G53# 143 eastbound freight "EXTRA" (white flags) leaving
Holban Yard, Hillside c.1922 (DiMasi-Keller)

  Here's the EXTRA List:


MU connections - 12/02/2023
Bradford Lee Gilbert - 11/10/2023

1913 Waging Caterpillar Warfare - 10/28/2023

Pennsylvania Railroad K4s #5406 - 10/07/2023
PRR K4s #5406 Headlight - 10/06/2023

MOW Track cars ROW access - SOUTH 11TH sT., nEW hYDE pARK 7/31/2023
History hidden in plain sight: water
- VALLEY STREAM 7/25/2023
BRE-Leyland Railbus - 7/22/2023

Conrail reroutes over the LIRR Main - 5/18/2023
USEUM MP54's - 5/10/2023
ARTHUR  HUNEKE 70th BIRTHDAY PARTY - DECEMBER 10, 2006 - 4/24/2023
C-66 Engineer Gene Buckley SPECIAL RETIREMENT MOVE - 10/15/2022
C-66 Sherri Hine ex-"RAILROAD CHICK SHERRI HINE" at MODERN MAID - 10/04/2022
SECTION DIVIDE (sd) - 5/22/2022
temporary BAR CARS - 3/29/2022
Long Island Sunrise trail (LIST) NRHS Cars spring 1971 - 1/15/2022
F&C Kroemer Avenue Car Move - 1/14/2022
LIRR Experimental FarmS - 1/12/2022
MINEOLA TRAIN aCTION -  11/03/2021
retired m3 cars FOR THE SUFFOLK COUNTY fire academy - 9/13/2021
Northeast Blackout November 9, 1965 - 7/30/2021
AMTRAK GEOMETRY Inspection Special Train - 7/07/2021

LIRR MP15ACs SIMULATOR - 9/03/2020

RMLI-The Postboy - FRANKFURT STATION - 7/2020
FA1- MU CONNECTIONS - 7/24/2019
MP15ac "P" UNITS - 12/07/2018
buckshot- little toot - lirr pr engines - 8/17/2018
lirr Brooklyn army terminal - 8/15/2018
BUSH TERMINAL - 8/14/2018


End of BAR Carts - 5/26/2018
retired m3 cars FOR THE SUFFOLK COUNTY fire academy - 5/18/2018
DATER STAMPER - 3/21/2018


NY&QC  - New York and Queens County TRANSIT
- STEINWAY LINES- 1/15/2018 
LIRR M-9 - 12/22/2017
RMLI - 9/11 Memorial Murals on LIRR CARS - 11/19/2017
Westbury - Post Avenue Bridge replacement - 10/22/2017

OLD MAN KELLY -  9/11/2017
GEORGE L. WYBENGA (1937-2016) - 3/01/2017
CAMP BLACK 1898  - 7/31/16
CHARLES W. HOPPE - 12/26/15
DE30 #418 NOSE DETAILS 10/13/15
NEW SIGNALS and SPEED CONTROL - Railway Age 1952 10/06/15
G5s #39 RESTORATION ARTICLE by John Kilbride 6/21/15
READING A TRAIN ORDER FORM 31 by Dave Keller 12/01/2013
LESTER C. TICHY, Architect 1905 – 1981  8/12/10
LIRR STATIONS: Closed/Reopened/Removed/Replaced
LIRR G5s # 35, #39, #50 FINAL RUN "Steam Specials" October 1955
LIRR M1 TESTING in Bridgeport, CT


MP54A1 MU left end

MP54A1 MU right end

MP54A1 #1149 at the NY State Fairgrounds, Syracuse 9/2023
Photo/Archive: Joe Vila

MU connection 4-pin

MU connection 10-pin

MU connection 12-pin

MP54A1c MP54A1c #4153 numbered MU connections
Trolley Museum, Warehouse Point, CT  5/06/1979
Photo/Archive: William Mangahas

The "four point (pin) jumper" carried 650 volt DC current from the 3rd rail shoe/s throughout the train. If a train gapped or lost all its shoes, an external hand-held jumper would be plugged into a four point receptacle and held against the third rail. Close your eyes, look away!

#1/2 and #3/5 are “looped/in a cable holder”. 1 and 3 are male plug in connectors while 2 and 5 are the removable ends which are connected to the appropriate socket on the car they couple to.  The high voltage traction buses, as they’re referred to, are "looped" so the open end is in a safety receptacle to keep it grounded.  All 4 point jumpers are equipped with rubber heads. All receptacles are the locking type. (LIRR info)

#4 27 pin connector used for a communications trainline
#6 12 pin LV jumper???

Bradford Lee Gilbert

Bradford Lee Gilbert was an architect who designed the 1898 renovation of Grand Central Station, which lasted until 1910 when it was demolished to make room for the construction of the present Grand Central Terminal which opened on February 2, 1913.  Gilbert designed, on Long Island:

1886 - The South Side Sportsmen’s Club of Long Island, by expanding Snedecor’s Inn building.  It is now located on the grounds of the Connetquot River State Park Preserve.

1902 – Oyster Bay Station renovation, home train station for President Theodore Roosevelt.  The building is presently home to the Oyster Bay Railroad Museum.

1902 – Southampton Station – active Long Island Rail Road passenger station.

1903 – Bayport Station building, opened on August 10, 1903 demolished in May 1964.


Bradford Lee Gilbert seated at desk.  The photo of Gilbert
taken from a distance, whereupon his face is discernible.
Archive: Dave Morrison


Bradford Lee Gilbert pencil sketch
Archive: Columbia University

Sam Stewart, College of Charleston,  provided the elusive and long-sought photograph of Bradford Lee Gilbert (right). 

This photograph is in “THE EXPOSITION” magazine, Vol. 1, No. 5, April 1901 promoting the South Carolina Inter-State and West Indian Exposition, 1901-1902.

Bradford Lee Gilbert -  Architect-in-Chief
Archive: College of Charleston 1901

1913 Waging Caterpillar Warfare

History: Photos of Workers in 1913 Waging Caterpillar Warfare on the LIRR
By Published: October 27, 2023 -

In 1913, as the world was on the brink of a global conflict and technological advancements were rapidly changing the face of society, an inconspicuous yet vital battle was being waged on the outskirts of Montauk. It was a war fought not with guns and soldiers but with chemicals and determination – a battle against a tiny yet destructive enemy: caterpillars. Captured in a historic gelatin silver print by the renowned photographer Hal B. Fullerton, the image documents the valiant efforts of workers as they engaged in "Caterpillar Warfare" to protect the vital infrastructure of the Long Island Rail Road.




