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70-531: The railway tracks in Helsinki were built in the 1860s. The station building, clad in granite, was designed by Eliel Saarinen and inaugurated in 1919. The building is known for its clock tower and the Lyhdynkantajat ("The Lantern Bearers") statues by Emil Wikström . Helsinki Central was chosen as one of the world's most beautiful railway stations by BBC in 2013. The Helsinki Central Station has become

140-618: A design for the new station building from the German architect C. O. Gleim, who had won the design contests for the Stockholm Central Station and the Gothenburg Central Station in 1898. The railway administration originally intended to design the new Helsinki railway station unnoticed, without holding an open design contest. A contest was organised in 1902 with the intention of producing plans for

210-476: A globe"), with a pure national romanticist design, with sturdy walls, eight bears, one tall sharp-pointed tower and numerous smaller towers, as well as a beautifully drawn stone portal to the main platform. Its appearance bore a close resemblance to the facade of the National Museum, which did not please all of the architects. Architects Sigurd Frosterus and Gustaf Strengell thought Saarinen's entry

280-528: A large central hall at the centre of the station, in connection to the main entrance. The main entrance had to face the Kaivokatu street. The other entrances were at the end of the perpendicular platform at the end of the tracks at the Rautatientori square and at the western end of the station. The tracks were required to be covered with a roof made of steel, with a cut of it provided as an attachment to

350-489: A new station building in Helsinki in 1895. Terminus stations such as the Helsinki station at the time were usually U-shaped buildings at the end of the tracks. Bruno Granholm , the architect of the railway administration, designed the administrative building, and the railway administration made the design of the new railway station. In Granholm's plan, the station building was already at the location and shape it ended up being built. The railway administration had already ordered

420-494: A new station. The contest sought to attract the attention of the railway workers to the difficult design task and to the architects capable of such a task. It also encouraged the railway administration to hold an open design contest for the new railway station in Helsinki. The contest did not lead to practical actions, but because of the discussion it caused and the activity of the Finnish Architecture Club,

490-787: A sculptor in Helsinki , and the younger sister of Herman Gesellius . They had a daughter Eva-Lisa (Pipsan) on March 31, 1905, and a son Eero on August 20, 1910. Eliel Saarinen moved to the United States in 1923 after his competition entry for the Tribune Tower in Chicago, Illinois, won second place. While it was not built, the streamlined design inspired the architecture of many other skyscrapers. Saarinen first settled in Evanston, Illinois , where he worked on his scheme for

560-738: A size of 7 cubits (10 ft 6 in/3.20 m) and the smaller one had a size of 3 cubits (4 ft 6 in/1.37 m). The rails for the railway tracks were bought from the United Kingdom , and they arrived by steamship into the South Harbour in November 1857. Helsinki's first railway station was built in 1862 to accommodate trains on the Helsinki– Hämeenlinna line, päärata . The station's plans were drawn by Swedish architect Carl Albert Edelfelt. According to

630-1282: The Philadelphia City Planning Commission from 1949 to 1970. Eliel received the AIA Gold Medal in 1947. Carl Johan Walleen Look for Carl Johan Walleen on one of Misplaced Pages's sister projects : [REDACTED] Wiktionary (dictionary) [REDACTED] Wikibooks (textbooks) [REDACTED] Wikiquote (quotations) [REDACTED] Wikisource (library) [REDACTED] Wikiversity (learning resources) [REDACTED] Commons (media) [REDACTED] Wikivoyage (travel guide) [REDACTED] Wikinews (news source) [REDACTED] Wikidata (linked database) [REDACTED] Wikispecies (species directory) Misplaced Pages does not have an article with this exact name. Please search for Carl Johan Walleen in Misplaced Pages to check for alternative titles or spellings. You need to log in or create an account and be autoconfirmed to create new articles. Alternatively, you can use

700-837: The Wilcox Silver Plate Co. / International Silver Company in Meriden, Connecticut . His iconic tea urn (c. 1934) was first exhibited in 1934–35 at the Metropolitan Museum of Art in New York. Over the years, the tea urn has been widely exhibited, including in St. Louis Modern (2015–16) at the St Louis Art Museum, Cranbrook Goes to the Movies: Films and Their Objects, 1925–1975 at

