ATLANTIC BRANCH

(ATLANTIC AVENUE RAILROAD)
From Bob Emery’s Notes

  

 


Built – 1834: Atlantic Avenue Ferry to Rockaway road, Jamaica by the Brooklyn & Jamaica RR

 

Leased by LIRR in 1836

 

Tunnel built – Columbia St. to Boerum St.: 1844

Tunnel closed: 1861

 

No service to ferry: 1855-1877 (i.e. through service)

Horse cars operated East New York to Ferry from 1855 – 1861.  Cut back to Flatbush Avenue to East New York: 1861-1877

 

LIRR through service to Brooklyn back in 1877.

 

Double Track:

          Flatbush Avenue to Woodhaven Avenue: 1876-77

          Woodhaven Avenue to Jamaica: 1882

 

 

Engineering:

“Atlantic Avenue Improvement”

          In tunnel, Flatbush to Nostrand Avenues: 1905

          Elevated, Nostrand to Ralph Avenues: 1903

          In tunnel, Ralph Avenue to East New York: 1904

          Elevated, East New York to Shepherd Avenue: 1903-1942

          Tunnel, to Morris Park: 1942

 

Line to Greenport originally a link to Brooklyn-Boston thru rail service.

 

Brooklyn & Jamaica R.R. taken over by Brooklyn, Central and Jamaica in 1860.

 

Brooklyn & Jamaica Railway took over from Brooklyn, Central and Jamaica in 1866.

 

Atlantic Avenue R.R. leased to LIRR after 1877.

 

3rd & 4th track added: 1905 – Chestnut St. to Woodhaven Jct.

 

Main tracks electrified: Flatbush Avenue to Jamaica: 8/1905

 

All steam passenger service Flatbush Avenue to Jamaica discontinued: 12/1905

 

Connection to BRT put in at Chestnut Street: 1898.  Used until 1917, torn down: 19______

 

Flatbush Avenue Merchandise Terminal built: 1905, closed: 1937.  torn down west of 5th avenue 1940 or 1941

 

Flatbush Avenue Terminal built 1904-1906, opened 1906.

 

LIRR used temporary terminal in Brooklyn: 1904-05

 

Tunnel built Flatbush Avenue to Bedford Avenue: 1904-1905, opened 7/26/1905

 

BRT connection to LIRR at Flatbush Avenue in service 1899-1904 only.

 

Carlton Avenue Yard depressed: 1907

 

Vanderbilt Avenue Yard built and depressed: 1907-08

 

Viaduct opened Bedford to Howard Avenues: 11/1903

 

Tunnel opened Howard Avenue to Eastern Parkway: 10/1904

 

Viaduct opened East New York to Shepherd Avenues: 7/1903

 

All freight sidings on Atlantic Avenue R.R. except Atkins Avenue Yard, the lower level west of Carleton Ave, “VD” yard, Sheffield and Brandenburg sidings in Jamaica, lacked 3rd rail and were worked by 0-6-0 type steam locomotives until arrival of the diesel-electric locos in 1925-26, when they were used from then on.  DD1 type electric locos were used only on “Beef” road freight between Woodhaven to “VD” yard, until 1951.  All freight, both at Flatbush Avenue and along the line was handled by diesels after 1951.

 

 

From Bill Slade:

 

Before depression of Atlantic Avenue tracks in 1905, the connection from BUERR (Bklyn Union Electric RR) on Flatbush Avenue came to surface several hundred feet west of Carlton Ave.  At that point, two Carlton Ave. yard tracks (one on each side of “EL connection” tracks) turned into the first two tracks and these two tracks entered Atlantic Avenue, the PS eastbound and westbound (2 tracks) being a little east of Carlton Ave. crossing.

Carlton Ave. yard was on the surface, starting at the east side of 6th Ave.  The 1902 plan shows signal pipes but no sign of a tower.  In 1905, “CT” tower was established similar to “VD,” being in the tunnel wall.

Between 1906 and 1908 Carlton Ave. yard was depressed and Vanderbilt Ave. yard was added, also depressed and “VD” tower was put in, in place of “CT” tower and Carlton Ave.’s track connection at Atlantic Ave. was eliminated.  “CT” tower must have existed from 1905 to 1908.  It was, no doubt, there before 1905, but with a number instead of call letters and on the surface.  (Numbers changed to call letters by general orders in 1907: DK)

After the BUERR connection was eliminated in 1904, the merch-andise terminal was installed.  However, there had been a plan to still have connection to the BUERR, which fell through.  (This may have been due to the fact that the LIRR had only steel motor cars, which may not have been suitable for the 5th Ave. EL.)

 

 

BAY RIDGE BRANCH

 

Built, Fresh Pond to Cooper Avenue Junction as a standard gauge, double tracked line by the L. I. City & Manhattan Beach R. R. Co.: 1883

 

Built, Cooper Ave. Jct. to New Lots as a narrow gauge, single tracked line by the N.Y. & Manhattan Beach Railway Co.: 1877.

 

Built, New Lots to Bath Jct. as a narrow gauge, double tracked line by the N. Y. & Manhattan Beach Railway Co.

