP255: PORT
CP256: PECK (Pequonnock River)
CP257: CENTRAL (East Bridgeport Yard)
CP261: DEVON (Housatonic River) (Waterbury Branch)
CP266: WOODMONT
CP271: WEST RIVER
CP272: CEDAR ST (New Haven Yard)
CP273: FAIR ST (New Haven Yard)
CP274: CHAPEL ST (Division Post Amtrak)
The SHELL and E SHELL interlockings were recently upgraded to allow Amtrak trains to cross-over the main line faster and in a more orderly fashion. As a result, the tracks in New Rochelle station were rearranged so that Amtrak boards only on the outbound Metro-North platform.
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 and Danbury Branches, the latter branch having been equipped with this system in 2013. The Waterbury Branch is currently "manual block", or unsignaled, territory.
Traction power substations[edit]
The New Haven's traction power system was originally constructed to operate at 11 kV, 25 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 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.[31] Power is supplied to the catenary at 12.5 kV, 60 Hz.
Map all coordinates using: OpenStreetMap
Download coordinates as: KML · GPX
New Haven Line traction power substations
Milepost
Name
Coordinates
Comments
14.0 Fulton Ave 40°54′41″N 73°49′42″W / 40.9114°N 73.8283°W / 40.9114; -73.8283 (Fulton Ave Substation) Bridge 23
16.6 New Rochelle 40°54′25″N 73°47′23″W / 40.90694°N 73.78972°W / 40.90694; -73.78972 (New Rochelle Substation) Anchor bridge
30 Cos Cob 41°01′49″N 73°35′48″W / 41.030233°N 73.5967°W / 41.030233; -73.5967 (Cos Cob Substation) Cos Cob supply
33.0 Stamford 41°2′52″N 73°32′15″W / 41.04778°N 73.53750°W / 41.04778; -73.53750 (Stamford Substation) Anchor bridge
40 Norwalk 41°05′53″N 73°25′10″W / 41.098185°N 73.419527°W / 41.098185; -73.419527 (Norwalk Substation) Anchor bridge
41 East Norwalk 41°06′09″N 73°24′28″W / 41.102525°N 73.407882°W / 41.102525; -73.407882 (East Norwalk Substation) Anchor bridge
47.6 Sasco Creek ? Sasco Creek supply
59.2 Devon (Stratford) 41°11′53″N 73°7′34″W / 41.19806°N 73.12611°W / 41.19806; -73.12611 (Devon Substation) Devon supply
72.3 New Haven 41°17′18″N 72°56′17″W / 41.28833°N 72.93806°W / 41.28833; -72.93806 (New Haven substation) Union Ave supply
Stations[edit]
Main Line[edit]
Milepost Zero on the New Haven Line is at the north property line of 42nd St (i.e. 200–300 ft south of the ends of the tracks).
