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Railroad scenes on the cover of The New Yorker

Since 1925 The New Yorker magazine has been putting out issues with the most wonderfully designed covers (and a few controversial ones). Often times the covers don’t necessarily reflect any specific article found within magazine, but sometimes they do reflect current events. Other times they show typical New York area scenes. In a city as reliant on mass transit as New York, it was inevitable that buses, trains, and subways would frequently wind up on the cover of the magazine. Even Grand Central Terminal and the original Pennsylvania Station have also been featured several times.

Because several of the illustrators contributing to the magazine lived in Connecticut, the New Haven Line and commuters from the state were depicted on The New Yorker’s cover several times. Westport’s Historical Society had an exhibit featuring some of the Connecticut artwork from the magazine. From what I’ve seen on the internet, the exhibit (which ended last month) looked quite interesting, including some preliminary sketches of the covers by some of the artists.

I figured that I’d create my own little exhibit of covers here, of course, railroad related. Below you’ll find a collection of some of my favorite covers from The New Yorker, all featuring transit in some way. Enjoy!

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The Railroad Photos of Jack Delano

These days almost everyone has a camera – whether it be a point and shoot, an SLR, or just the stock camera that came with your cell phone. Despite all the criticism of people these days and what they’re photographing, part of me thinks that the people of the future who consume all their nutrients in pill form might find today’s photos of food taken by hipsters rather quaint. The fact remains that what is commonplace today may be noteworthy and historic tomorrow. Time has only proven this true – Boris Klapwald’s snapshots of Grand Central Terminal were boxed up and forgotten for nearly fifty years, until discovered by his daughter. She brought them to the MTA, and they were exhibited in the Terminal through Arts for Transit. Street photographer Vivian Maier was practically unknown until her largely undeveloped film was put up for auction after her death. Her discovered photos have since been exhibited around the world, and is the subject of a documentary. Although the good majority of the photos captured these days aren’t much to write home about, it is undeniable that we are well-documenting our world, and the things future generations will most likely interpret as just plain weird.

Though cameras were far less common in the past, there were many photographers that froze glimpses of what was then normal life. I’ve posted about the Depression-era photographers of the Farm Security Administration before – despite the name, the project yielded thousands of photos that had nothing to do with farms, but instead featured normal Americans living life – including two of the most iconic photographs of Grand Central Terminal. A similarly iconic photo of Chicago’s Union Station also came out of the project, captured by photographer Jack Delano. Delano’s railroad-specific work in the Chicago area is currently on display at the Chicago History Museum, which I recently got the chance to check out.

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Beautiful Underground – Gems of the Berlin U-Bahn

For over 200 years railways have been constructed across the globe to carry freight and people. Besides the trains, the integral part of every railway is, of course, the stations themselves. Some stations are rudimentary and simple, but others are undeniable gems. We’ve spent the past few weeks touring Berlin’s U-Bahn, which has many interesting stations, mixed in with plenty more bare and utilitarian stops that are hardly noteworthy. We are, however, back again to check out more attractive locales of the Berlin U-Bahn.

From the attractive Oberbaumbrücke to the unexpected above ground stations, Berlin’s U-Bahn is a captivating transit system. I’m not a big fan of subway stations, likely because I love light, of which there is never quite enough underground. However, some of the U3 Line’s underground stations are hard to ignore. A handful of some of the U-Bahn’s earliest stations are attractive gems. Many were located in the city of Wilmersdorf – then a suburb of Berlin. Conceptually, the stations’ aesthetic was to represent the affluence of the city – represented through elaborate stonework. The resulting stations featured Doric columns, granite floors, wrought iron gates, mosaic tiling, and sandstone-carved sculptures. By 1920 Wilmersdorf was folded into Greater Berlin, but these stations retain both the character and history of its predecessor.

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Riding Berlin’s U1 Line: The Oberbaumbrücke

I’ve always said that my primary interest in railroads is not necessarily the machine that is a train, but instead the way railroad systems change over time, and how they influence the people and locations around them – or even how places influence the rails. For those with similar interests, the city of Berlin is a great case study. As I’m sure everyone is familiar, Germany and the city of Berlin were partitioned after World War II into areas occupied by the French, British, Americans, and Soviets. The Soviet portion became the German Democratic Republic, better known as East Germany, and the three other sectors the Federal Republic of Germany, better known as West Germany. In Berlin, a transit system that once spanned the entire city became truncated by this political divide. With the construction of the Berlin wall, starting in 1961, the city became truly divided.

