LONG ISLAND RAIL ROAD
- MISCELLANEOUS DATA
Class D16s superheated and converted to D16sb Starting in 1914
Westbound steam trains changed head-end motive
power at “HAROLD” interlocking with PRR DD1s
and crews and reversed the procedure eastbound 1910 – Autumn/1927
Steam trains changed head-end motive power at
Jamaica and LIRR purchased 16 DD1 locomotives
from the PRR to accomplish this change of power Autumn/1927
PRR class E2 superheated and converted to E7s By 1929
PRR class E2, E3 construction dates c. 1904 – 1906
K4s locomotives first used on Montauk branch
(After installation of heavier bridge over
Shinnecock Canal. Prior to that, Montauk June/1931
trains of 12 or more cars were required to be
double-headed by 2 - G5s locomotives)
Footplates appeared under cabs of PRR locomotives 1931-32
(including LIRR G5s, H10s)
Pin-striping discontinued on PRR locomotives June 13, 1932
Pedestal-type, multi-directional classification lights
atop smokebox and pedestal-style multi-directional
marker lights atop
pilot introduced: Fall
a. Removed from yard service and freight-
service-only locomotives, beginning: July /1929
Pedestal markers left atop pilot.
b. Removed from passenger service loco-
motives and freight locomotives in
passenger service, beginning: June / 1940
(The Keystone: Spring/2002)
Pedestal markers left atop pilot.
c. “New” one-directional
c. “New” one-directional "tombstone"-shaped
lights introduced atop smokebox: June /
(The Keystone: Spring/2002)
d. Pedestal marker lights removed from atop Starting in 1946-47
engines still had
them in 1949)
e. Newer, smaller, round, single lens marker
lights appear atop smokebox replacing 1947
"tombstone"-shaped markers from 6/42
Futura lettering on tenders replaces Dulux gold 1940 – 1941
“Penn Roman” font lettering
K-4s locomotives first used on Port Jefferson branch 1940 – 1941
PRR experimented with solid pilots on K4s locomo- 1941 - mid-1940s
tives, but it wasn't until the mid-1940s that
locomotives actually had the conversion
(Photographic evidence shows a K4s at Jamaica
on May 14, 1944 with solid pilot. Ron Zinn data)
Silver-gray smokebox color (graphite with aluminum)
stopped during war years (dull gray in use) 1942 - 1945
Keystone number plate conversion Oct.- Dec. / 1942
Steam deflectors behind whistles Starting in 1943
K4s locomotives used auto stokers April/1944 - 1948
(Stoker motor under cab: left side of loco)
Small, cast headlights with illuminated side num-
bers installed on MOST G5s locomotives 1944 - 1945
K4s locomotives get “facelift” (Generator exchanged 1945 on PRR, latter
with headlight and large platform added be- part of 1946 on LIRR
low smokebox to service the generator) (Not All are done by 1949
done to K2s or K3s locomotives)
Keystones have large numbers Pre-1945
Keystones have smaller numbers 1945
Mechanical stoker added to fireman's side of H10s
H10s #113 last to be mechanically stokered 1947
Last PRR L1 Mikados in service as of 1/1/47 (all gone
Class C51 has large tool box added to pilot 1948
E6s, H9s leased locomotives left LIRR service 1949
Montauk trains dieselized 1950
Last three (3) K4s leased locomotives left LIRR October, 1951
service (#s 3740, 3887, 5406) (Ron Zinn data)
Greenport passenger trains dieselized October, 1951
Majority of G5s locomotives retired November, 1951
PRR G5s #5741 appeared on LI as relief engine for
LIRR G5s #21 August, 1955
Last steam-pulled revenue trains (behind G5s #’s October 8, 1955
35 and 39)
Last operation of LIRR steam: pulling railfan extra October 16, 1955
(behind G5s #35)
"Lines West" Tenders on H10s Locomotives:
All nineteen H10s locomotives that came to the LIRR from the Pennsy were "Lines West" engines. They all carried high numbers on the Pennsy as did all "Lines West" engines: in the 7000-8000 range. The smaller tenders that some of the pre-stokered engines hauled were also "Lines West." (Data courtesy of Ron Zinn)
9000 gallon Class 90P70 tender was originally built with the Pennsy I1 class decapods. Over a hundred of these tenders were transferred to K4 engines during the 1930's when the I1's received larger ones. Virtually all K4's that ran on LI from the late thirties until the arrival of the stoker fired engines in early 1944 had these tenders. What is interesting is that
these tenders did show up from time to time on E6's, K2's and even H9's.