The Battle Against Caterpillars


During the early 20th century, as railroads played a crucial role in the transportation and development of the United States, they faced a unique and unexpected adversary – caterpillars. These voracious insects posed a severe threat to the railroad infrastructure by voraciously feeding on the vegetation surrounding the tracks. Left unchecked, their feeding habits could undermine the safety and efficiency of the rail network.

The image captured by Hal B. Fullerton in 1913 offers a fascinating glimpse into the efforts made to combat this threat. In the black and white photograph, we see a group of dedicated workers posed alongside the railroad tracks. They stand armed with spraying equipment, ready to wage war against the caterpillars. The photograph documents a pivotal moment in history when technology and human intervention combined to protect a vital transportation system.





The Significance of Insecticides


In the early 20th century, the use of insecticides was a novel and innovative approach to pest control. As seen in the photograph, the workers appear to be in the process of applying chemicals to the tracks' surroundings. This method of controlling caterpillar populations helped prevent damage to the tracks, preserving the integrity of the Long Island Rail Road.


This image serves as a testament to the ingenuity of the era, showcasing the determination of individuals to protect their infrastructure. While insecticides have evolved considerably since 1913, this photograph is a valuable reminder of the challenges faced and overcome in the past.


"Caterpillar Warfare" is a captivating image that offers a unique perspective on the challenges faced by early 20th-century railroad workers. It highlights their innovative approach to dealing with caterpillar infestations and preserving the integrity of the Long Island Rail Road. Today, as we reflect on the history of transportation and pest control, this photograph serves as a valuable reminder of the dedication and ingenuity that went into safeguarding critical infrastructure during a time of rapid societal change.


A Guide to LIRR Train Numbers: Updated October 2023:
This piece originally published in 2013 has been updated to account for the new train numbers following the implementation of the
LIRR's new service plan for East Side Access.

Every train that operates at any point on the railroad is assigned a train number. For the most part, that train number is printed at the bottom of every column in the PDF timetables. While the LIRR doesn't frequently use its train numbers in the public sense (in the form of announcements or alerts), each train still retains a number for use by the railroad and others who wish to use them.

The LIRR operates hundreds of trains per day and each one has a number. They don't senselessly assign numbers to each train starting with 1 and ending a couple hundred numbers later, rather the train numbering follows a system, one that has multiple parts which makes the train numbers easier to understand.

LIRR train numbers are referenced at the bottom of
the PDF timetables (and also in TrainTime)

Most train numbers are either three or four digits long and consist of multiple components.  The first component, is the "series." Each branch is assigned a block of numbers for their trains and all of the branch's trains fall within that block. The blocks of numbers were once assigned only depending on where a train originates/terminates, but since the introduction of service to NY-Grand Central, some have their train numbers split, with trains to NY-Penn Station and trains to NY-Grand Central using different number series (which makes them easier to tell apart). For example, a train that operates between Huntington and NY-Penn Station has a 15xx number while a train that terminates at Hicksville would have a 25xx number. The full table of train numbers are below:

Weekend numbers are formed by adding 6000 to the weekday train numbers, and are assigned the same way.  Scheduled non-revenue train numbers are formed by adding 3000 to the weekday train numbers (weekday and weekend equipment trains use the same numbering system, though no duplication is allowed—weekend equipment trains typically start at xx80 to avoid confusion).  Shop train numbers are alphanumeric and don't conform to a strict numbering scheme, though they typically indicate the origin and destination, and the typical departure time, e.g. BJ1020 typically departs Brooklyn for Jamaica around 10:20p, though they do not have a set schedule.  Since the start of East Side Access, there seem to be a lot fewer of these, as more trains are numbered in the 9000 series.

Even numbered trains travel eastbound, odd numbered trains travel westbound.

Train numbers are generally assigned sequentially, though a number of exceptions exist already just a few weeks/months into the new service plan as
LIRR has scrambled to tweak train schedules in response to complaints, shuffling trains among different city terminals and adding/eliminating whole trains.  When this happens, typically gaps have been left, or new trains will be stuck in, typically numbered high in the series (e.g. 799, 2099, 2094, etc.).  This is done to avoid disrupting the existing numbering of trains people might already be familiar with—though there have been some cases (e.g. on the South Shore) where LIRR has renumbered dozens of trains to address gaps in the sequence.  Numbers for special trains, like holiday eve extras, or summer seasonal trains, are generally numbered in order with the other trains, and gaps in numbering exist when they are not running.  Other special occasion trains (like extra trains run on special holidays, Thanksgiving, New Year's, etc. are typically assigned separate numbers high in the series, e.g. 8792, 8796, 6192, etc.)

Train numbers generally jump forward around noon.  Most series will start numbering at the midpoint (i.e. 350, 450, 550, etc.).  This is not observed on the Montauk Branch where trains are numbered sequentially all day and by terminal instead.  It is also generally not observed with equipment trains...weekday equipment trains are numbered in the base series, with weekend equipment train numbers assigned beginning at 80 (e.g. 7480, 5781, etc.).

On Montauk Branch, the 0000 series trains are further split up depending on where they terminate. Trains that go east of Speonk to Montauk fall into the first portion of the 27xx series while trains that terminate at Speonk fall into the middle part and trains that begin or end their runs at Patchogue another.  The exception that previously existed for the Cannonball has been removed and that train is now properly numbered in sequence as train 16.  The South Fork Commuter Connection trains that do not operate to/from western terminals are numbered in the 90-99 range.

With the start of the new East Side Access schedules, the LIRR is treating the equipment trains that run to/from Hillside Yard and the new Midday Yard that was built for East Side Access differently.  These trains are now numbered 9000-90999 for runs to/from Hillside, and 9100-9299 for runs to/from the new Midday Storage Yard.  These are all equipment trains and do not carry passengers (and don't have separate weekday/weekend series numbers).  Presently, Midday Storage Yard is only used by trains to/from NY-Grand Central, though there are plans to make connections for trains to/from NY-Penn Station to double back to the yard.