 

Built, Bath Jct. to Bay Ridge as a narrow gauge, single tracked line by the N. Y., Bay Ridge & Jamaica R. R. Co.:  1875

 

Double tracked: Cooper Ave. Jct. to New Lots: 1878 (narrow gauge)

 

Double tracked: Bay Ridge to Bath Jct.: 1878 (narrow gauge)

 

Standard gauge, double track laid: Cooper Ave. Jct. to Bay Ridge: 1883.

 

N. Y. & Manhattan Beach R. R. became N.Y., Bklyn. & Manhattan Beach R. R. in 1885 and leased to the LIRR.

 

Last passenger train, Bay Ridge to Ocean Ave: 19____

 

Last passenger train, L. I. City to Ocean Ave.: 1924

 

Line from Manhattan Beach to Oriental Hotel abandoned: 19____

 

“Bay Ridge Improvement”: 1905-1918

 

Bay Ridge electrification: 1926-1927

 

New York, New Haven and Hartford R.R. steam operation, “Fremont” to Bay Ridge: 1/17/1918 until 9/1930.

 

N.Y., N.H. & H.R.R. electric operation, “Fremont” to Bay Ridge: 1927 until 12/31/58.

 

Electric current turned off for last time over entire line: 12/31/58

 

N.Y., N.H. & H.R.R. class J2 (2-8-2) #3100-3107 and Central New England #s 180-182 steam locomotives used to Bay Ridge: 1917-1927.

 

Color light signals installed: 9/1927.

 

4-track main line in operation: “FN” – “NO” – “MJ” effective: 9/1927

 

2-track electric main line in operation: “MJ” – “NU”- Bay Ridge: 9/1927

 

Track data after improvement:

          Track #s 1, 3 original tracks W. Remsen Ave. to 700’ east of New

Lots Ave.

          Track #3 laid 1918: “Fremont” to “KN” cabin

          Track #s 2, 4 original tracks Troy Ave. to W. Remsen Ave.

          Track #s 2, 4 new 1921: “NO” cabin to Rockaway Ave.

          Track #s 1, 3 new 1926: East New York Ave. to E. New Lots Ave.

          Track #s 2, 4 new 1926: Rockaway Ave. to W. Remsen Ave.

          Track #3 new c. 1926: Remsen Ave. to 200’ west of Bklyn. Ave.

          Track #1 new: 1926: Remsen Ave. to Troy Ave.

          Present #2 original eastbound track “MJ” to Troy Ave.

          Present #1 original westbound track: Bklyn. Ave. to Troy Ave.

          Present #3 original westbound track: 200’ w. of Bklyn. Ave. to “MJ”

          Track #4 new c. 1918: MP 11 to “MJ”

          Track #1 new c. 1918: 200’ w. of Bklyn. Ave. to “MH”

          Track #1 new 4/1920: “Fremont” to Cooper St.

          Track #1 new 1926: Cooper St. to “KN” cabin

 

Effective 9/30/27 to 1/21/33:  Automatic signal system in effect, “FN” to “NO.”

 

Effective: 1/21/33 to present (c. 1958 when notes written): Manual block system in effect: “FN” to “NO.”

 

Effective 9/30/27 to present (c. 1958 when notes written): Manual block system in effect “NO” to “NU.”

 

Effective 9/1939: #4 track, Atlantic Branch Connection to 200’ east of Seneca Ave. out of service.

 

Effective 9/1939: #4 track, Atlantic Branch Connection to “MJ” operated as a siding only.

 

Effective 1949:  Track #4 retired 200 feet east of Seneca Avenue to E. 34th St. (MP9) and ripped up.

 

BUSHWICK BRANCH

 

 

Built by the South Side Railroad Company: 1867-1868

 

Horses pulled trains from Bushwick depot to East River Ferry Terminal: 1868

 

Steam dummy engines pulled trains from Bushwick depot to East River Ferry Terminal: 1869-1873

 

Double tracked: 1868

Reduced to single track: 1876

Double tracked again: 1892

Again reduced to single track: ______

 

Battery car operated from Bushwick Jct. (Fresh Pond) to Bushwick: 1913 Timetable effective 10/1923 is the last to show this passenger service.

 

Last day of passenger service: Fresh Pond to Bushwick: 5/13/24

 

 

CENTRAL BRANCH/CENTRAL EXTENSION

 

 

Passenger Operation:

 

Built by the Central Railroad Co. of L. I. and opened between Flushing and Garden City: 1872

 

Built, Garden City to Bethpage and Hempstead (CRR of LI): 1873

 

Built, Bethpage Jct. to Fire Island dock by CRR of LI: 1873

 

Abandoned, Fire Island dock to Belmont Jct: 1874

 

CRR of LI leased to Flushing & North Side R. R.: 1873

 

Flushing & North Side leased to the LIRR: 1876

 

Connection built at Floral Park (LIRR to CRR of LI): 1877.