(Data courtesy of Ron Zinn)
Engine smokeboxes were painted with graphite paint because it is heat-resistant and the smokeboxes did not have "lagging" or insulation under the outer boiler shell. On the Pennsy (Long Island), until late 1942, regulations called for the smokeboxes to be painted with "front end paint". This was graphite paint with a small (about 1/4 lb. to a gallon) amount of aluminum pigment added. It gave the front end a silvery-black appearance. This was the way engines usually appeared after receiving class repairs at Altoona. Varying amounts of aluminum pigment was added to the graphite paint, which is black or so dark a gray it looks like black, depending on what facility was servicing the engines. It was probably at the discretion of those in charge of a particular facility. For example, engines serviced at Altoona usually had a flat black look to the front end but engines serviced at Philadelphia had a silver-gray appearance, or at Wilmington, a lighter silver-gray appearance.
On the LIRR before the war, the silvery smokeboxes were often wiped down only on the front of the engine. One would commonly see a grimy, soot covered smokebox. At times the boilers of many engines would appear to be all black when viewed from the side. Black and white photography can be deceiving when it comes to rendering black. A clean engine looks very black because locomotive enamel was a glossy paint. When it gets sooty and dusty it can look like light gray when the sun hits it. Smokebox paint was a relatively flat color compared to the finish of the rest of the engine. My own vivid memory of LI locomotives, which goes back to early 1943, is that their front ends looked black. Bob Sturm, who is several years older than I am, agrees with me. The late Herb Doscher, engineman, who had a phenomenal memory about LI motive power also agreed that during the war smokeboxes were dark. I actually have a color photo from the cover of a Newsweek magazine taken at Dunton tower in 1943 and it shows a G5 with a black smokebox.
On passenger engines the smokebox door and lugs were painted a glossy black. Freight engines and switchers did not get the black door treatment. For some reason the light Atlantics (E3sd, E7s) did not get black smokebox doors either.
I have also seen a photo of a G53 with a black smokebox door. It was one of the G53's that had a passenger pilot as they were occasionally used in pass- enger service. Incidentally, this paint scheme went back, at least, to the
first decade of the twentieth century.
This practice was never revived after the war although for a brief period in 1947, some of the K4's were given very light silvery smokeboxes with black doors.
For whatever reason no other engines received this paint treatment. After the war, until the end of steam, smokeboxes were varying shades of silver-gray depending on how dirty they were. (Data courtesy of Ron Zinn)
When the Pennsy started to electrify their headlights, they retained the old oil headlight casings on many engines. This lasted well into the 1920's in some cases. They started using electric headlights around 1918. I think the round cased headlights first appeared during 1922 along with the cast "helmet" type marker lights. For a while some engines retained the platform that the oil headlights were mounted on so the replacement round headlights sat somewhat lower on the front of the smokebox. (Data courtesy of Ron Zinn)
Older locomotives had the old slide valve chests instead of the more modern piston valves, hence the lack of the usual steam delivery pipes. See "Classification Letters" following.
When the Pennsy (and therefore the LIRR after 1900) built or used other builders' locomotives and classified them, they were given a letter/number combination. When an updated version of the same class was produced, it was identified with a letter added as a suffix to the class i.e. "a" or "b". When the locomotive was superheated . .. either when built or when a superheater was added at a later date, a letter of "s" was added. For example:
Class D16b, when superheated, was classed D16sb. A "D" class, for example, designated a 4-4-0 "American" type wheel arrangement, hence a DD1 electric locomotive, while not steam, had a 4-4-0 wheel arrangement and was classified accordingly as a "DD" because the units always operated in pairs ("A" and "B" units = 2 "D" units, coupled).
Class K2, when modified AND superheated, was classed K2sa and when modified even further, was classed K2sb.
Class H6b, when superheated, was classed H6sb.
PRR Leasing Info:
Form MP229 listed the PRR-leased locomotives that were on the LIRR property by month and year. Some locomotives came over for a brief period of service and were returned. Some locomotives went back and forth numerous times. Some locomotives spent many years on LIRR property and some spent nearly their entire career on site. By October, 1951, all PRR-leased steam was gone from the LIRR with one odd exception occurring in August, 1955 as indicated in "STEAM LOCOMOTIVES" section above.