Extra trains for special events and the like are typically numbered beginning at 9300, however there is no strict rhyme or reason for how these trains are numbered.
** - West of Jamaica trains count towards the following branches for OTP purposes:
  • Jamaica to/from NY-Penn Station: West of Babylon Branch
  • Jamaica to/from NY-Grand Central: ???
  • Jamaica to/from Brooklyn-Atlantic Terminal: Atlantic Branch
  • Jamaica to/from Long Island City: Oyster Bay Branch

Train numbers prior to 2023:  The following train number series were used prior to February 27, 2023:


** - West of Jamaica trains count towards the following branches for OTP purposes:
  • Jamaica to/from NY-Penn Station: West of Babylon Branch
  • Jamaica to/from Brooklyn-Atlantic Terminal: Far Rockaway Branch
  • Jamaica to/from Long Island City: Oyster Bay Branch
  • Jamaica to/from NY-Grand Central (during East Side Access soft launch): Grand Central Direct

















PRIL 2010:  This is the current numbering sequence that was placed into effect in more recent years as posted via the internet.

Train numbering from the 1980's, and earlier, had some different designations; i.e. Montauk and Speonk runs had one and two-digit train numbers, as well as Babylon trains running along the electrified south shore Montauk branch.  

The 4-digit runs (5000, 6000, 7000, etc.) didn’t exist except for the Saturday, Sunday and Holiday trains which had their regular designation with the prefix of “4” added.  (ex:  Greenport Train #204 (east) and #211 (west) would be numbered #4204 and #4211, respectively.)  Also, 200-numbered trains were for the ENTIRE Ronkonkoma /Greenport branch, ...  not just the Scoots east of Ronkonkoma as this schedule shows as the assigned numbers on today’s railroad.

The current listing really breaks down trains into much more detail,  i.e. trains to Hicksville or trains to Huntington , etc.  Years back, trains to Hicksville usually went straight on to Huntington, if electric or to Port Jeff if diesel, or went on to Ronkonkoma or along the Central branch to Babylon and points east, also for diesel and therefore were assigned the train number of the branch upon which they terminated (i.e. 600 = Port Jeff or 200 = Ronkonkoma/Greenport)

When the Hicksville-Ronkonkoma push-pull diesel shuttle ran prior to electrification out to Ronkonkoma , the electric trains out to Hicksville went on to Huntington and passengers had to change at Hicksville for the push-pull diesel shuttle to Ronkonkoma .  Research/Info: Dave Keller

00-100 Trains out of Babylon
200  Scoots east of Ronkonkoma
300  Great Neck/Little Neck
400 Port Washington
500 Oyster Bay
600  Port Jefferson
700 Hempstead
800 Long Beach
900 West Hempstead
1000 Trains that start making stops Amityville-Merrick
1100 Freeport
1200 Hicksville
1300 Jamaica-Penn
1400 Jamaica-Atlantic Terminal
1500 East Williston
1600 Huntington/Cold Spring Harbor
1700 Huntington
2000 Ronkonkoma
2100 Ronkonkoma Extra trains during the holidays
2300 Farmingdale/Bethpage
2700 Montauk Branch diesel trains (Montauk/Speonk/Patchogue)
2800 Far Rockaway
6000 Weekend Babylon
6100 Weekend Babylon
6200 Weekend Greenport Scoots
6400 Weekend Port Washington
6500 Weekend Oyster Bay
6600 Weekend Port Jefferson
6700 Weekend Hempstead
6800 Weekend Long Beach
6900 Weekend West Hempstead
7600 Weekend Huntington
7700 Weekend Huntington
8000 Weekend Ronkonkoma
8700 Weekend Montauk Branch Diesel

Montauk branch: trains that terminate/originate at Speonk are 273, and Patchogue trains are 276 

1900 Belmont Park
2400 Westbury
7100 Weekend Freeport
7400 Weekend Jamaica-Atlantic Terminal
7900 Weekend Belmont Park
8800 Weekend Far Rockaway

These are listed in the electronic schedules the MTA makes available to software developers, but might just be codes used to differentiate weekly holiday trains with more or less stops than their non-holiday counterparts:

3400 Montauk
3800 Port Washington
3900 Huntington
4000 Belmont Park (the 19xx trains are in the developer schedules as 4xxx trains)


K4s #5406 Cold Spring Harbor 3/16/1947 
Archive: Dave Keller

PRR K4s #5406 pulling Montauk train #27 WB on the express track thru Floral Park  - 9/15/1948 
(George E. Votava photo, Dave Keller archive)  

K4s #5406 Headlight donated to the OBRM's collection. 
An on display artifact to illustrate the LIRR heritage to the PRR.
Donation/Info/Photos/Archive: Richard Glueck
PRR K4s locomotives leased to the LIRR were first used on the Montauk Branch on June, 1931.   By October, 1951, all PRR-leased steam K4s were gone from the LIRR.  Research: Dave Keller

Pennsylvania Railroad K4s 5406 - Unique Among Equals
Pennsylvania Railroad Technical & Historical Society - The Keystone Volume 54 Number 1 Spring 2021

Many historically significant locomotives hauled commuters on the Long island Rail Road during the Pennsy era.  G5s 5741, E6s 460, and K4s 3750 (now in the collection of the Railroad Museum of Pennsylvania) are three. Other notables rode on LIRR rails but never earned a cent in service—S1 6100, which appeared at the 1939 World's Fair, being the most celebrated. 

Long Island's ownership was much like "colonization" for the parent road.  The commuter line fed thousands of riders into Penn Station each morning, and connected Island products directly into PRR's diverse freight system.  The Long Island's fleet of Camelbacks were augmented with D16sb Americans, then phased out and replaced with new G5s ten-wheelers and surplus, H-10s Consolidations.  Pennsy also leased express passenger power to the LIRR, and this is where the curious story of K4s 5406 begins.  

The K4s-class Pacifics hauled the heaviest of LIRR trains, which sometimes included a baggage car, an RPO, and a dozen P70 coaches.  The run from Jamaica to the Hamptons and Montauk required reliable express power.  Elsewhere, the K4s’s held down evening commuter assignments on the more heavily populated Port Jefferson branch, particularly east of Syosset, where double tracks converged at S Cabin and the steep single-track grade leading to Cold Spring Harbor station began.  At the end of their run, the locomotives were wyed at "Port Jeff" and serviced prior to the return trip.  

