hauptbanhof1

A trip to Berlin’s Hauptbahnhof

If you’re looking to visit one of Europe’s historical railroad stations, the Berlin Hauptbahnhof probably isn’t it. Opened in 2006, the city’s “main” or “central” station is a modern mix of rail and commercial space, encased in glass. There is, however, something to be said about the station’s upper floor, with a dome that evokes the train sheds of yesteryear (the glass is, however, thoroughly modern and contains 2700 square meters of solar paneling). While several tracks are located below ground, and there is a U-Bahn station further underground that will transport you to the Reichstag or Brandenburg Gate, the station’s most photogenic spot likely can be found under that dome.

The Lehrter Bahnhof in 1879
The Lehrter Bahnhof in 1879

Historically, the Berlin Hauptbahnhof was constructed on the former site of the Lehrter Bahnhof, which dated back to 1871. Unfortunately, that station was heavily damaged in World War II, and after the partition of Germany – which wreaked havoc on the city’s transportation systems – it was ultimately decided to demolish it. The last train departed the station in August of 1951, and by 1959 the station was completely gone, though the Stadtbahnhof viaducts which ran overhead were preserved.

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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.

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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.

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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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Taking a ride on Denver’s Light Rail, Part 2

Today’s Friday afternoon photo tour takes a quick visit back to Denver to catch the new West Rail Line, or W Line. Construction began on this line in 2007, and it was finally opened at the end of April, 2013. The 12.1 mile route runs from the Jefferson County Government Center to Denver’s Union Station, and added eleven new stations to the light rail system.

All of today’s photos are from the new W Line, including some photos of two Art-n-Transit pieces. Over 900 application were received from artists looking to create something for the new rail line. Artworks were commissioned for each of the new stations, though a few have yet to be installed. Found at the Lakewood-Wadsworth Station is a glass sculpture titled “Rain and Sun” by artist John Rogers. Colored pieces of glass are suspended on wires, which reflect sunlight onto the platform in an array of colors.

 
Concept art for the art at Lakewood-Wadsworth Station

 
 
Installed kinetic glass sculpture by John Rogers found at Lakewood-Wadsworth Station.

A mosaic titled The Winds of Change can be seen in the photos of the new Garrison station, created by Mike Squared Mosaics. Mike Squared Mosaics are the works of two Colorado artists – Mike Cody and Mike Juarez. The duo fire their own custom made mosaic tiles, all of which are hand-cut. The 220 foot “mosaic mural” combines tile, glass, and even pottery in a colorful and somewhat abstract portrayal of the area’s natural history.


Concept art for the mosaic at Garrison station

   
 
 
Installed mosaic by Mike Squared Mosaics at Garrison station.

Besides the full commissioned artworks, you’ll notice that there are various pleasingly aesthetic elements found at the stations. Benches at several stations feature imagery of tall grasses on panels of layered glass. Other benches have cutouts that carry a similar theme. Concrete panels with stylized grass in relief can also be found in places along the line. All in all the new line turns out to be a nice ride, complete with nice views of downtown Denver’s skyline.

  
 
   

 

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Cedar Point & Lake Erie Railroad 50th Anniversary “Timelapse”

Ever since I purchased a GoPro camera, my absolute dream was to fasten it to the front of a moving train and make a totally awesome video. On Sunday, that dream was finally fulfilled on the Cedar Point and Lake Erie Railroad. Not only is the CP&LE RR awesome for using authentic coal-fired steam locomotives, they’re celebrating their 50th anniversary this season! We’re commemorating that milestone by taking you on a fast-forwarded ride around the park from a camera mounted on the front of “Judy K.” – one of the park’s steam locomotives.

Long before the park opens to the public, the crew of the Cedar Point and Lake Erie railroad are hard at work getting the locomotives running for the day. A real rarity among amusement park railroads, the CP&LE RR uses real coal-fired steam locomotives, which takes a whole lot of “elbow-grease” and experience to run. Crewed by some wonderful, and exceptionally hard-working people under the watchful eye of 40-year veteran superintendent Randy Catri, the CP&LE RR has long been a staple attraction of Cedar Point. Though it may not be one of the park’s most talked-about rides – like the behemoth Top Thrill Dragster, or the new Gate Keeper – not many of the park’s attractions can boast a 50 year history and having served over 116 million in those years.