Gas cars replaced the use of locomotives 10/19/1927
on the Sag Harbor branch
Display of indication lights on the front of MUs is 11/27/32
Class DD1 gets pin-striped for N.Y. World’s Fair. 1939
New color scheme includes LIRR keystone logo
Class DD1 @ Morris Park Shops begins use of
new DD1 lay-up yard near elevated Montauk 1944
Some class DD1 units get Tichy color scheme early 1950
Last day of DD1 operation (Locomotive assignment 06/22/51
sheet for 12/31/51 shows 3 DD1s on the roster
[#s 341, 348, 352] but were probably in storage at
Morris Park Shops. Assignment sheet for 02/29/52
shows them gone from the roster. Ron Zinn data)
Beach Storage Battery Car #1 begins operations on 04/01/1911
L.I.R.R. and is the 1st battery car to operate on a
steam railroad (per "Railway Age Gazette" issue
of 11/22/1912) The car ran along the Bushwick
branch between Fresh Pond (Bushwick Jct.) and
T39 class wooden trailers used in alternating pattern Dec. 17, 1914
between steel MP41 cars in same train withdrawn
from service. Majority of wooden cars sold to the
Washington, Baltimore & Annapolis RR in 1917
Last year wooden cars used in revenue service 1927
Futura lettering 1940 – 1941
Old-style Dulux gold lettering in “Penn Roman” 1942
font re-done with letters spaced further
Original 1905-era class MP41 MU cars last ran in 1950
passenger service on Mitchel Field shuttle:
Tichy color scheme: Slate gray body, dark green Beginning 11/1/49
undercarriage, bright aluminum roof until 11/1/52
Named for designer Lester C. Tichy (1905-1981) (period of painting)
Large marker light added to rear of steam cars.
Headlight of electric cars modified to be large May 24, 1951
marker light when used as last car on train
MU cars end doors painted orange Starting in 1952
(FOR MORE INFO SEE: "PAINT SCHEMES" BELOW)
“REX” Trains = Trains consisting of all REA and/or baggage cars
Mitchel Field Shuttle:
Shuttle service begun between Garden City station and 05/03/1898
newly-established Camp Black via the Central
Shuttle service between Garden City station and Salisbury 1915-1918
Plains implemented using ex-Ocean Electric trolleys
equipped with third rail shoes to operate on the elec-
trified Central branch. During WWI service cut back
and terminated at Aviation Field #2 also servicing ad-
jacent Camp Mills. After 1918, Aviation Field #2 re-
named Mitchel Field. Service re-established beyond
Mitchel Field to Salisbury Plains.
Shuttle service western terminus moved to Country Life 1927
Shuttle service trolleys replaced by one MP41 MU electric 1933
car. One-car train became 2-car train sometime after
April, 1934. These were the last MP41 cars in oper-
ation on the LIRR.
Shuttle service MP41 MU cars replaced by two MP54 MU 1950
Mitchel Field Shuttle last day of service 05/15/53
Train service inaugurated to Kings Park State Hospital 1911
Train service inaugurated to Central Islip State Hospital 1911
Milk service started to Sheffield Farms at Dunton 04/25/28
(per Dick Makse data)
PRR “K” card system in service 05/23/28
Train service inaugurated to
Pilgrim State Hospital 06/24/34
Trains #7, #13 on Sundays and #19 on Mondays were the June-Sept. 20,
last westbounds to use the Manorville branch. 1942
Train #20 the "Cannonball" last operates along Manorville June, 1944
branch. (Art Huneke data)
Train #12 the "Shinnecock Express" bound for Montauk Sept, 1946
via the Main Line with train #206 as its Greenport
section splitting at Manorville, last operates along
Manorville branch. (Ron Zinn and Art Huneke data)
Branch officially abandoned: 3/3/49 (Robt. Emery
data). After Sept, 1946, no scheduled trains used the
branch. The junctions at MR and PT and branch
tracks were removed per G.O.#1710 eff. 12/27/49.
Last day for mail
carried on the LIRR on westbound train #37 June
Speonk to Jamaica.