770-473: The article wizard to submit a draft for review, or request a new article . Search for " Carl Johan Walleen " in existing articles. Look for pages within Misplaced Pages that link to this title . Other reasons this message may be displayed: If a page was recently created here, it may not be visible yet because of a delay in updating the database; wait a few minutes or try the purge function . Titles on Misplaced Pages are case sensitive except for

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840-841: The Cranbrook Art Museum (2014–15)., and in 2005–07, in the touring exhibition Modernism in American Silver: 20th-Century Design , organized by the Dallas Museum of Art, which also traveled to the Smithsonian Institution in Washington, DC. In 1951–52, the tea urn was featured in the Eliel Saarinen Memorial Exhibition which traveled to multiple venues across the United States. In addition to Cranbrook,

910-746: The Dallas Museum and the St Louis Museum, The British Museum in London and the Metropolitan Museum of Art also hold tea urn-related Eliel Saarinen designs. Eliel Saarinen became a professor in the University of Michigan 's Architecture Department. His son, Eero (1910–1961), became one of the most important American architects of the mid-20th century, as one of the leaders of the International style . Saarinen's student Edmund N. Bacon achieved national prominence as Executive Director of

980-438: The Helsinki railway station had gas lighting, as the city's first gas works had recently been built right next to the station, at the place of the current Postitalo main post office building. The first train from Helsinki to Hämeenlinna left on 31 January 1862. Regular train traffic started on 17 March 1862. According to schedule, a passenger train left from Helsinki to Hämeenlinna every Monday, Wednesday and Friday at 8 o'clock in

1050-417: The Helsinki railway station, even though it was located at the terminus of the railway. A cargo warehouse was built to the north of the station building, at the site of the eastern wing of the current station building. A railway yard about eight hectares in area was built at the station area, with engine stables and machinery yards. This railway yard was located to the west of the railway tracks, approximately at

1120-647: The Kaisaniemi Park to make way for the railway, but the park was preserved whenever it was possible to do so. Rock blasted off the Linnunlaulu cliff was sunk into the Töölönlahti bay beneath the railway tracks being constructed. The railway terracing over the Töölönlahti bay was completed in March 1861. For water traffic, two underpass bridges were built vaulted from stone. The larger underpass bridge had

1190-754: The United Kingdom, from the architecture of Carl Axel Setterberg in Vaasa and from the Petergof railway station in Russia designed by Nicholas Benois , with many features in common with the Helsinki railway station. The entrance to the Helsinki railway station was at the middle of the building, and opposite it were the baggage office, ticket sales and other station facilities. Unlike today, spaces at stations and in trains were divided by social class, and so stations had separate waiting halls and restaurants for

1260-583: The architecture bureau of Saarinen and Herman Gesellius . The structures and material strength calculations of the building were handled by graduate engineer Jalmari Castrén . The central heating and air conditioning in the building were designed by the Danish engineer A. C. Karsten. The electrical plans were made in the electricity technical office of the machine department of the railway administration, with machine engineers Karl Strömberg and Karl Karsten serving as their designers. The administrative building of

1330-469: The contest. The design contest was judged by architects Sebastian Gripenberg , Hugo Lindberg and Gustaf Nyström , as well as the main director of the railway administration, August Granfelt . The contest was held a couple of years after the design contest of the National Museum of Finland , and it attracted a great deal of attention and interest. The new construction art of the National Museum

1400-681: The development of the Chicago lake front. In 1924 he became a visiting professor at the University of Michigan . In 1925 George Gough Booth asked him to design the campus of Cranbrook Educational Community , intended to be an American equivalent to the Bauhaus . Saarinen taught there and became president of the Cranbrook Academy of Art in 1932. Among his student-collaborators were Ray Eames (then Ray Kaiser) and Charles Eames ; Saarinen influenced their subsequent furniture design. During 1929–34, Saarinen contributed product designs for

1470-520: The doors and windows were small, and there were lots of towers. All of the entries had an arched window on the main facade at the central hall. All entries featured a tall tower, which the floor plan did not require, but did allow. Sigurd Frosterus's facade design Eureka was an Art Nouveau building very different from the other entries, and the judges disliked his entry. The contest was won by Eliel Saarinen 's entry Bevingadt hjul på en jordglob – Maapallolla seisova siipipyörä ("A winged wheel standing on

