Much of Daniels’ promoting came down to a persistent tagline – “Send a stamp to George H. Daniels.” Any soul that would send off a letter to the man in Grand Central, and enclosing a two-cent stamp – of any country, in fact – would be returned travel-related literature pertaining to their specific interests. Perhaps a businessman would get a map of global trade lines, undoubtedly featuring the fine rails of the New York Central and its connections stretching across the United States. A science-minded fellow would find descriptions and diagrams of mighty steam locomotives in use by the railroad, or the newest technology found in use on the road. And a sportsman might find a guide to fishing in upstate New York, complete with photos of the varied fish found within each body of water. Daniels and his team created a litany of brochures for just about any interest, railroad or not. For the more philosophical, there was the reprint of Elbert Hubbard’s “A Message to Garcia” – of no relation to the railroad, yet complete with a map of the line as a reference point. Certainly one of his most prolific publications, it can only be argued that after being printed by the railroad the story went “viral” – and Daniels promised to print as many copies of it as were desired, even if it took a century to do so. The story was subsequently made into two different motion pictures, sold over 40 million copies, and was translated into 37 languages, largely due to Daniels’ influence.
Although it could be argued that this site is just as much about me as it is about trains, I do try and avoid discussing too much about my personal life. And rightly so, lest you try to show up to my house unannounced (yep, it happened), or try and convince me that despite you being double my age we should totally be together because you have a big you-know-what (yeah, that happened too. This may also be why the demographic of female railfans is so tiny). Nonetheless, it was too difficult to not share some of the wonderful photos from a wedding in the Terminal. Grand Central is gorgeous, and certainly one hell of a great place to get married. Brilliant photo ops are everywhere, and I finally got to get the shot I had planned for years of someone looking out from the hidden window in the Tiffany glass clock (though I happened to be on the opposite side of the camera lens).
To view the entire gallery, click “read more” below. All of the photos were taken by Johnathon Henninger, with the exception of the final two by Carey Wagner, who was looking up at the clock tower from Park Avenue.
After the recent, tragic crash on the Harlem Line, the topic of third rail has become a talking point in the media. For those not exceptionally familiar with railroading (who have been frequenting the site as of late), electric trains can be powered by various methods, and most railroad systems picked one method of power for their road. Since Metro-North is made up of two historical railroad systems – the New York Central, and the New York, New Haven, and Hartford – you will not find just one method of powering electric trains here. One common type of power, which is seen on the New Haven Line, is the overhead catenary system. Wires above the train carry electricity, and trains have special “arms” called pantographs that reach up and connect with these wires.
Drawing of the bottom contact third rail invented by William Wilgus and Frank Sprague, from the patent documentation.
The other common method of train power, the third rail, comes in a few different “flavors,” but the concept on each is similar – an extra rail that conducts electricity is placed on the ground, and special shoes on the train connect with it and draw power. The New York City subway and Long Island Railroad, for example, use an over running third rail, where power is collected from the top of the third rail. This is the oldest type of third rail power. Metro-North, however, uses a method of under running third rail, which is also known as bottom contact third rail (or the Wilgus-Sprague system, for its inventors). As one would gather from the name, the power is collected from the bottom of the third rail. This method was especially invented for use in Grand Central Terminal, and was an improvement on the original by inventors William Wilgus (Chief Engineer of the New York Central) and Frank Sprague for safety. It is still used on the Harlem and Hudson Lines today, and is what was involved the recent crash.
Before I continue on, let’s break down some facts about the third rail in Valhalla, and about under running third rail:
- The railroad tracks running through the area in question have been in service since 1846.
- Under running third rail has been in service in the New York Metropolitan area since 1906.
- Third rail in the area in question was installed in 1983 when the Harlem Line was electrified to Southeast (then Brewster North).
- Over running third rail (like the LIRR uses) is the oldest type of third rail. Under-running third rail was developed later as a safer methodology, as it was less likely to electrocute a worker or trespasser, and better covered from rain, snow, and ice.
- The original NYC subway (IRT) used the older version of third rail because the under running variety had not been invented yet. The Long Island Rail Road followed suit when electrifying due to connections / planned connections with the subway.
- The same year that under running third rail was patented, the legislature of the State of Connecticut banned unprotected third rail technology after several people / animals were electrocuted. The whole concept of under running third rail was that the rail was protected, and thus considered far more safe.