Last hospital train providing service onto Kings Park State timetable of 5/69
Last hospital train providing service to Kings Park State timetable of 5/70
Hospital terminating on the Kings Park station
siding with bus and cab service to the hospital
Last year of the hospital train providing service to 1971
Central Islip State Hospital
Hicksville shuttles with
push-pull trains commence:
June 26, 1972
Last hospital train to Pilgrim State Hospital and return 5/21/78
PARLOR CAR SERVICE:
Parlor car service provided by Woodruff Parlor Car 1870s - 1892
LIRR takes control of Woodruff property and oper- 1892 - April 1, 1926
ates their own parlor service
Pullman Company service inaugurated, using April 1, 1926 – Labor
Pennsy’s pool of Pullman equipment Day/1942
PRR takes over parlor service 1946 – 1958
LIRR Special Services Department formed 1957
LIRR acquires 2 parlor cars and develops its parlor October, 1958
STRUCTURES & YARDS:
Reference in newspaper article to a turntable being
in place at Creedmoor after the line was cut back to
that station: May, 1882
Reference in newspaper article to a turntable being
in place at Manor (Manorville) prior to the 1887
installation of the wye: June 10, 1882
Wye installed at Manor (Manorville): 1887
Morris Park Shops opened: 1889
Large coaling tower at L. I. City built: 1902-03
Turntable on dock adjacent to Dutch Kills, L. I. City
Storage tracks at L. I. City added: 1903-04
North Yard (Wheelspur Yard) enlarged and connect- 1903-04
ion via double slip switches to Dock Yard south
of tracks at Dutch Kills installed:
Holban Yard (Hillside/Hollis, NY) opened: 1906
(Name was a combination of Hollis and St. Albans)
Station signs indicating mileage from L. I. City Sept. 8, 1910
and mileage to end of branch discontinued
with opening of Pennsylvania Station and
mileage now being determined from that
terminal. (mileage from Penn Sta. indicated
in employee timetables eff. that date with
the exception of the Montauk branch which
still used L. I. City as its terminal.)
Morris Park wooden coaling tower built 1911
Morris Park smoke washer bridge and
mechanism installed 1914
Branch terminal engine houses razed by PRR edict Beginning in 1928
(Oyster Bay razed: 8/4/29)
PRR Keystone signs on stations Starting in late 1929
PRR Keystone signs on towers Starting in 1937
(“BS” tower got a make-shift keystone
sign in 1929 per LIRR valuation photo)
Morris Park roundhouse:
Fascia above bays removed 1935-36
Morris Park wooden coaling tower razed Winter/1944-45
Morris Park concrete coaling tower built Fall/1944
Cone-style roof removed from Morris Park Shops 1944
Morris Park smoke washer mechanism removed Spring/1945
from support bridge
Morris Park smoke washer bridge removed July/1946
Overhead piping near Morris Park locomotive shop Early 1946
and turntable “garden” tracks in use
Full 2nd floor added over Jamaica station waiting Sept. 1, 1961
room and opened for service (per The Long
Speonk yard and wye torn up and removed for 1997
Tuscan Red with Dulux gold lettering in “Penn Until 1940-41
Roman” font (all passenger cars, loco tenders)
Tuscan Red with gold Futura lettering 1940-41
(some passenger cars, loco tenders)
Tuscan Red with Dulux gold lettering in “Penn 1942-1950+
Roman” font spaced further apart (all passenger
cars, loco tenders)
Baldwin units delivered in black with gold lettering Starting 1945-1955
and numbers in “Penn Roman” font. Pilots
painted white at a later date.
ALCO S1, S2 units delivered in black with gold Starting 1946–1955
lettering and numbers in “Penn Roman” font.
Pilots painted white at a later date.
ALCO RS1 units delivered in black with gold Starting 1949-advent
lettering and numbers in “Penn Roman” font of Tichy
Tichy color scheme: Slate gray body, dark green Beginning 11/1/49
undercarriage, bright aluminum roof until 11/1/52
Named for designer Lester C. Tichy
(1905-1981) (Period of
Applied to all psgr cars, some DD1 electric locos, Lasted through
an elec. shop switcher and ALCO RS1 units. 1955)
RS1 units repainted up until 11/1/52. Only loco-
motives wore the Long Island shadowed map logo.
FM C-liners arrived in this scheme in Jan. 1950.
LIRR holds press run of 5 new air-conditioned 05/23/55
P72 cars to Greenport. Tichy scheme abandoned
in favor of dark gray body and dark green roof.
Dark gray with orange end doors and dark green 1955-1961
roof (per "The Keystone" magazine)
Dark gray with orange nose (diesel locomotives) 1955-1961
“Dashing Dan” logo added (per “Long Island Rail- February, 1959
roader”, Issue of 2/12/59)
Charcoal gray (Goodfellow gray) (all psgr. cars) 1962-1964
Charcoal gray (Goodfellow gray) with orange nose
**see “Misc. LIRR Trivia” for more
Charcoal gray with orange stripe (N.Y. World’s Fair 1964-1968
passenger cars) (World's Fair motto re-
moved sometime after end of Fair: c. 1965-1966)
Charcoal gray (Goodfellow gray) with orange wave 1964-1968
MTA blue and yellow (diesel locomotives) 1968-1976
MTA Platinum Mist (passenger cars) 1968-end of push-
Towermen begin working 8-hour days. 3rd shift October, 1907
(trick) added to jobs as a result.
