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Exploring the 4: Arts for Transit Glasswork in the Bronx, Part 2

Continuing along on our tour of the 4 line’s Arts for Transit glasswork are five more stations – each with a unique piece of art that adds color to the urban landscape.

183rd Street

Artist: Jose Ortiz

Title: Many Trails

Found in the mezzanine area of the station, the glassword at 183rd Street depicts scenes from the area, both from the past and present. The title of the piece derives from the symbol depicted on the first panel of the piece – it is the Mohican “Many Trails” symbol. The meaning behind the symbol is described as thus:

The design symbolizes the endurance, strength, and hope of a long-suffering, proud, and determined people. The curved shape represents the arms of a man raised in prayer. the circles represent many campfires. The lines represent the many trails taken from the time the Indians left their ancestral homes.

Some of the scenes depicted in the piece are the lands once inhabited by the Siwanoy Nation (a branch of the Mohicans) in the 1600s, the Croton Aqueduct, St. Nicholas of Tolentine Church, and the Hall of Fame for Great Americans at Bronx Community College.

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Exploring the 4: Arts for Transit Glasswork in the Bronx

As has been readily established on this blog, I’m not much of a fan of subways. The subterranean lack of light has never been of much intrigue to me, though I do find some interest in the stations located above ground. Many of New York City’s above-ground subway stations feature attractive stained glass art, through the Arts for Transit program. While I thought it might be interesting to do a post featuring some of the attractive stained glass found on the subway, I ended up with a whole lot more material than I anticipated.

Though we won’t be going as in-depth as my previous tours of Metro-North stations, I did think it would be fun to tour some of the above-ground sections of the NYC subway, focusing on the glass art found at various stations. When trains went back underground – I bailed – and when the art wasn’t glass in the windows or windscreens, I skipped it.

We’ll start our exploration on the 4 Line. If you’re interested in joining up via Metro-North, board a Bronx-bound 4 train to Woodlawn from Grand Central or Harlem-125th Street. We’ll be starting at Woodlawn – the end of the line – and working our way down.

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Above-Ground on the “Underground” – Berlin’s U3

Last week’s post featured photos from the Oberbaum Bridge as an introduction to Berlin’s above-ground “Underground” stations. This time we’re taking a look at some more of these above-ground stations, with a focus on the U3 Line. If I had to pick my favorite U-Bahn line, the U3 would probably be it. Not only does it include some of the system’s oldest stations, it has a great mix of beautifully designed underground stations and tree-lined above-ground stations.

Trains are plentiful in the German city of Berlin, with the both the S-Bahn, and the U-Bahn, along with all the other longer distance trains that pass through. There is a general misconception that the S-Bahn is all above-ground, and the U-Bahn all underground (after all, the U does stand for untergrund), but despite that moniker, the U-Bahn has plenty of stations that catch the rays of the sun.

Map of the U3 Line
Map of the U3 Line, showing the above and below ground stations.

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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.

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Taking a ride on Chernobyl’s “Radioactive Railroad”

Over the past few months I’ve been working on a big project in secret… and today is finally the day that I get to present it to all of you. Most of you are aware that I was recently in Ukraine, but the real intent of my visit was to see the Chernobyl Exclusion Zone. For many years I’ve wanted to write an article about the railroad that ran through the Exclusion Zone, half of which is now abandoned. I have finally fulfilled that goal.

Built by the Soviet military in 1927, the line connected the city of Ovruch in the west, to Chernihiv in the east, crossing the Pripyat, Dneiper, and Desna Rivers, and traversing a small portion of Belarus. The territory between the two cities was not especially valuable, nor heavily populated – yet railroad access could be useful from a military perspective, as railroads were considered the cheapest way to transport both soldiers and equipment.

Were it not for a chance event, the Ovruch to Chernihiv line could be operating in obscurity to this day. The chance event I’m mentioning, of course, is the Chernobyl disaster. This little rail line played a part in where the Ukrainian Soviet Socialist Republic’s very first nuclear power pant would be built. Around sixteen sites were investigated as potential candidates, and one about 100 kilometers north of Kyiv fit the bill perfectly – it had a rail line with reliable train service, it had the nearby Pripyat River as a natural water source, and it had a lot of infertile land that could be taken over and turned into a cooling pond for the reactor.