- In modern usage, under running third rail seems appears overwhelmingly safer in comparison to over running. The subway and LIRR have had far more deaths in this manner – from numerous trackworkers, to people walking across the tracks, falling on the tracks, graffiti artists getting zapped, people trying to rescue dropped items, and even peeing on the third rail. Over the five year period from 2002 to 2006, one person was electrocuted by Metro-North’s third rail, while six were electrocuted by the Long Island Rail Road’s.
- The over running third rail used by the LIRR and subway are far more effected by rain, snow, and ice. Even a dropped umbrella onto the tracks managed to shut down the 7 line recently.
- Metro-North is not the only transit system to use under-running third rail. One line in Philadelphia uses it. Historically, a tunnel from Detroit to Windsor, Ontario used it, but that line was de-electrified. Transit systems in Vienna, Warsaw, Sao Paulo (and more) use under-running third rails.
- Few systems using under-running third rail means nothing about the soundness of the technology. It is only a legacy holdover to a country once comprised of many different railroad companies, each of which picked the technology best suited for them. The lines that comprise Metro-North were not even a unified system until 1969, which is why different modes of electrification are used across the system.
- While Chuck “Photo op” Schumer and Richard “Stolen Valor” Blumenthal would prefer to blame a third-rail design that has worked successfully for well over a hundred years, and is safer than the one used by our neighbors, the fact of the matter is that this accident would have 100% been prevented by better driver vigilance and abiding the sign “Do not stop on tracks.”
The concept of the plaque you’ll find today in Vanderbilt Hall dates back to the ’20s, and Vanderbilt heir and railroad executive Harold Stirling Vanderbilt (son of William Kissam, great-grandson of the Commodore, and the last Vanderbilt to work for the New York Central Railroad). Vanderbilt’s idea was to award a medal to employees of the railroad that had exhibited an act of extraordinary heroism. The idea led to the formation of a committee to review nominations of heroism, which would be forwarded to the railroad’s vice-presidents and president for final decision. Recipients would be awarded a bronze medal – The New York Central Medal of Valor – designed by sculptor Robert Aitken, presented in a leather case, along with a special pin that could be always worn on the lapel, and have their names recorded on the “Honor Roll” plaque. Awards would be presented yearly, with the first awarding in 1927, when fifteen men were honored by New York Central Railroad president Patrick E. Crowley. At least 114 people were presented with the medal, including one woman, and one man who received the award twice.
Though the award was only established in 1927 (for acts performed in the 1926 calendar year), men like Henry Nauman of Hammond, Indiana were likely the reason for its founding. Nauman was the 1924 recipient of the Carnegie Medal from the Carnegie Hero Fund after saving a woman that had walked under the crossing gates and in front of an approaching locomotive. Nauman, the crossing watchman, ran the 25 feet to the woman and pushed her across the track, preventing her from being hit – an act for which he received the Carnegie Medal. No stranger to courageous acts, Nauman again acted when a woman stepped under the lowered crossing gates and in front of an oncoming train. Nauman attempted to pull her to safety, but they were both hit by the locomotive. Sadly, the woman died from her injuries, while Nauman had to have his crushed leg amputated. However, for his courageous act, Nauman received the railroad’s new Medal of Valor, and the Carnegie Medal again – the first man to receive that award two times.
Grand Central Terminal isn’t the only building that lights up for the holidays… the old New York Central Building is another gem to behold. When I featured that building on the site – designed by Grand Central architects Warren and Wetmore – I mentioned the lights, but didn’t include any photos. Constructed to be the corporate offices of the New York Central Railroad in 1929, the railroad sold the building in the 1950s and has gone through several name changes since.
However you want to call it – the old New York Central Building, the Helmsley Building, or 230 Park – it looks gorgeous at night. While Grand Central’s light show ends tomorrow, the lights here are year round. Similar to the lights on the Empire State Building, the show can change colors for various holidays or other events. Over 700 individual lights were added to the building, and lighting designer Al Borden was hired to create a night time lighting scheme for the building. As the building is designated as a landmark, none of the lighting was permitted to “compromise the building’s architectural integrity.” Thus all light sources had to remain hidden, and none could be drilled into the building’s surface.
Of course, one can not pass up the opportunity to take more photos of Grand Central’s light show and exterior on an abnormally warm winter evening…
I figured I’d wrap up this post with a look at this year’s holiday card for those that didn’t receive it. The front features Mount Kisco station, and the unique station mileage sign that graces the building on the track side. The sign lists the original length of the Harlem Division – from Grand Central to Chatham in Columbia County. Astute viewers will note that the station view is visible through the window of an M8, which on a few days this year were actually in revenue service on the Harlem Line.
