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

Friday, June 20th, 2014

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.

Waxman's News
Some final sales are made at Waxman’s News in White Plains.

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.

Alas, after many years Waxman has called it quits. With the rising cost of rent, and the falling sales of newspapers, Waxman opted not to put in a bid for a renewed contract with the MTA. Reunion Coffee, the other establishment in the station, also did not get a renewed contract and the space has been sitting vacant since January. Plans for a Tim Horton’s in the space have not yet produced anything, leaving many commuters disappointed. The transition for the newsstand, however, will be far smoother. In fact, the new proprietor took over today. Undoubtedly some folks probably never even noticed, with the exception of some potentially higher prices, and an operator that didn’t know your name.

Although his job is done, Gary Waxman made an appearance at the station this morning to bid regulars farewell. Tom Roach, mayor of White Plains, will be holding a small farewell ceremony at the station for Waxman this morning. President of Metro-North Joseph Giuletti, who met Waxman when hosting a commuter forum at the station in April, was invited to attend.

Cass Gilbert’s Griffins History Photos

Tuesday, January 21st, 2014

After visiting enough historical railroad stations (or by reading this blog) it doesn’t take too long to get accustomed to the decorative symbols enmeshed within the architecture. A set of symbols, like the caduceus and the winged wheel, are all associated with transportation, and can be found on stations near and far – especially those designed in the Beaux Arts style. Many of these stem from the Roman deity Mercury – the swift messenger god that became associated with transportation, always depicted wearing a winged cap and a with caduceus in hand. Also common is the winged wheel, representative of both Mercury and speed, which has represented transportation beyond railroads. The auto industry has made use of the symbol, and it can even be found in use today as the logo of the Detroit Red Wings. Other symbols, like the eagle, are representations of American patriotism. And for all those New York Central fans, the acorns and oak leaves symbolic of the Vanderbilt clan can be found within the railroad’s most notable stations.

   
  
A – Winged cap and caduceus, both symbols of Mercury, god of transportation, New York Central station, Bronxville
B – Winged wheel, transportation and speed, New York Central building
C – Caduceus and horn of plenty, symbol of Mercury, and of prosperity, Michigan Central Station, Detroit
D – Eagle, representing American patriotism, Utica Union Station
E – Acorns, adopted crest of the Vanderbilt family, New York Central station, Yonkers
F – Mercury, Roman god of transportation, Grand Central Terminal

On one Metro-North station, however, you’ll find a particular symbol that isn’t quite common in rail stations – the griffin. Griffins are the mythological hybrid of the lion and the eagle, depicted with a lion’s body and an eagle’s head. Besides being the venerable king of beasts, as the lion was generally regarded as the king of animals and the eagle as the king of birds, the griffin guarded treasure and wealth. Architect Cass Gilbert incorporated the symbol into several of his designs, including New Haven Union Station, and the West Street Building in Manhattan, which was used as an office building by the Delaware, Lackawanna and Western Railroad. Many men amassed fortunes in the railroading business, and these griffins became the symbolic guardians of this wealth.

The West Street Building, circa 1912
The West Street Building, now usually called 90 West Street, once towered over lower Manhattan, circa 1912

Though Cass Gilbert is usually remembered as the designer of New York City’s first skyscrapers, his elaborate portfolio consisted of museums, state capitol buildings, courts, libraries, and even train stations. Gilbert’s most notable station is New Haven’s Union station, which opened in 1920 and replaced an earlier station destroyed by fire. For a Beaux Arts design, the station’s exterior is really rather plain, but the inner waiting room and ticket windows are undoubtedly beautiful. Over-exaggerated embellishments are few, though observant viewers can spot griffins on the wall in the office section of the station.

