Most of the Richardsonian Romanesque stations we’ve featured on the site – Chatham, Dobbs Ferry, Hartford, Irvington, and Tarrytown – were designed by the firm of Shepley, Rutan, and Coolidge, Richardson’s three assistants who continued the business after his death. The station we’re visiting today, however, was Richardson’s final station design. New London’s Union Station was conceived in 1885 – one year before Richardson’s death. Construction was not completed until one year after his death in 1887.

1885 elevation sketch showing the detailing for New London’s Union Station. Image courtesy Shepley Bulfinch.

Although New London Union Station strays a bit from the typical Richardsonian Romanesque style as it is constructed primarily of brick, the characteristic arches, detailing, and occasional swaths of rusticated stone can be found. Bricks radiate outwards from the arches, creating a sunburst effect, and alternating exposed bricks create detailed borders around the top. Completing the detailing of the station is a wide band above the entrance, labeling the building “Union Railroad Station.” The New York, New Haven and Hartford Railroad was the station’s primary occupant (having leased the Shore Line Railway in 1870), though the station was built in conjunction with the Central Vermont Railroad (which had leased the New London Northern Railroad) making it a Union Station.

Historical photos of New London station taken by Jack Boucher in 1975, from the Library of Congress.

The condition of the station deteriorated over the course of history, and by the late 1960s the run-down building was considered for demolition. Local residents managed to get the building listed in the National Register of Historic Places in 1971, and formed the Union Railroad Station Trust, whose goal was to promote restoration. The building was purchased by the Union Station Associates in 1975, who partially restored the building. Modifications were, however, made to the waiting room to allow seating for a restaurant and atrium. New platforms were also constructed at this time.

More recently, the station was sold in 2002 to the New London Railroad Company who fully restored the building, including the installation of a new roof. The waiting room was restored to a more original configuration, removing some of the modifications made during the previous building update. High level platforms were also constructed by Amtrak. The former baggage room was updated to accommodate Greyhound bus passengers, although they vacated this building in 2011. My only issue with the restoration is on the inside, and the decision to carpet the floor of the waiting room. Historical photographs show the original wood flooring, which was undoubtedly attractive. The carpet is already worn and looks rather tacky, though it is only a minor detail in the grand scheme of things – and I’d much rather the station as it is now, than no station at all.

 

Photos of New London Union Station via the University of Connecticut’s Railroad History Archive. Photo at left shows the pedestrian overpass and station exterior in 1958. Photo at right shows the waiting room in 1975.

Astute observers will notice that in two of the station’s windows today are signs that say “NL ♥ USCG Museum” – a reference to the somewhat controversial Coast Guard Museum project. While the museum itself (which is generally supported) is not being questioned, a few of the finer details regarding the plan are – namely how it calls for the demolition of the former baggage room of the station (more recently used by Greyhound, but then vacated in 2011), and the erection of a pedestrian overpass over the tracks. The current owners of the station submitted their qualms to the state via their lawyer, and mention these two points – including the fact that the pedestrian overpass may negatively effect the aesthetic of the historic station.

As far as I am concerned, that is basically a nonissue – delving into historical photos, one finds that the station did in fact have an overpass at one time. It would also be a positive addition to the Amtrak station itself, providing easier access to the opposite platform. However, the more concerning issue is the demolition of a portion of the historical building, namely the baggage room. Most recently, an environmental impact report was issued regarding the project, which includes alternatives to the current plan, including a tunnel – which would likely still require the demolition of the baggage room – or walkway around the current station – which would keep the baggage room intact. Apparently, only time will tell the fate of this little piece of Union Station.

  
 
  

 
  
 

  
  
 

  
 

  

Despite all this, there seemed to be no bad blood between Stem and the New York Central Railroad. Forming a new firm with junior partner Alfred Fellheimer, Stem & Fellheimer designed the railroad station in Utica for the New York Central.

Workers stand atop the the clock on the station’s façade. ((Photo from the Oneida County Historical Society))

The construction of the new station at Utica was no easy task. The previous station, besides being inadequate for the traffic it was receiving, was plagued with problems in the spring when floods would cover the tracks with water. To combat this problem, and make additional room for platforms and a rail yard, the Mohawk River was moved about half a mile north. Construction on the station itself began in 1912, and it was opened in May of 1914.

Postcards showing the front of Utica station.

Utica station features a 47 foot high waiting room, with 34 decorative marble pillars, and some of the marble was said to have come from the old Grand Central Station ((According to popular lore, 8 of the columns were brought from Grand Central Station. Though often stated, according to the Oneida County Historical Society there is no evidence to prove that this actually happened.)). Originally intended to be a station for the New York Central, the station eventually became a Union Station in 1915 when the Delaware, Lackawanna and Western and the New York, Ontario and Western moved their operations to the building.

While the interior of the station is quite lavish, the exterior is a little bit more conservative. There are no great statues of Mercury, Minerva and Hercules atop the station, like Grand Central Terminal, but the caduceus “herald’s staff” often carried by Mercury is visible on the station’s façade. Several carved eagles, as well as a clock also grace the front of the station.

Tickets and another postcard from Utica

Like most old stations, Utica’s eventually fell into disrepair and considered for demolition. Thankfully, the station avoided the wrecking ball and restoration was begun in 1978. Now owned by Oneida county, the station is served by Amtrak, the Adirondack Scenic Railroad, as well as by Greyhound and other local bus companies. Some of the old waiting room is apportioned off and used by the Oneida County Department of Motor Vehicles. Since 2003, the building’s official name has been The Boehlert Center at Union Station, named for Sherwood Boehlert, a Utica native who served twelve terms in the US House of Representatives.

Let’s enjoy a quick little tour of Utica station, part of my ongoing endeavor to write about some of the other buildings and stations linked to the four architects of Grand Central Terminal…