Long Island is glacial till in nature, much of it sandy particulates, well distributed for use in concrete.  It was a natural resource for the railroad to excavate from trackside east of Syosset while constructing Jamaica station, in 1912.  Many years later--on September 14, 1944—a category 3 hurricane hit the East Coast and tore across Long Island, bringing heavy rain and downing trees.  A speed restriction of 15 mph was ordered for trains coming down the hill from Port Jeff by this author's father, who was a civil engineer in the track department.  However, another official, infuriated by the headaches this caused the movement bureau, pulled the slow order. Sometime after 10 p.m., train 647, led by locomotive 5406, reached the area next to the excavation patch east of Syosset.  The saturated sand failed to hold the ties and rails in place, and in the ensuing derailment, the heavy Pacific, its tender, and the train’s lead coaches slid off, ending up buried in the glacial mixture.  The 5406 lost its hen-coop pilot and headlight, and snapped its keystone plate in half.  Don Boslet, who lived nearby, grabbed his camera and photographed the wreck in detail.  Sadly, the original negatives were later destroyed in a house fire, but not before Ron Ziel made prints for Steel Rails to the Sunrise, a history of the LIRR he wrote with George Foster.

 Following the derailment, locomotive 5406 was sent to Altoona for heavy repairs.  It returned to the LIRR with a high headlight and a traditional bar pilot.  One major calamity would be more than enough for most locomotives, but the 5406 was not so lucky. Fate intervened again in 1947, with another calamitous result.  

On February 16, 1947, eastbound weekend train 4612, pulled by K4s locomotive 5406 approached Kings Park station.  A siding serving Kings Park State Hospital tied into the Port Jefferson main, and a hospital train sat in wait for the arrival of the scheduled train.  The switch for the hospital line had been inadvertently left open.  The 5406 was moving at 40 mph when the engineer spotted the switch target, but by then the eleven-car train couldn't brake in time.  Once again, the big Pacific bit into the roadbed, traveling a distance of 250 feet before coming to a stop, twisting rails and ending up almost directly under a huge community water tower.  Nobody was killed, but the track required complete rebuilding, as did the K4s.  (However, the hospital train departed on time.)

Once again, the K4s was off to Altoona for heavy repairs, returning with the full PRR "beauty treatment," which this time included a solid pilot and a main driver with web-spoked casting, an example of which can be seen on sister 3750, at the RRMPA.

Long Island Rail Road historian Ron Zinn is certain that locomotive 5406 was on Long Island in 1935.  She was also there in 1936.  She was on the LIRR during 1940, then appears to be off from 1941 until 1944.  She shows up once more as of April 1, 1944, and appears to remain through 1945.  MP 229 assignment sheets show her on the LIRR in 1947 and 1948.  A 229 from 1949 does not show the 5406, but she is back in 1950, and it looks like she remained on the LIRR until the last three K4s’s went back to the Pennsy in November 1951.

While on the Long Island Rail Road, the 5406 received automatic speed control. It continued service until the Pennsy began to retrieve its leased locomotives.  Fairbanks-Morse C-Liners, heavy and favored by the parent road for Long Island's commuter service, replaced the K4s’s.  Long Island's "own K4s" was reassigned to the New York and Long Branch.  What had once been commonplace was now drawing photographers who wished to savor the steam era for as long as Pennsy allowed. Perhaps it was the 1947 shopping after the Kings Park wreck that put 5406 in an elite club of PRR's longest lived passenger locomotives. She ran among Reading 4-6-2s and a handful of her sisters on the New Jersey shore until November 1957.  When her fires were finally dropped, the 5406 joined a line of cold 2-10-4s, and 2-8-0s in East Altoona, where she was stripped of her "jewelry." The end came in February 1958, when she was sold for scrap. 

It appears this particular locomotive wore three styles of marker lights during its career, starting with the classic four-legged markers, then switching to “tombstones,” and finishing with the bullseye style.  The Long Island Rail Road distinctively "dolled up" their G5s fleet and leased PRR locomotives. Smokeboxes were coated in a graphite/linseed oil mix.  The doors and radiating dogs were painted black.  The distinctive red-and-gold keystone number plate in the center improved the looks of any E6, G5, or K4.  The 5406 was no exception.  Many PRR locomotive went to scrap wearing their badge and number plates, 5406 did not.  A private collector on Long Island owns her keystone number plate, and her Baldwin builder’s plates (59788) are probably gracing some other collections.

It was with no little excitement that I spotted her modern headlight on the floor of the Boothbay Railway Village museum in Maine back in the 1970s.  I wrote several letters to the museum, asking if the headlight might be for sale, but I never received a response.  This was not unexpected, as much of the museum display was the personal collection of the founder.  Fast-forward to 2019, when the founder’s and my paths crossed.  I inquired again, relating the locomotive’s connection to my father, and he said he'd ask the museum director for his opinion.  In January 2020, Boothbay's director, Steve Markowitz, asked me if I had anything distinctly from a Maine railroad that I could trade for the headlight.  I owned the semaphore signal that protected the Grand Trunk swing bridge in Portland.  An exchange agreement was drawn up, and in June I drove to Boothbay and picked up the treasured artifact.

In September of 2023, I had a short vacation planned down to visit friends and visit the East Broad Top RR.  As I was scheduled for some orthopedic surgery by the end of the year, combined with the headlight weighing about 200 pounds, and the fact I rarely visit my old haunts on Long Island, it seemed like a good chance to perform "outreach".  I hate to read about railroad collections spread out by families on front lawns after the "old man" kicks in,  and while I'm nowhere ready to cash in my chips, sometimes the "great croupier in the sky" makes that choice for you.  By choice, not chance, I contacted the Oyster Bay Rail Road Museum and negotiated my donating the headlight to their permanent collection.  

