Far Rockaway Branch
Data/Research: Dave Keller, unless otherwise noted  

EARLY HISTORY

A train depot was built in 1869 on Rockaway Avenue at Third Street, located south of the tracks. Some prominent residents had offered to pay for half the cost of building it, but then reneged on their offer. The workmen rioted at the news, so the South Side Railroad paid for the station itself. The building was located between Third Street and Rockaway Avenue, south of the tracks. In 1876, the South Side Railroad ceased to exist and ownership passed to the Long Island Railroad. In 1889 the South Side Rail Road merged with Long Island Railroad. 

There were two trolleys in Valley Stream. The “Toonerville” trolley was owned and operated by the Long Island Traction Company and was in operation from 1903 to 1926.   It ran from Jamaica to Freeport, and passed through Valley Stream along Jamaica Avenue. The other trolley was “The Dinkey,” a battery-driven trolley that ran north to south, from Mineola to Valley Stream. It broke down frequently. It, too, went out of business in 1926 when the Long Island Railroad electrified the line and established regular train service.  

“50th Anniversary Book of Valley Stream” (1975) – Howard Ruehl 

TIMETABLE/STATIONS/EMERY NOTES

ETT #110 Eff. 6/16/1929 Far Rockaway Branch Stations

Mileage begins at "HJ" tower which is the former name of "DRAW" tower prior to the 1937 name change.  "HU" tower was the tower at the east leg of the Hammel's wye, controlling whether Far Rockaway trains went to and from the trestle over the bay or traversed the base of the triangle on to Rockaway Park. And it shows all 5 station stops between "HJ" tower and Far Rockaway (Mott Ave.), with branch mileage ending at Valley Stream. Also note that this is effective 6/16/29 and Gibson opened 5/29 of that year, so this ETT reflects the new station stop at 7.7 miles from "HJ" tower.  

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: 10/2/1955

Hyde map - Valley Stream 1914
Harry M. Rusch Coal & Feed
NY Public Library
Later Nassau Coal Co. 1922

1906 Hyde Map siding listed as L. Cuinet shed
1914 Hyde Map siding listed as H. M. Rocsh (<1913-1922)
1913, 1919 LIRR CR4 listed as H.M. Rusch*
1922 H. M. Rusch, Jr. calendar went out of business that year
1924 CR4 is Nassau Coal Co. (1922-1946?)
1929 Nassau Coal Co. Emery Map

* Per The Brooklyn Daily Eagle H. M. Rush, Sr., killed in coal elevator chain mechanism 1/16/1915

Emery map - Central Ave. to Rockaway Rd.,
Valley Stream Station area 1929
Archive: Dave Keller

The replacement freight house was constructed, also, south of the tracks, but inside the elevated wye tracks as can be seen in the photos (below). You can see the freight house under construction in 7/1932 and its future relationship to "VA" tower (renamed "VALLEY" tower in 1937) to the right in this view looking southwest. Dave Keller

Valley Stream Station view SW 1924
Archive: Ron Ziel 

Valley Stream Summer view SW c.1905
Note train on east leg of wye.  Archive: Dave Keller

Valley Stream Station and Freight/Express house
View SW 6/1932 Photo: Win S. Boerckel 
Archive: Dave Morrison

 

 
Valley Stream "VA" Tower view E from First St. c.1905
Archive: Amy Bentley-Valley Stream Historical Society

"Electro Pneumatic Interlocking on the Long Island"
Railway Signaling 3/1934

Valley Stream Station, eastbound MU Train and
"VA" Tower - c.1930 Archive: Dave Morrison

Note: Third rail was in service on May 20, 1925 and the depot was gone by 8/10/1932 on account of the grade crossing elimination.  As there's an MU train in this image, it couldn't have been prior to 5/20/1925.  Research: Dave Keller
 

Valley Stream, AT GRADE, had both the station stop AND "VA" tower on the south side of the tracks and on the east side of the start of the Far Rockaway branch. The tower was at the west end of the station and the depot was alongside Rockaway Road.

