waxmans

A Farewell to White Plains station staple – Waxman’s News

Any regular commuter through White Plains is likely familiar with Gary Waxman, proprietor of the station’s newsstand. And if you were a real regular, chances are Waxman even knew you by name. Last night, however, marked the end of an era – it was Waxman’s final day of work in the station.

Years before Metro-North was even established, Gary Waxman’s father purchased the retail space for the newsstand in the long-gone Warren & Wetmore-designed White Plains station. The younger Waxman spent weekends working the newsstand, and ultimately opted to work there full time instead of heading off to college. The elder Waxman bowed out of newsstand operations in 1986 due to illness, and Gary has run the business ever since. Much has changed since then, most notably the old station being torn down and a new one constructed in 1987. Waxman’s News was, of course, reestablished in the new White Plains station.

(more…)

Read More

u3_ubahn4

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.

(more…)

Read More

ubahn5

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.

(more…)

Read More

active

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.

(more…)

Read More

kyivfunicular3

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.

(more…)

  1. The more familiar Kiev is transliterated from the Russian Киев. Київ, written as Kyiv in English, is properly derived from the Ukrainian language. []

Read More

chernihiv4

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.

Read More

thebreakersr

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.
(more…)

Read More

14spring_3

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.
(more…)

Read More

aero

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.
(more…)

Read More

mnprez1

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).

(more…)

Read More