I feel quite good about LIRR's own K4s being back near the rails she claimed for most of her service life, at least in spirit.  Where she took place in two major historic events, both of which touched my father's career, and where she held down the most demanding of schedules a K4s was called upon.   Richard D. Glueck, 2023 Winterport, Maine


LIRR Information Bulletin - plain covers - Nov 8, 1920 to Dec 3, 1923
LIRR Information Bulletin - color/heavier weight covers - Feb 20, 1924 to Nov/Dec 1931
Long Island Railroader - newspaper format - July 1943 to December 1949
Long Island Railroader - magazines with color covers - January 1950 to December 1955
Long Island Railroader - January 1956 to July/August 1969
LI Metro Lines - September 1969 to March/April 1976
Along The Track - July 1976 to Spring/Summer/Fall 2014
MTA News - November 1974 to May 1976
MTA "On The Move" October 1979 to October 1984   Research: Dave Morrison

  LIRR Information Bulletin  

Long Island Railroad Bulletin with plain cover
Vol.1-No.2 11/08/1920
Archive: RMLI Riverhead Museum

Long Island Railroad Bulletin with color/heavier weight covers
Vol. III-No.1 2/20/1924
Archive: RMLI Riverhead Museum
  Long Island Railroader  

Long Island Railroader "New Double-Deckers"  11/1948
Archive: Mike Boland

Long Island Railroader "New Double-Deckers" page 3
11/1948 Archive: Mike Boland

LIRR Employee Publications - RMLI Riverhead Library

1-Long Island Railroader B/W standard size magazine -
Volume 1 #1 July 1943 until December 1949

2-Long Island Railroader Magazine with some color -
January 1950 to December 1955

3-LI Railroader begins January 5, 1956 - bi-monthly (2/month) until early 1969 - Ends with May/June; July/August 1969

4-LIRR Metro Lines begins September 1969 through 1976 -
Ends with January/February; March/April 1976

5-Along The Track: Begins July 1, 1976 bi-monthly (2/month) for six months until end of 1976.
Monthly issue - January 1977 until November 1980 - standard copy size.
Medium Size - January 1981 until June/July 1986
Large Size issues begin October 1987 to May 1991
Medium Size Glossy Paper - September 1991 to May 2009
Big Copy - LIRR 175 Anniversary Edition April 24, 2009 and Spring/Summer 2010 (2 issues)
Standard Magazine type with color photos - only these 4 issues:
   December 2010       
   Fall 2013 (Jamaica Station 100 Anniversary special issue)
   Spring/Summer/Fall 2014
   180th Anniversary Special Issue - April 24, 2014

6-MTA News - November 1974 to May 1976
7-MTA "On The Move" October 1979 to October 1984

Respectfully Submitted, Mike McEnaney
Note: RMLI collection current inventory as of August 2023

Long Island Railroader - Cold Spring Harbor 
First issue: January 1950

Long Island Railroader - Handling the Freight
   January 1952 cover

Long Island Railroader - Merry Christmas
Last Issue: December 1955 
  Metro Lines  

Long Island Metro Lines  "A new president for the LIRR"
Vol.1-No.1 9/1969   Archive: RMLI Riverhead Museum

Long Island Metro Lines "Big eye in the sky" 4/1971

Long Island Metro Lines "Let It Snow" Jan-Feb no.22, 1972
  Along the Track  

Along the Track - Little Neck washout 8/1984
Archive: RMLI Riverhead Museum

Along the Track - Little Neck washout - Page 2, 8/1984
Archive: RMLI Riverhead Museum

Along the Track - Little Neck washout - Page3, 8/1984
Archive: RMLI Riverhead Museum
MTA News On The Move  

These are two "attempts" that the MTA made to comprise a publication that had news from *ALL* of the MTA's agencies including the LIRR. In both instances MTA budget cuts ended the production of both of these newsletter-type publications - mentioned in the last issues of each.  These two MTA publications had nothing to do with the timelines of LIRR "Metro Lines" or "Along the Track" during their years of issue.
Research: Mike McEnaney

MTA NEWS Vol.1-No.1 11/1974
Archive: RMLI Riverhead Museum

MTA On The Move - First issue October 1, 1979
Archive: RMLI Riverhead Museum

MOW Track cars ROW access

The former South 11th Street, view W, crossing in New Hyde Park is unique as not only is the planking still there, but both sides of the new iron fencing at that location are fitted with sliding "mansion" style gates.

This location provides for MOW track cars to access the ROW.  Within the working limits will get a brief block across the adjacent track(s) and put the track cars on the railroad at those locations and then release the blocks on the track(s) remaining in service. Opened and used under flag protection in extreme emergencies or pre-arranged conditions when a movement can’t cross under the LIRR, due to hazard or size restrictions, at New Hyde Park. 

There are NO public grade crossing between Divide and Jamaica.  Anyone caught crossing on the one at NHP is subject to a fine/civil penalty or death for their negligent actions.  Trains pass there at 80mph and in some cases on all 3 track at the same time or slightly separated, when you think it’s clear you may pay with the ultimate fine. Joe Vila

History hidden in plain sight: water
by Amy Kassak Bentley

Gate House at Cornell’s Pond, Valley Stream - View S
c.1874  Photo: George H. Brainerd  Archive: Brooklyn Museum

Valley Stream Pond (ex-Cornell’s Pond) - View S
2019 Photo/Archive: Amy Bentley

It is probable that this photo (left) circa 1874, is the oldest image we have of Valley Stream.

The image was taken at Cornell’s Pond, the original name of the Valley Stream Pond, located in modern-day Arthur J. Hendrickson Park. The Cornells, Wrights and Fowlers owned grist and saw mills along the eastern edge of the pond and the land and streams north of it. The gristmills passed out of existence before the Civil War, while the sawmills lasted a few years longer. Corona Avenue was once named Mill Road.

By the early 1850s, Brooklyn needed water. The city could not sink wells into the aquifer because it contained grains and other solid matter. In 1862, the initial phase of the Brooklyn Waterworks was completed. The waterworks, a system of underground conduits (originally designed as open-air canals), brought the Island’s water to Brooklyn via reservoirs, ponds and driven wells. Cornell’s Pond, one of three in Valley Stream was tapped into service, the others: Clearstream Pond (Arlington Park) and Watts Pond (Mill Pond) completed the trio.

“Cornell’s is a large expanse of water covering 80 acres, and is certainly the clearest and cleanest of the six ponds visited,” wrote the Brooklyn Daily Eagle on Oct. 16, 1867. “It has a bottom of beautiful white sand, and is perfectly free from any impurities.”

George Bradford Brainerd (1845-1887) was a Connecticut-born civil engineer, photographer, writer, inventor and historian. He is best known for his photography of public works projects throughout New York state. In the mid-1870s, Brainerd traveled by horse-drawn wagon to Valley Stream to photograph the waterworks. He used the collodion silver glass wet-plate process of photography, a complicated technique that required the photographic material to be coated, sensitized, exposed and developed within 15 minutes. Brainerd set up an outdoor darkroom (a tent) on site to develop the negatives.