Happy holidays everyone!
For most people of my generation, the letters YMCA evoke an image of the Village People – far removed from the Young Men’s Christian Association it was founded as. Just as likely, one does not picture a group long associated with railroading, and certainly not an establishment designed by the likes of vaunted architects Warren and Wetmore. In reality, all of these statements are true – the YMCA was first established in New York in 1852, and a Grand Central Branch (also known as the Railroad Branch) was formed in 1875. Meeting in the basement of the Grand Central Depot, the fledgling organization was a second home to railroad men, and Sunday bible studies were led by Cornelius Vanderbilt II himself.
The YMCA organization was founded in 1844, but first became involved in the lives of railroaders in 1872 in Cleveland, Ohio. Besides the obvious religious aspect of the organization, it became a home where railroaders could be welcomed among colleagues and friends. Sermons and Bible studies, as well as decent places for railroad men to rest, get a meal at any hour, or diversions to pass the time, could all be found within the YMCA’s doors.
As Grand Central Terminal’s centennial year draws to a close, there are two more buildings designed by Grand Central’s architects that I wish to mention – one of which was the home for the Grand Central YMCA for fifteen years. In case you missed the previous entries in this series, you can check them out here:
Reed & Stem:
Glenwood Power Station
Stem & Fellheimer:
The entire Grand Central Terminal complex, as envisioned by the New York Central Railroad’s Chief Engineer William Wilgus, was more than just a simple train station – it was a “Terminal City.” Hotels and other such amenities were built for the convenience of travelers, and the magnificent New York Central Building became the new home of the railroad’s management. One rarely mentioned feature of the Terminal City was intended to serve the basic railroad worker, and provided amenities to those that worked long hours to get people where they needed to go by train. Although the building was short lived, the Grand Central, or Railroad Branch, of the New York YMCA formed an inextricable piece of the fabric that is Grand Central, and the lives of those that toiled within.
Steadily rising from the modest organization it was founded as in a train station basement, the New York Railroad Branch of the Young Men’s Christian Association found its own home at the corner of Madison Avenue and 45th Street in 1886, whose capacity was doubled in 1893. By 1902 the Railroad Branch YMCA was celebrating its 26th anniversary as one of 170 local railroad branches in the US and Canada, all of which had a membership of more than 43,000. New York alone had 31 branches, and nearly 10,500 members. Plans for the new Terminal City, and this increasing membership, necessitated a new home again in 1912. Three Vanderbilts – William Kissam, Frederick, and Alfred Gwynne – each donated $100,000 for the establishment of a new seven-floor building at Park Avenue from 49th to 50th streets which perfectly fit with the aesthetic of the new Terminal City.
Opened in 1914, the new YMCA building was a fairly modest affair of cream colored pressed brick and Indiana limestone trim, 200 by 47 feet. Typical of the work of Warren and Wetmore, the building featured various fine detail work including the flying wheel – representative of transportation and the Roman god Mercury – an open bible marked with the symbols for Alpha and Omega, the lamp of knowledge, and a YMCA emblem. Leadership of the YMCA described the building as both dignified and attractive, and although fitting with the Terminal City, it was an easily distinguished building with its own individuality.
Members and guests of the YMCA had a wide options of amenities open to them. For those looking to socialize, the inside of the new YMCA featured a spacious lobby designed for such purpose – one could a piano and a fireplace to sit around. Warren and Wetmore detail work could equally be found inside the building, and engraved on the marble above the fireplace were the choice words “Sprit, Mind, Body,” a motto of the YMCA. Those looking to write letters home or catch up on news could find the requisite items in the Correspondence Room, while those looking for a little fun could find it on the six billiard tables also found on this floor. Finishing off the first floor was a checkroom for baggage and uniforms, lavatories, and a full service barber shop.
No matter what hours a man worked, a restaurant and kitchen was open at all hours to serve, which occupied the entire second floor of the building. It featured the most elaborate restaurant of any YMCA at the time, with three dining rooms and seating for a total of 320 people. Meals ranging from ten to fifty cents were offered here, and lunches for thirty cents were offered in the popular Club Lunch Room.