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1540-448: The early 1860s. Urbanisation of Helsinki in the late 19th century brought along many changes. Between the 1860s and the 1900s the population of the city grew by almost 70 thousand people. Railway traffic at the Helsinki railway station increased, and the need for space by the railway administration also increased. As the popularity of railways grew, the original station turned out to be too small. The railway administration started designing

1610-447: The end of the western wing of the current station building. The engine stables could seat a total of 12 engines at a time. In the first designs the original Helsinki railway station had two floors and an octagonal clock tower at its northern end. However, the station was actually built with three floors and no clock tower. Architecturally, it was a mix of Gothic Revival architecture and Renaissance Revival architecture , which were among

1680-413: The entire Helsinki capital region. The station is visited by 240 thousand passengers per day, making it the most visited building in the entire country of Finland. About half of the visitors are train passengers. Over a hundred long-distance trains and about 850 commuter trains arrive at and depart from the station every weekday. The middle part of the station building forms the core of the station, hosting

1750-618: The entire station having changed to look more like a medieval stone church than a popular railway station. The bear sculptures had grown, and one of them had jumped down onto the street to chase people. As was typical for Saarinen, he did not participate in the public debate at any point. Saarinen later made a complete change to the architecture of the railway station. He moved his attention from American or British examples towards German ones and travelled by train all over Europe with his recently wed wife. After coming back home to Finland in 1904 he abandoned romanticism altogether and re-designed

1820-529: The event. The northern part of the Kluuvinlahti bay, to the west of the railway track, was filled in at the end of the 19th century to make space for the railway yard and the warehouses. The Helsinki harbour rail southward of the Helsinki railway station was built in 1894, and the VR warehouses were built in 1899. The shore of the Kluuvinlahti bay had always been a cheap and disliked area. The construction of

1890-437: The extensive city-planning project of Munksnäs-Haga and later published a book on the subject. In January 1911 he became a consultant in city planning for Tallinn , Governorate of Estonia and was invited to Budapest to advise in city development. In 1912, a brochure written by Saarinen about the planning problems of Budapest was published. He was runner up behind Walter Burley Griffin in an international competition to design

1960-481: The filling really came into action when the railway was being built. The bay was confined at Hakasalmi, ditches were dug into the Kluuvi swamp, and a stone-walled assembly pool was built behind the dam, from where the water was pumped into Töölönlahti by wind power. Many horse cart loads of sand were dumped into the area during the decades. According to the plans in the 1830s, the area to the north of Kaivokatu and to

2030-812: The firm, the Finnish pavilion at the Paris 1900 World Fair , exhibited an extraordinary convergence of stylistic influences: Finnish wooden architecture, the British Gothic Revival , and the Jugendstil . Saarinen's early manner was later christened the Finnish National Romanticism and culminated in the Helsinki Central railway station (designed 1904, constructed 1910–14). From 1910 to 1915 he worked on

2100-415: The first time in 1863, with emperor Alexander II of Russia attending. The city of Helsinki did not have a large enough space to host the event, so it was held at the station hall of the railway station. A temporary floor was built over the tracks and the roof was covered with floral vines. The swamp, unfit for public display, had been hidden under a birch bark mat. A couple of thousand invited guests attended

2170-436: The first, second and third classes. The waiting halls and restaurants were located at both ends of the ground floor of the building. The southern end of the building hosted the first and second class waiting halls, while the northern end hosted the waiting hall for the third class. Both waiting halls were attached to their own class-specific restaurants. The station had no central hall, instead passengers had to go around through

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2240-462: The ground onto wooden piles. The bedrock at the site is at a depth of 20 to 30 metres. The wooden piles were mostly driven into the ground with the strength of 30 men, but steam-powered pile drivers were also used in the construction, as well as electric pile drivers, probably for the first time in Finland. The pile-driving work employed about 300 people. About ten thousand wooden piles were driven into

2310-419: The largest office building in the country at the time, decorated according to Eliel Saarinen's plans. The final plans for the station building were accepted in 1911. In the next year, the two-floor northern end of the old station building was dismantled and pile-driving of the new station building was started. The new station building, built at the site of the former Kluuvinlahti bay, had to be driven deep into