 
  
   
  
 
   
  
 
  

Through a twist of fate, Gilbert’s most notable griffins would be those found on the West Street Building. Completed in 1907, the 23 story building was one of the tallest in lower Manhattan. Over time it became dwarfed by neighboring skyscrapers, and eventually the World Trade Center. Though it was always a gorgeous historical part of New York, the West Street building gained much notoriety after the attacks in September 11th, 2001. The building took major damage – fires lasted for days, and debris rained down on it from the collapsing towers. Two people died in the building’s elevator, and portions of one of the hijacked planes were found on the building’s roof. Ultimately, solid construction won the day – although the damage was immense, the building survived.

90 West Street and the World Trade Center
90 West Street eventually became dwarfed by the World Trade Center, seen in 1970 during construction and in 1988. Photos by Camilo J. Vergara.

Nearly a hundred years apart - 1907 and 2001
Nearly a hundred years apart – 1907 and 2001

September 21, 2001
FEMA photo showing the damage and debris pile below 90 West Street on September 21st. Photo by Michael Rieger.

90 West Street was eventually restored, and reopened as a residential building. It now contains 410 separate apartments, ranging from studios to three bedroom units. Countless embellishments inside and out were destroyed, though many were recreated using old photographs. Many of the gargoyles on the outside are modern creations in the style of the originals. One of the original surviving griffins, however, can be found in the lobby of the building. He’s no longer guarding the wealth of railroads, though I suppose one could say he is now guarding the wealth of the well-to-do tenants of the building – studios start at about $2250 a month.

  
 
  
 
  
 
  

One more Warren & Wetmore station – Mount Vernon West History Photos

Tuesday, December 31st, 2013

On the final day of 2013 – Grand Central’s centennial year – there’s one more station that I’d like to take a visit to. Several years ago, when we visited during our Tuesday Tour, we saw only part of the station, the tunnels and the platform. But beyond the current station’s doors is an edifice whose façade has remained fairly similar for over 90 years, though the inside has drastically changed. The New York Central’s station at Mount Vernon, designed by Warren and Wetmore, was at one time one of Westchester’s beautiful stations. Once it was on par with the great stations at Yonkers and White Plains – but while Yonkers survives and White Plains was razed, Mount Vernon exists in a strange limbo. As the New York Central’s financial woes became painfully obvious, the railroad began selling off the very buildings that were once symbols of their might. In 1959, Mount Vernon station was sold to local businessman who converted it to serve commercial purposes. The waiting room was dismantled and the cavernous space split into two floors, and the express room at the north end was demolished and a two-floor office building erected in its stead.

Postcard view of Mount Vernon station
Postcard view of Mount Vernon station

From the platform level one would hardly notice the history that surrounds this Metro-North station. A walk around the property at street level one discovers several exits long closed and covered in concrete. Behind masses of tall weeds is another former exit, the concrete marked with a 1916 date. The diamond in the rough, however, is the old station building, or rather its façade. A sgraffito panel bears the traditional symbols of transportation – the winged wheel and the caduceus – positioned between the text identifying the station as one of the New York Central Railroad. Besides this panel the adornments on the building are few, with the exception of a few sculpted flowers, surrounded by what could possibly be oak leaves.

  

Detail shots of the sgraffito panel on Mount Vernon West station.

Though the building is now covered in grime and graffiti, it is undeniable that at the time of completion this red brick building with limestone paneling was quite beautiful. Its sgraffito panel – an art technique which uses colored plaster applied to a moistened surface and scratched to reveal details – is unique among local train stations. While the building is not quite as embellished as the station at Yonkers, it is still a significant building reflecting the importance of Mount Vernon.

Map with locations of the old and new stations
Q&d map of Mount Vernon showing the locations of the old and new stations, and how the rail line was rerouted through town. Based on a map found in the 1914 edition of the G.W. Bromley & Co. Atlas of Westchester County, via the David Rumsey Map Collection. If you want to download the high res original, which shows individual tracks and sidings click here.