 

Last year of through service from Floral Park to Babylon via “HC”: 1892

 

Last passenger through service, Salisbury Plains to Bethpage Jct.: 1892

 

Electrification, Floral Park to “HC” tower (main tracks): 5/1908

 

#2 track (north one) from pre-1909, electrified, “HC” to East of Mitchell Field: 1919

 

Electrification, “HC” tower to Salisbury Plains (main tracks): 6/23/17

 

Double track opened: Floral Park to Garden City: 11/27/18

 

Track from “B” tower to Babylon used as a freight-only line until 1925 rebuilding.

 

Rebuilt, “B” tower to Babylon by the LIRR and placed in service: 5/21/25 (new rails and ties, re-ballasted ROW, “wig-wag” signals and block signals installed.) 

 

Freight tracks electrified, “FK” to Meadowbrook Hospital: 1928-29

 

 

 

Mitchell Field Service:

 

1916-1928:     “Trolley Cars” #997, 998, 999 (ex-Ocean Electric Railway

cars:  one car operated at a time, using 3rd rail.)

 

1928-1942:     One MP41 MU car

 

1942-1949:     Two MP41 MU cars

 

1949-1953:     Two MP54 MU cars

 

Last timetable showing service beyond Mitchell Field effective: 6/1942

 

 

Mitchell Field Shuttle:

 

First trip: Garden City to Clinton Road: 1915

 

First trip: Garden City to Camp Mills: 6/1917

 

First trip: Garden City to Salisbury Plains: after WWI

 

Last trip: Garden City to Salisbury: 10/30/27

 

First trip: Country Life Press to Salisbury: 10/31/27

 

Last trip: Country Life Press to Mitchell Field: 5/15/53

 

  

Abandonment Dates:

 

Bethpage Jct. to 200’ west thereof (track connecting to Central branch) removed: 1925

 

100’ of track on site of Bethpage Parkway bridge removed: 1936

 

200’ west of Bethpage Jct. to Bethpage Parkway bridge removed: 1938-39

 

Bethpage Parkway bridge to Old Westbury Road removed: 1938-39

 

Old Westbury Road to Merrick Avenue removed: 1952

 

West of Salisbury Plains to Old Jerusalem Road removed: 1952

 

Bethpage Jct. to Old Jerusalem Road removed: _________

 

MP21 to Salisbury Plains removed: 1956

 

Merrick Ave. to West of Meadowbrook Parkway (322+02) removed: 1956

 

 

EVERGREEN BRANCH 

 

 

Built by the Glendale & East River R.R. Co. from the East River to Jefferson Street as a narrow gauge line: 1877

 

Crossed the South Side R.R.’s Bushwick line at “South Side Crossing,” located 60’ south of Varick Avenue.

 

N. Y. & Manhattan Beach R.R. bought the G&ER RR: 1876, and continued the narrow gauge line from Jefferson St. to Cooper Ave. Jct.

 

Double tracks from the East River to Cooper Ave. Jct.: 1879-1883 (narrow gauge) by the NY&MB RR.

 

1st passenger train from the East River to Cooper Ave. Jct. via narrow gauge NY&MB RR: 1879

 

Last passenger train from the East River to Cooper Ave. Jct. via narrow gauge NY&MB RR: 1883

 

Shuttle service from the East River to South Side Crossing: 1883 to 5/8/1886 only.

 

Freight service from the East River to South Side Crossing: 1883 to c. 1890

 

Connection made to the Bushwick branch at South Side Crossing: 1885

 

South Side Crossing to Cooper Ave., standard gauged (single track only): 1883 or 1885 (?)

 

South Side Crossing to the East River, (double track) abandoned: c. 1890

 

NY&MB RR became the NY, Bklyn & Manhattan Beach R.R. in 1885 and leased to the LIRR.

 

Passenger stations on the G&ERR RR until 1885:

 

East River Ferry Terminal (Greenpoint).  Station abandoned: 5/1886

 

5th Street (now Driggs Ave.)

 

Humboldt Street

 

Grand Street

 

South Side Crossing

 

Ridgewood (at Myrtle & Gates Avenues). Built: 1885

 

 

  

FAR ROCKAWAY BRANCH

 

Line “A” built by the Far Rockaway Branch Railroad Co. from Valley Stream to Far Rockaway: 1868 and placed in service: 1869

 

Line “B” built by the Rockaway Railway Co. from Far Rockaway to Neptune House, Rockaway Park: 1871 and placed in service: 1872

 

Line “A” leased to South Side R. R. in 1868, with operations begun in 1869 until 1876.

 

Line “B” leased to South Side R. R. in 1872 with operations begun the same year until 1876.

 

Line “A”: original terminal of this line at _____________

 

Line “B” built west from Far Rockaway to N.Y. & Rockaway Beach Jct. (on present LIRR line in 1958 when notes were written) and then line curved to the south and followed the ocean shore to Rockaway Park.

 

LIRR leased the SSRR Co.: 1876-1879, when the Brooklyn & Montauk R. R. was formed to take over all former SSRR lines.

 

The Brooklyn & Montauk R.R. was leased to the LIRR: 1879-1889, when it was merged with the LIRR.

 

The LIRR abandoned the original SSRR line from just east of Cedarhurst station to just west of Carlton Ave., Far Rockaway: 1876

 

Hammels to NY&RB Jct. built: 1887

 

Line “B” from NY&RB Jct. and near the ocean to Rockaway Park abandoned: 1887.