2380-417: The majority of the city's population was not located near the station. Chief director Claes Wilhelm Gyldén and governor Samuel Henrik Antell supported the largest building and proposed that the station should be constructed as large enough and permanent right from the start. Also, the fire safety of a station building built from stone would be much better than that of a wooden building. A small stone building

2450-459: The morning. Trains on return trips left for Helsinki every Tuesday, Thursday and Saturday at 7 o'clock in the morning. Already in October 1862 the schedule was changed to daily trips in both directions. A total of 27,241 train tickets were sold at the Helsinki railway station in 1863, and a total of 23,977 tickets were sold at other stations for trips to Helsinki. The Diet of Finland was held for

2520-402: The muddy shore of the Kluuvinlahti bay. Commercial counsellor Henrik Borgström and chief director von Born supported the construction of the smallest possible wooden building as a temporary station building, as passenger numbers would be fairly small until the railway was continued further north from Hämeenlinna. Also the possible danger of fire at the station was estimated to be fairly low, as

2590-609: The new Australian capital city of Canberra in 1912, but the following year he received the first place award in an international competition for his plan of the city of Reval , now known as Tallinn. From 1917 to 1918 Saarinen worked on the city-plan for greater Helsinki . He also designed a series of postage stamps issued 1917 and the Finnish markka banknotes introduced in 1922. After the divorce from his first wife, Mathilde (who then married Herman Gesellius), on March 6, 1904, Saarinen married his second wife, Louise (Loja) Gesellius ,

2660-477: The original plans, all station buildings along the Helsinki-Hämeenlinna line should have been built from wood. However, there soon came wishes that the station building in the capital should be built from a more valuable material. Railway construction was new to Finland, and thus there were no existing models for new station buildings. So the provincial architect of Tavastia , Carl Albert Edelfelt ,

2730-400: The railway administration decided to hold a new design contest for the facades of the new Helsinki railway station and the administrative building of the railway administration. The railway administration had designed the floor plan of the new railway station as a U-shaped building surrounding the railway tracks. The contestants received a floor plan designed by architect Bruno Granholm about

2800-524: The railway administration was accepted in June 1905, and construction started in December 1905. A total of 20 thousand cubic metres of floors for the building were cast from iron-reinforced concrete, which is thought to have been a new record in Finland at the time. The four-floor administrative building was completed in June 1909, and after this the officials of the railway administration moved to this building,

2870-559: The railway station at the area greatly increased the value of the area and led to an immense construction boom in the entire city of Helsinki, lasting from the 1880s to the 1920s. Businessmen bought lots at the former shores of the Kluuvinlahti bay along the Helsinki Railway Square and the Mikonkatu street. Helsinki's first railway station had been measured to a small capital city with about 20 thousand inhabitants in

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2940-550: The railway yard. The few buildings left in the Hyeena block were dismantled, and it was changed into what is now the Rautatientori square. Construction of the first railway station in Finland started at the edge of the Hilleri block. The construction of the railway station had a great impact on the Helsinki cityscape. The railway was piled with large logs, and stones were laid on the edge of the bay. Aspen trees had to be cut down from

3010-529: The railway, but the most expensive option was estimated at 162,000 roubles. The cheapest option would have had the railway to make a curve after Pasila and go around the Töölönlahti bay. The second option would have had the railway go directly west from Pasila past the Töölö sugar factory. The third option would have passed Pasila entirely and continued around Töölönlahti. All these options would have located

3080-404: The request of the citizens, the railway line was moved slightly to the east in 1859, in order to preserve the two large and beautiful hills in the park. The area where the station was planned to be built was originally seabed. In the 19th century the area was a muddy and stinky water area used as a dump and a public outhouse. Filling the Kluuvinlahti bay originally started already in the 1830s, but

3150-607: The shape of the building. These vaults, utilising the Hennebique iron-reinforced concrete structure patented in France in 1892, were the largest iron-reinforced concrete structure commissioned by the state at the time. The main facade and the stone statues at the main entrance were made of red granite brought from Hanko . Eliel Saarinen Gottlieb Eliel Saarinen ( / ˈ s ɑːr ɪ n ə n / , Finnish: [ˈelie̯l ˈsɑːrinen] ; August 20, 1873 – July 1, 1950)