Those that would opt for exercise could find a 40 x 75 foot gym, two full floors in height, on the third floor, complete with a spectator gallery for 100 people. The gym could be converted for use as an auditorium which could seat 500, and a stage and dressing room was available for this purpose. Four of the most modern Brunswick bowling alleys, featuring rubber “Mineralite” bowling balls were also located on this floor. A darkroom for the camera club, and a library with three reading alcoves could also be found on the third floor. Alfred Gwynne Vanderbilt took on the responsibility of keeping the library stocked with the newest and most desirable books, at times donating up to a hundred new volumes per month. YMCA members could borrow two books at a time for a two week period.
A locker room for the gym could be found on the fourth floor, as well as a lecture room with space for 125. Various classes were offered, from railroad-related Air Brake classes to First Aid, Public Speaking, and even Investing classes. For those on long swing shifts or long distance journeys that required rest, both single and double rooms were available in increments of 12 hours. These rooms occupied the fifth through seventh floors of the building. Several rooms were located on the fourth floor, but the majority took up the fifth, sixth, and seventh floors. Rooms averaged six by seventeen feet in size, and all had outside windows. At roof level one would find a canopied summer garden, seasonal courts for handball and tennis, and room for meetings during good weather.
Despite the featured amenities, the YMCA outgrew the building in a mere fifteen years, and the Warren and Wetmore construction was demolished. These days the Railroad Branch of the YMCA still exists, although it is referred to as the Vanderbilt Branch, in honor of Cornelius Vanderbilt II, the man that invested considerable time, effort, and money in the organization, back when it met in a lowly basement of Grand Central Depot. The exclusive male membership and religious aspects of the YMCA have been supplanted with a focus on community and opportunities for all. The organization has even distanced itself from its long standing acronym and has attempted to rebrand itself as merely “The Y.” Few ties to the railroad remain, besides the Vanderbilt name, and its proximity to Grand Central Terminal.
The YMCA that replaced the Warren and Wetmore building, which still exists today. Construction photo at left from the Museum of the City of New York.
Some of the amenities offered to railroaders at the YMCA are still required to this day. Though definitely not as nice as the elaborate setup of the original YMCA Railroad Branch, locker rooms and bunk rooms for those with long train jobs to sleep can be found today in Grand Central. The upper floors of Grand Central hosted these for many years, though they shared one thing with the original YMCA – they were for men. Exclusive facilities for women didn’t exist all the way up through the Conrail years, but were finally established in the early ’80s. In the mid to late ’80s the bunk and locker rooms were relocated to the dark recess known as Carey’s Hole, and were relocated again to the third floor last year. In the lounge you can likely find conductors and engineers passing their free time playing cards, much as they did at the Railroad Branch.
The publication Railroad Men was printed by the Railroad Branch of the YMCA in New York. Note the design at left featuring the oak and acorn motif which appears frequently in Grand Central, symbols of the Vanderbilt family.
Help me find my family! Do you recognize me? I was riding the Harlem Line on Monday, December 16th and I got lost! I was taking the 5:19 train from Grand Central to Wassaic, but I guess I forgot to get off at the right stop, and I found myself in Wassaic yard! Don’t worry about me, I’m doing fine, some nice people brought me home and took care of me. I got to see a pretty Christmas tree and some really cool artifacts from railroad history. I even tried on a new hat, it was from the New York Central Railroad and was over 50 years old!
On Tuesday morning they were even going to let me operate the train down to Grand Central so I could find my family, but I thought it would be better to let the crew who know what they’re doing handle that! I sat in the back of the train and looked out the window as we went back to Grand Central, but I couldn’t really remember which stop was mine. I really miss my family, though. I hope they’ll come and find me – I’m in the Lost and Found in Grand Central now. You’d be surprised if you saw the place! So many coats and umbrellas in a huge room full of shelves! Please, if you recognize me, tell my family that I’m here, okay?
In all seriousness, a link was blowing up the interwebs the other day – a young girl had lost her stuffed lion on the train. By the power of the internet, and twitter, the two had become reunited. Scant hours later, I found myself on my nightly Harlem Line train, and as we approached our final stop in Wassaic, a little bear sat alone. While he could have gotten dropped into the lost and found bin in the yard, destined to spend at least one night in the damp cold, I opted to take him home for the evening and get him on the next morning train to Grand Central’s Lost and Found.
Though Metro-North’s Lost and Found has a remarkable knack for reuniting people with their lost property, I thought that perhaps the internet may again be able to help the process along. At minimum, when the bear gets reunited with its family, a young one may find their bear’s journeys in an engineer’s seat fun!
