Just the sound of the words is enough to evoke powerful memories for the many hundreds of millions of passengers who, in the last 110 years, have started or ended their railroad journeys at this place.
Grand Central Terminal has been especially significant to me, because from my earliest memories, it has been the entry to a lifetime of experiences in New York City. Boarding a train from the suburbs with the knowledge that when the train arrived, I would be in the heart of Manhattan has always given me a thrill.
After a day in New York, the feeling of relief when entering from outside into the shelter of GCT was palpable. In rain, or snow, or cold, or heat or nighttime darkness, opening those heavy outside doors in to the Main Hall meant that I was almost home.
Grand Central Terminal during the holidays is especially wonderful. Arriving by train en-route to the Macy’s Thanksgiving Parade, or to see the lights on Fifth Avenue, or to visit the Christmas tree at Rockefeller Center, always begins the same way. The Conductor’s announcement as the train comes to a stop, is part of the ritual.
We are now arriving Grand Central Terminal, be sure to take your personal belongings, and thank you for riding with us”
These photos were taken three weeks ago, on Thanksgiving Day. The exterior lighting captures every detail of the building’s facade. The lighted wreath on the Park Avenue viaduct is a reminder that Christmas is coming.
When one enters the building from 42nd Street, there is a memorial to the people who built Grand Central Terminal. I’m sure many people never even notice it, but every time I go in, I pause for a moment to read the inscription:
“To All Those Who With Head Heart and Hand Toiled In The Construction Of This Monument To The Public Service This Is Inscribed”.
And then to the Upper Level Information Booth, probably the most famous meeting place in the world. Take a look at the people in the photograph. The elegant tall woman carrying a dozen white roses. Who is she talking with, and what are they saying? And where are all the other people rushing to?
This is, to many people and especially to me, a magical place.
Grand Central Terminal. We have arrived. Home at last.
Pennsylvania RR – Bowie Maryland – Photo by Ed Lenio
The interlocking tower, while not totally gone, has virtually vanished from the railroad scene. Whether it was a humble one story shanty or a magnificent two, three or more stories tall building, they once served a vital function. Some controlled where double track went to single; others controlled where two or more railroads crossed; others controlled a vast and complex passenger station “throat”.
Towers could be built to a particular railroad’s standard blueprint, but they all had their own personality. It was easy to recognize a certain railroad’s tower. Pennsy had it own look, as did the New York Central, Erie and the rest, but no hard and fast rules applied, even within the same railroad.
Baltimore & Ohio – JD – Maryland – Photo by Gordon Bjoraker – May 1985New Haven RR – Greenwich, Connecticut – Photo by Tom Donahue – 1973Michigan Central (NYC) – BO – Kalamazoo, Michigan – Photo by Trey KunzNew York Central – Alexis – Toledo, Ohio – Photo by Dan Maners – Feb 1989Pennsylvania RR – Clagg, Kentucky – Photo by Dan Maners – March 1988
The inside of an interlocking was a fascinating and magical place.
Baltimore & Ohio – NA – Baltimore, Maryland – photo by Bob Uhland
Watching the operator going about his duties was a sight to behold. There was always something going on; the constant chatter on the dispatchers line, the “ding” of the bell notifying that a train was “on the circuit “, or the operator transcribing a train order. The special smell of the grease used to lubricate the throw rods added to the ambiance.
Erie RR – AC – Marion Ohio inside – Photo by Dan Maners – Oct. 2002Baltimore & Ohio – CX – Maryland – Photo by Bob Uhland – November 1984
With the advent of CTC, radios, and more recently computers, it is now possible to control hundreds of miles with only one dispatcher. Downsizing the physical plant and outright abandoning of portions of the railroad helped hasten their demise.
Big Four (NYC) – Cobb – Coal Buff Indiana – Photo by Bob McCord – 1965Chesapeake & Ohio – Carleton, Michigan – Photo by Trey Kunz – 23 May 2001Chicago & Eastern Illinois RR – Haley – Terre Haute, Indiana – Photo by Rich Hafer – September 1999
Dan Maners – Text Copyright 2016 Photographs Copyright 2016 by the photographer credited in the photo captions.