3220-418: The shore of the Töölönlahti bay and building railway tracks on beautiful and farmed land from the environment of the city. In addition, the costs of the compulsory purchase of the land would have been significantly greater than in the fourth option. Another concern was that a steep curve directly after the railway station would cause more wear on both the tracks and the train wheels. This would result in danger of

3290-406: The station building as well as the office and administrative wing attached to it. The floor plan bore a close resemblance to that of the 1888 Frankfurt Hauptbahnhof , which the contents were already familiar with. The facade of the station building was defined to be built of natural stone, and that of the administrative building of plastering with a conservative amount of natural stone. There would be

3360-420: The station completely, with a more rational design. The former saddle roof was replaced with a gambrel roof, the semicircular window on the main facade had grown and the entrance hall with the bear statues was removed. The new design was finished in 1909 and the new station building was opened in 1919. Later the floor plan of the station building was freed from the model specified by the railway administration and

3430-649: The station to the south of the Turku barracks. In the fourth option, the track would go from Pasila straight across Töölönlahti and the Kaisaniemi Park to Kluuvi, with the station located immediately after the Kluuvi well. This option was the most expensive, costing about 107,970 roubles. Of the four options, it required the most of blasting the bedrock and filling the Kluuvinlahti bay. The three first options required dismantling villas and other buildings from

3500-484: The structure of the station building. Only the supportive walls of the clock tower were driven into the bedrock, at a depth of eleven metres. The plans for the western express cargo wing were accepted in summer 1912, and masonry and iron concrete work was started in the next summer. At the end of the year, the walls were almost fully masoned, and the granite lining and concrete vaults were also completed. The halls received monumental concrete vaults, clearly reflecting into

3570-534: The styles commonly used for other railway stations in Europe at the time. The first railway station in Helsinki was a sort of romantic picturesque manor, whose small size and simple appearance was also an act of honouring the emperor and Saint Petersburg. The Tudor -style brick and plaster station building was clad in natural stone. In the original designs the station was to be clad in brick, but in August 1860 plaster

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3640-545: The symbol of the entire railway network in Finland. For example the VR Group uses the image of the station and the statues next to its main entrance in its advertising. The Helsinki Central Station is located in the city centre of Helsinki, in the district of Kluuvi at Kaivokatu 1. The main facade of the station building is towards the Kluuvikatu street. To the east of the station is the Helsinki Railway Square and to

3710-413: The time, whose stepfather Carl Johan Walleen  [ fi ] owned Villa Hakasalmi on the western shore of the Töölönlahti bay. The three other options would have required dismantling the villa. Because of the decision, citizens of Helsinki started worrying about the fate of the Kaisaniemi Park located next to the Kluuvi well. It was clear that the railway would override part of the park area. Per

3780-406: The train tilting, causing a decrease of the efficiency of the engine. The option for the straight railway line had the benefit of an unobstructed view from the station to the traffic on the tracks. The fourth option received the most support, and it was accepted on 26 November 1857. The choice was perhaps also influenced by Knut Stjernvall serving as the technical director of the railway company at

3850-408: The trains directly through an iron gate from Kaivokatu and only long-distance passengers went through the station hall. The station building was located nearer the Kaivokatu street than the current station building. Its end pointed towards Kaivokatu and the main entrance was towards the Rautatientori square. All station buildings designed by Edelfelt were of a simple side station building type, including

3920-414: The underground floor of the western wing since the 1970s. The ground floor has hosted a café since the 2000s, and the top floor hosts offices and business spaces. The station hosts almost twenty kiosks and restaurants, visited by over 20 thousand people per day. When visiting Finland in 1856, Grand Duke of Finland Alexander II of Russia proposed an improvement program for the Finnish economy. He thought it

3990-428: The waiting halls to reach the platforms. The ground floor also hosted railway station offices, an official room, a lamp room and a women's toilet. The second floor hosted the residences of the railway chief, the station chief and the administrative officers. The third floor hosted the residences of the caretaker and the engineer mechanic. The third floor also hosted storage space. Unlike other railway stations in Finland,

4060-577: The waiting halls, ticket sales, the kiosk hall and connection to the station tunnel. The eastern wing of the building used to host the offices of the railway administration. It also served as Helsinki's main post office, until it moved to the Postitalo building built in the 1930s. The head office of the VR Group moved to Pasila in 2018. The eastern wing was converted into a Scandic Hotels hotel, opened in 2021. Baggage storage spaces have been located in