Brainerd took the photo from the east side of the pond where the playground stands today—looking south toward Merrick Road. The brick gatehouse protected the working gear of the sluice gate. An unidentified man stands on a timber footbridge that connects to an eight-foot embankment made of Connecticut granite.

“Mr. Pearsall Cornell, an intelligent miller and farmer is living on the pond’s bank,” The Brooklyn Daily Union wrote on Feb. 16, 1871. “This gentleman corroborated the generally expressed opinion that the reservoirs were never so dry and so low before, and that if Cornell Pond was a criterion to go by, the people of Brooklyn had good cause to be alarmed for their water supply.”

By 1896, Brooklyn’s thirst outstripped Long Island’s water and an alternate source was needed. In 1917, Brooklyn started receiving water from the Catskill Aqueduct and Cornell’s Pond was decommissioned. (Brooklyn eventually transitioned to the Delaware Aqueduct.) In 1924, The Long Island State Park Commission, or LISPC under the auspices of Robert Moses, began acquiring defunct waterworks. Two years later, Valley Stream State Park opened to the public. The pond was transformed into a chlorinated pool, complete with slides, diving boards, floats, docks, and a sandy “beach.”

The influx of day-trippers visiting the park became a source of grief for Valley Stream residents. The crowds, traffic, garbage and noise put a huge strain on the local population and village infrastructure. In 1948, the pond and the southern portion of the park were shut down. In 1958, Valley Stream purchased the pond and surrounding land from the LISPC for $103,000. (The northern section of the park, north of Hendrickson Avenue, remains in the New York State Office of Parks, Recreation and Historic Preservation.) In 1960, the Valley Stream Pool opened for Village of Valley Stream residents only. The park was renamed Arthur J. Hendrickson Park in honor of the former mayor and philanthropist.

Brainerd’s image is a technological triumph. What elevates it to art, however, is the subject: water. The photo is visually and conceptually compelling, and historically relevant. The export and exploit of Valley Stream’s natural resource changed the area’s physical and cultural landscape, forever. Farms began to fail, because there was not enough water to irrigate fields. The waterworks sounded the death knell for an agrarian way of life. Folks who care about the environment, history buffs, and those with an affectionate connection to Valley Stream will find the current water situation tragically ironic.

Brainerd’s 1,900 glass plate negatives are archived at the Brooklyn Museum. Although his negatives were never turned into prints during his lifetime, you can view many of them online at  Originally posted  in the LI


The LIRR has always been looking for other options for the lightly patronized Oyster Bay Branch. Here the BRE-Leyland Railbus demonstration train is seen stopped at Locust Valley on Thursday, September 20th, 1984 waiting for the westbound regular train. The demonstration run had been scheduled to go all the way to Oyster Bay, but due to time constraints was forced to turn back here. Westbound train #555 led by power pack 619 with four cars and MP15AC 167, the typical consist that the BRE-Leyland Railbus would in theory replace. LIRR 619 was built as Milwaukee Road 85-C in January 1954 and would later go on to the Seminole Gulf Railroad as SGLR NPCU 501 after leaving the LIRR.



My friend Stan had given me the heads up that there was going to be a special "train" on a demonstration run from Mineola to Oyster Bay. The train was this BRE-Leyland Railbus seen eastbound pulling into Mineola Station on Thursday, September 20th, 1984. The looks from the passengers waiting for a westbound train are priceless.   Photos/Archive/Info: John Krattinger


The LIRR Sunrise Trail marching band is shown on the Greenport dock as viewed from a docked steamboat. During the 1920s, the LIRR launched several promotional campaigns to bring people to Long Island for vacations and relocations. The band played at many public functions as well as on trains and steamboats. It was disbanded in 1931 as a result of the Depression.
Photo: RMLI  Info: Dave Morrison

Sunrise Trail Band aboard Steamer Shinnecock
 Summer, 1924 (Skinner-Keller)

1st MU train at Babylon - Sunrise Trail Band marching
Zoom view NE 5/21/1925 (Kelting-Keller)

Sunrise Trail Band at Northport Station opening on 8/24/1927
Northport Observer 8/19/1927

H. Edward Zitsmann - Long Island Sunrise Trail Band Leader
1929 (Skinner-Keller)



NAMED TRAINS OF THE LONG ISLAND RAIL ROAD: Christopher T. Baer September 8, 2009

Cannon Ball - Westbound Friday all parlor, first stop Westhampton 
lirrcannonball.jpg (97624 bytes)Parlor 1st Jamaica Cannonball at Easthampton 09/1962
Collection: Dave Keller



The Cannonball (1899 – present) which runs from Long Island City to Montauk via Jamaica. The only currently named LIRR passenger train. Originally run in two sections: one to Greenport; and the other to Montauk; splitting from each other at Manorville along the Main Line. Greenport section was discontinued in 1942. Train survived into the MTA era and is currently operated on Friday evenings from May through October as a twelve car train offering two all reserved parlor cars with full bar service. Runs express between Jamaica and Westhampton Beach.East Ender - Eastbound Thurs & Fri mixed (parlor/coach) train, leaving Jamaica around 5:00 p.m.

Ebb Tide - Westbound mixed parlor and coach, Sunday afternoon , before The Sundowner.
lirr215EbbTide.jpg (33051 bytes)Ebb Tide at Montauk -  Summer 1967 Photo/Archive: Edward Frye

Fisherman's Special - (1932–1973) which ran from Long Island City to Canoe Place Station and Montauk via Jamaica. April through October train with service terminating at Canoe Place station in April, and then extended on to Montauk in May. Served Long Island fishing trade.

Hampton Express
Hampton Reserve - Eastbound Friday 4:06pm from Penn Station to Montauk. Westbound Sundays at 6:37pm from Montauk to Penn. (2014-xxxx)
Montauk Light - Eastbound May 1989 timetable #16 leaves Hunterspoint Point Ave. at 4:08pm, Jamaica at 4:25pm operating nonstop to WH arriving at 5:39pm, and Montauk at 6:38pm 
Peconic Bay Express
Shelter Island Express - Long Island City to Greenport via Jamaica. Friday only summer express train that connected to Shelter Island ferries. 
lirr-train217-deadhead-equipment_Shelter-Island-Express_6-7-68_RichardMakse.jpg (43906 bytes)

In the 1960's, The Shelter Island Express routinely ran with a single parlor car in June, increasing to two cars in the high season of July and August. After a 40 minute layover, enough time to cut off the engine and turn it on the turntable, train #217 was created for what was usually an express run to Jamaica. Here #217 awaits its departure from Greenport with two pings and the parlor Quogue. 6/07/68 Archive: Richard Makse


Shinnecock Express
Peconic Bay and Shinnecock Bay Express (1926-1950) which ran from Long Island City to Greenport and Montauk via Jamaica. Two Saturday only trains running express to Greenport and Montauk respectively. Discontinued during World War II though revived for a few seasons afterwards. 