Bernauer Straße
Ghost station: The U-Bahn station Bernauer Straße was closed after the construction of the Berlin Wall. Here you can see the entrance to the station, blocked by the wall. The station was reopened after the reunification of Germany. Photo taken August 27, 1962 by Allhails.

The citywide network of trains in Berlin struggled to conform to the divisions forced upon it by politics. In some instances, stations were completely closed, and lines were truncated as to not operate in the opposite sector. In other situations, lines were able to operate across the border, albeit with restrictions. The U8 line, for example, started in West Germany, but traversed a portion of East German territory before returning to the west. Although the train was permitted to pass through East Germany, they were not permitted to stop at the stations there. Shrouded in darkness and heavily guarded, these shuttered stations became colloquially known as “ghost stations.” In a unique situation, Friedrichstraße railway station, located in East German territory, was open to citizens from both sides of the border, though the station was divided into isolated sections for each.

U-Bahn U1 Map
Map showing the history of the U1 line, and the Berlin Wall.

It seems appropriate that our first photographic foray into Germany focuses on the first line of the U-Bahn, the U1. The U in U-Bahn stands for Untergrund, but there are many instances where the lines are anything but. One place that seems to epitomize the “not underground” Underground is the Oberbaumbrücke, or Oberbaum Bridge. First opened in 1896, the bridge carried pedestrians, cars, and eventually trains over the River Spree. The first train ran from Stralauer Tor, a station established on the viaduct, to Potsdamer Platz. Eventually the line was extended to Knie (now known as Ernst-Reuter-Platz) in the west, and Warschauer Brücke (now Warschauer Straße) in the east.

1895 bridge construction photo
1985 construction photo of the Oberbaum Bridge. Photo by German photographer Hermann Oskar Rückwardt.

Postcard of the bridge, circa 1910
Postcard showing the Oberbaum Bridge and the original Stralauer Tor station, circa 1910.

Warschauer brücke station, 1932
Looking out toward the bridge from Warschauer Brücke station, 1932. Photo via the Bundesarchiv.

The route of the line has stayed fairly consistent over the years, though Potsdamer Platz, Zoologischer Garten, and Ernst-Reuter-Platz are now part of the U2 line. Stralauer Tor station, which was on the bridge viaduct, was damaged during World War II and never rebuilt. After the partition of Germany, the Oberbaum Bridge connected the American sector with the Soviet sector, and the bridge became a border checkpoint, allowing West German pedestrians to cross. Beyond the border was Warschauer Brücke, the only station on the line located in East Berlin. For the duration that the Berlin Wall stood, the station was closed, truncating the line at the border. It was reopened in 1995 under the name of Warschauer Straße.

Progression of the Berlin Wall
Progression of the Berlin Wall, alongside the Oberbaum Bridge – Photo at left taken December, 1964 by Allhails. Photo at right from 1984 by WhitePrince.

The Oberbaum Bridge, 1993
The Oberbaum Bridge in rough shape in 1993. Photo by Roehrensee.

The Oberbaum Bridge itself is quite a beautiful bit of architecture, and is a fairly photogenic landmark. The name literally translates to “Upper tree bridge” in English, a reference to a previous wooden bridge that stood nearby. Despite being heavily damaged at multiple points through history, it was never completely demolished. During World War II the Nazis bombed the center of the bridge to prevent the Soviet army from crossing. Though the East Germans made minimal repairs to the the bridge after the war (at least enough for pedestrians to cross), it was not truly restored to its original grandeur until after the German reunification. Spanish architect Santiago Calatrava designed the steel center portion of the bridge, while the rest was restored much as it looked originally. The bridge was reopened for cars and pedestrians in 1994, and subway traffic in 1995.

Anyway, here is a collection of some photos of the U-Bahn and the Oberbaum Bridge. Over the next few weeks we’ll be visiting some more interesting spots in Berlin, including a few more “not underground” Underground stations.