In the early 1900s Mount Vernon was experiencing significant development and was certainly an important stop on the Harlem Division, certainly warranting a new, larger station. However, there was yet another important reason why the town needed a new train station. If you’ve ever had the joy of being arrested by the MTAPD and taken to their station in Mount Vernon you are familiar with MacQuesten Parkway, the street on which the police station is located. MacQuesten Parkway was once known as Railroad Avenue, and the Harlem Division ran not far from where that police station is today. As the Harlem Division was electrified up to North White Plains, some adjustments were made in its route, one of which was in Mount Vernon. Just north of the border with the Bronx the line was raised and shifted about two blocks to the west. This allowed the elimination of a grade crossing in the city, and allowed the line to be four tracked.

Trolley line in Mount Vernon
Trolley line in Mount Vernon
An older face of Mount Vernon – the #7 trolley line connecting Yonkers and Mount Vernon ran right next to the station. The first photo, from the book Metropolitan New York’s Third Avenue Railway System shows an eastbound trolley just west of the station. The lower photo from SoYo Sunset shows two trolleys crossing under the New York Central’s tracks, and a northbound train departing Mount Vernon station (which is at left, out of the frame).

An array of businesses have found homes in the old station over the years, from a silversmith to a pharmacy, a photography shop, and even a karate studio in the building’s upper floor. The north wing that was demolished and rebuilt has been various banks over the years – in the ’80s the Bank of New York, today Chase. Original details on the inside are very few, but some design work can be found on the walls of an upper hallway.

The current train station, which consists of the tunnels under the tracks, is hardly noteworthy except for the old “M Central” signage and the Arts for Transit piece by Martha Jackson-Jarvis. Upstairs on the platform level one can see the back of the once great train station, now covered in graffiti. It is mildly amusing to note that the words sgraffito – the art found on the station, and graffiti – the spray marks tagged on the historical building both share the same origins. I generally appreciate the graffiti along rail lines, but it is a shame to see it mar a nearly hundred year old station… it seems to be the final, sad outcome of a once proud station, reflecting the downfall of a once great railroad, now long gone.

 
  
 
  
 
 
   
 
  
   
   
  
   
 
  
  

Tuesday Tour of the New Haven Line: West Haven Train Photos

Tuesday, September 3rd, 2013

Unless you’ve been living under a rock for the past few weeks, you’re most likely aware that Metro-North has a new rail station. West Haven, on the New Haven Line, is Metro-North’s 124th active station, and one of just a handful that have opened in the past few years (Fairfield Metro and Yankees-E 153rd Street being the other two). The new station puts a break in the long stretch in between New Haven and Milford stations, and relieves parking issues at both.


Rendering of what the station site would look like at completion.

A station in between Milford and New Haven had long been debated, and extensive studies looked at sites in both West Haven and Orange. Though an apparent decision in favor of West Haven came in 2002, the debate was dragged on for many more years. Connecticut’s Final State Environmental Impact Evaluation, published in June of 2007, cites the pros and cons of the two sites and is an immense four hundred and fifty pages.

Despite the Orange station plan being supported by Bayer Pharmaceutical Corporation (the proposed Orange site would be within walking distance of their headquarters), the state upheld the original 9 to 6 vote in favor of West Haven. After many years of often-heated debate, a ceremonial groundbreaking was finally held in November of 2010, and attended by then-Governor Jodi Rell (the station project has languished over the tenure of three different governors – the original decision was made during John Rowland’s term, and Dannel Malloy was present at the ribbon cutting).


Aerial view progression of the work site: by 2010 a few buildings have been knocked down in preparation for the new station, and by 2012 construction is in full force.

Though the station was originally estimated to cost around $80 million, and would include a parking garage, the final cost was closer to $110 million and lacked the garage. Although the 658 parking spaces at the new station do alleviate some of the parking problems at New Haven and Milford, it does not have the impact that was originally hoped for with a 2000+ space garage. Nonetheless, the new station does allow access to the nearby Yale West Campus, and West Haven’s Veterans Hospital is investigating the possibility of operating a shuttle to and from the new station.