Zone
Station
Miles (km)
from GCT
Date
opened
Date
closed
Connections / notes
1 Grand Central 0.0 (0.0) October 6, 1871[32] Metro-North: Harlem and Hudson lines
NYC Subway:     (at Grand Central – 42nd Street)
NYCT Bus: M1, M2, M3, M4, M42, M101, M102, M103, Q32, X27, X28, X63, X64, X68
MTA Bus: BxM1, QM21
MTA Bus: BxM1, QM21
Originally Grand Central Depot, then Grand Central Station
59th Street
72nd Street
86th Street May 15, 1876[33] c. 1903[33]
110th Street c. 1900
Harlem–125th Street 4.2 (6.8) 1897[8] Metro-North: Harlem and Hudson lines
NYC Subway:   (at 125th Street)
NYCT Bus: M1 (NB), M35, M60 SBS to LGA, M98, M100, M101, Bx15
Manhattan / Bronx border
2
138th Street 1886[34] 1972[8][26] Also named Mott Haven and The Bronx
Hudson Line diverges at Mott Haven Junction
Melrose 6.1 (9.8) c. 1890[35] Served by Harlem Line trains
Morrisania c. 1858[36] 1972[8][26]
Claremont Park c. 1960[8][26]
Tremont 7.9 (12.7) c. 1890[35] Served by Harlem Line trains
183rd Street 1972[26]
Fordham 8.9 (14.3) Metro-North: Harlem Line
NYCT Bus: Bx9, Bx12, Bx12 SBS, Bx15, Bx17, Bx22, Bx34, Bx41, Bx41 SBS
MTA Bus: BxM4
Bee-Line Bus: 60, 61, 62
Botanical Garden 9.5 (15.2) 1893[37] Served by Harlem Line trains
Williams Bridge 10.5 (16.9) c. 1842 Served by Harlem Line trains
Woodlawn 11.8 (19.0) 1848 Served by Harlem Line trains
Harlem Line diverges at Woodlawn Junction
Bronx County / Westchester County border
12 Mount Vernon East 14.0 (22.5) Bee-Line Bus: 7, 40, 41, 42, 52, 53, 54, 55, 91
Originally Mount Vernon
Columbus Avenue
Power change from third rail to overhead catenary
Pelham 15.1 (24.3) 1893[38] Bee-Line Bus: 53
Northeast Corridor converges at Shell Interlocking
New Rochelle 16.6 (26.7) 1848 Amtrak: Northeast Regional
Bee-Line Bus: 7, 30, 42, 45, 60, 61, 62, 66, 91
13 Larchmont 18.7 (30.1) Bee-Line Bus: 60, 61, 66, 70, 71
Mamaroneck 20.5 (33.0) 1888 Bee-Line Bus: 60, 61, 70
Harrison 22.2 (35.7) c. 1870 Bee-Line Bus: 5, 61
14 Rye 24.1 (38.8) Bee-Line Bus: 61, 75
Port Chester 25.7 (41.4) 1890 Bee-Line Bus: 13, 61
CT Transit Stamford: 311A, 311B
Westchester County, New York / Fairfield County, Connecticut border
15 Greenwich 28.1 (45.2) CT Transit Stamford: 311, I-BUS Express (971)
Norwalk Transit: Greenwich Commuter Shuttle
Cos Cob 29.6 (47.6) 1848[39]
Riverside 30.2 (48.6)
Old Greenwich 31.2 (50.2) 1892 CT Transit Stamford: 311, 324
Originally Sound Beach
16 Stamford 33.0 (53.1) 1849 Amtrak: Acela Express, Northeast Regional, Vermonter
Metro-North: New Canaan Branch
CTrail: Shore Line East (limited service)
CT Transit Stamford: 311, 312, 313, 321, 322, 323, 331, 332, 333, 334, 341, 342, 343, 344, I-BUS Express (971), Stamford Commuter Shuttle, Bulls Head, North, Route 1 East
Greyhound Lines
Peter Pan Bus Lines
UConn Stamford Shuttle
New Canaan Branch diverges
Noroton Heights 36.2 (58.3) CT Transit Stamford: 342
Darien 37.7 (60.7) 1870s CT Transit Stamford: 341, 342
Rowayton 39.2 (63.1) Norwalk Transit: 12
17 South Norwalk 41.0 (66.0) Metro-North: Danbury Branch
Norwalk Transit: 10, 11, 12, Evening Shuttle, Sunday Shuttle, Norwalk Commuter Shuttle
Originally Norwalk
Danbury Branch diverges
East Norwalk 42.0 (67.6) Norwalk Transit: 8, 11
18 Westport 44.2 (71.1) Norwalk Transit: S1, S2, S3, S4, Imperial Avenue Shuttle, Nyla Farms Shuttle
Also known as Saugatuck
Green's Farms 47.2 (76.0) Norwalk Transit: G1, G2, Nyla Farms Shuttle
Southport 48.9 (78.7) 1884 Greater Bridgeport Transit: Coastal Link
Fairfield 50.5 (81.3) 1882 Greater Bridgeport Transit: 7, Coastal Link
Fairfield University Shuttle
Fairfield Metro 52.3 (84.2) 2011 Greater Bridgeport Transit: 5, 7