 

Double track laid from Hammel to NY&RB Jct. and Lawrence: 1899

 

Third track laid from Hammel to NY&RB Jct. and Far Rockaway: 1904

 

Double track laid from Valley Stream to Lawrence: 1903

 

Third track laid from Cedarhurst to Far Rockaway: 1907 or 1910 (?)

 

Line electrified, Hammels to Valley Stream: 12/1905

 

Freight sidings electrified: 1928-30

 

Ocean Electric Railway operated its trolleys over the LIRR from Far Rockaway to Hammel: 1899 – 1926.

 

Last passenger train from Far Rockaway to Rockaway Park: 10/2/55

 

 

 

HEMPSTEAD BRANCH

 

Built from Mineola to today’s Country Life Press station, Garden City, by the LIRR: 1839

 

Built from Meadow Street to Hempstead by the Central Railroad of LI: 1872

 

Track from today’s Country Life Press station, Garden City, south via Main Street to Hempstead built: 1839, abandoned: 1876.

 

Track from Meadow Street north to the CRR of LI built: 1872, abandoned: 1876.

 

Connecting track from today’s Country Life Press station, Garden City, to Meadow Street installed: 1876.

 

Main track electrified, Mineola to “HC” tower: 10/1926

 

Freight tracks electrified, Mineola to “HC” tower: 1928-30

 

 

LONG BEACH BRANCH

 

Built by the New York & Long Beach R. R. Co. from Lynbrook to Long Beach: 1880

 

The Long Beach Marine Railway Co. extended the line 5 miles eastward from Long Beach to Point Lookout: 1881.

 

The LIRR bought this line: 1886 and operated passenger trains to Point Lookout until 1890.

 

Long Beach to Point Lookout abandoned: 1895

 

LIRR leased and operated the NY&LB RR: 1880-1904 at which time the NY&LB RR merged with the LIRR.

 

Double track laid from Valley Stream to Lynbrook: late 1910

 

Double track in service from East Rockaway to Wreck Lead (“WL”): 1/15/27

 

Electrification from Valley Stream to Long Beach on main tracks: 9/1910

 

Electrification from Valley Stream to Long Beach on freight sidings: 1928-30

 

Color light signals installed: 1/1927

 

 

MAIN LINE

 

Built, Long Island City to Jamaica by the NY & Jamaica R.R. (an LIRR subsidiary): 1860

 

This same section rebuilt: 1884

 

Built, Jamaica to Hicksville (LIRR): 1834-37

 

Built, Hicksville to Farmingdale: 1841

 

Built, Farmingdale to 1 mile west of Central Islip: 1842

 

Built 1 mile west of Central Islip to Yaphank: 1843

 

Built, Yaphank to Greenport: 1844

 

 

Double Tracking:

 

Long Island City to Fisk Ave., Winfield: 1893

Fisk Ave., Winfield, to Jamaica: 1903

Old Jamaica station to Rockaway Jct.: 1880

Rockaway Jct. to Floral Park: 1882

Floral Park to Mineola: 1888

Mineola to Hicksville: 1890-91

Hicksville to “PW”: 1917 – 1919

 

More Than 2 Tracks:

 

          3rd track, “Hollis” tower to Bellaire: 1907

          3rd track, Bellaire to West Floral Park: 1904

          3rd and 4th tracks, Rockaway Jct. to Floral Park: 1924

 

Engineering:

 

Kew Gardens (Maple Grove) cutoff: 1909-1910

4 tracks laid: Winfield to Jamaica: 1908-09

          In service: 1910

          Electrified: 9/8/10

4 tracks in service: Harold Avenue to Winfield: 10/17/15

          Woodside-Winfield cutoff

 

Electrification:

 

L. I. City to Jamaica, in service: 9/8/10

Jamaica to Queens Village and Belmont Park: 10/1905

Queens Village to Floral Park, in service: 5/26/08

Floral Park to Mineola: 10/1926

Freight sidings: 1928-30

 

 

All block limit signals once had semaphores, “WK” to “GY”

 

“New” block limit signals installed 1925-30 and semaphores removed.

 

Automatic signals installed:

Mineola to Hicksville: 1912    

“B” to “PW: 7/1930

“HN” to “B”: 1945

 

Square end manual block signals changed to round end: 1932-33

 

Main line cut 328’ at Kew Gardens: 1909

Main line cut 22’ at Van Wyck Avenue: 1912

Main Line cut 528’ at Woodside: 1915

Main Line cut 513’ at Winfield: 1915

 

Total shortening: 1,391’

 

 

“OFFICE OF SUPERVISOR OF TRANSPORTATION, APRIL 27, 1907

 

General Order No.69

 

Effective 12:01 am, April 29, 1907, the new third track between Holban Yard and Queens will be placed in service, and with the third track between Queens and West Floral Park, will be used as a running track between Holban Yard and west Floral Park by all trains arriving and departing at Holban Yard.

          Trains on this track will be handled as follows:

Between 12 o’clock midnight and 12 o’clock noon, eastward trains are superior to westward trains.