The Cedar Point and Lake Erie Railroad in action.

I met up with the crew early on the morning of August 18th, and captured “Judy K.” leaving the railyard, coupling with passenger cars outside Funway Station, and performing a first test loop around the park. Thanks to our camera, mounted on the front of the locomotive, you get an up-close and personal tour of the coolest amusement park railroad on the planet (and authentic coal-fired steam is interesting ANYWHERE!). As an added bonus there’s also a short crew view, where we see coal being added to the fire, and another loop around the park viewing the train from the side.

Consider this a quick preview of the CP&LE RR, as we’ll be celebrating the 50th with a whole lot more photos and fun in the upcoming weeks!

Note: This is a repost of an original post from several weeks ago. At the request of Cedar Point, that original video (and the post that featured it) was taken down. We reshot the video, along with some additional angles, so it is actually better than it was before!

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Toledo – the busy, half-abandoned station

Just about twelve years ago I hopped on a plane bound for Brazil to spend a year as a foreign exchange student. I lived in smaller city named Toledo – in the south-west of the country, not too far from the borders of Argentina and Paraguay, and the famed Iguaçu Falls. It was a nice place – think quaint Appalachian mining town with a little of White Plains mixed in – but hardly a city that would get significant numbers of tourists. While I lived there I had a host brother that was some years older than me, and he recounted his first visit to the United States. As is customary in many South American cultures, the 15th birthday is a big deal, and a lot of upper middle class folks reward their children with a big trip. Most tend to choose interesting places like Disney World, or New York. My host brother had a different idea – he wanted to go to another city called Toledo.

Toledo, Ohio is likewise a city I can’t imagine gets immense amounts of tourists (though apparently there are some modern rail hobos), but it certainly is a nice enough place. I’m not too sure what my host brother actually did here when he was fifteen – perhaps took a trip to the zoo – but it really doesn’t have the allure of say, Disney. Once upon a time, however, Toledo did get quite a few visitors, and many of them by train. The state of Toledo’s rail station today is really a visual reminder of not just the fall of passenger rail travel, but of the steady 40+ year decline of Toledo’s population.

Toledo's former station
In embracing modernity, the above 1800s Toledo station was replaced with the current brick and glass box. People hated this building so much that they cheered when it caught fire and burnt down. I think they’re crazy.

Toledo
The replacement – Central Union Terminal postcard, and tickets from Toledo from 1950.

Central Union Terminal, opened in 1950, is claimed by Wikipedia editors to be the last “great” railroad station built by the New York Central. A modern structure made of brick and glass, it certainly doesn’t have the same charm as many of the Central’s older stations. When opened, the station had about 55 daily departures – compare that with today’s paltry 4 departures. The island platforms that connected to the main station, once filled with people, are relatively dormant today. The passageways leading from these platforms to the station proper have long been shuttered, and are fastened shut with rusted chain for good measure. Some lonely platform canopies protect ripped out platforms, and others just stand over rusted rails. Toledo may be Ohio’s busiest railroad station, but from some angles it looks quite abandoned.

Event space in the old terminal
The old passageway to the platforms can now hold quite a few chairs… note the doors on either side that led to the island train platforms below. More photos of the event space in the station can be found here.

Martin Luther King, Jr. Plaza, as it is called now, is served by Amtrak’s Lake Shore Limited, and Capitol Limited. With trains arriving at the station during hours many are asleep (11:39 PM, 2:50 AM, 5:22 AM and 6:15 AM), the station functions on opposite schedule – the waiting room is open most night hours, and closed during the day. Though the waiting rooms for the trains were once in a more attractive spot on the third floor, during renovations the waiting area was relegated to the bottom floor. The former waiting area on the third floor is now an event space able to hold 650 people… so in reality, this station is pretty cool – if you’re looking to host a wedding reception.