19 Bridgeport 55.4 (89.2) 1840[40] Amtrak: Northeast Regional, Vermonter
Metro-North: Waterbury Branch
CTrail: Shore Line East (limited service)
Greater Bridgeport Transit: 1, 3, 4, 5, 6, 7, 8, 9, 10, 13, 15, 17, 19X, 22X, 23, Coastal Link
Greyhound Lines
Peter Pan Bus Lines
Bridgeport & Port Jefferson Ferry
Sacred Heart University Transit Shuttle
University of Bridgeport Shuttle
Barnum 2021 (Planned)[41]
20 Stratford 59.0 (95.0) Metro-North: Waterbury Branch (limited service)
CTrail: Shore Line East (limited eastbound service)
Greater Bridgeport Transit: 1, 10, 16, 23, Coastal Link
Fairfield County / New Haven County border
Waterbury Branch splits at site of former Devon Station
Milford 63.2 (101.7 CTrail: Shore Line East (limited eastbound service)
Milford Transit: 2, 3, 4, Coastal Link, Milford Commuter Connection
CT Transit New Haven: 271
Orange 2021 (Planned)[12]
21 West Haven 69.4 (111.7) 1848
2013 c. 1925 CTrail: Shore Line East (limited eastbound service)
CT Transit New Haven: 265B, 265R
University of New Haven: Courtesy Van, Dattco Shuttle
New Haven – Union Station 72.3 (116.3) 1920 Amtrak: Acela Express, New Haven–Springfield Shuttle, Northeast Regional, Vermonter
CTrail: Hartford Line, Shore Line East
CT Transit New Haven: 271, New Haven Commuter Connection, Union Station Shuttle
Yale University Shuttle: Red, Blue
Greyhound Lines
Megabus
Peter Pan Bus Lines
New Haven – State Street 72.7 (116.9) Amtrak: New Haven–Springfield Shuttle
CTrail: Hartford Line, Shore Line East
CT Transit New Haven: 204, 212, 213, 215, 223, 224, 237, 274, New Haven Commuter Connection
Limited service
Line continues as the Northeast Corridor
Branches[edit]
Main articles: New Canaan Branch § Stations, Danbury Branch § Stations, and Waterbury Branch § Stations
Rolling stock[edit]
Electric[edit]
M2 rolling stock at Pelham station
M8 rolling stock at Mamaroneck station
F10 locomotive at Bridgeport station
Since the main line and the New Canaan Branch are equipped with 12.5 kV 60 Hz overhead 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. 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 Cosmopolitan, with later versions being made on license by Tokyu Car (model M4, 1988) and Morrison-Knudsen (model M6, 1994). Cosmopolitans can be easily spotted by their red stripe along the side, the presence of pantographs on the lead cars in each set, and a dynamic braking grid on the roof.
M2s operate 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 also operate 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 (as of 2014 most are over or approaching 40 years old), undergoing a Critical Systems Repair (CSR) program.
To replace its aging M2 fleet and increase its total fleet size, Metro-North and ConnDOT have undertaken to purchase from Kawasaki Rail Car an initial order of 300 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 ConnDOT/MTA operating agreement (65%/35%, respectively).[27]
Although the cost sharing is to conform with the operating agreement, due to Metro-North's capital budgeting process, Metro-North will initially pay only the first $100 million of the order, and ConnDOT will pay the remaining $660 million. Metro-North will bring its contribution to the required 35% upon passage of its 2010–2014 capital budget. Until then, ConnDOT will retain title to any rail cars which exceed its 65% share.
M8s are similar to the M7As running on the Harlem and Hudson lines. They each have two single-leaf doors on each side and a full-width operator's cab, eliminating the so-called "railfan" windows at the front and rear of each train and restricting passengers' ability to walk between car pairs.