See more of Dan’s work at his website: North American Interlockings.
Former Baltimore & Ohio train station – Point of Rocks, Maryland
Rail fans come in many flavors: train watchers, history buffs, modelers seeking details, technical enthusiasts, equipment lovers, and photographers both hobby and serious. Point of Rocks has it all with robust rail traffic as an added bonus.
The station itself is the shinning jewel. Designed by E. Francis Baldwin in the Victorian Gothic style and built by the Baltimore & Ohio Railroad (B&O) in 1876, it remains as one of the most beautiful of historic rail road structures. It is not opened to the public and is used by CSX as an office. In 1931 it was struck by lightning and gutted by fire. We can be thankful that the B&O ordered its full restoration.
The attached freight house is located on the east side of the station.
The station sits inside a wye formed by the junction of two former B&O mainlines (all tracks are now owned by CSX). The south side of the wye (shown above) is the Metropolitan Subdivision which carries most of the traffic you will see here and moves CSX freight east and west. This is the “new” main line completed by the B&O in 1873. The north side of the wye is the Old Main Line Subdivision and carries trains to Baltimore. This is the original B&O main line completed in the mid-1800’s. The east side of the wye connects these two main lines and is used primarily by Maryland Area Regional Commuter (MARC) trains diverging from the Metropolitan Sub to the Old Main Line Sub and eventually to the Frederick Branch.
Point of Rocks Tunnel
Just west of the station is the Point of Rocks tunnel. The original single-track main line is the track on the left which goes around the cliff. The tunnel was completed in 1902 when it became necessary to add a second track. The tunnel portal is an interesting brick structure with “Point of Rocks” cleverly spelled out by protruding bricks. Both the east and west portals are of the same design. Most tunnel portals are drab concrete affairs but from time to time the railroads made the decision to get fancy. Another good example is the old Chesapeake & Ohio Railway Ft. Spring, WV tunnel which is of a classy art deco design.
Just over the river bank from the original main line was the Chesapeake& Ohio Canal (C&O). Space is tight here and the rail road and canal folks were often at odds. A wall between the two was constructed to help ensure the trains did not scare the mules pulling the canal boats
“Less than the width of a baseball diamond. For a quarter mile at Point of Rocks the space between the Potomac River and the mountain is that narrow. The C&O Canal Company and its arch rival the B&O Railroad were sure both a canal and a railroad wouldn’t fit there. Which one would get the land needed for their project? Who would decide? How long would the decision take?
These are things that intrigue me about Point of Rocks. The C&O Canal Company believed they owned that strip because their predecessor, the Potowmack Company, had owned the land. The B&O Railroad fought this and the dispute went to court in 1828. It took four years for the court to decide in the Canal Company’s favor.
In the end the C&O Canal Company came to an agreement with the B&O Railroad because the canal company needed the money. They managed to squeeze a canal and railroad into this narrow strip. It still didn’t quite fit. To make more room the B&O Railroad later blasted a tunnel through the hill next to the canal. Both companies operated side by side until the canal closed in 1924.” – Ranger Lisa – CanalTrust.org
Under a beautiful sunset an east-bound freight approaches the station.
For night photography Point of Rocks has a pleasing array of lights which are helpful in illuminating the area, lessening the need to use a flash (I actually never use a flash for night photography). The well-lighted areas also provide a measure of safety when moving about trackside. My only complaint, and it’s a minor one, is that I wish the station had some exterior lighting.
The blinking light from the EOT of an east-bound stack train rolling through Point of Rocks.
I grabbed a few shots of commuters de-boarding the MARC trains. I’ve never had any real objection to people showing up in my images. Most often, unless they are blocking the critical elements of a composition, they can add interest to an image. I enjoy capturing the hustle and bustle of folks coming and going about their daily routines. In large cities like Chicago or New York the mass of souls moving about can be quite fascinating.
