Last week I shared with you a collection of advertisements for the Budd Company, all featuring paintings by artist Leslie Ragan. When I said he created a significant number of paintings for the ads, I wasn’t kidding. In fact there are so many different ads featuring lovely paintings, I think I’ll have to split this into yet another post! Enjoy another round of lovely art!
Posts Tagged ‘trains’
Well it might not be very Spring-like outside right now, but at least this week we did have a few days with some enjoyable temperatures. I’m not sure about all of you, but I’m certainly ready for the cold weather to be done. I always joke that my camera hibernates for the winter, which isn’t quite true, but I would much rather be taking photos of trains in some nicer weather (And yes, I suppose it is somewhat ironic that despite all that I took my recent vacation to Alaska). The good thing is that hunting for railroad ephemera is a hobby that doesn’t really require nice weather. While wandering around I happened to come across a cache of lovely artwork by famed railroad artist Leslie Ragan.
Now if you’re familiar with the blog, you may remember that I’ve already profiled Ragan, and have already gone on record with how much I love his paintings. Ragan did quite a bit of work for the New York Central, and some of it was featured on system timetables during World War II and the ensuing years. Of course Ragan didn’t work solely for the Central – he created works for a wide variety of companies and organizations – including the Seaboard Railway, the United Nations, and even the Woman’s Home Companion. But perhaps Ragan’s largest body of work were the paintings he did for the Budd Company, and used for many of their ads in the 1950′s. And it was one of those ads that seemed decidedly Spring-like, and inspired this post.
If you enjoy Ragan’s artwork as much as I do, this post will be a real treat, as we have quite a collection of Budd ads. So many that there will have to be a part 2 at some point in the future!
As we’ve toured the Hudson Line, we’ve encountered several stations with fairly confusing backgrounds. There are stations that nobody seems to be able to spell correctly, like “Spitendivel” and “Pokipse.” And there’s also Ardsley-on-Hudson, which isn’t in Ardsley, and shouldn’t be confused with the former Putnam Division station of Ardsley (despite the fact that the New York Central printed Ardsley-on-Hudson timetables as just Ardsley). Today’s tour takes us back to the Bronx, to another station also surrounded in a bit of confusion – Marble Hill.
If you were to look at any of the local timetables printed by the railroad, or even at a map, you’d likely get the idea that Marble Hill is part of the Bronx. On the other hand, I probably have at least one person that wants to hit me for calling Marble Hill part of the Bronx in the paragraph above. As New York City grew, we humans have significantly changed the landscape of Manhattan island and beyond – and I’m not just talking about massive buildings and skyscrapers. At one point in history, Marble Hill – named for the marble quarries once located here – was part of Manhattan island. When a canal was built to link the Harlem and Hudson Rivers, Marble Hill was separated from Manhattan and became its own island. And when, in 1914, the original course of the Harlem River was filled in, Marble Hill became connected geographically with the Bronx.
Politically, residents of Marble Hill vote for the Manhattan Borough President, Senator, City Councilman and Assemblyman. But due to the geographic nature of the area, Marble Hill is serviced by the police, emergency and fire department from the Bronx. Because of the general confusion, residents of Marble Hill end up in the archaic directory known as the “phone book” for both the Bronx and Manhattan, and letters written to either borough will be delivered by the US Postal Service. Nonetheless, Metro-North considers it part of the Bronx, and you’ll find Marble Hill listed in the local timetable for the West Bronx.
Around Marble Hill in the ’60′s. Photos by Herbert Maruska.
The current Metro-North station at Marble Hill is located a bit more north than the historical station operated by the New York Central. The old station had four tracks running by it (visible in the photos above), where the current station only has three. Both locations, however, are easily within walking distance of the 225th Street subway station, which has a significant effect on the ridership at the station.
In 2008, Metro-North reported that over 900 people were using Marble Hill station, but only 100 were using it to get to Grand Central. At least 300 people were getting off southbound Hudson Line trains and transferring to the subway. Another 300 were using Marble Hill for the reverse commute, possibly making the connection with the subway. Although it would likely lengthen the commute time, many people may be doing this as a cost saving measure. For example, a Tarrytown to Grand Central monthly would cost $266, but a Tarrytown to Marble Hill monthly only costs $88. Purchasing that along with an unlimited-ride Metro-Card would yield a savings of $74. For others, the subway may just provide easier access to their places of work.