Valley Stream, ELEVATED, had the new "VA" (later "VALLEY") tower in a similar location, but moved to a point between the eastbound and westbound tracks, with it now being on the east side of the ELEVATED station, the STATION stop being relocated to the WEST side of the start of the Far Rock branch.

Therefore, the 1955 L. I. Railroader photographer who took the "after" shot of Valley Stream from the east end of the station platform, above Franklin Ave. was in practically the same location as the at-grade image shot at the Franklin Ave. grade crossing. Info: Dave Keller

The curved platform at the left is the west leg of the wye. (Above left) That's the platform for passengers to and from Far Rockaway.  The right leg of the wye and the depot building are to the right outside this image. Back in the day, this was a stop along the Montauk branch, hence the depot being located beyond the turn-off for Far Rockaway.  Far Rockaway trains only stopped at this curved platform.  Montauk trains (and possibly Long Beach trains) stopped in front of the depot.  Note: Between the 2nd and 3rd MU trains is visible a small portion of the upper story of  VA Tower: 1

Valley Stream - View W 2/18/2020
Photo/Archive: Carlton Bridges

"VA" tower was rebuilt in 1910 because two more tracks were added that year and the interlocking had to be rebuilt to accommodate these tracks and signaling thereof. There are 3 tracks behind the mid-track fence and one at the right.  The mid-track fence was moved to this position after 1925.  

“VA” TOWER: 1 VALLEY STREAM  - JCT. OF FAR ROCKAWAY AND WEST HEMPSTEAD 
BRANCHES WITH MONTAUK BRANCH. 
LOCATED ON S. SIDE OF MONTAUK BRANCH TRACKS AT W. END OF STATION PLATFORM. 56
LEVER MECHANICAL MACHINE IN SVC: 4/24/07, REPLACING 1886 TOWER #20. REBUILT: 1910. INTERLOCKING REBUILT: 12/17/23.  OUT OF SVC: 8/10/32. RAZED: 1933 WITH GRADE ELIMINATION.  See LIRR blueprint above..

“VA” TOWER: 2  JCT. OF FAR ROCKAWAY AND WEST HEMPSTEAD BRANCHES WITH MONTAUK BRANCH. BUILT EAST OF STATION AND JUNCTION.  IN SVC:  6/27/33.  RENAMED “VALLEY”: 4/30/37 See Emery map location #8 above right.

Far Rockaway MU at VALLEY Tower 1/1971 
Photo: Brad Phillips

VALLEY Tower - M3 window view E

William R. Gibson came to Valley Stream in 1922 when he purchased land from the Norumbega Real Estate Company and the Queens County Water Company. On this land, Gibson designed and built homes for many white-collar city workers who were seeking a country-type environment along with convenience, naming the community after himself. The original land comprised 500 acres on Roosevelt Avenue and the adjacent side streets. The first homes built were on Avondale, Berkeley, Cambridge, Derby and Elmwood streets. More acreage was bought in 1927, along with rows of attached residences and mews on Cochran Place and Dartmouth Street.

In 1929, the Long Island Railroad agreed to have morning and evening stops in Gibson, if Gibson erected his own train station. He did, at a cost of $50,000. A 16-hole miniature golf course was erected directly east of the station shortly after it was built. In 1932, an indoor tennis court was built across from the station as well.

Gibson awarded prizes for the most-beautiful and best-kept gardens and lawns. He started the custom of carol-singing around a Christmas tree at the Gibson Station, provided the Santa Claus, and bought candy for all the children who attended. ...In a whimsical mood, he named some of the new streets after well-known liquors: Haig Road, DuBonnet Road, Carstairs Road, Gordon Road and Wilson Road."