Crossing Watchmen and Trafficmen were both Until 1928 – early
part of the LIRR Police Department. 1930s
“Trafficman” was a promotion from “Crossing
Watchman.” When the PRR took over actual
operation of the LIRR they both made part of
the MOW Dept. A Watchman or Trafficman
could bid for a job in the track dept and vice
versa. The uniform gradually disappeared
starting with this transfer of authority. The
job eventually went from prestigious to run-
of-the-mill. (Information per Art Huneke: 11/8/07)
Long Island Rail Road
Diesel Locomotives and Other Equipment Named in Honor of LIRR Employees
(Researched by Dave Keller)
(Thanks to Douglas Nash and Bob Meoli for additional data that was not available to me through photographic evidence.)
#251 “Bill Jeffries – Operation Desert Storm” (System Road Foreman of
“Joe Ciminello – 1943-1994” (Engineer)
#252 “Tony Tancredi” (Engineer)
#253 "Peter Veltri - Operation Desert Storm" (position?)
#254 “Eric J. Enck – Operation Desert Storm” (Asst. Conductor)
#256 “Edward F. Case – 1959 – 1992” (Maintenance of Equipment
#257 "Paul Pumbonyo" - Operation Desert Storm” (Conductor)
#259 “John A. Cosman” (Engineer)
#260 "John Henderson - Operation Desert Storm" (position?)
“Nick Feliciano – Engineer of the Year” (1994)
#261 "Glynn Johnson - Operation Desert Storm" (Engineer)
#262 “R. B. Giannuzzi” (Engineer)
#264 “Clyde Hancock” (Engineer)
#266 “Joe ‘Jo Jo’ Glorioso – Operation Desert Storm” *** (Engineer)
#268 “John ‘Tanky’ Bell, Jr.” (Engineer)
#269 “George B. McSherry” (Engineer and Gen’l Chairman: BLE, local
#272 “Robert Franke” (Engineer)
#274 "Carlos Cintron - Operation Desert Storm" (Policeman)
#275 “Marvin Blaine” (Engineer)
#276 “Kenneth S. Carman” (Engineer)
“William F. Baker” (Engineer)
#277 “Walter Schlager, Jr.” (President)
*** “’Jo Jo’ comes from his sideline of being a clown and it came in handy when he was in Desert Storm as he entertained the troops and local children.” Bob Meoli, LIRR Engineer, retired
#102 “Lawrence Vedilago” (Maintenance of Equipment Foreman)
#103 “Robert B. Dunnet” (Yardmaster)
#104 “Levi R. Brown” (Maintenance of Equipment Foreman)
ex-FA Power Cab Unit:
#3100 “R. ‘Buff’ Stickevers” (position?)
Long Island Rail Road
Diesel Locomotives Named in Honor of Those Who Saved Lives in the Colin Ferguson Massacre
On December 7, 1993, Colin Ferguson, a disturbed black man who supposedly was in fear of white people boarded a LIRR train and began shooting random passengers as the train pulled into the Merillon Ave. Station west of Mineola, killing 6 and injuring 19. The riders named below helped to overpower him and stop the killing.
#300 “Kevin Blum”
#301 “Mark McEntee”
#302 “Mike O’ Connor”
Long Island Rail Road
Miscellaneous Named Equipment
Caboose #61 “J. J. Shurman - Freight Conductor -1946-1976”
LIRR keystone logo with “Long Island” spelled in full: 1906
Photograph extant of the new ferryboat “Hempstead,”
built in 1906, on her shakedown run, sporting key-
stone logos on her twin stacks. (Logo first appears
on LIRR passes in 1914.)
First LIRR employee timetable (ETT No. 42) in May 17, 1907
bound format resembling PRR-style ETTs. (Pre-
vious ETTs had to be folded in half to fit in uniform
Manual block system goes into effect HX tower ETT #82
(Hicksville) to PT cabin (Eastport), [via the Manor- Eff: 06-28-16
ville-Eastport branch] with signal stations at B
cabin (Bethpage), SG cabin (Brentwood), KO cabin
(Ronkonkoma) and MR cabin (Manorville)
(Art Huneke data)
LIRR keystone logo with “LIRR” intertwined first 1917
appears on LIRR advertisements in the travel
magazine “The Open Road” and in the outdoor
sports and games magazine “Following the Ball”.