M8s have the additional capability of running east of New Haven and along the Hell Gate Line west of New Rochelle to Penn Station over the former Harlem River and Port Chester Railroad. In order to run east of New Haven, the M8s are equipped with Advanced Civil Speed Enforcement System (ACSES) as required by Amtrak. In order to run from New Rochelle to Penn Station, the cars will be equipped with third rail shoes that can operate on both over- and under-running third rail systems. Third rail will have to be extended in Queens for the M8s to overcome a gap between suitable catenary (Amtrak's catenary supply changes in Queens from the compatible 12.5 kV 60 Hz system to the incompatible 12.5 kV 25 Hz) and the third rail utilized by the Long Island Rail Road.
Originally, delivery of the first six 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 ConnDOT of an additional 80 cars, which may be used for Cafe Cars or for use on Shore Line East at ConnDOT's sole expense, an option that has since been exercised.[42] Procurement of more than 380 cars would require additional authorization (PA 05-4 JSS provides funds to acquire at least 342 rail cars at slightly under $900 million).
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$93 million to replace the 48-car M6 fleet.[43]
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. The M2's are slated for retirement as sufficient numbers of the Kawasaki-made M8s enter service and alleviate current equipment shortages.
A new rail car facility to accommodate the new M8 cars is being built in New Haven. Although the project itself is not controversial, the building of it is. Originally estimated at $300 million, the facility is now expected to cost in excess of $1 billion.[44]
Diesel[edit]
As with the Harlem and Hudson Lines, diesel-powered trains are driven by BL20-GH and dual-mode 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.
The BL20-GH engines replaced the aging FL9s and F10s in branch service. The BL20-GHs also replaced P40s which ConnDOT had leased from Amtrak and used in branch service. These P40s can still be seen on the New Haven Line in ConnDOT livery used on SLE consists, as ConnDOT exercised a purchase option in 2008.
Pool service[edit]
Rolling stock used for Metro-North diesel service is in pool service, meaning that diesel consists feature both ConnDOT-owned red-striped and Metro-North-owned blue-striped coaches operating on any of Metro-North's three lines, along with diesel power in either Metro-North or ConnDOT paint schemes.
Service expansions[edit]
Planned and proposed stations[edit]
Devon[edit]
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.[45]
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, necessitating the temporary transfer station.[46] The Devon Transfer station was re-activated in 2016 from April until October to accommodate additional repairs and catenary wire work.[47]
Barnum[edit]
On July 16, 2014, Connecticut Governor Malloy approved $2.75 million to be spent for the planning of a station in the East End of Bridgeport, Connecticut. The new station, called Barnum after showman and former Bridgeport mayor P.T. Barnum,[48] is planned to open in 2021. The station will have two island platforms, allowing for improved express service on the New Haven Line, increasing capacity.[41]
Orange[edit]
After several years of contention, West Haven was chosen over Orange in December 2001 as the site for a new station, which opened in 2013. However, local advocates continued to push for an additional station in Orange. In July 2011, Governor Malloy signed a bill that sought a funding source, but that committed no funds to the project.[49] 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.[50] Design on the station began in January 2017, and construction on the station will begin in spring 2019, before being completed in fall 2021.[12]
Georgetown[edit]
In connection with the planned redevelopment of the Gilbert & Bennett Wire Mill as a residential neighborhood, reopening a Georgetown station on the Danbury Branch has been approved, though not yet scheduled or funded.[51][52] The previous station was abandoned in the 1970s due to low ridership.