MARC passengers at the Point of Rocks station.
The MARC Brunswick Line runs 9 east-bounds and 10 west-bounds through here Monday through Friday. Not all of them stop here though. I’m not clever enough about train movements to understand how that 9/10 train schedule works. In addition, the Capitol Limited goes by twice a day seven days a week—one west, one east. Those 21 passenger trains are a nice addition to the already busy freight traffic.
My recent trip to Point of Rocks (September, 2016) was my first and I look forward to a return. My primary interest in such places revolves around railroad photography and this beautiful place offers a rich array of photo opportunities. I did not explore all potential locations and following my return home I’ve thought of other compositions I’d like to explore. A little east of the station along the Old Main Line there is a grade crossing. From looking at Google maps it appears there might be some nice views looking back west towards the station.
Saying goodnight from Point of Rocks and wishing you Happy Rail Fanning!
What remains of the abandoned Bluestone Branch sits quietly above its namesake river as the buzz of cicadas fills the brisk fall air. Through the fog, the sound of a pair of General Electric locomotives interrupts the tranquil setting as they work downgrade through Coopers, West Virginia.
Columbus, Ohio
Two-hundred-seventy miles northwest in Columbus, Ohio, the whirring of dynamic brakes grows louder as headlights from around the curve cast light on the rails ahead. At street level, hockey fans are celebrating the home team’s win, oblivious to the train entering the scene below. Before the train ducks beneath the road, the crew sounds the horn, startling the people above.
While these scenes are miles apart — in distance and environment — they both show the diverse landscapes that railroads travel through across the country.
Capturing the entirety of these scenes is important to me as a photographer. Looking beyond the tracks allows me to use elements from the surroundings to complete the composition.
One of my favorite techniques is making the train seem almost as though it’s an afterthought, by using the composition to lead the viewer’s eye through the scene.
Another important aspect is connecting railroads to local infrastructure and landmarks, making the viewer feel as if they are part of the story. Whether it be bridges, buildings or grain elevators, these elements make each location unique. They tell individual tales and express the contributions that railroads have made to their communities.
In our ever-changing world, it’s important to capture these moments in time through photographs. Trains have not only had a historical impact on our society, but they will continue to carry significance in the future.
Click on photograph to open in viewer
Brandon Townley – Photographs Copyright 2016 Text Copyright 2016 – Brandon Townley and Taylor LaPuma
See more of Brandon’s work here.
Grain elevators have fascinated me as long as I can remember. Growing up in the Midwest meant seeing these unique buildings along the tracks of even the smallest communities. Symbolic of the agrarian roots of the region, they were often the tallest and most imposing structures in farm belt towns. Along the granger railroads that I grew up with, the grain elevator was as much a fixture of the trackside infrastructure as the depot. Because of that, grain elevators have long played a role in my railroad photography—so much so that I often made an effort to photograph them even if there wasn’t a train around for miles.
An example of incorporating an elevator into a railroad composition during my early photographic years. Kankakee, Beaverville and Southern Railroad in Beaverville, IL. Date unrecorded but in the mid to late 1990’s.
When I moved to Denver, Colorado in 2001, I was enthralled to find that the grain elevator was as prevalent on the high plains of eastern Colorado as it was back home in Illinois. Once again, I found myself taking photos of these magnificent structures. Something happened in early 2010 that really sealed my commitment to this exercise. One day while driving past Bennett, CO, I noticed that the old wooden elevator there was no more! Seeing the bare ground where the elevator had once stood hit me hard. Shortly thereafter, I decided that I really wanted to start documenting as many of Colorado’s remaining elevators as I could before other elevators suffered a similar fate.
A large format photograph of the wood elevator and one of the concrete elevators in Bennett, CO. The wood elevator was torn down in late 2009. While shot with a large format camera, this image is pretty similar to my efforts across all photographic formats at the time. Documentary but hardly artistic. Date unrecorded but probably taken in 2007.