 
  
  
  
 
  
   
 
  
   
  
 
   
 

If half-abandoned rail platforms aren’t your thing, there’s at least a bunch of freight traffic through Toledo that you can check out. I even caught my first Norfolk Southern heritage unit… awww. In case you’re curious, the folks watching the train in the first photo were the aforementioned “hobos.”

 
 
  
 

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Monday Morning Old Photos: Scenes on the Upper Harlem

Today’s collection of historical Harlem Division photos features the Upper Harlem… including several crashes that occurred on the line. A huge thanks goes to Ron Vincent, who shared these photos from his family’s collection. Ron’s grandfather worked as an RPO clerk on the Harlem for 36 years. Many of the photos feature the long gone station of Hillsdale, where Ron grew up.

The photos capture an intriguing “slice of life” on the Harlem Division – we see Hillsdale’s station agent, Elliott Hunter, and his wife Marion. We see the occasional crash and derailment that brought gawkers from all around. And we see the softer side of the Harlem, as it hosted the “Plug the Dike Train,” collecting donations for victims of the 1953 North Sea flood. In all, this is a great little set of photos… thanks again for sharing these with us, Ron!

  
 
  
  
   
  
 
  
  

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James P. Carey, Grand Central’s Entrepreneur Extraordinaire

When Grand Central Terminal opened, some of its most touted amenities included the special waiting rooms for men and women located right next to the general waiting room. Included within were a barbershop, dressing rooms, and a manicure parlor, and all were operated by a rather ingenious entrepreneur by the name of James P. Carey. Not only did Carey have a gift for making and creating businesses, he recognized Grand Central as a prime opportunity, and the perfect place to launch those businesses.


Left: Photograph of James P. Carey with his dog Kerney, Right: Advertisement for Williams’ Shaving Soap, with testimonial by Carey and citing his barber shop in Grand Central Station.

Born in Middletown, Connecticut around 1869, James P. Carey was a trained barber that just happened to have a knack for business. After moving to New York City in his youth, he eventually started a chain of 25 barber shops, which he ultimately sold to focus on business ventures in Grand Central. His first established Grand Central endeavor was a barbershop in 1905 – several years before today’s Terminal was constructed. Like several other businesses in the old station, Carey reestablished his barbershop in the Terminal when it was completed, though it was much expanded.


Postcards showing Carey’s barber shop in Grand Central Terminal. From the collection of Steve Swirsky.

Carey’s barbershop in the new Terminal was truly a spectacle, and was claimed to be the largest barbershop in the world. Measuring 10,000 square feet and part of GCT’s mens’ waiting room, it was filled with plate glass mirrors, high polished Carrara glass, cream tiling, and marble basins. Only the best-trained barbers stood at the ready in white uniforms, waiting for patrons. In addition to walk-ins, you could also reserve an appointment by phone, or by telegraph from your train. The shop operated from 6 AM to midnight, and in addition to the barbers employed 2 cashiers, 3 coat and hat attendants, 3 shoe polishers, and 2 podiatrists (or as they were then called, chiropodists). The shop also contained a Russian steam bath, offered at a cost of 50 cents, and large enough to accommodate 33 men. For the women, Carey operated the manicure parlor and hairdresser as part of the women’s waiting room, which employed 6 manicurists and 2 hairdressers.


1913 ads for Carey’s businesses in Grand Central Terminal, shortly after opening.

Not only did Carey have a keen business sense, he had quite a talent for sensing what patrons of the Terminal needed. When I posted about the Grand Central Theatre, I tried to make the point that Grand Central morphed along with changing demographic of people that used it, and constantly reinvented itself to remain current and relevant. In that respect, Carey’s inventiveness perfectly reflected that spirit of Grand Central. At first the barber shop tailored to the high profile guests of the Terminal – people that relished their privacy, and could wire the barbershop from their train to reserve a private appointment. Soon after, Carey opened yet another barbershop – a no frills affair geared to the more everyday folks using Grand Central. Not long after that Carey noted that not just passengers were interested in getting their hair cut, thus he opened smaller shop in Grand Central’s office building for employees and train workers.