South Shore Express
Sundowner - Westbound Sunday evening 
Sunrise Special
Sunrise-Special-Logo-Tender-Rich-Hill-c1928.jpg (72147 bytes)   G5s-21-Sunrise-Special-Eastbound-Central-Islip-c.1927.jpg (117650 bytes)

 G5s #21 Sunrise Special eastbound Central Islip c.1927 Archive: Dave Keller

Sunrise Special (1922–1942) which ran from Pittsburgh to Montauk via Penn Station, New York. Joint PRR and LIRR train that operated during the summer. Trains ran eastbound on Fridays and westbound Mondays. During 1926 summer season trains were run daily. After 1932 there was an additional eastbound trip on Thursdays. Complete first class train from 1932 to 1937.

Wall Street Special - Westbound Monday morning, Montauk to Hunters Point Avenue.
Weekender - Eastbound Friday evening

Hampton Express - Montauk Special

Shelter Bay Express, Peconic Bay Express, Cannon Ball

Greenport Express

Shinnecock Express

Montauk Special, Sunrise Special, Cannon Ball

New York Express, Hampton Express

Conrail reroutes over the LIRR Main

Passing HAROLD Tower

Main line at Forest Hills

M Cabin Dutch Kills
In February 1987 saw Conrail B23-7 #2802, #2816, and U36B #2973 reroutes over the LIRR Main Line and Lower Montauk due to derailments
along the Fremont Secondary Fresh Pond to Oak Point. Photos/Archive: Fred Wilczewski


FRA Track Geometry Car DOTX220 at St. Paul, MN 7/19/20007
Photo/Archive: Matt Petersen

Entered service in 2007 and operates in either direction in towed mode.  Equipped with track geometry measurement systems to measure gage, alignment and track surface, truck and car body forces in G's, and a differential global positional system providing high accuracy GPS coordinates to each foot surveyed.  Source: Federal Railroad Administration, US DOT

FRA Inspection Car #DOTX220 derailment at Borden Ave., LI City View SW  5/11/2023 - Credit: CBS News

FRA test car #DOTX220 operated with two DE30ACs in
push-pull mode at Greenvale 5/15/2023  Photo/Archive: Jeff Erlitz

The test car derailed in Long Island City when in transit to Jamaica last Wednesday May 10, 2023.
DOTX220 was built new by Colorado Railcar in 2007.  Jeff Erlitz

DAY ONE - Monday May 15, 2023

FRA test car DOTX220 use of optical non-contact laser at Greenvale 5/15/2023  Photo/Archive: Jeff Erlitz

FRA #DOTX220 close-up of the panoramic windows
on the Observation end and lasers in use. 5/15/2023  Photo/Archive: Jeff Erlitz

FRA Inspection Train #DOT2PJN is passing through Nassau Boulevard Station, Garden City.   5/15/2023 Photo/Archive: Jeff Erlitz
  DAY TWO - Tuesday May 16, 2023  

FRA Inspection Train #DOT2PJN at Greenlawn
View W 5/16/2023 Photo/Archive: Jeff Erlitz

FRA Inspection Train #DOT2PJN at Northport Dutch Colonial Station building View W  5/16/2023 Photo/Archive: Jeff Erlitz

FRA Inspection Car #DOTX220 - Train #DOT2PJN crossing Little East Neck Rd., Babylon waiting for the westbound move to Jamaica after coming off the Central branch - 5/16/2023 Photo/Archive: Stephen Quigley

"Track Geometry" Car #DOTX220 roof camera array

 FRA Inspection Car #DOTX220 at LI City
  DAY FOUR - Thursday May 18, 2023  

The DOTX220 (Colorado Railcar, 2007) is sandwiched between DE30AC 403 and DE30AC 421. This trip was identified in TIMACS as “DOT2PWS"
Photo/Archive: Jeff Erlitz

Now operating as “DOTXHAR” (Port Washington-Harold), the special crosses Alley Creek, Douglaston 5/18/2023  Photo/Archive: Jeff Erlitz
  DAY FIVE - Friday May 19, 2023  

West Islip FRA test train -  DOTX220, DE30AC #403, #421  - View W 5/19/2023 Photo/Archive: Jeff Erlitz

West Islip Signal S384 - DE30AC  #421, #403, DOTX220 - View E 5/19/2023 Photo/Archive: Jeff Erlitz

LIRR #401, #423, "Track Geometry" Car #DOTX220
4/19/2023 Photo/Archive: Evan Gerace
On its final inspection trip on LI rails, DE30ACs 421 & 403 haul the DOTX 220 inspection car west past the pair of position light signals east of Babylon. The 403 was
taken off the east end in Montauk and double-headed with 421 on the return trip, to allow those riding the inspection car a view of the line.  Thomas Farmer

LIRR MP54 #4153 at the Connecticut Trolley Museum, Warehouse Point, CT - 5/06/1979 - Photo/Archive: William Mangahas

LIRR MP54 #4137 at Seashore Trolley Museum Kennebunkport, ME 8/21/2017

Photo/Archive: William Mangahas


Standing at rear (l. to r.): Sid Finkelstein; NYCR author Bob Sturm; LIRR photo collector Ron Zinn, former Oyster Bay and Port Jeff Branch Manager and LIRR author Dave Morrison; LIRR diesel author and publisher John Scala (the Weekend Chief); Transit author Paul Matus; MTA Superintendent of Operation Planning and rail photographer Jeff Erlitz; and LIRR rolling stock, facilities, and modeling author Mike Boland. Standing behind Art Huneke (seated) Subway maven Stan Fischler (l.) and Sam Berliner, III  (r.).  Held December 10, 2006 at Gatsby’s in Islip. - Birthday: 12/11/1936 -  Photo courtesy: D. & A. Huneke


The New York State Freedom Train, being pulled by LIRR G5s #27 at W. Hempstead, NY . . . one of its visitation stops on January 17-18, 1950.  The old wooden freight house in the team yard is visible at the right,
as is the superstructure of the power grid.  Info/Archive: Dave Keller

