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TRADE

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H&R

Isn't it a Beauty?

It's our latest production. A high-grade, small bore, double-barrel hammer gun. Just what the sportsman has always wanted for small game. Ideal for ladies.

20-gauge, 26 or 28-inch barrels, standard factory loads, black or smokeless powder, weight about 6 pounds. 28-gauge, 26 or 28-inch barrels, standard factory loads, black or smokeless powder, weight about 5% pounds. 44-caliber. 26-inch barrel, 44 W.C.F. shot cartridge or 44 X.L. shot cartridge, weight about 5 pounds.

All the best features of high-priced guns, including checked imported walnut stock and fore-end. Sold by first-class dealers

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The WORCESTER MAGAZINE

A Poem in Stone

European Models Furnish Inspiration for the Achievements of Architect Huckel in Equipping Worcester with a Passenger Station Unique Among Such Edifices in America, Bulking Before the World the Splendid

and Unswerving Interest of the Boston & Albany and New York Central Railroads

in the Commercial Development of the Heart of the Commonwealth

Two
WO white min-
arets, the pinna-
cles of glistening
white marble towers
that extend their
graceful lines 175 feet
above the street-
level, and are visible.
from many parts of
Worcester, attract
the eye to the new
Union Station at
Washington Square.

It has been the custom for years for the citizens of Worcester to greet visitors with an apology for the inadequacy of the old Union Station, but to-day there is an honest glow of pride for the beautiful building which serves as the portal of Worcester, ever open to receive the guest from the outside world, and to impress upon him the importance of this great centre of industry.

The three great railroads which serve the Heart of the Commonwealth are spending many millions upon what they are pleased to call "Worcester Improvement," but certainly no portion of this sum has been more happily disbursed than the $750,000 which has been expended upon this palatial structure that is intended to care for the passenger traffic of this fast-growing city of Worcester for many years to come.

The building is of a pleasing design, combining and adapting the best of various types of railroad station architecture. The prevailing type is French Renaissance, with touches here and there of Greek art, particularly the Ionic, and occasionally of the flowing lines and lacelike ornamentation of the Orient.

Each tower bears a lion's head and a projecting balcony, which aid greatly to relieve the building from the severity that so often is noticed in structures devoted to such pre-eminently utilitarian use and which are in harmony with the many other ornamental features.

Three splendid arches, buttressed by huge Ionic columns, characterize the main entrance, and are surmounted by a balcony, the latticed windows of the upper story forming a pleasing background.

Over the doors is suspended a marquise 100 feet long, that in itself is a fine example of art and usefulness in attractive combination.

Viewed from any point-north, south, east or westthe lines of this notable addition to our city's architec

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THE NEW STATION FROM THE VIADUCT

ture show the result of much thought and study and a thorough comprehension of the advantages and limitations produced by its environments. Visiting architects and they have been legion-have united in saying that Worcester has a station superior to any in this country, with the exception of three or four metropolitan terminals, and a leading German authority places it upon a par with the best in Europe.

What is true of its architecture is true of its facilities. Every experienced traveler will rejoice at the ease with which the journey is begun or ended. The luxury of the appointments and the completeness of equipment invite the weary to tarry and the hurried and anxious to cease from worry. Be it tickets or information, baggage or transportation, lunch, books or guides, they are close at hand, easily found, and the working quarters are furnished with the manifold appliances that make the way easy for both employees and public.

As this station is not a terminal except for trains of minor importance, the usual gloomy concourse and trainshed are missing and the main and island platforms, elevated 22 feet above the street-level, are pleasant and cheerful places where one may await the

arrival of trains with real comfort.

The system of subways provides entrance to the tracks directly from the streets as well as from the waiting room. The longest of these subways extends from the front of the station, at the left of the restaurant, to the east wall, and thence under the Boston & Albany platform to Harding Street. Access to the platform above is provided by stairs at three different locations, the treads of these stairs being formed so as to prevent to the greatest extent possible any injury by slipping.

From this subway, at a point opposite the doors of the semi-circular vestibule, a branch subway runs out under the west-bound express and local tracks to the stairways leading up to the island platform, which serves as a loading platform for the local trains and the east-bound expresses. An iron fence between the west-bound express track and the local track prevents passengers passing directly from this island platform to the main station platform. At a point opposite the baggage room, a similar subway extends to an elevator which lifts the baggage to the island platform.

On the west side of the station, a short subway opens from Washington Square to stairs leading up to the tracklevel. Under the viaduct carrying the tracks is the location of the terminal tracks for the street cars. This portion is finished with a granolithic surface and extends to the subway for New York, New Haven & Hartford and Boston & Maine passengers. Persons arriving by street cars reach this subway or the vestibule to the waiting room by ascending a short flight of stairs. There are five tracks on the viaduct on the west side reached by eight different stairways, so that travelers are not obliged to cross any of the tracks nor, as in the

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THE MARQUISE AND THE MAIN DOORS

LOOKING DOWN ON THE WAITING ROOM

old station, to wind a devious and dangerous way around standing trains. Another subway extends along the station wall toward the south and affords a quick exit to Harding Street.

The architects and the engineers of the Boston & Albany who have been closely associated in the erection. of this splendid structure have garnered together the results achieved in numerous other notable stations and have made use of the best of these, as well as added many new and original features in order to give to Worcester a station worthy of the city's splendid future. The scale upon which every portion of the building is planned affords conclusive proof that the railroads are convinced that the solid but rapid growth of Worcester is to continue unabated. The waiting room alone is 60 per cent. the size of the South Station in Boston, New England's largest terminal.

The approaches to the front of the station are pleasingly and skillfully planned. Vehicles ascend a curved driveway 40 feet wide, paved with modern block paving, directly to the station entrance. Across this driveway and directly opposite the entrance, five granite steps, formed in a gentle curve, lead down to the broad granolithic walk that forms the south boundary of Washington Square. On either side of these steps are grass plots, and further along to the east other grass plots and walks add a cheerful bit of nature to this excellent example of man's handicraft.

The materials entering into the construction of the building are varied but delightfully harmonious. The white of the marble descends through the cream of the terra cotta, the gray of the granite,

the green of the French casement windows, the copper of the marquise, to the rich mahogany of the doors themselves. The general plan and the attractive balconies and ornamentation are shown far better in the illustrations than would be possible by tedious enumeration in cold type.

The interior construction follows the accepted type of fireproofing. The materials used are largely steel and concrete, with terrazzo floors, marble and caen stone interior finish and a minimum use of wood, which, throughout the building, is of birch, stained a rich mahogany.

The foundation for the building was secured with some difficulty; the nature of the soil and the presence of the bed of the old Blackstone canal-now converted into the Millbrook sewer-offering unusual opportunity for the display of engineering skill. The foundation was built of granite and concrete, and the cost was approximately $200,000.

Finished granite extends from grade to the level of the first floor. The front and front half of the west side are built of marble and terra cotta. Elsewhere the walls are of faced yellow brick.

The color scheme of the exterior of the building is the reverse of that which has been universally adopted in New England heretofore for railroad station structures. Light material, in color, has been used in place of brown or red stone, or granite, the major portion of the exterior being in semi-glazed terra cotta cream color. This keeps clean of itself by natural weathering process, and the glaze protects the building from the action of smoke and gases, which is not the case with more porous stones heretofore used in such structures, and at

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TICKET OFFICE

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