Wilbur Cross Parkway[edit]
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 construction.[45]
Danbury Branch study[edit]
The Danbury Branch (which currently ends at 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 (Federal Road), Brookfield, and New Milford.[53] The draft EIS was due by 2010, and the final EIS by 2011.[54] 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.[55][56]
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.[57]
Penn Station Access[edit]
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 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 Branch of the predecessor New Haven, ended in 1931. New stations will be built at Hunts Point, Parkchester–Van Nest, Morris Park, and Co-Op City.[58]
This project was dormant from approximately 2002 to 2009, but an environmental assessment was announced by Metro-North, to be completed by 2011. The study was in conjunction with ongoing studies for the best uses of Penn Station. The study advances a single option of full (both peak and off-peak) service to Penn on the New Haven and Hudson Lines. Separate options for off-peak service are still being considered separate from the study, as implementation could take place with existing infrastructure and equipment.[59] However, the project was delayed, so environmental and federal reviews are to be completed by 2017.[60]
On January 8, 2014, New York Governor Andrew Cuomo voiced support for the project in his 2014 State of the State address.[41]
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.[61] 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.[58] The MTA plans to complete necessary environmental and federal reviews by 2017.
Service will begin after East Side Access service commences. The opening of that project would divert some Long Island Rail Road trains to Grand Central Terminal, 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.[62] 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.[63]
Waterbury–Bristol–New Britain–Hartford[edit]
As of February 2009, Connecticut legislators were discussing service on an old New Haven passenger line that ceased passenger service decades ago 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.[64]
Currently, this is a freight-only line operated by Pan Am Railways. 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.[65]
The operation may or may not be a Metro-North extension of the Waterbury Branch.
Tappan Zee Bridge / I-287 Corridor[edit]
The New York State Department of Transportation, the New York State Thruway Authority, and Metro-North conducted extensive studies concerning the replacement of the deteriorated Tappan Zee Bridge. Proposals for rail connections to the New Haven Line were ultimately rejected as too expensive.
Notes[edit]
Jump up ^ Between Housatonic River and Milford Station
References[edit]
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^ Jump up to: a b c Westport Historical Society, interpretive plaque, Westport Historical Society Museum, Carriage House, read September 30, 2007
Jump up ^ [1] Pennsylvania Railroad Technical & Historical Society 1969 chronology
Jump up ^ [2] Pennsylvania Railroad Technical & Historical Society 1971 chronology
Jump up ^ "Metro North New Haven Line". May 2, 2014. Archived from the original on May 2, 2014. Retrieved January 21, 2016.
Jump up ^ Lomuscio, James (March 14, 2012). "Catenary Work Could Cause Delays". WestportNow.com. Retrieved May 20, 2013.
^ Jump up to: a b c d e "Abandoned Stations : Bronx Railroad Stations". columbia.edu.
^ Jump up to: a b Rich Green's NYC Area Track Map. Retrieved September 11, 2009. Archived March 3, 2016, at the Wayback Machine.
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^ Jump up to: a b c "Let's Go CT Transportation Ramp Up Dashboard". www.letsgoct.com. Connecticut Department of Transportation. Retrieved February 2, 2017.
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Jump up ^ Donohue, Pete (May 29, 2013). "Investigation widens into death of Metro-North track worker". Daily News (New York). Retrieved April 29, 2014.
Jump up ^ "72 hurt in Metro-North collision in Conn.; NE Corridor service affected". MyfoxNY.com. Archived from the original on May 18, 2013. Retrieved May 18, 2013. 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.
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Jump up ^ MNCRR New Haven M2/4/6 with Pantograph change and P32AC-DM Express at Pelham [HD]. YouTube. November 8, 2010.
Jump up ^ Metro-North New Haven Line Yankees-153rd Timetable
Jump up ^ Economopoulos, Aristide (September 13, 2009). "Meadowlands trains-to-game show potential of regional rail". The Star-Ledger. Retrieved January 9, 2010.
Jump up ^ Take the Train to the Game, MTA, Retrieved November 8, 2015.
^ Jump up to: a b Metro-North Meadowlands Brochure: "Take the Train to the Game". Retrieved April 29, 2014.
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^ Jump up to: a b c d e "Metro North Harlem Line". stationreporter.net. Archived from the original on November 29, 2014.