Between 12 o’clock noon and 12 o’clock midnight, westward trains are superior to eastward trains.”

 

Operated as a freight running track West Floral Park to Floral Park: 6/3/12 (?)

 

Last day of power change at “H” (Harold Avenue) Tower: 10/18/1927

 

Train identification signals (front end markers) discontinued: 1932

 

Last day for Railway Express Agency service on this branch: 2/3/1961

 

 

MANHATTAN BEACH BRANCH

 

Built by New York & Manhattan Beach R. R. Co. as a narrow gauge, single track line in 1877, from Ocean Avenue to the Oriental Hotel.

 

Double tracked: 1878, as a narrow gauge line.

 

1st passenger train from Greenpoint to the Oriental Hotel: 1878

 

1st passenger train from Bay Ridge to the Oriental Hotel: 1878

 

Standard gauged and double tracked: 1883

 

N.Y. & M.B.R.R.  became New York, Brooklyn and Manhattan Beach R.R. in 1885, and leased to the LIRR.

 

Last passenger train from Bay Ridge to Manhattan Beach: 5/13/24

 

Last passenger train from Greenpoint to Manhattan Beach: 1882

 

1st passenger train from Long Island City to Manhattan Beach: 1883

 

Last passenger train from Long Island City to Manhattan Beach shown in timetable effective October, 1923 and lasting until May, 1924.

 

No signals on entire line east of “MJ” after grade crossing elimination.  Trains were operated only one at a time, “MJ” to Manhattan Beach via either No 1 or No 2 tracks.

 

Grade crossing eliminations and relocation of main tracks started in1908 and lasted all during 1909, finishing in March, 1910.

 

“Bay Ridge Improvement” began on 5/19/05 at Parkville Yard:

 

1st work: 

Depressing of Main Line: 7th Ave. to Avenue G: 4 ˝ miles.

         Elevating of Main Line: Avenue G to New Lots Road: 2 ˝ miles.

 

2nd work:

Depressing of Main Line: Liberty Avenue to New Lots Road: 1 mile.

 

3rd work:

Tunnel of Main Line north portal to south portal: 1 mile.

 

4th work:

          Elevating Main Line North portal to “FN” cabin: 1 ˝ miles.

 

5th work:

          Widening of cut, 7th Avenue to floats:  1 ˝ miles.

 

Work completed: 3/1/1918 at Bay Ridge Yard.

 

Elimination of BRT EL trains crossing LIRR at grade:

          Gravesend Avenue eliminated: 9/19/06

          New Utrecht Avenue eliminated: 7/16/07

          Bath and Brighton Beach R.R. (at “MJ”) eliminated: 1/17/08

         

Marine Railway operated storage battery cars #s 1-5, built by Beach Car Co., over the LIRR from Sheepshead Bay Station to Oriental Blvd: 8/7/1913 to 4/1/21

 

LIRR was abandoned east of Oriental Blvd. c. 1908.

  

 

MONTAUK BRANCH

 

Built, Long Island City to Laurel Hill by the Flushing R. R. Co.: 1854

 

Acquired by the New York & Flushing R. R.: 1859 and sold to the LIRR:

1865.

 

Built, Laurel Hill to Bushwick Jct. by Hunters Point & South Side R. R. Co. (a SSRR Co. subsidiary): 1872.  Later acquired by the LIRR.

 

Built, Bushwick Jct. (Fresh Pond) to Jamaica by the South Side R. R. Co.: 1868 (SSRR Co. became Southern Railroad Co. of LI: 1874.  Southern Railroad Co. of LI leased to the LIRR: 1876.)

 

Southern R.R. Co of LI became the Brooklyn & Montauk R. R.: 1879 and leased to the LIRR the same year.

 

The Brooklyn & Montauk R. R. merged with the LIRR: 1899

 

Built, Jamaica to Babylon by the SSRR Co.: 1866-67

 

Built, Babylon to Patchogue by the SSRR Co.: 1868

 

Built, Patchogue to Eastport by the Brooklyn & Montauk R.R. (LIRR subsidiary): 1881

 

Built, Eastport to Bridgehampton by the LIRR: 1870

 

Built, Bridgehampton to Montauk by the Montauk Extension R. R. Co (LIRR subsidiary): 1895

 

Double Track:

L. I. City to Bushwick Jct.: 1880-81

Bushwick Jct. to Jamaica: 1871

Jamaica to “PT” tower, Lynbrook via “Old Southern Road”: 1871-72

“PT” tower, Lynbrook to Massapequa: 6/1891

Massapequa to Babylon (West of Argyle Creek bridge): 1892

Babylon to Oakdale: 5/16/1906

Oakdale to Sayville: 11/27/1917

Third Track:
 

Springfield Jct. to Valley Stream: 1905

 

Fourth Track: 

Springfield Jct. to Valley Stream: 1910

 

Main Tracks Electrified:

          89th Ave., Richmond Hill to Union Hall Street: 1910 (?)

Rockaway Jct. to Babylon via “Springfield branch,” in service: 5/1925

          East yard, Fresh Pond to Glendale Jct.: 1928-30

 

Freight Sidings Electrified:

Rockaway Jct. to Babylon via “Springfield branch.”: 1928-30

 

Last day for Railway Express Agency service on this branch: 2/3/1960 (?)