My initial efforts were about as documentary as a three-quarters wedge shot is of a locomotive. I tried to shoot with good light but the compositions were all similarly nondescript. They were serviceable as illustrations but hardly noteworthy in any artistic way. I think my goal at the time was merely to photograph as many as I could before they were gone. On a very cold February 18th, 2012, though, that all changed. I arrived before dawn to get morning light on the Eastlake elevator north of Denver. When I arrived, there was a really nice crescent moon just begging to be photographed. I had my tripod and quickly set-up to photograph a “blue hour” shot of the elevator, something I hadn’t tried yet. When I got home and compared that image against my more typical shot after sunrise, I was smitten by the additional grace and beauty of the moon scene as a whole. Indeed, the elevator became even more interesting to me. After that, I really started challenging myself to see elevators in new ways by looking at details, placing the elevators in the environment where they reside, incorporating vehicles and other elements into the frame, etc. These all became new photographic tools for me.
The photograph that changed my approach to the Colorado grain elevator project. Eastlake, CO – February 18th, 2016
2012 proved to be a wonderful year for the project in another way, too. That was the year that I came across the grain elevator page of Gary Rich. Gary’s PBase page (http://www.pbase.com/grainelev) was full of information about the grain elevators of Colorado and many other states. It was also full of wonderful elevator imagery. Gary has since become a great friend and we have gone on many grain elevator photographing excursions together.
Detail of Steel Tile Elevator, Broomfield, CO – February 25th, 2016
“A great photograph is one that fully expresses what one feels, in the deepest sense, about what is being photographed.” – Ansel Adams
That quote has come to embody precisely how I approach my grain elevator project now. When I take a photograph of an elevator, I’m hoping to convey exactly how these magnificent structures move me. I want the viewer to feel the same appreciation I do for them, both as beautiful buildings and as symbols of the men and women who have toiled for generations to feed the country. If I can succeed at that, the project has been worth the effort I have put into it.
Empty storage tracks at Bucksport paper mill. – September 2016
Alas, another trackside industry that relied upon dependable railway service has finally met the scrapper’s torch. The Verso Paper mill in Bucksport, Maine, closed down December 1, 2014. At first, I thought this was another example of creative destruction. However, I am not sure anymore. At present the physical destruction has begun. Unfortunately no creative concept for future development of the property has been revealed. According to local press releases the digital shift, consolidation and off-shore competition were the primary catalysts for closure.
Empty storage tracks behind Bucksport commercial buildings next to seawall. – September 2016
The eighty-six year old paper mill operated under the aegis of four different owners: the Seaboard Paper Company, St. Regis Paper Company, Champion International Paper and Verso Paper Corporation. During this period the mill, valued at $385 million in 2014, was served by a single nineteen mile long railroad branch line that had undergone three consecutive masthead changes: the Maine Central Railroad Company, the Guilford Rail System and Pan Am Railways.
GP40-2LW shunting tank cars at Bucksport paper mill. – May 2007
Constructed at a cost of $10 million, the mill opened its doors in November 1930. It employed as many as 1,000 workers in a town of 5,000 inhabitants in the year 2002. When the mill closed, 570 employees lost their jobs and all of the slow moving strings of boxcars and tank cars were doomed to oblivion. The net result was the loss of 24/7 rail activity punctuated by the sound of railcars rocking and rolling over unruly track behind growling diesel switch engines that shunted their daily burdens parallel to Rt 15. Together the railroad and mill provided the perfect place for train watchers and railroad photographers alike.
When the mill was in full operation one could either walk or drive behind the quaint storefronts that cradle the main street of tiny Bucksport. There, one could find three storage tracks crammed with lines of 50 foot boxcars arrayed before a dramatic backdrop that embraced the Penobscot River, historic Fort Knox, the Penobscot Narrows Bridge and the rambling mill complex. Today, as a lamenting trackside photographer, I have to ask myself the question,”Where have all the boxcars gone?”
Boxcars on storage tracks at Bucksport paper mill. – May 2007
David Kahler,FAIA – Photographs and text Copyright 2016