The Oberbaum Bridge, Berlin
  
 
  
   
 
  
 

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A Visit to Kyiv, Ukraine, and a ride on the Funicular

Unless you’ve been living under a rock, most likely you’ve heard at least a little bit of the recent news about Ukraine. Over the past year there have been protests, government-hired snipers to kill said protesters, a corrupt president that fled after the fallout of that decision, and land grabs by Russia. Although some volatile areas remain in the east of the country, some alarmists would have you believe that tanks are rolling down the streets of Kyiv[1] today, or that neo-Nazis have taken over the government, both of which are pure fiction. Admittedly, Kyiv is extremely dangerous, but only because it is so darn beautiful you may just fall in love and never want to come home. The architecture that one finds in the city is undeniably gorgeous. And one need not be a religious person to be in awe of the many magnificent churches and cathedrals in all parts of the city.

  
 
 
Scenes from Kyiv – Saint Volodymyr’s Cathedral, Saint Andrew’s Church, and views from the Maidan Nezalezhnosti (Independence Square).

I figured it might be enjoyable to take a little tour of Kyiv, and some of the beautiful sights within. For railfans there are plenty of interesting places to check out, including the city’s Metro system, and an interesting main train station.

  
 
 
The Kyiv Metro, and Sunset, night, and morning views of Kyiv’s main train station.

As we meander around the beautiful spots in Kyiv, it is worth stopping at the city’s funicular. For those that spend their hours chasing interesting railroads across the world, a simple funicular isn’t really the most interesting of subjects. The Kyiv funicular does has a little bit of interesting history to go along with it, however. Kyiv is a very hilly city, which is one of the reasons why its Metro is so deep. But long before the Metro was ever conceived, the transportation solution was solved by this funicular, where instead of making an arduous uphill climb, passengers could just ride up to the top.

Postcards and tokens from the Kyiv Funicular
Postcards and tokens of the Kyiv Funicular. Neither the Metro nor the Funicular use coin tokens today, tokens are made of plastic. Postcards from Old Kiev.

A grandiose plan by the Soviets to replace St. Michael's cathedral and the funicular
A grandiose plan by the Soviets to replace St. Michael's cathedral and the funicular. Other proposals included the destruction of other nearby monuments like the St. Sophia Cathedral and the monument to Bohdan Khmelnytsky. Pictured design by Soviet architect Ivan Fomin, image via the KyivPost.

Constructed between 1902 and 1905, the funicular was opened to the public on May 7th, 1905. Because the upper station was located right behind St. Michael’s Cathedral, it was referred to as St. Michael’s Mechanical Lift. That cathedral has a long history – having been commissioned in 1108 – but was demolished by the Soviets in the 1930s. The idea was to demolish the church and instead use the land for grandiose government buildings. However, at the time of destruction, no concrete plans had been agreed upon. Most concepts for filling the space revolved around the idea of massive statues of Lenin, Stalin, or both. One called for a grand staircase extending down the hill to the banks of the Dneiper River – a plan that would have likely required the destruction of the funicular as well.

  
 
  
 
  
Photos of St Michael’s Golden Domed Monastery, a modern replica of the historical cathedral that was on this site, which was destroyed by the Soviets.

Due to the onset of World War II, the plans for the government building on the site of the former cathedral never came to fruition. After Ukrainian independence in 1991, a replica of the original cathedral was rebuilt on the site, completed in 1998. Meanwhile, the funicular was never demolished and still operates to this day. In 1958 it received mechanical upgrades, and in 1984 the stations were updated. Both the upper and lower stations have attractive stained glass paneling.

Today the Kyiv funicular serves around 13,200 passengers a day, including many tourists. The ride takes around 3 minutes, and the fare is 1.50 hryvnia, or around 13 cents (US). It isn’t hard to find the funicular, just look for the signs that say “фунікулер” which is simply the word “funicular” transliterated into Cyrillic. Each of the two funicular cars are split into several sections and allow passengers to sit or stand, with a capacity of around a hundred people. For the truly adventurous, visit Kyiv in the winter, where the city’s snow-covered streets are perfect for skiing and snowboarding – and the funicular functions as a perfect ski lift.