(Info and photographic proof courtesy of Art Huneke)
Manual block system goes into effect HX tower ETT #87
(Hicksville) to Greenport with train order and block Eff: 05/28/18
offices at HX, PK (Central Park), B (Farmingdale),
P (Pinelawn station), WK (Wyandanch), DK (Deer
Park), SG cabin (Brentwood), CI station (Central
Islip), KO cabin (Ronkonkoma), HV (Holtsville),
MD (Medford), YA (Yaphank), WC cabin (Camp
Upton), MR cabin (Manorville), AH (Calverton),
RH (Riverhead), AQ (Aquebogue), R (Jamesport),
K (Mattituck), GU (Cutchogue), NC (Peconic), SD
(Southold) and GN (Greenport) (Art Huneke data)
First LIRR employee timetable (ETT No. 108) in May 23, 1928
official PRR-style bound format with station list-
ing in front by branch and blank pages in back
on which general orders were to be pasted
First use of position light signal in lieu of sema- Joint General Order:
phore signal on Long Island was on eastbound NY, NH & HRR G.O. #3
track #2, New York Connecting Railroad track and Long Island RR G.O.
was located on signal bridge 1,620’ east of “H” #108-5 Pennsylvania RR
interlocking station. G.O. #706 (Zone A – N.Y.
Division) Eff: 6/25/28
First use of position light signals in lieu of sema- G.O. #109-11. Eff:
phore signals ON A LIRR branch was at automatic 5/15/29 in ETT #109,
block signal R143 on track 2 east of Hammel Eff: 10/17/28
Rock. Beach branch)
“Dashing Dan” logo first introduced to the public on 1956
The back cover of the LIRR Annual Report (per “Long
Island Railroader”, Vol. 2, No. 22: 10/24/57)
“Dashing Dan” logo begins being applied to loco- February, 1959
motives and passenger cars (per “Long Island Rail-
roader”, issue of 2/12/59)
“Dashing Dan” logo appears on Form LI-1 system 06/21/59
MTA "M" logo appears on timetables 11/25/68
LIRR turns over all freight operations to the newly 05/11/97
created New York & Atlantic Railway (NY&A) with
a 20-year lease. "POND" interlocking tower in Fresh
Pond becomes property of the NY&A.
PRR class B74b horse cars with3 baggage doors per side used for transporting horses to and from the LI racetracks.
WHITE FLAGS FOR EXTRA TRAINS:
The LIRR Book of Rules of 1926 and the PRR Book of Rules of 1925 both have Rule 21:
"EXTRA TRAINS WILL DISPLAY TWO WHITE FLAGS AND, IN ADDITION TWO WHITE LIGHTS BY NIGHT, IN THE PLACES PROVIDED FOR THAT PURPOSE ON THE FRONT OF THE ENGINE."
The PRR Book of Rules has Rule 21a:
"(DOUBLE, THREE OR MORE TRACKS.) ON PORTIONS OF THE RAILROAD SO SPECIFIED ON THE TIME-TABLE, THE DISPLAY OF WHITE FLAGS AND WHITE LIGHTS, AS PRESCRIBED BY RULE 21, WILL BE OMITTED ON ALL EXTRA TRAINS, EXCEPT PASSENGER EXTRAS."
Added to the LIRR 1926 BoR is a sticker making Rule 21a effective but no date is indicated. The PRR “took over” in 1928 and may have replaced the LIRR book with theirs.
ETT # 3 of June 23, 1935 has Rule 21b:
"DOUBLE, THREE OR MORE TRACKS. ON PORTIONS OF THE RAILROAD SO SPECIFIED ON THE TIMETABLE, THE DISPLAY OF WHITE FLAGS AND WHITE LIGHTS, AS PRESCRIBED BY RULE 21, WILL BE OMITTED. REGULAR TRAINS MUST BE DESIGNATED BY BOTH SCHEDULE AND ENGINE NUMBER."
They were entirely eliminated in September, 1939. (Data/research courtesy of Art Huneke)
Annex Boats were operated by the PRR from Exchange Place in
Jersey City to Downtown Brooklyn. This was one way Long Islanders connected
with Pennsylvania RR Trains.