Many West Haven citizens hoped for an older style station, reflecting the historical aesthetic of the old Savin Rock Amusement Park. Alas the station built was a more modern brick and glass building that may resemble a school more than it does a train station. The only truly aesthetic touch are the stylized seagulls on some of the window panes, which do seem to appropriately reflect the nearby Savin Rock area of West Haven, but are relatively underwhelming. Though it is certainly a nice addition to the New Haven Line, and to the citizens of West Haven, the station is hardly unique, and un-noteworthy compared to many of the historical stations you’ll find on the line.

 
Left: Ceremonial groundbreaking at West Haven station.[1] Right: Ribbon cutting ceremony at West Haven.[2]

As a final note, Michael Mercuriano, chairman of the West Haven Train Station Committee is hoping that a plaque will be placed at the station recognizing the efforts of the committee. I didn’t see a plaque to that effect, but if you were to ask me I think a plaque recognizing Robert Luden would be most appropriate. Luden was the 27-year veteran track foreman killed in May near the construction site.

  
  
Construction views of West Haven station. Top: The prefabricated pedestrian bridge is placed.[3] Bottom left: Aerial view of the construction site.[4] Bottom center: Glass installers getting ready to place the windows into the station.[5] Bottom right: Platform view of the construction work[6].

No Tuesday Tour would be complete without a cache of photos, which you’ll find below. Unfortunately the station building was closed, and the sky was cloudy with no sun, so they aren’t the most optimal photos. Rest assured that one of these days I’ll be getting back over to West Haven, however…

 
  
   
  
   
  
 
   
   
  
  
 
  
   
  
   
  
   
  
   
 

  1. Ceremonial groundbreaking photo from Discover West Haven. []
  2. Ribbon cutting photo from the city of West Haven. []
  3. Pedestrian bridge photos by Tim Kemperle []
  4. Aerial view of the construction site photo from Discover West Haven. []
  5. Glass installers photo by Peter Casolino, New Haven Register. []
  6. Platform view of the construction site photo from Discover West Haven. []

Anybody want to live in an old train station? Revisiting Lagrange… Train History Photos

Friday, August 2nd, 2013

Lagrange station in 1932

Have you ever dreamt about living in an old train station? Every now and again old, restored train stations converted into residences appear on the market. The Harlem Division’s former Sharon station is one such example that we’ve posted on the site before. Today’s station was previously featured once before, but in the years since we last visited there have been more renovations, and the place looks gorgeous. In fact, it is practically ready for you to move right in!

The former station today
Lagrange station… the spot where I’m standing is where the tracks once were.

Really though, the place is full of history. What train buff doesn’t love that? The station here was first established in 1869 as part of the Dutchess and Columbia Railroad, which later became the Newburgh, Dutchess and Connecticut Railroad. Although Lagrange (also called Lagrangeville at times) was certainly not the most important station on the line, it warranted the construction of a small station building which had a ticket window and waiting area for passengers.

Timetable which shows Lagrange station from 1873
Timetable which shows Lagrange station from 1873

Timetable which shows Lagrange station
Timetables which shows Lagrange station, circa 1900 at left, and an excursion train from 1869.

Postcards and ticket from the station

Looking at the station from the track side, photo undated
A collection of historical items from the station’s long history.

After selling his business in Pennsylvania, Pete Roberts bought the old station in 2007, with the goal of restoring it to “keep busy.” Over the subsequent years he restored the station to beauty, and converted it into a residence. The old ticket window still exists, though the ticket office has been turned into a kitchen. The former waiting area is now a perfect living room/sitting area. A hidden foldaway staircase provides access to a loft above the old ticket office. The loft has space for a bed, but could be used for other various purposes.

  
   

Some of the later restoration work on the station. Unfortunately there were no photographs taken of the station before the restoration began.

Since our last visit, the most changes have happened with the loft. Formerly accessed by a big and clunky ladder, the loft now has a railing and a hidden folding staircase. Along with the furnishings, which also were absent the last time we visited, the place really looks like a home. For anybody interested in learning about the place, or giving in to their secret desire to live in an old train station, you can find info here and here. Alternately, you can email Pete directly at pete@theharlemline.com.