  
 
  
 
  
   
  
   
  

As a final send-off to complete our visit to Kyiv, enjoy the following sunset time lapse I recorded from my hotel room overlooking the Maidan Nezalezhnosti, or Independence Square.
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  1. The more familiar Kiev is transliterated from the Russian Киев. Київ, written as Kyiv in English, is properly derived from the Ukrainian language. []

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A Railroad Journey to Ukraine: Chernihiv

Roughly a hundred miles north of Ukraine’s capital Kyiv is the city of Chernihiv. Chernihiv has quite a long history, dating back to the medieval times, and it is also home to Ukraine’s oldest church. In terms of railroads, the first station in Chernihiv was established in 1893, part of a narrow-gauge branch line of the Moscow-Kiev-Voronezh Railway. Passengers were carried into the city proper by horses until the 1920s when a bridge over the Desna River was constructed, allowing trains into the main part of the city, where a new station was constructed. By 1928 there were connections from Chernihiv to Gomel, in present-day Belarus, to the city of Ovruch in Ukraine, and to Ukraine’s capital, Kyiv.

The Chernihiv – Ovruch line was a relatively unimportant one, primarily constructed for military purposes, but in the most coincidental sense had drastic effects on the Soviet Union and the world. The rail line played a part in the decision of where to locate Ukraine’s very first nuclear power plant, a place the world knows as Chernobyl (Chornobyl would be the proper Ukrainian transliteration). Since the nuclear reactor explosion in 1986, a portion of that rail line was abandoned – a story I’m hoping to flesh out over several posts in the coming weeks.

Train from Slavutych arrives at Chernihiv
Train from Slavutych arrives at Chernihiv. Slavutych is the “replacement” city for those that worked at the Chernobyl plant, constructed after the disaster. The rail line again played a part in the location of this place.

The station that one finds in Chernihiv now was built in 1950. The previous station at that location was destroyed during World War II, or as it is known in former Soviet locales, the Great Patriotic War. Chernihiv was occupied by Nazi forces from 1941 to 1943, and the retreating Soviet army practiced a scorched Earth policy, which included the destruction of railroad infrastructure. The station was destroyed at some point in 1941, either by Nazi bombardment, or by the retreating Soviets themselves to prevent the Nazis from getting any use out of it. The station was rebuilt in 1950, using the labor of German POWs. The attractive design comes from Ukrainian Soviet architect Gennady Ivanovich Granatkin, who is responsible for the designs of several stations throughout the Soviet Union, in today’s Belarus, Moldova, Russia, and Ukraine.

Old paint scheme of Chernihiv station

Old paint scheme of Chernihiv station
Old paint scheme of the station, it was repainted to a solid reddish orange around 2003. Photos circa 1970s.

Over the years, several modifications have been made to the station at Chernihiv, primarily being the scheme in which it is painted. Originally red and green, the station is now a solid reddish orange after renovations in 1999 and 2003. While sculptural elements featuring the Soviet hammer and sickle have been left intact, more current coats of arms have been added to the front and back. The city’s 1992-established coat of arms – a black eagle with a crown and cross – can be found on both sides, and the coat of arms of Ukraine is visible on the back side of the building. The station is generally regarded as one of the more beautiful stations in all of Ukraine, and is certainly one of my favorites.

Diagram of Chernihiv station
Map diagram of the station in Chernihiv, showing the building’s old red and green paint scheme. The line listed above the station is the remnants of the Chernihiv – Ovruch line – trains from Chernihiv go no further west than Iolcha since the Chernobyl disaster. The 20 kilometer branch line extending from Zhukotky (on the top left of the diagram) to Zhidinichi was closed in 2006 and dismantled around 2008. View translation of Cyrillic station names.

Today one can board long-distance trains at Chernihiv for destinations like Moscow, Saint Petersburg, Minsk, and Odessa. Despite being roughly forty miles south of the border, the station serves as a border control point for trains arriving from neighboring Belarus. Two commuter operations, one to the city of Nizhin, and another to Iolcha on the former line to Ovruch, also operate from Chernihiv. Though a portion of the aforementioned line was abandoned after the Chernobyl disaster, it is still possible to take a train to the Chernobyl plant, although not directly from Chernihiv. Several daily trains operate from Slavutych to Semikhody, which is adjacent to the Chernobyl plant – though that is a story for another day.

 
 
   
  
   
 
  
   
  
 
  
   
 

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The Mansions that the Railroad Built, Part 3: The Breakers

Several years ago I toured some of the mansions of Newport, Rhode Island – the place where anyone who was anyone had a summer “cottage” in the waning years of the 1800s. The very wealthy heirs of New York Central railroad magnate Cornelius Vanderbilt, were of course, no exception. William Kissam Vanderbilt had a mansion in Newport called Marble House, and his elder brother Cornelius II had The Breakers. While Marble House is remarkably lavish, it lacks the typical Vanderbilt aesthetic that one would find elsewhere – mostly because the home was designed for and by William’s wife Alva. The Breakers, on the other hand, has many of the obvious symbols representing both transportation and the Vanderbilts – the caduceus, acorns, and oak leaves.