After the opening of Pennsylvania Station in 1910, the ferry service was replaced with two railroad shuttles using MU cars. One operated hourly by the PRR from Exchange Place to Penn Station, and the other operated by the LIRR from Penn Station to Brooklyn via the Glendale Cut-off and Woodhaven Junction. The fare was 30 cents.
The LIRR portion was the first line from Penn Station to be discontinued on August 31, 1911.
Remittance in cash was sent via express messenger. Years back it was most likely the Long Island Express Company. The cash would be placed in a heavy envelope, sealed, and large needle with heavy thread/twine shoved through the cash remittance to keep anyone along the way from sneaking one or two bills out of the batch without cutting the string, and sealing wax melted over the ends of the string and the envelope seal and embossed with the metal wax sealer of the specific station.
This procedure was explained by George G. Ayling, Agent/operator at CI who, back in 1909, started his LIRR career as an express messenger at Brentwood.
Corwin & Munsell Express 1858 - 1868
United States Express Co. ?
Westcott’s Long Island Express c. 1869 - 1882
Dodd’s Express 1882
Long Island Express Co., created by the LIRR, 1882 - 1913
handled local baggage and express shipments.
Adams Express Co., a nation-wide concern, took 1913- July 1, 1918
over L. I. Express and allowed through-express
service to the nation.
American Railway Express Co. was created during July 1, 1918-
WWI by the United States Railroad Administration March/1929
(USRA) which nationalized the express businesses
of Adams Express Co, American Express Co.,
Southern Express Co. and Wells, Fargo & Co.
Express. (Federal administration ended in 1920).
American Railway Express Co. was transferred to March/1929
the Railway Express Agency (REA) which was
owned and operated by 86 American railroads.
GENERAL ORDER #60, EFFECTIVE 5/24/09:
BETHPAGE BRANCH (Bethpage Jct. to Bethpage Brick Works) WILL BE CONSIDERED A SIDING.
GENERAL ORDER: EFFECTIVE 1921:
BETHPAGE AND CREEDMOOR BRANCHES AND CENTRAL EXTENSION “HC”
TO BETHPAGE JCT. WILL BE CONSIDERED SIDINGS.
GENERAL ORDER #111-25C, EFFECTIVE 1/8/30:
MONTAUK BRANCH: END OF DOUBLE TRACK, LOCATED 4,135’ EAST OF SAYVILLE STATION, RELOCATED 3,000’ WEST OF FORMER LOCATION (ACCOUNT MONTAUK HWY. [ROUTE 27] GRADE CROSSING ELIMINATION PROJECT.)
GENERAL ORDER #111-5B/49C, EFFECTIVE 5/14/30:
MANHATTAN BEACH BRANCH: MAIN TRACK FROM EMMONS LANE TO
AVENUE Z, OUT OF SERVICE
GENERAL ORDER #113-19C, EFFECTIVE 2/16/31:
WEST LEG OF WYE, EASTPORT, OUT OF SERVICE.
GENERAL ORDER #113-30C, EFFECTIVE 4/14/31:
MAIN LINE: LETTER “G” REMOVED FROM ALL AUTOMATIC BLOCK SIGNALS.
GENERAL ORDER #115-18C, EFFECTIVE 2/19/32:
FLUSHING-BRIDGE STREET, COLLEGE POINT, MALBA, WHITESTONE AND WHITESTONE LANDING STATIONS AND STATION FACILITIES, OUT OF SERVICE.
GENERAL ORDER #117-6C, EFFECTIVE 1/21/33:
STEAM LOCOMOTIVES ARE RESTRICTED FROM USING WYE AT WADING
GENERAL ORDER #401BC, EFFECTIVE 9/15/35:
BRANCH BETWEEN WEST HEMPSTEAD STATION AND “MT” (MINEOLA) REDESIGNATED SIDING.
GENERAL ORDER #1006C, EFFECTIVE 3/29/39:
SINGLE TRACK FROM A POINT 1,550’ EAST OF EAST LEG OF WYE, PORT
JEFFERSON STATION TO WADING RIVER STATION OUT OF SERVICE.
(Last revenue train was on 10/9/38. DK)
GENERAL ORDER #1002B/1013C, EFFECTIVE 5/3/39:
SAG HARBOR BRANCH OUT OF SERVICE: 5/3/39
ETT #22, EFFECTIVE 6/21/53:
“NORTH SIDE BRANCH” BECOMES “PORT WASHINGTON BRANCH”
GENERAL ORDER #216, EFFECTIVE 10/3/55:
ROCKAWAY BEACH BRANCH OUT OF SERVICE SOUTH OF OZONE PARK
AND WEST (GEOGRAPHICALLY) OF FAR ROCKAWAY.