At one period during Gibson's development, 733 houses were sold in 738 days. During the depression years, Mr. Gibson pioneered the cellarless house, the so-called Nantucket model. It sold in 1939 for $3,890. These homes, comparable to an average four-room apartment, won the award of the New York Chapter of The American Institute of Architects for "excellence in design and construction.  Research: Howard F. Ruehl in his History of Valley Stream, published for the Village's fiftieth anniversary in 1975  

S. SIDE R.R. BEGAN SVC: 6/1869 AS "CEDAR GROVE." 7/1869 AS “HEWLETTS.” DEPOT BUILT: 1870. IN 1890s WAS KNOWN AS "FENHURST" AND THEREAFTER "HEWLETT." (per Vincent Seyfried’s LIRR history) ON S. SIDE OF TRACKS EAST OF FRANKLIN AVE. TRADITION SAYS CONSTRUCTION WAS PAID FOR BY THE HEWLETT FAMILY. DEPOT TAKEN OUT OF SERVICE WHEN REPLACED BY NEW DEPOT: 7/28/2003 AND OLD DEPOT DONATED TO A LOCAL HISTORICAL SOCIETY. (per David Morrison)

2ND DEPOT OPENED: 7/28/2003, ON N. SIDE OF, AND PERPENDICULAR TO, THE TRACKS AND W. OF FRANKLIN AVE. AGENCY CLOSED: 8/19/2009.  STILL STANDING: 2019. 

Hewlett was a station on the branch I rode for about 40 years. Yes, the original building on the curve, built by the South Side Rail Road still exists. The LIRR, in a slick move, donated it to a local historical society. The LIRR built a new building diagonally across the street from it (the SSRR station building at Hewlett) that opened July 28th, 2003.

The original station, with a low-level platform, was constructed on a curve, which was, at least in my eyes, tight of maybe 60 degrees or more. 
Why the LIRR liked to build stations on curves is beyond me, since Cedarhurst and Far Rockaway were both on curves, but much less tight.

The two curves, at Valley Stream and at Hewlett, allowed the SSRR to reach the Rockaways. The tight curve at Hewlett allowed the LIRR run west on a straighter line all the way to Far Rock and then Rockaway Beach, although there were gentle curves along the way. Might they be some of the tightest on the LIRR today? Could be!

As experienced first-hand, on westbound trains of long cars and double-deckers, and probably MP54's too, any collector, brakeman or conductor working the eastend of trains ran a high risk of being left behind when the train left for Gibson as passing the sign to move was a difficult task.

I was on a few trains through the years that stopped after moving to pick up a train crew member who was left on the platform when the train started moving. 
Some ran after the slow-moving train and got aboard, some didn't...a dangerous thing to do with traps down and jumping on the steps on a curve. Passing the sign by hand was an adventure at this station on westbound trains to the city with the pronounced curve!

I remember talking to a collector who barely got onboard and said he had been left there on several occasions and that he'd call (who?) when he was left there or wait for the train crew to realize they were short a man...wow!

That is apparently why when high-platforms were built in 1968 or more likely 1969, the station platforms were moved railroad east to the straight track parallel to the parking lot. I believe the platform on the eastbound side was short a few cars, because the owner of the property would not allow the railroad to extend the platform onto his property.

Like other LIRR stations, the first high-level platforms were built of wood and then the platform paved with asphalt or macadam. Lamps or lighting were tall wooden poles and with the addition of pre-fab concrete, the lightposts were stainless aluminum or steel. Termed temporary, they lasted for many years until pre-fab concrete platforms and huge round concrete pilings were dropped into holes. That's what is there now.

Many years later, there was additional work to raise the platform every so slightly with the platforms jacked up and some type of filler poured into forms
to raise the platform. Incidentally, the new high platforms at Hewlett created a crazy unofficial situation, in that the LIRR Hewlett station was partially in Woodmere, the next town over.

There was an old LILCO siding there on the south side of the track near the parking lot and I think much of their property went to the LIRR for expanded parking,
which was always pretty tight there. Trains stopped at the station, approaching it and leaving really tied up both the West Broadway and Franklin Ave. crossings.