^ Jump up to: a b Connecticut Summary of Major Provisions of Connecticut/Metro-North Rail Car Purchase Agreement
Jump up ^ Connecticut Rail Map
Jump up ^ "fenimore road and hoyt avenue mamaroneck ny - Google Maps". google.com.
Jump up ^ Rail Freight In Connecticut Today Archived August 27, 2008, at the Wayback Machine.
Jump up ^ Sutherland, et al. Analysis of Harmonics, Flicker and Unbalance of Time-Varying Single-Phase Traction Loads on a Three-Phase System, Paper No. IPST05 - 091. Archived July 18, 2011, at the Wayback Machine. Retrieved December 26, 2010.
Jump up ^ "The Grand Central Railroad Depot, Harlem Railroad". The New York Times. October 1, 1871. p. 6. Retrieved July 4, 2011.
^ Jump up to: a b "Abandoned Stations : 86 St (Park Ave)". columbia.edu.
Jump up ^ Penn Central ACMU 1044 at 138th Street Station; May 21, 1972 by Joe Testagrose (WorldNYCSubway.org)
^ Jump up to: a b "Melrose Station, in the late 1800s". I Ride The Harlem Line...
Jump up ^ 1858 New York and Harlem Railroad Map (I Ride the Harlem Line)
Jump up ^ "time Traveling on Mosholu Pkwy". time Traveling on Mosholu Pkwy.
Jump up ^ "Westchester County". existingstations.com.
Jump up ^ "Murals: Scenes from Yesteryear". Stamford Historical Society. Retrieved August 25, 2006.
Jump up ^ "Bridgeport, CT (BRP)". Great American Stations. Retrieved March 1, 2013.
^ Jump up to: a b c "Environmental Impact Evaluation Barnum Station Project State Project Number 0015-0373 January 2017 Bridgeport, Connecticut" (PDF). barnumstation.com. Connecticut Department of Transportation. January 2017. Retrieved February 1, 2017.
Jump up ^ "Connecticut to purchase 80 more cars for Metro-North line". Progressive Railroading. August 6, 2010. Retrieved March 4, 2011.
Jump up ^ "Connecticut places order for un-powered M-8 railcars". Trains Magazine. July 20, 2011. Retrieved July 24, 2011.
Jump up ^ Station Stops website. April 15, 2008
^ Jump up to: a b "Waterbury New Canaan Branch Lines Needs and Feasibility Study (Phases I and II)". Connecticut Department of Transportation. January 2010. pp. 7–29 through 7–48. Retrieved August 3, 2014.
Jump up ^ "New Investments in Waterbury Branch Rail Line - Some Changes in Service and Schedules Required" (Press release). Connecticut Department of Transportation. March 16, 2015. Retrieved March 22, 2015.
Jump up ^ "Metro-North Makes East of Hudson Service Improvements and Expands Quiet Car Program" (Press release). Metro-North Railroad. March 21, 2016. Retrieved March 23, 2016.
Jump up ^ Moller, Louisa (July 16, 2014). "New Metro North Station Approved For Bridgeport". Fox News CT. Retrieved August 3, 2014.
Jump up ^ McCready, Brian (July 19, 2011). "Way cleared to fund a train station in Orange". New Haven Register. Retrieved May 21, 2013.
Jump up ^ Soule, Alexander (February 1, 2017). "Connecticut OKs funds for Norwalk, Orange stations". The Hour. Retrieved February 2, 2017.
Jump up ^ Prevost, Lisa (January 30, 2005). "A Mill Town Writes Its Next Chapter". The New York Times. Retrieved April 29, 2014.
Jump up ^ "State Approves $2 Million Bond For Redding Mill Redevelopment". The Weston Daily Voice. February 3, 2014. Retrieved April 29, 2014.
Jump up ^ "Danbury Branch Electrification Feasibility Study - Welcome!". danburybranchstudy.com.