Hopefully by now you’ve heard about Grand Central’s Holiday Light Show, one of the final events in this celebratory centennial year. Grand Central has hosted several holiday light shows in the past, but this year’s is most certainly my favorite. Taking over the Terminal’s west windows, LED lights turn each individual window pane into a “pixel” of color. In concert, all of these “pixels” can display colors, letters, and even basic shapes.
Behind the scenes: a Textilene scrim hangs in each window pane, onto which LED lights are projected. The windows on the west wall contain over 350 window panes, so setup was a daunting task. I wasn’t quite sure if walking behind the setup would be visible from below, so I didn’t!
The light show that you see each night, starting at 5 PM and continuing to 11 PM, is a collaboration by several groups. Sponsored by Toshiba, the show was designed by Michiru Tanaka, a lighting designer that has worked with Toshiba on several lighting projects. Bestek Lights brought the concept into the real world with LED light fixtures, and fabricated everything required to hold the lights. All of that work had to abide by landmarks preservation guidelines, as well as safety guidelines, since behind the window panes are walkways used by employees.
Concept rendering of the light show (left), and lighting designer Michiru Tanaka in front of her creation (right, photo by Charles Norfleet).
President of Bestek, Van Allen Rice, experiments with different fabrics for the light show (left), and the control setup for the light show (right). Photos via Bestek.
Because the window panels are a major source of light in the main concourse during the day, one of the requirements for the installation was that it could not block the sun. After several trials, it was decided that Textilene scrims would be hung in each window panel. The scrims would allow the LED light to be reflected onto it for the show, but would also allow sunlight to pass through during the day. Below each scrim is a Stagebar 54, a light fixture that contains 54 LED lights in five colors – red, green, blue, amber, and white. A total of 354 of these fixtures were installed to create the grand effect you see in the show.
If you haven’t gotten a chance to see the light show yet, you have until December 26th to check it out (which is definitely worth it). The thirty minute shows run continuously from 5 PM to 11 PM each night. Note that you can see the show from inside the main concourse, as well as from outside the building on Vanderbilt Avenue.
Anyone familiar with the history of Grand Central Terminal (and hopefully all of you that regularly read this blog) likely recall a 1902 train crash that led to significant changes in how New Yorkers viewed trains. Nobody really liked steam trains operating through the city, and attempts to hide them in cuts and tunnels proved to be unsafe. That particularly serious crash in the Park Avenue Tunnel led to steam trains being banned in Manhattan. The idea of electric trains had been pondered for a while, but this proved the necessary impetus for innovation. The New York Central’s Chief Engineer William Wilgus, and inventor Frank Sprague came up with the bottom contact third rail to power trains into the city, allowing a bold new Grand Central that could never have been accomplished with the previous technology. The often overlooked question, however, is where did that electricity come from? Let’s rewind back a few years to the beginning of the Grand Central project…
At the heart of the Grand Central Project was not just a station, but an entire set of buildings – A Terminal City. Minnesota architects Charles Reed and Allen Stem won the New York Central’s commission for designing the new Grand Central Terminal, with the assistance of Reed’s brother-in-law, William Wilgus. Later added to the project by the Vanderbilt family were cousin Whitney Warren and his partner Charles Wetmore. The four collaborated on the Terminal itself, as well as the redesigned Grand Central Palace. Other buildings associated with the project were divided between the two firms – the hotels and New York Central Building went to Warren and Wetmore. Though not the most important architecturally, the two most important buildings of all were designed by Reed & Stem – the power stations that powered these new electric trains.
Two power stations were constructed by the New York Central in 1906 – one on the Harlem Division at Port Morris (the Harlem had a short branch to Port Morris at the time), and another in the Glenwood section of Yonkers on the Hudson Division. The architecture of both, as designed by Reed and Stem, was relatively simple with brick and terra cotta on the outside. Long, arched windows provided natural light during the day, and an attractive glow along the water at night. Under that simple exterior lay an extensive framework of steel (2800 tons of steel in total), with concrete flooring, brick and tile walls, and concrete roofing slabs covered with copper. Each plant consisted of two buildings – a main building that enclosed a boiler room, coal bunker, and generating room which was 167′ wide, 237′ long, and 105′ high, and a separate swich house located about 40′ away from the main building.