At West Broadway, the crossing west of the station, was very easy to get stuck on the tracks with a car in front of you; it still happens a lot, as well as the idiot 
in the car behind you who honks his horn when you do NOT pull onto the tracks since you have no exit.

Hewlett was the scene some time ago with what I called the M1 can-opener episode. A crane on one track sliced open a long section of an M1 passing it on the other track. My daughter was on the train but was unhurt; she called in the accident to local radio and TV news shows and went on the air live to complain how the train passengers were kept as prisoners by MTA police and officials, who would not allow them to get off the train. I was told that the operator of the crane called the other train's engineer, cellphone to cellphone, to apologize for the mishap.

Then there was the voltage drop east of Hewlett, when train lights actually dimmed, but was eliminated in later years with added voltage when the M1's appeared.

And above all, is this wild situation with the railroad's designation of directions on this branch, where railroad east is west, railroad west is east, and south/north and north/south. Confusing, yes? Yes!

Maybe it was less confusing in the old days when trains ran to Rockaway Park and Beach 116th Street; I believe trains changed directions and train numbers
at Valley Stream, as per Art Huneke.

Thanks for allowing my to ramble...all sweet memories to me. 

Woodmere Station view NE c.1900 
Archive: Dave Morrison

Archive: Brad Phillips

Woodmere Station view N  c.1900 
Archive: Dave Morrisong

Woodmere Station view S  c.1900 
Archive: Dave Morrison

 
Woodmere Station - Camelback 4-4-0 with MP41 train View N  c.1905

Woodmere Station LIRR valuation photo 8/14/1918 
View S Archive: Art Huneke
Woodmere Station LIRR valuation 8/14/1918
View S Archive: Art Huneke

Woodmere Station 1968 Archive: James Rey

Woodmere Station  11/06/2020 Photo/Archive: Ellis Simon

CEDARHURST: SOUTH SIDE R. R. BEGAN SVC: 7/1869.  DEPOT OPENED AS "OCEAN POINT."  RIVAL NY & ROCKAWAY RR. CO. LEASED TO L.I.R.R. IN 1871 AND BUILT THEIR DEPOT NEARBY: 7/1872. AFTER MERGER OF 2 ROADS, S.S.R.R. AND L.I.R.R. DEPOTS ABANDONED: 6/1876.  L.I.R.R. DEPOT MOVED TO FAR ROCKAWAY: 8/1881. FORMER S.S.R.R.  DEPOT AT OCEAN POINT RE OPENED: 6/1887, GREATLY REMODELED: 5/1888. RENAMED "CEDARHURST" __?__

2^ND DEPOT BUILT: 1913 WITH SMALLER DEPOT BUILT ACROSS THE TRACKS.  PORTE COCHERE AT REAR OF BOTH STRUCTURES.  REMOVED FROM SMALLER STRUCTURE: 19 _?_.   PRE-1957, TICKET OFFICE LOCATED IN DEPOT ON GEOGRAPHIC WEST SIDE OF TRACKS.  POST-1957, TICKET OFFICE RELOCATED TO SMALLER DEPOT ON GEOGRAPHIC EAST SIDE OF TRACKS.  AGENCY CLOSED: 8/19/2009. Research: Dave Keller 

Cedarhurst Station c.1900 view SW

Cedarhurst Station - Cedarhurst Ave. c.1910 view SE
Archive: Dave Morrison

Form B1-BH coach one way - Brooklyn (FBA) between Far Rockaway Branch stations 1969

Cedarhurst Station view S c.1918 Archive: Dave Morrison

An MU train (above) is heading towards Far Rockaway as it crosses over the Rockaway Tpke (formerly Jamaica Tpke) crossing in Cedarhurst.  The manually-operated gates and wooden crossing shanty are evident in this July 17, 1957 image viewed geographically west. (Dave Keller archive)

SOUTH SIDE R. R. BEGAN SVC: 7/1869. DEPOT BUILT: JUNE-JULY/1872 (Per Vincent f. Seyfried’s LIRR history. 3-year gap?) MOVED TO PRIVATE LOCATION: 7/31/1906 

2ND DEPOT OPENED: 8/1906. AGENCY CLOSED: ? 