Jump up ^ Danbury Branch Improvement Study Spring Update 2009
Jump up ^ "Update on the Danbury Branch Grade Crossings". Metropolitan Transportation Authority. March 26, 2014. Retrieved April 29, 2014.
Jump up ^ "Metro-North's New Spring Schedule Enhances Reliability". Metropolitan Transportation Authority. April 28, 2014. Retrieved April 29, 2014.
Jump up ^ "Regional Transportation Plan". hvceo.org. Archived from the original on May 20, 2009.
^ Jump up to: a b "MTACC Quarterly Progress Report to CPOC Penn Station Access Project Overview December 12, 2016" (PDF). mta.info. Metropolitan Transportation Authority. December 12, 2016. Retrieved January 27, 2017.
Jump up ^ "Press Releases". mta.info.
Jump up ^ "Metro-North Penn Station Access" (PDF). mta.info. Retrieved April 12, 2015.
Jump up ^ "MTA 2015-2019 Capital Program, pages 152 and 225" (PDF). Retrieved January 11, 2016.
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Land of Doom
From Wikipedia, the free encyclopedia
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[hide]This article has multiple issues. Please help improve it or discuss these issues on the talk page. (Learn how and when to remove these template messages)
This article consists almost entirely of a plot summary. It should be expanded to provide more balanced coverage that includes real-world context. Please edit the article to focus on discussing the work rather than merely reiterating the plot. (January 2016) (Learn how and when to remove this template message)
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Land of Doom
Directed by
Peter Maris
Written by
Peter Kotis
Craig Rand
Starring
Deborah Rennard
Garrick Dowhen
Daniel Radell
Release date
1986
Running time
87 minutes
Country
United States
Language
English
Land of Doom is a 1986 American film set in the 21st Century after what was known as the "Final War" leaves the world in a post-apocalyptic wasteland filled with disease and pollution, unfit for human life. Food is scarce, always taken by raiders led by a mad-man obsessed with murdering the last of the good human beings. Meanwhile, one by one survivors are dying of "the Plague", another concerning problem. Harmony, a sexy, acrobatic, elusive rogue warrior wielding a crossbow, decides to stand up for the tormented and molested villagers and take on the murderous raiders. She meets a wounded survivor by the name of Anderson, whom she befriends, in order to find the leader of the raiders, Slater, and redeem the lives of the people he has done misfortune to.
Plot[edit]
The film opens with Harmony running away to hide in a cave while her village is attacked by the raiders. Inside, she finds a wounded survivor named Anderson, whom she obviously despises. Eventually, she agrees to travel with Anderson in search of food and shelter. On the road, they are captured by a bounty hunter named Dempster, sent out by raider commander Slater. He ties Anderson to a tree and attacks Harmony after she tries to escape.
Hysterical, Harmony kills Dempster with a rock and threatens to leave Anderson to die. He convinces her to let him go so he can get them both to a rumored safe haven, though he doesn't know where it is. They take Dempster's motorcycle and ride until it's out of fuel. They walk until they come to a fortified ruins where a group of insane, diseased cannibals offer them something called "deer meat". Harmony asks to use the outhouse, where she finds a pile of bodies and is almost attacked by one of the cannibals. When she gets back to Anderson she warns him about the meat, throws her food bowl at the cannibal and ties him up.
On the road again, Harmony senses two cannibals are following them, so they hide in the bushes. She sneaks away and is discovered by one of the cannibals, who she then scuffles with. Harmony sneaks up behind Anderson and scares him to be funny. He becomes enraged and they argue. They continue their journey and are ambushed by a mob wearing tattered clothing concealing their faces. It is revealed that they have the plague and after they fight it over, Anderson and Harmony argue again. They decide to camp and find high ground to stay the night.