Some non-Metro-North action in Marble Hill. Seeing Amtrak trains at Marble Hill is a rarity, as they generally branch off from the Hudson Line before Spuyten Duyvil, unless for some reason they need to be detoured. Photos by Mike Foley.
Besides the geographic anomaly and the unique ridership of Marble Hill, the station really is typical of Metro-North. You can find the same station signs, wire benches, blue trash bins, and ticket vending machines as almost every other station. The station itself consists of a short island platform, connected to street level with an overpass, which contains the aforementioned ticket machines. The station is located right alongside the river, and visible from the station is the Broadway Bridge, which connects both cars and subway trains to Manhattan.
That about wraps things up for Marble Hill – next week we’ll feature our final Tuesday Tour of the Hudson Line, Poughkeepsie.
Imagine the year is 1894. You are about to embark on a journey to Buffalo on the finest railcars of the New York Central and Hudson River Railroad. Your seat is of the softest plush, the curtains are of silk, and the car’s wood paneling is made of the finest oak and mahogany. At the front of your train is the legendary locomotive 999, the fastest on wheels. Though she once was clocked at speed of 112.5 miles per hour, she’ll likely average around 60 miles per hour on your journey to Buffalo. This is the Empire State Express, and I’d like to welcome you aboard!
Similar to the lovely etchings by the American Bank Note Company I shared with you a few weeks ago, (as well as the views of what some of the fancy railcars looked like), today’s little tour is comprised of more views of some lavish train cars, again illustrated by the American Bank Note Company. All of the images depict life on the Empire State Express in the early 1890′s, and they provide a lovely little tour of what trains were like in the golden era of railroading. So are you ready? Let’s go take a look at the Empire State Express.
No fancy train would be complete without a Buffet, smoking, and library car. This car featured movable easy chairs, couches, tables, a writing desk, and shelves filled with books and current newspapers. You’d also find a buffet, also stocked with with wines, liquors and cigars. At one end of the car there was even a shaving room with barber. A designated sleeping car had a saloon on one end, finished in mahogany. The plush chairs could be converted into double beds at night, with partitions for privacy. A compartment car had elegant private rooms with sliding doors, each with a lavatory, hot and cold water, and lit by a gas chandelier.
Not everyone could afford the fancier rooms on the train, and thus would find themself in the passenger coach. Seating a maximum of 76, the passenger coach had a bathroom at each end, one male and one female. Seats were richly upholstered with spring backs. Although not the height of elegance, compared to the private rooms on the train, the coach was still trimmed in mahogany and had large windows and gas chandeliers. On the flip side, for those well-to-do folks that had the money and weren’t afraid to flaunt it, there was also a private Wagner Palace car available. Able to accommodate 6 to 16 people, it featured a sleeping area, pantry, kitchen, and, of course, quarters for the servants.
One of the most important cars on the train was the dining car, which could serve up to 30 people at a time. It contained movable leather chairs, and there were five tables that could accommodate four people, and five more tables for couples. The kitchen contained all the newest appliances, and all meals were 1 dollar each. Finally, at the end of the train was an observation car. Similar to the drawing room car, it contained a parlor, smoking room, and bathrooms. The rear end of the car was paneled in glass, providing a lovely vantage point for the journey up the Hudson River and beyond.
The Empire State Express may be long gone, but the 999 engine is still “alive and well” – as anyone who has visited the Museum of Science and Industry in Chicago certainly knows. The museum is definitely one of my favorites, and I always love to visit whenever I’m in the windy city. After leaving service the 999 traveled around the country for all to get a glimpse of it – even making an appearance on the Harlem Line at Chatham. The legendary locomotive finally arrived in Chicago in 1962, and a formal ceremony was held on September 25th where New York Central president Alfred Perlman presented the 999 to museum president Lenox Lohr.
Museum president Lenox Riley Lohr accepts the donated Empire State Express 999 from New York Central president Alfred Edward Perlman. Photograph from the December 1962 edition of the New York Central Headlight.