Carey also operated a men’s clothing shop, or as the folks wishing to ooze class would say, a haberdashery. Postcard from the collection of Steve Swirsky.

At most, Carey is said to have operated twelve different businesses in the Terminal, including a clothing shop, laundry, luggage check, and car service. While some people were at first skeptical of the commercial space in the Terminal, calling it “barnlike” and having “storerooms [that were] too scattered,” Carey realized the opportunity, and created new businesses to fill the void. One such business was a haberdashery, or men’s clothing shop, which survived for many years in the Terminal.

Believing that Grand Central represented amazing opportunity, Carey focused on acquiring as much commercial space in the Terminal as possible. In 1920 Carey managed to oust fellow longtime tenant Mendel’s check room and luggage when their lease ran out, acquiring the space for himself. Like Carey, the proprietor of Mendel’s first established his shop in the previous Grand Central, though much earlier than Carey, in the 1870’s. When their lease came up for renewal, the owner, unaware they even had any competition for the space, put in a bid matching what he had been paying previously. Unbeknownst to him, Carey entered a higher bid, and by the time Mendel’s tried to up their bid, it was too late. Knowing that the check room and luggage shop was a necessity for the station, Carey opened his own version in the newly acquired location.


Advertisement and postcard for Carey’s transportation business. Below, right: photo of a Carey bus at JFK airport.

In 1921, right outside the walls of the Terminal, Carey embarked on his most significant and profitable venture – car transportation. Using the fanciest cars available at the time, Carey’s drivers chauffeured wealthy patrons arriving and departing Grand Central Terminal – rumored to include Babe Ruth, John F. Kennedy, and J. Edgar Hoover. Eventually the car service was expanded to include New York’s airports, and buses were added to the fleet. Though the company has gone through many changes and transitions over the years, Carey International is the current form of the company started so many years ago outside Grand Central.


In a move that would likely be frowned upon today, Carey fashioned himself a logo modeled after the New York Central’s. Below is the logo in use by Carey International, the current form of the company that J.P. Carey started many years ago.

Carey operated all of his businesses in the Terminal until 1940, when he retired due to illness (he died not too long after, in 1942). Many of the businesses he set up in the station, like the men’s clothing store, lasted for at least 50 years. The baggage check service was ultimately rendered obsolete when the New York Central installed lockers for travelers. As mentioned above, a successor firm to the transportation service Carey started still exists under the name of Carey International.

One final vestige of the Carey name still exists in the Terminal – a spot called Carey’s Hole (visible in this Metro-North floor plan). Until recently, Carey’s Hole was a locker facility used by Metro-North’s conductors and engineers (these locker facilities have now been relocated to the third floor). Located below the spot where Carey’s barbershop once was, this basement area was likely used for storage many years ago. For a man who spent much of his life on endeavors in Grand Central Terminal, it seems appropriate that at least one spot in the Terminal bears his name – even if it is just a basement.

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Tuesday Tour of the Hudson Line: Poughkeepsie


1890 photo of the previous Poughkeepsie station. Note that this station was on the west side of the tracks, while today’s station was constructed on the east side of the tracks.


1960 photo of Poughkeepsie station, not obstructed by Route 9 which now runs above the station’s front parking area.

Today we’ve arrived at the end of the line – both literally and figuratively. Today’s station tour is of Poughkeepsie, the northern terminus of Metro-North’s Hudson Line, and the final station on our Hudson Line tour. In fact, it is the final Metro-North station to be featured here. Over the past three years I’ve taken you to all one hundred and twenty three Metro-North stations, on both sides of the Hudson River. I saved Poughkeepsie for the end, as it is truly a gem, and a worthy send off for our Panorama Project.

tts
A wide variety of timetables from Pougkeepsie, including two of Amtrak’s trains that stop here.


Tickets and things from Poughkeepsie. My favorite is the Metro-North ticket listing the station as “Pokipse.”