The TAXI stand was near the end of the eastbound platform at the east end and was built on top of the old third track used by freights between Cedarhurst and Far Rockaway.  Lawrence did have a slight curve in the platforms, which still can be seen.  The low platforms had "temporary" high platforms with wood and asphalt built on top of them until the pre-fab concrete pilings and station platform slabs were installed some years later.  The LILCO high-tension poles from the LILCO plant in Far Rockaway on the bay can be seen. 

There also was a pedestrian/commuter crossing complete with sliding gate, bell and blinking red light (like the ones on the LIRR crossing gates) by the station building that allowed you to walk across the tracks with a break in the third rail.  It was closed, probably in anticipation of high platforms and probably deemed too unsafe as an eastbound train (LIRR direction) to Far Rockaway left Cedarhurst, commuters would slowly walk to the headend of the train so when it stopped at Lawrence, they could run down the platform to the street and cross around the dropped gates before the train started to move.  This was very frustrating to the train's engineer and he would invariably give everyone a long blast on his whistle to let them know he was moving.  Mike Boland

SHELTER SHED OPENED: 12/3/11, RAZED: 1956. REPLACED WITH METAL SHELTER SHED.

Grove St. Station viewed in place at Syosset, c. 1910, with eastbound train.

Far Rockaway Station Mott Ave view W from
 FW Tower 6/06/33

Far Rockaway - Mott Ave. - View E c.1956 Photo: Gerald H. Landau Archive: Bill Mangahas

MU Train approaching Far Rockaway Station at Nameoke Ave view NW 6/02/62 (Faxon-Keller)

GROVE STREET (LOCKWOOD’S GROVE):  BUILT:  1872.  STATION STOP DISCONTINUED. 
DEPOT MOVED TO SYOSSET: 9/1877

 
                                    Queens Borough Plan - Board of Public Improvements Far Rockaway 11/1901

MOTT AVENUE: 
SOUTH SIDE R. R. DEPOT OPENED: 7/1869. (MOTT AVENUE) CONVERTED TO FREIGHT HOUSE FOR 
2ND DEPOT: 1881 

2ND DEPOT MOVED TO SITE FROM OCEAN POINT (CEDARHURST), REMODELED AND OPENED: 10/1/1881 
(Vincent Seyfried data. Brand new depot constructed per LIRR 1881 annual report, Art Huneke data)
SOLD AND MOVED TO PRIVATE LOCATION: 10/1890 

3RD DEPOT OPENED: 7/15/1890, USED IN CONJUNCTION WITH NEW HI-LEVEL PLATFORMS IN SVC: 4/10/42. 
LIRR THRU SERVICE TERMINATED HERE: 10/3/55 WHEN TRACKAGE TO ROCKAWAY PARK TRANSFERRED TO TA OWNERSHIP. BECAME TERMINUS OF FAR ROCKAWAY BRANCH. DISCONTINUED AS STATION STOP: 2/21/58 WHEN SERVICE WAS CUT BACK TO NAMEOKE AVE. ELEVATED TRACKS AND OLD DEPOT RAZED SHORTLY THEREAFTER.

NAMEOKE AVENUE:  IN SERVICE: 2/21/58. AGENCY CLOSED: 11/07/1996
 

Emery Map Far Rockaway Branch-Mott Ave., Far Rockaway Station prior to 1942 as the station still indicates having low-level platforms. The tracks were elevated on a 
viaduct through here and placed in service on 4/10/42.