The 999′s first move to Chicago, after it was donated by the New York Central to Chicago’s Museum of Science and Industry in 1962. [image source]
Empire State Express 999 being moved inside at the Chicago Museum of Science and Industry. After arriving in 1962 the 999 was exhibited with two other trains outside the museum until 1993. The Pioneer Zephyr was also brought inside the museum a few years later. The final of the three, the million-pound Santa Fe locomotive 2903, was donated to the Illinois Railway Museum.
When I was in Chicago a few months ago I visited my old friend the 999. The “Queen of Speed” is doing quite well, and is visited by more than 1.48 million people a year. Although she’s not pulling the fancy railcars of yesteryear, she is at least well-loved at the museum.
Thoughts on Minneapolis’ Stone Arch Bridge, and the Hiawatha Line’s Downtown East – Metrodome stationFriday, August 17th, 2012
Several weeks ago when I interviewed Metro-North’s president, a few people (especially @CapnTransit on twitter) called attention to the question about Millerton – and specifically the “how do you de-map a rail trail,” comment that Mr. Permut made. It is an interesting point – in some ways a rail trail preserves a former railroad’s Right of Way, but the restoration of a rail line from a rail trail is exceedingly rare. Railroad bridges that are converted to rail-trail use are even more problematic. Bridges are not cheap to build – and what happens if at some point in the future we wish to restore the rail? A passenger rail link over the Hudson would be nice – and the likelihood of it happening with the Tappan Zee project is practically non-existent – but let’s not forget that we did have a rail bridge over the Hudson, though it is now the Walkway Over the Hudson.
I’m really divided on my opinion of rail trails – obviously, I’d much rather see it as a railroad. But at the same time, it does preserve a little bit of the history – which is better than it being totally forgotten and lost to time. All of these thoughts came to mind recently when I visited Minneapolis. The beautiful Stone Arch Bridge, built in 1883 by the Great Northern Railway, is now a pedestrian bridge, and part of the Saint Anthony Falls Heritage Trail. The interesting part of the story is that passenger rail travel is being revived in Minnesota – I’ve introduced you to the relatively new Hiawatha Line light rail system there. A second line, the Central Corridor, is currently under construction. This new line will travel from downtown Minneapolis to Saint Paul – a journey that requires a crossing over the Mississippi River.
The map above displays Minneapolis’ river crossings, and their relation to the new light rail system. In order to accommodate the Central Corridor’s crossing over the Mississippi, the Washington Avenue bridge will be modified. It is interesting to note that there are two former railroad bridges – the Stone Arch, and Northern Pacific #9 – that could have been used for this purpose, had they not been converted to pedestrian use. Several other railroad bridges are visible on the map, only one of which is currently in use for passenger rail, MetroTransit’s North Star Line.
Postcards of trains crossing over the bridge. Visible in the background of the second postcard is the Cedar Avenue Bridge (now called the 10th Avenue Bridge), built in 1929. In 1964 construction began on the I-35W Mississippi River Bridge, located in between those two bridges. This was the bridge that tragically collapsed during rush hour in 2007. It has since been replaced by the Saint Anthony Falls bridge.
Though it may no longer be used by the railroad, it is undeniable that the Stone Arch Bridge is quite lovely. It provides attractive views of the river, and if you’re lucky, maybe you’ll even catch a glimpse of a boat passing through the lock at Saint Anthony Falls.
If the Stone Arch Bridge is the old version of this post, Downtown East – Metrodome, a few blocks away from the bridge, on the Hiawatha Line would be the new. I think I’ve made it abundantly clear how much I love the public art along the Hiawatha Line – and I think that the art here at Downtown East – Metrodome may be the jewel of the entire system. The massive arches – designed by artist Andrew Leicester – don’t require you to be a rocket scientist to figure out. Created to evoke the image of the Stone Arch Bridge, the arches are decorated with beautiful colorful brickwork. The brick designs are influenced by the clothing patterns worn by the nineteenth-century immigrants to the area.
Leicester is a prolific public artist, and no public artist’s career would be complete without a commission for New York’s Arts for Transit program. Long Island Rail Road riders are more familiar with his piece in the city, however. Located in Penn Station, Leicester’s terra-cotta murals evoke the Penn Station of yesteryear. His blend of art and history is definitely something that I appreciate.
That is about it for today’s visit to Minneapolis – believe it or not, I still have a few more photos from my travels there, which I will likely share in the next few weeks!
Photograph of Harriman station from the 1903 book Yonkers Illustrated. The station was renamed Greystone circa 1910.