 

 

NORTH SHORE FREIGHT BRANCH

 

Yard “A” enlarged: c. 1927

 

Third rail installed on freight branch and Montauk cutoff:   1928

 

Float bridges #3 and #4 retired: c. 1930

 

OLD SOUTHERN ROAD

 

2nd main track taken out: Jamaica to Springfield Junction: c. 1881

 

Springfield sheds new: early 1905

 

Single track main electrified, Jamaica to Springfield Junction for testing MP41 cars and to train enginemen in their operations. 

Work began: 6/1904

In effect:       6/1905

 

First regular operation, Jamaica to Springfield Junction, effective: 10/16/1905

 

2nd main track re-laid and opened, Jamaica to Springfield Junction: 1905-1906

 

 

 

THE LONG ISLAND RAILROAD COMPANY

 

Office of Supervisor Transportation:  May 15, 1906

 

General Order No. 24

 

Effective 12:01 P.M. Thursday, May 17, the new third track between the west end of the wye on the Far Rockaway Branch at Valley Stream and the end of double track on the Old Southern Road, near Springfield Junction, will be placed in service as a single track.  A day and night telegraph office, to be known as “VN Cabin,”  will be located at the west end of the wye on the Far Rockaway Branch at Valley Stream and another, to be known as “SM Cabin,”

at the end of double track on the Old Southern Road.  A telegraph block system will be used between these stations in connection with Springfield Junction tower.  The crossovers connecting the new third track with the Eastbound main line, Montauk Division, will be spiked or taken out, excepting at Spring-field Junction.  Trains doing work at all sidings in connection with the new third track, will enter it either at Springfield Junction or at Valley Stream.

 

                                                                   F. Hartenstein,

                                                                    Superintendent Transportation

 

OYSTER BAY BRANCH

 

Built, Mineola to Locust Valley, by the LIRR: 1865

 

Built, Locust Valley to Oyster Bay, by the Oyster Bay Extension R.R. (LIRR subsidiary): 1889

 

Double Track:

          Mineola to Roslyn: 1905

          Roslyn to Glen Cove: 1908

          Glen Cove to Locust Valley: 1912

 

Electrified, Mineola to East Williston (main tracks): 6/1934

 

Electrified, Mineola to East Williston (freight sidings): 1928-30

 

Automatic Signals Installed:

          Mineola to Roslyn: c. 1906

          Roslyn to Glen Cove: 1908

          Glen Cove to Locust Valley: 1912

 

Through New England service: Brooklyn to Boston via LIRR car ferry between Oyster bay, NY and Wilson’s Point, Connecticut operated: 9/21/1891 – to 6/18/1892 (abandoned due to roughness of Long Island Sound.)

 

Last year for Railway Express Agency on this branch: 1960

 

 

PORT WASHINGTON BRANCH

(NORTH SIDE BRANCH)

 

Built, Winfield to Flushing, Main Street by the Flushing Railroad Co.: 1854.

 

Acquired by the N. Y. & Flushing R. R.: 1859 and sold to the LIRR: _______

 

Built, L. I. City (later day float bridge site) to 1,000’ west of Woodside (parallel to the LIRR) by the Flushing & Woodside R. R.: 1864.

 

Built, Flushing to Great Neck by the North Shore R.R. (Flushing & North side subsidiary): 1866

 

The Flushing & Woodside R.R. took over the Flushing & North Side R.R.:

1868 (?)

 

The Flushing Railroad Co. was sold to the Flushing & North Side R. R. by the LIRR: 1869.

 

Built, 1,000’ west of Woodside to Winfield (parallel to the LIRR) by the Flushing & North Side R. R.: 1871-72

 

All above mentioned railroads leased to the LIRR after 1876.

 

Last regular train operated from Great Neck Jct. to Floral Park: 4/30/1879

 

Abandoned between Flushing and Great Neck: 1881-82.  Reopened: 1882.

 

All above mentioned railroads became L. I. City & Flushing R. R.  (LIRR subsidiary): 1882 and merged with the LIRR: 1889

 

Built, Great Neck to Port Washington by the Great Neck & Port Washington R.R. (LIRR subsidiary): 1897-98

 

Double Track:

          L. I. City to Woodside Jct.: 1881

          Woodside Jct. to Winfield tower: 1881

          Winfield tower to Whitestone Jct.: 1882

          Whitestone Jct. to Flushing, Main St.: 1906

          Flushing, Main St. to Great Neck: 1912-13

 

 

Electrification:

          L. I. City to Winfield Jct.: 6/23/1910

          Winfield Jct. to Whitestone Jct. and Whitestone Landing: 10/22/1912

          Whitestone Jct. to Port Washington: 10/21/1913

 

          Freight sidings electrified: 1927-28

 

No train order signals, Flushing, Main Street to Great Neck in single track days.  Trains operated by timetable and watch only, with “meets” staged at Broadway, Bayside, Little Neck and Great Neck.  Switch at E.D.T. at Flushing, Main Street was supposed to be operated by train crews, but was often thrown by the crossing watchman: 1906-1912 only.