Sketch of the gates for The Breakers
Sketch by architect Richard Morris Hunt of the gates for The Breakers

Cornelius Vanderbilt II bought the property on which the Breakers sits in 1885. The house on the property was wooden, and burned down in 1892. After that fire, Vanderbilt commissioned Richard Morris Hunt to design a new summer home. Designed to resemble the palaces of Italy, the home had a total of 70 rooms and five floors. The Breakers is certainly one of the most extravagant homes in Newport, a symbol of the Gilded Age, and a representation of the fortunes amassed by the railroad barons of the United States.

The Breakers
The Breakers
1895 photos of The Breakers from the Library of Congress.

Despite my visit several years ago, I never managed to post the photos, for some reason. So here are some photos from The Breakers. If you missed parts one and two in the series, you can also find them here:

The Mansions that the Railroad Built, Part 2: Hyde Park
The Mansions that the Railroad Built, Part 1: Marble House

  
 
  
   
  
 
  
   
 
 
   
 
 
   
Rhode Island Mansion, The Breakers

For the next three weeks, this blog will be on a temporary hiatus as I am traveling in eastern Europe. I will likely be checking in on social media, so be sure to follow I Ride the Harlem Line on Instagram, Twitter, and Facebook.

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Jets and Atoms – Powering Bizarre Trains

The annals of history are full of strange and intriguing bits of curiosity, providing plenty of fodder for a blog such as this one. We’ve covered plenty of odd topics on the blog before – from ghost horses to “perfunctory peck spots” – but we’ve never really mentioned any of the New York Central’s more bizarre trains, and they’ve had a few. The king of strange, however, is probably an experimental jet powered train from 1966. I present to you the “Black Beetle:”

Jet powered train

Essentially, the M-497, better known as the “Black Beetle,” is an RDC-3 with a shovel nose to be more aerodynamic, coupled with jet engines of a B-36. Tested in Ohio, it achieved a speed of 183.85 MPH. Eventually, the jets were removed, and the RDC was returned to service, albeit much slower.

Though far more tame than the jet-powered train, it is too difficult for me not to mention the Xplorer, which has always looked a bit comical to me.

Xplorer
The New York Central’s Xplorer, as shown in a 1956 edition of Popular Science.

The Xplorer was one of many trains designed to be “high speed” in the United States, in this case, high speed was 120 miles per hour. Running from Cleveland to Cincinnati, the goal was a smooth train that banked into turns. Alas many said the ride was actually rather rough. A similar variant was produced for the New Haven, and ran into Grand Central.

AeroTrain

Also falling under the category of bizarre-looking trains is the Aerotrain. Built by GM, a particular focus was placed on looks, leading to a rather unique aesthetic. Used by the New York Central between Cleveland and Chicago, the “lightweight with a heavyweight future” failed to gain popularity. Passengers found the ride rough and the cars uncomfortable. After only a few months, the New York Central’s Aerotrain went to Union Pacific, where it ran between Los Angeles and Las Vegas.

Will atomic energy power tomorrow's railroads?
Will atomic energy power tomorrow’s railroads?

Although the aforementioned trains may fall under the category of bizarre, none can really claim the title of strangest train ever conceived. That honor may go to the X-12. Picture the AeroTrain shown above, but put a nuclear reactor inside it – that is pretty much the X-12. Thought up by physicist Lyle Borst and his students at the University of Utah in the 1950s, the X-12 was a concept for a nuclear-powered train. Though that sounds a little bit outlandish today, one must think of the climate during the early years of the Atomic Age. Some of the world’s brightest minds had come together to discover the secrets of the atom, culminating in the first atomic bomb. That bomb caused unprecedented death and destruction. Who would want that to be their legacy? Thus many scientists involved in the bomb later focused on the peaceful applications of the atom, and something more worthy to be remembered for.

x12

x12_1

x12_2

x12_3

x12_4
Diagrams of the X-12, from Life Magazine, June 21, 1954./

Many people, however, were overly optimistic when it came to nuclear power. They imagined nuclear reactors one day as small as bricks, and a world where we no longer needed to mine coal, and where gas stations would be a thing of the past. Proposals for nuclear powered submarines, planes, trains, and even automobiles were all made. In fact, the US military spent well over a billion dollars trying to come up with a design for a nuclear-powered plane that could roam the skies indefinitely, never having to land for a fuel fill up. The nuclear plane was actually to be a modified B-36 – the same plane whose engines graced the “Black Beetle.”