GENERAL ORDER #1-21, EFFECTIVE 12/27/66:
LEAD TRACK FROM EAST END OF JERICHO TURNPIKE OVERGRADE BRIDGE
TO CREEDMOOR STATE HOSPITAL, OUT OF SERVICE.
GENERAL ORDER #119, EFFECTIVE 10/1/73:
HAND-OPERATED ELECTRIC LOCKED SWITCH IN NO. 1 TRACK LOCA-TED 1,800 FEET EAST OF FLORAL PARK LEADING TO CREEDMOOR LEAD TRACK REMOVED FROM SERVICE.
GENERAL ORDER #GN1-48, EFFECTIVE 2/15/83:
TURNTABLE TRACK AT OYSTER BAY OUT OF SERVICE.
MISCELLANEOUS LIRR TRIVIA AND DATA:
Veteran LIRR engineer Ben Baptist started out as a fireman with the New York Central Railroad and was the fireman of record aboard the famous NYC 4-4-0 locomotive #999 pulling the “Empire State Express” between New York and Chicago’s Columbian Exposition in 1893, which, at one point in the trip exceeded a speed of 100 miles-per-hour. #999 was later placed on display at the 1939-40 New York World’s Fair in Flushing Meadows. Ben Baptist lived into his 90s.
After the Jamaica Bay trestle fire of May 7-8, 1950, all trains to Rockaway Park via Valley Stream and Far Rockaway were considered as operating along the Far Rockaway branch. (per Art Huneke)
Thomas Goodfellow was named General Manager of the LIRR in 1954 and became president of the LIRR from January 1, 1956 until May 28, 1967 (per Art Huneke and Dave Morrison)
**Fairbanks-Morse C-liner #2404 had yellow lettering in the early 1960s. It was the only LIRR diesel so lettered. When I was going to HS in the early 60's, I frequently saw this engine passing by “WIN.” It was kind of unique. (Dick Makse)
A round sign displaying the letter “B” was hung near the motorman’s window of an MU car to denote a train bound for Brooklyn (Flatbush Avenue) that would NOT be making a stop at Jamaica. A similar sign displaying “NY” meant the train was bound for Penn Station and would NOT be making a stop at Jamaica. (per Mark Smith, LIRR engineer, retired.)
Leased PRR engines were brought to Long Island by car float at Bay Ridge. Their pilots were removed in the process. This had to be done when engines were loaded onto car floats because the weight of the engine would depress the car float when being moved onto the pier. (per Ron Zinn)
SECONDARY TRACK----A designated track upon which trains and engines may be operated without timetable authority, train orders or block signals, subject to prescribed signals and rules and special instructions. (from Rules of the Operating Department 1982 Definitions, courtesy of J. J. Earl)
Renaming of Secondary Tracks:
While the Central Extension appears in the station pages (of employee timetables), from at least 1936 on, the “branch” was classified as a siding, meaning restricted speed. Since the shuttles had no timetable authority (you need to have main track for that), I have to assume that the freights working cleared the “main” when the shuttle was operating. Note that the Central Extension was largely double track so there were many crossovers and turnouts.
In 1946, (probably also in 45, timetable for which I am missing), the Central Extension was gone from the station pages and the only reference was to a siding in SI 2207 which stipulated that the track extended from Garden to Meadowbrook Hospital. In 1947, in a couple of places in the Special Instructions, was referred to as the Meadowbrook Hospital Siding. (Richard F. Makse)
G.O. #1208 eff. 08/25/47 (ETT #12) changes the name of the Meadowbrook Hospital Siding to the Central Extension and states it will be operated as a secondary track between east of GARDEN to west of Mitchel Field. (Art Huneke data)
In the special instructions for Timetable #14 (June 13, 1948) and under Secondary Tracks of No Assigned Direction, Garden to Mitchel Field is called Central Extension. (Jeffrey Erlitz)
ETT #15, eff. 09/12/48 shows Garden-Mitchel Field Secondary Track.
(Art Huneke data)
Other than temporary block stations during the Vanderbilt Cup
races, I don’t believe the line ever had any signaling. Both Clinton Road and
Salisbury Plains did have ticket offices for a short period of time but likely
there were no signals since the shuttles were run by the same crew. (Richard