 

Manual block on both #1 and #2 tracks, “JC” to “G”: 1913-1926

 

Square end manual block signals changed to round ends: 1933-34

 

Automatic block, “WJ” to “JC”: 1908 to time of these notes (1960)

 

Automatic block on both #1 and #2 tracks, “JC” to “G”: 1926 to time of these

notes (1960)

 

Square end automatic signals changed to pointed ends: 1933-34

 

Last year for Railway Express Agency using LIRR cars for express shipments:

c. 1957

 

Last year of U.S. Mail using RPO cars on Port Washington branch: c. 1933-34

(Elmhurst and Corona had mail cranes.)

 

Last year of bulk mail carried on Port Washington branch: c. 1952

 

Last year of locked pouches carried on Port Washington branch: c. 1956

 

 

ROCKAWAY BEACH BRANCH

GLENDALE CUTOFF

 

Glendale cutoff built as a double track, electrified line from White Pot (now Rego Park) to Glendale Junction: 1910

 

New York, Woodhaven and Rockaway R.R. built a double track, steam road from Glendale Jct. to Rockaway Park: 1880 

 

A connection to the Atlantic branch at Woodhaven Jct. was built: 1881

 

A single track connection was built from Hammel to the New York & Rockaway Beach Jct. on the Brooklyn & Montauk R.R. by the New York, Woodhaven and Rockaway R.R.: 1887

 

The New York, Woodhaven and Rockaway R.R. reorganized as the New York and Rockaway Beach Railway Co.: 1887. The line was leased by the LIRR in the same year.  The LIRR operated its trains to Far Rockaway and Rockaway Park over the NY&RB until 1901 when the NY&RB was merged with the LIRR.

 

Double Track: Hammel to NY&RB Jct. by the LIRR: 1899. 

 

Third track added: 1904

 

Third and fourth tracks: Ozone Park to Hamilton Beach: 1903

 

BRT operated its trains over the route from Woodhaven Jct. to Rockaway Park: 1898-1917.

 

Electrification:

          Woodhaven Jct. to Rockaway Park: 7/1905

          Hammel to NY&RB Jct.: 12/1905

          Glendale Jct. to Woodhaven Jct.: 6/1910

         

          Freight sidings: 1928-30

 

         

SPRINGFIELD BRANCH

 

Built in 1870 by the New York & Rockaway R.R. from Rockaway Junction (Hillside) to Springfield Junction.

 

Operation started in 1872 and the company was leased to the L.I.R.R.

 

Became property of the Jamaica & south Shore R.R. Company in 1903 and was merged with the L.I.R.R. in 1912.

 

Double tracked:  1880

 

Springfield station built: 1881

 

St. Albans station built: 1898

 

Main tracks electrified:  5/1925

 

Freight tracks electrified:  1928-1930

 

WADING RIVER BRANCH

(PORT JEFFERSON BRANCH)

 

Built, Hicksville to Syosset, by Hicksville & Cold Spring Branch R.R.: 1854, which was then leased to LIRR and eventually acquired by the LIRR: 1863.

 

Built, Syosset to Northport, by the LIRR: 1868 (became the end of the “Old Northport” spur.)

 

Built, Northport Junction to Port Jefferson, by the Smithtown & Port Jefferson R. R. Co. (LIRR subsidiary): 1870.

 

Built, Port Jefferson to Wading River by the LIRR Co. North Shore Branch (LIRR subsidiary): 1895.

 

First train from Smithtown to Port Jefferson: 11/12/1873

 

Doubletrack:

          Hicksville to “S” cabin, Syosset: 1911-12

          Syosset to “S” cabin (MP 31): 1914 (“S” cabin was moved from

Syosset to MP 31: 1914)

 

All block limit signals once had semaphores with the exception of “MI” and “WG.”

 

Unattended block signals added at “SJ,” “BK,” “AU,” and “JF”: 5/1928

 

PRR “K” card system new: 5/1928

 

Abandoned, MP 58 east of Port Jefferson to Wading River: 10/9/1938

 

Last day for Railway Express Agency service on Port Jefferson branch: 2/3/1961

 

Location of mileposts in relation to Route 25A as of 10/1957:

 

All located on north side:

 

MP 58         300’ east of Columbia Street - Port Jefferson      

MP 59         On embankment 400’ west of Gulf gas station - Mt. Sinai (still in)

MP 60         Back of Miller Machine Tool factory – Miller Place

MP 61         100’ east of Miller Place Road – Miller Place (still in)

MP 62         North on Harrison Ave. where it crossed the LIRR tracks – Sound

                             Beach

MP 63         About 400’ north of the point where LILCO high tension feeder line

                             to RCA crosses Route 25A – Rocky Point

MP 64         500’ north of Rocky Point School – Rocky Point (still in)

MP 65         300’ east of Harding Street – Rocky Point (still in)

MP 66         Approx. ___’ north of Miller Ave. on ROW – Shoreham (still in)

MP 67         400’ west of “Nike” Air Base Road – Wading River (still in)