Greystone station in 1915. [image source]
If you’ve been following me around on my tour of all of Metro-North’s stations, you most likely remember me visiting Harriman station, which is on the Port Jervis Line. However, there is another station, on the Hudson Line, that was also called Harriman in the past. The station now goes by the name of Greystone, and it is today’s stop on our tour of the Hudson Line.
Greystone station is located in Yonkers, and approximately 17 miles north of Grand Central. I don’t normally make it a point to name the street that stations are on, but in this instance it feels appropriate – Harriman Avenue. Originally the station was named Harriman, after Charles Harriman, who was the main developer of that part of Yonkers. The man was born around 1826 in England but emigrated to New York with his parents and six siblings at age four. At the young age of eleven he began working, and developed a keen business sense. Throughout his illustrious career as a businessman he sold parts for ships, ran a sugar refinery, and founded a real estate firm with John Hawley – known as Harriman & Hawley.
Prior to the area’s development by Harriman, the land on which the station was built was owned by a pickle factory. Harriman purchased the land, approximately 18 acres, and developed it into a desireable place to live, with many attractive homes. The original stone station was built at a cost of $8000 (though another source lists the cost at $6500), completely paid for by Harriman. He later donated the station to the New York Central, and believe it or not, requested they rename the station Greystone.
Today Greystone station isn’t the most noteworthy of places, but like many Hudson Line stations it provides a nice view of the river. Some benches were installed along the water, and a spot was designated for fishing, but eating whatever you happen to catch is probably not the best of ideas. Both Amtrak and Metro-North trains frequently pass by Greystone, and about 30 trains in each direction make stops there over the course of a day. Travel time to Grand Central is between 30 to 40 minutes. Located behind the station are some apartments, which would be the perfect residence for any commuter.
Next week we will, of course, be visiting another Hudson Line station, perhaps a little bit more interesting than Greystone. Not to say that Greystone is a bad place – it certainly is not – it just might be a tad regular.
It has been a few months since I last posted a collection of old photos, and I figured I would rectify that. I’m always purchasing things on eBay, and although it is nice to have a collection of things, it is just no fun if I don’t share. Plus, I’m away on vacation right now – getting a post full of pictures ready beforehand is easy! I wouldn’t want you all to miss me too much when I’m not in town… so without further ado, here are some photos ranging from the 50′s to the 70′s!
If you’ve missed any of the old photos posts, you can find them all below:
More old photos for a Monday morning… Part 1
Even More Monday Morning Old Photos, Part 4
Even More Monday Morning Old Photos, Part 3
Even More Monday Morning Old Photos, Part 2
Even More Monday Morning Old Photos, Part 1
Monday Morning Old photos, Part 3
Monday Morning Old photos, Part 2
Monday Morning Old photos, Part 1
Back in February of 1986 I had not yet reached my second birthday… I’m not too familiar with the milestones of an aging child, so for all I know I could have still been wearing diapers at that time. Metro-North, founded in 1983, was a fledgling organization. Though we may be similar in age, Metro-North didn’t seem to have much of a “diaper wearing” stage. In terms of the Harlem Line, they hit the ground running – beginning major renovations to the line. The tracks were electrified from North White Plains to Brewster North (Southeast), and over 10 million was spent on upgrading Brewster yard (aka Putnam Junction) and shop. Metro-North was also trying to reach their customers – printing several guides to explain to riders what they do, and give a brief tour of the system.
Since SmartCat debuted about two weeks ago, I’ve still been working on adding plenty of new material for you all to peruse. Two of the newest things found in the catalog are two brochures Metro-North released in or around 1986. One was a guide to the Metro-North system, the other a Grand Central and Customer Service guide.
Just spotting the little things that have changed over the years is quite fun. It was a time where terrorism was not as much of a concern, and the Terminal had a room where you could temporarily store your bags. And people weren’t quite so health conscious either – Harlem and Hudson trains each had one car reserved for smokers, the New Haven Line had two. Vanderbilt Hall was still a waiting room, and many of the updates – including the other stairwell in the main concourse, and the cleanup of the sky ceiling – in Grand Central had not yet been made. Amtrak trains still stopped at the Terminal, and places like Crugers and Kent Road were still stops listed on the system map.