In the morning, a loud bang followed by a rumbling surprises the two awake. From the edge of a cliff they observe raiders attacking a nearby village. Anderson recognizes Purvis, one of Slater's maniacs, standing on a hilltop with some others. The villagers try to repel the raiders in a gunfight. Many die in the battle, until the raiders break through the fence, swarming into the village through the hole. Anderson and Harmony try to sneak into the area during the battle to steal a motorcycle. They attack an injured biker and steal his motorcycle. While they are escaping on the bike, Purvis recognizes Anderson through his spyglass and sends troops after them.
The raiders almost catch up with the fugitives, so Anderson attempts to ride down into a steep valley, but they follow. Anderson then ambushes the raiders, shooting one. The fugitives try to escape back uphill until Harmony jumps off of the bike, causing the raiders to split up while chasing them.
Anderson stops to check his fuel and is captured by Purvis. He tries to joke with Purvis, stalling until Harmony can rescue him. She sneaks behind Purvis and holds him up with a branch and a small pistol. The two leave him frozen in place, afraid to move because of a rattlesnake sliding over his boot. Back on the road, they find a man stuck on a boulder while a pack of rabid dogs circle below. Anderson scares the dogs off and the traveler climbs down. Orland and his puppy accompany Anderson and Harmony for a while. After saying goodbye to the man and his puppy, they ride away, only to be captured by the raiders. Orland witnesses their capture and follows the truck carrying them.
Anderson and Harmony are brought before Lead Raider Slater, in a cave used as the raider's headquarters. Slater thinks he can have Harmony, so he tries to win her over with the promise of riches and sex, but she just spits in his face. She gets free and grabs a lead pipe and attacks the raiders as Anderson, still held by burly raiders, and concubines look on. She tries to defend herself, but they overpower her, ripping some of her clothes off. Purvis returns and threatens Anderson because of the snake. Slater pushes Purvis down and orders him to take the captives to the cells.
Meanwhile, Orland is still following the truck tracks. He leaves behind his bike and puppy as he races to catch up with the raiders. From the top of a cliff he sees the raiders' outpost. He returns to his bike, but can't find his puppy. While searching for her, he falls into a hole, landing in a small tomb. He finds his puppy there, but is also attacked by a group of strange-speaking dwarves.
Anderson and Harmony are chained to a rock wall, hanging over a fire. Purvis comes in to announce when Anderson is to be executed. They unchain both prisoners and bring them to Slater. Harmony is then chained to a beam set across a roasting fire. Suddenly, out of nowhere, Orland jumps into the cave and begins firing a flamethrower. In the ensuing chaos, Anderson attacks Slater, who runs away and hides behind a tapestry. Anderson grabs a gun and helps Orland kills the rest of the raiders. The three then escape through a secret door while Purvis and others follow them through the fire. They arrive at the dwarves' amory and Orland explains what is going on.
The cloaked dwarves lead the three to a secret hatch above the raider camp, where they begin to shoot at the men, who return fire. The three escape are about to escape when, Orland remembers seeing an oil tanker earlier and lights it on fire. They escape during the confusion caused by the oil explosion. They destroy all the raiders' fuel reserves and escape on foot. Purvis and his raiders emerge from the smokey wreckage and he leads them in a search for the trio. Orland finds an abandoned trucks and hotwires it. Raider bikers chase after the truck, shooting at it. They come to a bridge and find the midgets helping them keep the raiders at bay. The three makes it safely across the bridge just before the truck explodes, destroying the bridge and blocking the raiders from following.
Orland decides to stay with his new dwarf friends and his puppy. He sees Slater chasing after the other two and starts running and yelling for Anderson and Harmony. They both look back to see what's wrong and discover Slater is still chasing them. Anderson explains,"Here we go again!" as Orland catches up to them and they all start running up the hill as the credits roll.

External links[edit]
Land of Doom on IMDb
Land of Doom at Rotten Tomatoes
Land of Doom review
Retrieved from "https://en.wikipedia.org/w/index.php?title=Land_of_Doom&oldid=804289175"
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