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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.

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Spring Flowers and Harlem Line Track Work

After a very long and cold winter, it is finally starting to feel like spring. Hopefully you all had an enjoyable weekend, perhaps even watching or riding some trains. Alas down by the railroad tracks of the Hudson Line, the greenery has yet to bloom – so I decided to take spring to the trains.

 
Springtime on Metro North 
  
   
 

Meanwhile, Metro-North crews were hard at work this weekend in numerous places around the system. On the upper Harlem Line, busing was in effect as crews worked at the Pleasant Ridge Road and Chippawalla Road crossings in Wingdale. The Pleasant Ridge crossing has been a difficulty for well over a month now, requiring trains to stop and warn before entering the crossing, and proceeding at reduced speed through it. Hopefully after this work, everything will be getting back to normal. Crews started work on the crossing Friday evening, and worked almost nonstop through the weekend to get it back in order for regular service at about 4 AM this morning.
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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.
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Metro North President Joe Giulietti meets riders at White Plains

Provided you haven’t been living under a rock, you’ve likely heard that Metro-North has been hosting customer forums where riders can meet president Joe Giulietti, and pretty much ask him anything. Yesterday’s forum was at White Plains, so I left work a few minutes early to head to the station and meet Metro-North’s new president.

Mr. Giulietti is a rather affable fellow that didn’t seem to mind getting asked “why are trains under 5 minutes and 59 seconds late not considered late?” for the five millionth time by discouraged riders. Along with Mr. Giulietti were other representatives of Metro-North, including John Kesich, senior vice president of operations, Randall Fleischer, Director of Business Development, Mark Mannix, Director of Corporate & Public Affairs, and Marjorie Anders, spokesperson for Metro-North.

My brief chat with the president revolved around the more light-hearted subjects of “how many additional gray hairs have you gotten since you’ve been here,” and “are you absolutely crazy for moving back to the northeast from Florida during the winter?” And while the for-public-consumption story may be that both he and his wife still have family in the northeast, I think the unspoken answer was that he really thinks that he can help Metro-North, a railroad that after last year had pretty much hit rock bottom. To speak such words aloud, however, would be pure hubris. There is no easy or simple fix for Metro-North. Changes will take months, even years. But it seems that the new captain at the helm has the skills to do the job, priorities in the right spot, and isn’t afraid or uncomfortable to rub elbows with the customers that ride his trains. (For the record, I did not ask Mr. Giulietti if he liked April Fools’ jokes).

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Metro-North Railroad Announces Heritage Unit Program

Metro-North’s new president, Joseph Giulietti, has been on the job over a month now, and it seems apparent that things are slowly starting to change at the beleaguered railroad. One certainly cannot change an entire railroad in such a short amount of time, but Mr. Giulietti has made it a point to ensure riders that safety is the railroad’s primary goal.

In a more light-hearted move, Giulietti has also announced the beginning of a Heritage Unit program for Metro-North. Such programs have been highly successful and well liked on other railroads, most notably Norfolk Southern. While discussing the subject, Giulietti asserted, “we need to restore pride to Metro-North. The railroad systems here in New York City were at one time the best in the world, though unfortunately that is not the case today. We definitely need to look forward, but at the same time there is no better way to restore pride than to remember our roots.”

Metro North Heritage
The new Metro-North New York Central locomotive on the upper Harlem Line earlier today.

Metro-North’s locomotive 220, which was sent out for work several weeks ago, has returned in a new paint scheme resembling that of the New York Central. “This is the first of hopefully several locomotives in heritage schemes. Many years ago Metro-North had a New York Central themed FL9, and so we opted for a different scheme than that previous locomotive.” Unfortunately, there is no timetable for future heritage locomotives. According to Giulietti, “as locomotives are sent out for repair, they will likely return to Metro-North with some new paint.”

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