You should definitely check out SmartCat if you haven’t already, or if you want to jump right to the aforementioned brochures, you can use these links:
As an addendum to this post, as I’ve gotten a few messages regarding adding things to SmartCat, I would absolutely love user submissions. If you have anything that you think would be archivable, whether it be a timetable, postcard, ticket, etc… send me a message. I’d love to add it!
It has been brought to my attention that I’ve neglected to post news roundups for the past few weeks. Not too many spectacular things have occurred over the past few weeks, but here are a few of the noteworthy stories:
Metro-North Passenger Pledge
On our 12/31 news roundup, I mentioned the Metro-North passenger pledge, and how it was accepted by the Connecticut Commuter Council. Since that time, it has been officially “unveiled” by Metro-North. It has been quite the topic of conversation by numerous news outlets in both Connecticut and New York. Commentary has ranged from utterly pointless comments about “great American flag clip art” to what exactly this pledge really means to riders. The majority of everything in the pledge have been the goals of Metro-North for quite a while, though they are now just made available in writing.
It seems that quite a few New Haven Line riders are unhappy with a particular line in the pledge:
Metro-North will use best efforts to schedule service to meet anticipated demand so as to provide a seat for every customer
They notice the “provide a seat for every customer” part, yet conveniently ignore the previously mentioned phrase of “best efforts.” On that particular point, Jim Cameron may have said one of the most logical things I’ve heard from him in a while:
“You only get a ride. They can’t promise a seat. That was a little too much to ask… [but] this is the bitter fruit of the neglect of that railroad by the Connecticut legislature in investment, going back decades.”
Cameron and the Connecticut Commuter Council pushed for the pledge to be put on trains, and Metro-North obliged. Trains last Thursday evening had a copy of the pledge left on every seat… and rather expectedly, were found crumpled on the floor of the train by the end of the evening, likely unread.
Planes, Trains And Automobiles Struggle With Fat Americans
Jim Cameron again lends his expert opinion on the subject of trains and fat Americans, in a story found on Gothamist a week or so ago. I find the following statement found in the article rather amusing:
Metro-North is attempting to trick fat passengers by making the middle seats look larger with a center seam instead of arm barriers, though they’re not actually making the seats bigger.
Of all the things one could blame Metro-North of doing to passengers, I doubt that tricking fat passengers about the size of seats is high on that list. Perhaps to anyone other than a conspiracy theorist, a more logical assumption might be where our new trains (as they were apparently referencing the M8′s of the New Haven Line) have been designed. Our first M8′s were delivered from the Kawasaki company in Japan – a country that has a significantly lower percentage of obese citizens than we do. Perhaps in future railcars this will be addressed, as it is a subject that has been influencing industries throughout our country – even tourism.
A harmonica-playing conductor…
The New Haven Line certainly has its share of interesting conductors… The following video has been making the rounds this week, and I couldn’t help but share. Certainly a conductor playing the harmonica is amusing, but it is the two guys dancing in the background that really makes the video.
Mother suing the MTA for son’s death by subway train
In the future, when people look back on us Americans, I have a feeling that they might find that the country’s pastime is not baseball, but filing lawsuits. And some are quite doozies – a drunk and high idiot convicted of manslaughter for killing three with his pickup truck has the audacity to sue the victim’s families for pain and suffering. And although there is no doubt that a Brooklyn mother is suffering and in pain after the death of her son, suing the MTA for it is just asinine.
A likely drunk Briant Rowe willingly climbed down onto the subway tracks and wandered through a tunnel, and was not surprisingly struck by a subway train. Though clearly his fault, Rowe’s mother is suing the MTA for fifty million dollars, claiming that it is the MTA’s fault for not suspending all service to search for the man, who was sighted on the tracks… though a slow-moving train did search for him for over a half an hour. Really, where is personal accountability in this whole story? Perhaps we should nominate this young man for a Darwin Award.
Riding the Harlem Line in the fall… it is sort of like this (in case you missed it on twitter last night):
In fact my ride home last night was quite a lot like that. We are in the season of falling leaves, and slippery rails. By all means most seasoned train riders are familiar with this phenomenon. But if you aren’t, every year Metro-North always puts together a nice little explanation about it. Just make sure you don’t add to the problems by throwing your banana peels and/or foil-wrapped lobsters on the railroad tracks.