X-12 Diagram
Diagram of the X-12 from Railway Age magazine, June 1954.

The X-12 concept locomotive was 160 feet long, and contained a cylindrical Babcock and Wilcox-designed reactor, which measured three feet in diameter and a foot long. Fueled by Uranium-235, the locomotive was designed operate continuously for several months without ever having to refuel. Hypothetically, with eleven pounds of fuel it could run for an entire year, but in practice the fuel would likely need to be changed a few times a year. In total, the X-12 locomotive would weigh 360 tons, 200 tons of which would be a protective shield from the radiation of the reactor. Behind the locomotive would be a 65 foot radiator car, required for cooling the reactor.

To fit into the limited clearance required of a locomotive, unconventional machinery would be required for the X-12, designed to squeeze into tight spaces. And in order to operate such a small reactor to also fit in that space, the fuel had be highly refined, weapons grade uranium. Besides the 200 ton shielding protecting the reactor, in the event of a crash a forcible impact from any direction would cause the reactor to immediately shut down.

Inside the "Hot Engine"
Diagram of the X-12 from Popular Science, April 1954.

Unlike the aforementioned bizarre trains, the X-12 was never actually built. Though more feasible than the atomic aircraft, the locomotive would be expensive to build – at least $1.2 million. Maintenance on the locomotive would have been very difficult, as the inner workings would have become highly contaminated with radiation. And despite assurances that the reactor would be highly protected, safety would be sketchy at most if it were ever in an accident.

Safety is, of course, a very big consideration for any type of nuclear power. Though it could be argued that the effects of radiation on people were not fully known until after the dropping of two atomic bombs on Japan, we eventually learned that nausea, vomiting, diarrhea, hair loss, fever, and hemorrhaging were all hallmarks of exposure to ionizing radiation. In the optimism of the Atomic Age, many thought that these effects could be reversed, but in truth the effects of nuclear exposure were cumulative, and defects caused could even be passed on to future generations. Because of these very reasons, anti-nuclear sentiment began to spread, and the 1979 Three Mile Island accident and the 1986 Chernobyl disaster pretty much sealed the deal. Although there are many risks, nuclear power is truly a novel way of generating electricity without releasing the greenhouse gases that result in global warming, but you probably won’t see it operating your trains anytime soon.

Three Mile Island
A Norfolk Southern freight passes Three Mile Island, where there was a meltdown in 1979. The two dormant cooling towers on the right are from the second unit where the meltdown occurred, which has since been decommissioned.

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Around the Country in Railroad Art

As the weather starts to warm up, perhaps you’ve been thinking about vacation. There are plenty of cool spots that one can visit, all by train. As we’ve certainly covered on the blog before, America’s railroads had in their employ both painters and illustrators to create works to entice travelers. Leslie Ragan is certainly one of my favorites – he worked for the New York Central as well as the Budd Company – and about this time last year we were posting some of his spring-like imagery.

This time I thought it would be fun to take a tour of the country through railroad art. There are countless examples of awesome posters and ads, but these are some of my favorites. Perhaps it will even give you some ideas on places to travel this year.

Maybe a nice shorter trip will be in order? Cape Cod, New England, Atlantic City and even Washington DC are all possibilities. Artist Sascha Maurer designed for both the New Haven and the Pennsylvania Railroads. The New England and the Atlantic City art below was designed by Maurer. Ben Nason also designed an array of posters for the New Haven Railroad, including the Cape Cod poster below.

  
  

Maybe you’d like to travel to a different city, a litter further away? Maybe you should visit Cincinnati!

Despite the fact that I’m not a big fan of the Pennsy, you it is impossible to not love this poster by Mitchell Markovitz.

Chicago is always a lovely place to visit!
  

Did I say tour the country? I lied. Maybe a visit to Canada is in order?
 

Now who doesn’t love a nice trip to America’s National Parks, the Pacific Northwest, or even California? Maurice Logan, William and Kenneth Willmarth designed some of these lovely views of the western United States.
   