4130-718: The west is the Eliel Square . The Eliel Square also served as the terminus of the Finnair City Bus . The Asematunneli tunnel leads from the station, underneath Kaivokatu, to the underground floor of the City-Center complex. The station also has a connection to the Central Railway Station metro station located underneath it. The Helsinki Central Station is an important transport hub for commuter train, long-distance train and metro transport in

4200-418: The west of Mikonkatu was to be divided into two blocks, which were named Hyeena ("hyaena") and Hilleri ("polecat"), separated by the street Hakasalmenkatu, now known as Keskuskatu . The decision to build the railway decided the fate of the Hyeena and Hilleri blocks. Knut Stjernvall made the final railway plan in 1859. He proposed that a wide market square should be built on the place of the Hyeena block east to

4270-494: Was a Finnish and American architect known for his work with Art Nouveau buildings in the early years of the 20th century. He was also the father of famed architect Eero Saarinen . Saarinen was educated in Helsinki at the Helsinki University of Technology . From 1896 to 1905 he worked as a partner with Herman Gesellius and Armas Lindgren at the firm Gesellius, Lindgren, Saarinen . His first major work with

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4340-431: Was added to the exterior to better withstand the weather. In the station facade, Renaissance Revival architecture showed in the ledges between the floors and in the windows grouping into axles. Gothic Revival architecture shoed in the tower aisles, corner towers on the roof and Tudor-style arches at the windows and doors. It has been estimated that Edelfelt gained inspiration to the Helsinki railway station from his visit to

4410-461: Was built in 1861, but it was only opened for traffic on 17 March 1862. At first, the station places along the railway were only named in Swedish. The Finnish name for the Helsinki railway station was made official in 1897. The tracks at the station were located right next to the station building on the edge of Kaivokatu. A large wooden shelter was built over the platforms. Commuter passengers entered

4480-515: Was important to connect the inland country to the marine harbours through canals and railways. So planning of Finland's first railway from Helsinki to Hämeenlinna was started. A 1853 railway project proposed the northern edge of the Hietalahdentori square as the location of the Helsinki railway station. A later proposal in 1857 was at the vicinity of the Turku barracks , and a third option

4550-442: Was made more clear for the purpose of use by large masses of people. This allowed the central hall of the station to be widened. Saarinen developed his design for many years and made numerous drawings of the facade of the railway station building. The final solutions for making the station building more rational were born gradually. The station's facade bears a close resemblance to that of the 1913 Vyborg railway station , designed by

4620-467: Was old-fashioned and demanded sense and rationality to the architecture of the railway station. According to them, the station symbolised modern times, which had nothing to do with the medieval design fashion. The design sparked off a vigorous debate about the architecture of major public buildings, with demands for a modern, rational style. The debate went so far that even cartoons mocking the new railway station appeared in magazines. These cartoons showed

4690-402: Was requested for plans for various alternatives, which were presented in October 1859. The cost estimate for a smaller one-floor building was about 27 thousand roubles and that for a larger two-floor building was about 40 thousand roubles. A wooden station building would only have cost 18 thousand roubles. These estimates did not include the cost for pile-driving the foundation, which was high at

4760-442: Was seen as romantic, picturesque and as nationally Finnish as possible. This very Finnish design style caused a lot of discussion, and there was desire to try it on the railway station too, without thinking whether the museum and the station would have required different symbolic forms. The contest received 21 entries. All entries except that by Sigurd Frosterus were of a national romantic style. They had heavy roofs and low walls,

4830-458: Was seen as too small, as the station needed waiting halls and traffic spaces. In addition, the upper floor would have to host offices for the Finnish railway administration and apartments for station officials. In the end, the large stone station building was voted as the best alternative for the new station building. Construction work on the 108-kilometre railway between Helsinki and Hämeenlinna started in 1858. The first station building in Helsinki

4900-409: Was the environment of the Kluuvi well. Investigation of the new railway line in summer and autumn showed how difficult it would be to build a railway into the city of Helsinki, which was located at the point of a peninsula. The research resulted in four different options of the railway line. These options differed greatly in cost. The original plan included 40,800 Russian roubles for the main station of

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