Both power stations were cross-connected, and each had an ultimate capacity of 30,000 kw. Just as Grand Central was designed to handle more traffic than the railroad was currently operating, the power stations were designed to carry train service much greater than what was being operated at the time with steam locomotives. Powered by coal, the plants were both designed to receive coal by rail or by boat, which was then delivered by conveyors to a crusher. After the coal was crushed to the necessary size, it was delivered by another conveyor to a coal bunker with a 3500 ton capacity at the top of the building. Each plant had 24 Babcock and Wilcox water tube boilers, and was designed to accommodate 6 5000kw Curtis vertical turbo-generators. The high voltage AC electricity provided by these power plants was delivered to various substations along the Harlem and Hudson Divisions through insulated cables, where it was then converted to lower voltage DC power for the third rail to power trains.
Though integral to the initial operations of Grand Central Terminal, the New York Central eventually realized that it would be cheaper to purchase energy as opposed to generating its own, and the Glenwood plant was sold to Con Edison in 1936. By the late ’60s the obsolete plant was shuttered and remained abandoned for decades… until fairly recently. A bold plan to restore and repurpose the old power station has been on the table for a few years, but seems to be moving forward thanks to the assistance of New York politicians.
“The Plant” project looks to turn the crumbling power station into a hotel and a convention center, with a capacity of 1600 and 3500 people, respectively. The space is separated into four distinct parts – the Smokestack Building, the Great Turbine Hall, a courtyard, and the Switch House Building – all of which will be connected internally with a new corridor. The smokestack building would contain a reception area, and cafe on the ground floor, and a hotel on the upper floors. Not only will the smokestacks be preserved, plans call for meeting rooms to be constructed inside the 15’6″-diameter stacks.
A large convention center and exhibition space is planned for the Great Turbine Hall, upper floors may contain retail shops, and the building may also include a spa. The last building to be converted, the Switch House Building, will be converted into a corporate retreat with a hotel, ballroom, restaurant and cafe. This building would see the most changes from the original, as two stories would be added to the building for additional hotel space. The last section of the project would be the Courtyard, currently an open space between the buildings. This open air area would be enclosed with a glass roof and would contain a restaurant or cafe, and a seasonal garden.
All of the aforementioned buildings would be connected to the Metro-North station at Glenwood via a new pedestrian bridge over the railroad tracks.
While there will always be people opposed to development in their neighborhood, the plans for restoring and repurposing the old power station were generally well received. Unfortunately, the area surrounding the site contains no space for parking, and project planners had their eyes on portions of nearby Trevor Park to fit that need, which was not well received by locals. Original plans called for a partially underground parking structure under the current Trevor Park, with artificial turf ball fields to be constructed above. After comments from the public, alternate possibilities have been suggested.
Either way, the city council unanimously decided at the end of April to request the New York State Legislature to authorize construction on former park lands for the project to move forward. The one caveat being that all parkland being used by the project must be replaced and improved in equal or greater acreage in alternate spots. This alternate parkland would be closer to the waterfront, and the development plans calls for sand volleyball courts, a bocce court, and a picnic and grilling area. This area would be in addition to the previously mentioned park above the parking garage, which is planned to have three ball fields and a playground.
Video highlighting the restoration and repurposing of the Glenwood Power Station.
I, for one, am very eager to see this beautiful old structure again restored to greatness. Though frequently overlooked, the old power plant played an integral role not only in local rail history, but also in the growth of New York City and its suburbs in Westchester and beyond. It will certainly be interesting watch how this project progresses!
Right before Grand Central’s Parade of Trains I got an email from Polly Desjarlais, one of the educators at the Transit Museum. The museum was looking for a copy of a nice ticket to duplicate and hand out to kids at the Parade, and there’d even be a costumed conductor to punch those tickets. Since there would also be a coloring book page of the 20th Century Limited, they were really looking for a ticket from that specific train. Unfortunately, my collection did not include a ticket from the 20th Century. Not only that, I had never even seen a ticket for it, whether in real life or otherwise. In the end, the museum ended up duplicating one of my many commuter tickets, and thus quite a few little children at the Parade of Trains “found themselves” on a Harlem Division train bound for Hartsdale in August of 1943.
Though I may be a little late to the party, I did finally acquire a ticket from the 20th Century Limited. Too late, unfortunately, to use for the Parade of Trains, but perfect timing to share with all of you. And because nobody wants to ride the 20th Century Limited on an empty stomach, here’s a small little collection of menus from the train. Enjoy a quick look back at life aboard not only Grand Central’s most famous train, but one of the most notable trains in American history.