  
  

Maybe a nice jaunt to the southwest? Artists Don Perceval and Oscar Bryn created these lovely posters for the Santa Fe.
   

Are mountains more your thing? Austrian artist Gustav Krollmann worked on these lovely designs…
 

Oh forget it, let’s just go everywhere! The awesome Amtrak posters designed by illustrator David Klein in 1973 make me want to see the entire country. Klein has a large body of work that is travel-themed, stretched over his entire career. His most known works were for Trans World Airlines, but he also produced work for Holland America Cruises and travel website Orbitz. Klein’s undeniably gorgeous work made railroads once again appear glamorous, just as they were in yesteryear.

 
  

Now that we’ve traveled around the country through railroad art, are you planning to take a vacation to some interesting locale? Are you going to go by train? Let us know in the comments!

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A Fiery Centennial – Hartford Union Station

Exactly one hundred years ago, Connecticut was gripped in a frigid and snowy winter, much like the one we are currently experiencing. And exactly one hundred years ago last Friday, Hartford’s Union station was ablaze. On its own, a fire can be pretty devastating enough, but coupled with the snow, firefighters had difficulty getting to the station to put the fire out. Ultimately there were several small explosions, one of which displaced a large section of the roof, pieces of which fell and destroyed the ticket office. The station was heavily damaged, and much of the items in the baggage room – where the fire started – were destroyed.

Hartford Union Station Fire
Hartford Union Station Fire Hartford Union Station Fire
All fire photos are from the Connecticut Historical Society, accessible at CTHistoryOnline.org

Originally constructed in 1889, Hartford’s Union station was built in the Richardsonian Romanesque style, which first gained popularity in the Boston area and was used for several stations along the Boston and Albany Railroad. Conceptually designed by local architect George Keller, the bulk of the design work fell to architectural firm Shepley, Rutan and Coolidge, successors of Henry Hobson Richardson (which is where the “Richardsonian” part comes from. Shepley, Rutan and Coolidge also designed a few stations we’ve featured: Chatham, Dobbs Ferry, Irvington, Tarrytown). The station featured the typical arches and rusticated stonework characteristic of his style, using stone quarried in Portland, Connecticut.

Hartford Union Station Fire
Hartford Union Station Fire Hartford Union Station Fire

Besides the 100th anniversary of the fire, the station is also celebrating the centennial of its rebirth. The entire building was not completely destroyed by the aforementioned fire, but the roof and interior were both gutted. Though some of the decorative arches at roof level were only slightly damaged, it was decided that the rebuild would not be to the exact specifications of the old station. Roof-level decorative elements were removed, and stonework was repaired – now bearing the date “1914″. The “new” Union Station boasted a full third story, and, as one would imagine, a fireproof roof.

Hartford Union Station Fire
The station after the fire was put out. Note the detail on the roof that no longer exists.

Despite spending the first twenty plus years of my life living in Connecticut, I am mildly embarrassed to admit that I had never visited Hartford’s Union Station until recently. Likewise, I must also admit that I was unaware that Hartford’s Latin motto is Post nubila, phoebus (after clouds, the sun). That motto can be found within the station, above the doors that once led out to the platform, flanked between the past and present of railroading – steam and electric.

Train at Hartford
A northbound train at Hartford in the late 1940s. Note the Capitol visible in the background. [image source]

These days, Hartford is not the hub it once was. No longer are the days where trains were plenty, and it has been many decades since quasi-celebrity citizens like Mark Twain and Harriet Beecher Stowe called Hartford home. About twelve trains stop daily at the station, the station is along Amtrak’s Vermonter, and Northeast Regional routes, and is a station stop on the New Haven – Springfield shuttle. Technically trains don’t run from the historical building – Amtrak occupies out of an addition underneath the viaduct carrying the railroad over the city, along with bus operators and a few fast food kiosks. One can, however, enter the addition from the historical depot.

If you’re ever passing through Hartford, the old station is at least worth a look. The stonework and detailing found on the exterior is undoubtedly beautiful, only marred by a few trappings of today – you’ll find security cameras just above decorative elements, and a garish Subway logo above a once more graceful arch. Be sure to check out the artwork at the top of the steps, and keep your eyes peeled for views of the the Capitol building from the platform.

 
  
   
  
   
  
 
 
 
  
 
  
  
 

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