Located on the east bank of the Hudson River, Pougkeepsie is roughly equidistant between New York City and Albany, and the station is about 75 miles from Grand Central. Both the access to the river, and later the railroad, played a significant part in Poughkeepsie’s growth. Over the years Poughkeepsie has been home to a various array of industries, including a glass factory, dye factory, brewery, carpet mill, shoe factory, and a chair manufacturer, among many others.

 

At Poughkeepsie station, 1971. Photos by Steve Baldwin.

Reflecting Poughkeepsie’s important status along the New York Central’s famed Water Level Route, a grand station was constructed in 1918. The four story concrete and brick building was designed by the notorious Beaux Arts architects Warren and Wetmore. No strangers to the New York Central, Whitney Warren was a cousin of the Vanderbilts, and designed Grand Central with duo Reed and Stem. Poughkeepsie station is not nearly as extravagant as Grand Central, but along with the station in Yonkers, it is certainly one of the Hudson Line’s real gems.

  

Poughkeepsie in the 1970’s. Top left photo in 1975, right and below, 1979. Top right photo by Panoramio user Scotch Canadian.

  

Top left photo in 1979 by Panoramio user Scotch Canadian. Top right photo in 1981 by Bob Coolidge. Amtrak photo by Ed Linde.

Fitting with the typical design of a Beaux Arts building, Poughkeepsie station offers a main, and large, focal point – in this case, the waiting room. Featuring five massive windows that stretch from almost floor to ceiling, during the day the station is well lit just from sunlight alone. To supplement that light, three chandeliers also hang from the ceiling, and similar to Grand Central’s chandeliers, boast their modern use of electricity with naked light bulbs. Interspersed throughout the waiting room are fourteen wooden chestnut benches, also similar to the benches that were once in Grand Central’s main waiting room. Historically, the north wing of the station was reserved for a railway express agency, and the south end with a kitchen and dining room. Today, the waiting room contains a Metro-North ticket window, some Quik-Trak machines from Amtrak customers, restrooms, a snack shop on the south side, and an MTAPD station on the north end.

 
Photos of the former Poughkeepsie Railroad Bridge, now the Walkway Over the Hudson. Photo on the right by Flickr user miningcamper.

Arriving at Poughkeepsie by train, likely the first thing you’d notice is the large bridge running overhead, and not the station building itself, which is less visible on the track side. Constructed in 1888, the Poughkeepsie Railroad Bridge stretches from Poughkeepsie on the east side of the Hudson River, to Highland on the west. Today this bridge makes Poughkeepsie an even more attractive destination. After serving railroad traffic for more than 75 years, the bridge was heavily damaged by fire and was for the most part abandoned until the early 2000’s when it was converted to pedestrian use as the Walkway Over the Hudson State Historic Park.

 
CSX at Poughkeepsie. Photos by Mike Foley.


Poughkeepsie station in 2011, while undergoing renovations. Photo by Mike Groll.

Today Poughkeepsie station is quite attractive, with Metro-North having spent more than $22 million dollars to restore and improve it. This included an ample parking garage on the west side of the tracks, and a walkway and pavilion for people heading to the waterfront. Renovations to the area continue, including an elevator to make accessing the Walkway over the Hudson from the station easier.

Though a bit bigger than most Metro-North stations, the setup is relatively similar. Pretty much every station has ticket machines, wire benches, and blue trash bins, as does Poughkeepsie. Unlike most other stations, Poughkeepsie has one island platform, and two side platforms, although the one side platform is lower level and not used by passengers. All of the tracks are accessible to the main station by an overpass, which also connects to the parking garage. The overpass, covered in attractive wood paneling, is far nicer than the relatively utilitarian overpasses you see at most Metro-North stations.

In all, Poughkeepsie is a lovely station, and definitely worth visiting, if only for the lovely historic station, with the New York Central sign on the front. But a wide variety of restaurants and attractions in the area, most especially the Walkway Over the Hudson, make Poughkeepsie one of the nicest places we’ve seen on our now complete Metro-North tour.

 
   
 
 
  
 
 
  
   
  
  
  
   
  
 
  
 
  
   
 

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