Then, thru service ended on 10/3/55 and shortly thereafter, the viaduct and tracks were severed at Mott Ave.  The LIRR tore up its tracks and viaduct and moved east 
to the present-day terminal at Nameoke Ave. and the NYCTA constructed their new Far Rock station and began operating transit trains from there using the existing 
elevated viaduct to Frank Ave., Wavecrest, Playland, etc., etc. and Rockaway Beach as well as over the new Jamaica Bay trestle. Info: Dave Keller

FW Tower, Far Rockaway 6/06/1933

FW tower at end of station platform.  Track in front of tower leads to the express house.  Looking east – 1933  Note the single mast signal in the right background and a cantilever mast signal in the left background . . . both of which were set by the levers pulled in the tower.

FW Tower: FAR ROCKAWAY - SOUTH SIDE OF TRACKS AND EAST OF STATION. IN SERVICE: 6/18/1907. RENAMED “ROCK”   5/11/37.

ROCK Tower: 1  FAR ROCKAWAY (PREVIOUSLY “FW”  TOWER) SOUTH SIDE OF TRACKS AND EAST OF STATION. IN SVC: 1907.  RENAMED: 5/11/37. OUT OF SVC: 7/8/41.

ROCK Tower: 2  FAR ROCKAWAY (LOCATED EAST OF
NAMEOKE AVENUE, 576’ EAST OF FORMER LOCATION, ON SOUTH SIDE OF TRACKS. US&S19 LEVER MODEL 14 ELECTROMECHANICAL MACHINE. IN SVC: 7/8/41. OUT OF SVC: 11/20/50.

ROCK Tower: 2 View W c.1948  Archive: Mike Boland

The track curving to the right in front of the camera is the yard lead. Tracks at the left head towards the old Far Rockaway station area. MP19 is visible between the tower and the cars. Nameoke Ave. crosses under the tracks just beyond the crossover in front of the tower.

The tower was placed in service on 7/8/1941 and this view is sometime between then and 11/20/50 when the tower was removed. The new station was opened at Nameoke Ave., on 02/21/58 and the tracks cut back to east of the Ave. Research: Dave Keller

Far Rockaway Smith St. to Mott Ave. c.1925 Map: Gary Kleinedler - The Keystone  Archive: Dave Keller

Far Rockaway Mott Ave to Team Yard c.1925
Map: Gary Kleinedler - The Keystone  
Archive: Dave Keller

Emery map Far Rockaway 1942-1957
Archive: Dave Keller

Freight Yard - Mott Ave., Far Rockaway
View E -  7/15/1957 Archive: Dave Keller

Ticket Wave Crest to Rockaway Park Archive: Brad Phillips

After the NY City Transit Authority took over the LIRR's trackage between Far Rockaway, Mott Ave. and Rockaway Park, they continued to use the elevated LIRR stations between those two towns.  In this 1960 image looking east,  we see an IND "A" train making the station stop at the LIRR's former station stop of Wave Crest, west of Far Rockaway.  (W. J. Edwards photo, Dave Keller archive and data)

This is the Far Rockaway Blvd. grade crossing at Wave Crest as photographed in 1934.  Note the cantilevered signals mounted on the wooden power pole at the right!  Missing are the semaphore blades from both sets of signals which governed the middle track which has since been removed.(Dave Keller data and archive)

Ticket Last Run - Wave Crest to Rockaway Park 10/02/1955
  Archive: Brad Phillips  

Edgemere Dater Die - 10/2/1955

This view of the Arverne, Gaston Ave. station is looking west c. 1915.  Note the cantilevered twin semaphore signals in the background.  The island platform services two of the three tracks passing through this station.  This center track was removed in the early 1930s.   (Dave Keller data)

Ticket Jamaica to Arverne 
Archive: Brad Phillips

Ticket Arverne to Penn Station  
Archive: Brad Phillips

The station building at Arverne, Gaston Ave. is shown here looking northeast c. 1915.  Arverne got its name from the land developer there whose name was "R. Verne." Due to a dispute early on, a second "Arverne" station was opened at Straiton Ave.  Note the ubiquitous warning sign on the mid-track fence advising of the active third rail.   (Dave Keller data)

Arverne Station colorized 
post card c.1905