MP 68         Approx. 300’ north of hollow on Route 25A which is 1,000’ west of

Riverhead Town Line – Wading River

 

 

WEST HEMPSTED BRANCH

(“VALLEY STREAM” BRANCH)

( NEW YORK BAY EXTENSION)

From Bob Emery’s Notes

 

 Built by the New York Bay Extension Railroad Co.: 1893

 

Merged with the LIRR:  1902

 

Storage battery cars operated 6/1913 to 5/1926

 

At Valley Stream, on the north side of the Montauk branch, on the New York Bay Extension (later known as the West Hempstead branch) a single track spur stub ended in a sheet metal building which had large garage-type doors on the east end and which closed across the track.  There was a platform along the north side of the track inside the shed.  The building held two (2) 4-wheel, storage battery cars.  Car #s 2 and 4 were assigned to the NY Bay Extension.  Car #s 1 and 3 were assigned to the Bushwick branch between Fresh Pond station and Bushwick station.  Car #s 1 and 2 were combine cars while #s 3 and 4 were straight coach.  They were equipped for multiple operation.  They operated in multiples on two trips during commission hour, otherwise they ran as a single unit, while the other would be recharged during lay-over.  They were know locally by the native residents as “the Dinky” and by railroaders as “the Moxie Wagons.”

 

Electrification:

          Country Life Press to Franklin Avenue , Garden City (to allow MU

baggage cars access to the Doubleday plant): 1911 or 1912

          Valley Stream to Franklin Ave. , Garden City: 10/19/1926

         

          Freight sidings: 1927-28

 

First year of through MU operations, Valley Stream to Mineola : timetable

of 10/1926

 

Last year of through MU operations, Valley Stream to Mineola : timetable

          of 9/1935 (service suspended in 1935 due to the Public Service

Commission demanding grade crossing eliminations between West

Hempstead and Mineola .)

 

Just one manual block from “HC” to “VA” until “WM” block limit was

installed in 1935.

 

Track connection at Country Life Press to the West Hempstead branch removed: August 19, 1960 per General Notice No. 7-5

 

Tracks cut back from Country Life Press to the west side of Franklin Avenue crossing (“5 Corners”):  August 19, 1960

 

Remaining racks north of West Hempstead station at Hempstead Ave. still in place in 1967 (D. Keller visual evidence) and most probably all removed by c. 1969.

 

 

WHITESTONE BRANCH

 

Built, Flushing (Bridge Street) to College Point, by the Flushing & North Side R.R.: 1868

 

Connection built, Whitestone Jct. to Flushing Creek Drawbridge on Whitestone branch: 1869

 

Built, College Point to Whitestone, by the F&NS RR: 1869

 

Built, Whitestone to Whitestone Landing, by the Whitestone & Westchester: 1883

 

All above railroads leased to the LIRR after 1876.

 

All above railroads became the Long Island City & Flushing R. R. (LIRR subsidiary): 1882

 

L. I. City & Flushing R.R. merged with the LIRR: 1889

 

Main tracks electrified: 10/22/1912

 

Freight sidings electrified: 1927-28

 

Pre-“staff” system, trains operated by timetable and watch from Flushing, (Bridge Street) to Whitestone Landing, with “train order signals” at Flushing (Bridge Street), College Point and Whitestone. Manual block from Flushing (Bridge Street) to Whitestone Landing with “meets” and train order signals prior to 10/21/1913

 

“Staff” system installed from Flushing (Bridge Street) to Whitestone Landing: 10/21/1913 to timetable effective 10/1926 by order of the Public Service Commission after the College Point wreck of 9/22/1913.

 

Electrically operated, manual block from “JC” to Flushing (Bridge Street): 10/21/1913 to 2/19/1932 inclusive. (semaphores installed)

 

Electrically operated, manual block from Flushing (Bridge Street) to Whitestone Landing:  timetable effective 5/1927 to 2/19/1932 inclusive. (semaphores installed)

 

Entire branch abandoned from just west of Flushing Creek drawbridge to Whitestone Landing: 2/19/1932


Current LIRR Branch Info 2008*

 

1)Atlantic (FBA -Valley)
2)Central  (Beth-Babylon)
3)Far Rockaway  (Valley to EOB Far Rock)
4)Hempstead   (Queens-EOB Hempstead)
5)Long Beach  (Valley-EOB Long Beach)
6)Mainline  (LIC-EOB Green Port)
7)Montauk  (Bliss-EOB Montauk)
8 )Oyster Bay  (Nassau-EOB Oyster Bay)
9)Pt, Jeff  (Divide-EOB Pt, Jeff)
10)Pt, Wash  (Harold-EOB Pt, Wash)
11)West Hempstead (Valley-EOB West Hempstead)


There you have it. All 11 branches in alphabetical order
FWIW There are 4 Secondary and location Track I figure I list them as to not make confusion with the branches.
1)Babylon Secondary(Old Wash)
2)C secondary (between Bliss and LIC)
3)Garden Mitchel Secondary (Garden to Mitchel Field)
4)Montauk Cut-off Secondary (A cut-off that (used to)connect(s) the Mainline to the Lower Montauk branch)  *UPDATED 3/31/08*