The railroad used LIRR G5s #20 at Valley Stream, NY here on January 22, 1950 with
its consist of NYC baggage car #8318, coaches #2116, #2117, $2120,  #2178,
and PRR combine #4933 PB70 passenger-baggage car. (Votava-Boland)




January 3, 1950



January 4, 1950


Bay Shore

January 5, 1950



January 6, 1950



January 7, 1950



January 8, 1950



January 9, 1950



January 10, 1950



January 11-12, 1950



January 13, 1950


Glen Cove

January 14, 1950


Oyster Bay

January 15, 1950



January 16, 1950


West Hempstead

January 17-18, 1950



January 19, 1950



January 20-21, 1950


Valley Stream

January 22-23, 1950



January 24-25, 1950


Far Rockaway

January 26-27, 1950



January 28-29, 1950



January 30-31, 1950

The LIRR January, 1950 NY State Freedom Train LIRR Timeline


"High and Wide", or out-of-dimension (OOD), cars exceed defined dimensions allowed within a specific portion of the railroad. The AAR Official Equipment Register defines specific dimensions to be classified Plate A, B or C, if I recall. that the rail car wasn't high enough to arc to or strike the wire. They also couldn't be too wide to sideswipe other cars or buildings. Any exceptions would either be moved in the middle of the night with no adjacent traffic, on another route or not at all.

Specific portions of the LIRR have height restrictions, for example the Atlantic Branch west of Dunton under the subway bridge at Pond.  A move with an OOD car would be done very carefully and is often associated with loads of large electric company parts, such as transformers, generators, etc. Lading, which is how loads are loaded into a car such as a gondola, such as railroad ties, etc., is another consideration. The loaded car must fit within the limits set by the specific railroad the car is delivered to, as the employees are taught to watch out for lading that has shifted out of the dimensional limits. An example of lading that has shifted is when NASSAU Tower was struck back in the 1920's.  Bob Bender

Plate markings indicate whether a car's extreme outside dimensions falls within a standard cross-section - a useful thing to know when restricted clearances are involved. Standard car cross-section drawings, or plates, are designated Plates B, C, E, and F. If a car's dimensions are entirely within Plate B (the smallest), no marking is shown. For cars fitting within Plate C, E, or F, a square with the appropriate marking is shown. A car whose dimensions exceed a given plate will display a circle marked, to use a common example, EXCEEDS PLATE C. Robert S. McGonigal  May 1, 2006.  This is a height designation as Plate C indicates a car height of 15' 6 which is standard for most boxcars, covered hoppers and all centerbeam flatcars. Limited interchange service standard (will clear 95% of total rail mileage) adopted 1963. Revised 1983, 1988, 1991.



Plate B is the smallest, can run anywhere in North America, and does not require clearance authorization. You will find that most of the Plate B clearances are in the New York and New Jersey areas, and are due mainly to the congested New York corridor.

Plate C can run on 95% of tracks in North America, anything outside the Plate C dimensions will have to be cleared for the route of movement to ensure that bridges, tunnels, etc. do not cause problems with the loads. Mostly you will find oversized loads requiring clearances to be moving on flat cars, but there are instances where extremely large tank cars and hopper cars may require clearances to move.

Technically, 15 ft 1 in (Plate B) is still the maximum and the circulation of 15 ft 6 in (Plate C) is somewhat restricted, but the frequency of excess-height rolling stock, at first ~18 ft (5486 mm) piggybacks and hicube boxcars then later autoracks, airplane parts cars as well as 20 ft 2 in (6147 mm) high double-stacked containers in container well cars, means that many, but not all, lines are now designed for a higher loading gauge. The width of these extra height cars is covered by Plate C-1. However, additional height restrictions apply to the Long Island Rail Road (LIRR) which can not even handle the 15 ft 1 in height, to the Metro-North Railroad and to Amtrak's Northeast Corridor.




Westinghouse Electric - Schnabel Car WECX200 Pinelawn - 3/1973 Photo/Archive: Art Huneke

WECX201 E990 Westinghouse Electric Transformer Car at Wellwood siding  Photo/Archive: Art Huneke

LI City 4 truck heavy duty flat transformer load to
CON ED c.1963 Photo/Archive: Art Huneke

GATX 98222 Holban Yard
Photo/Archive: Art Huneke

High or Wide form tacked to the boxcar near the destination card, bound for the LIRR: Yaphank, NY.

SHPX 81567 Honeymead tank car passing HALL Tower 8/15/1967  Photo/Archive: Art Huneke


American Freedom Train at Belmont Park 7/31/1976
View NW  Photo/Archive: Paul De Luca


Belmont Park 1975 Photo/Archive: Jason Baxter

American Freedom Train at Belmont Park 7/31/1976
Observation car with drumhead
Photo/Archive: Paul De Luca

American Freedom Train maintenance at Belmont Park 7/31/1976 Photo/Archive: Paul De Luca


C-66 Engineer Gene Buckley SPECIAL RETIREMENT MOVE

C-66 retirement special for Engineer Gene Buckley’s “Final Run”.  His wish for the "Old Times" with this move as arrangements were made to have him and his family ride the hack. 

MP15AC #150 move of C-66 eastbound passing the Atlantic Pipe siding in Hicksville - Photo/Archive: Jason Saberhagen Epler

C-66 at Port Jefferson 9/01/2022 - Photo/Archive: Patrick Hines

RF-1 train  - LIRR #150 delivers C-66  Port Jefferson West Yard 9/01/2022  - Photo/Archive: Anthony Cervone, Jr.

LIRR #150 sporting the LIRR Keystone Herald at Port Jefferson 9/01/2022 - Photo/Archive: Patrick Hines

LIRR #150 work train with C-66 in tow westbound through Mineola
9/01/2022 - Photo/Archive: Charles Francis

Taken on Thursday September 1st, 2022. Here is the same caboose C-66, from the retirement train, running back to Holban on a work train. After the retirement train went back to Hicksville and needed to
transport C-66 back to Holban, so they put it on this work train.
Info: Charles Francis

Note: C-66 had been turned for this move. Steven Lynch


C-66 'Railroad Chick Sherri Hine' - Holban Yard
10/11/2019 Archive: Mike Pedian

C-66 resides on the former Smith Chemical siding
Holban Yard 11/2019

Modern Maid - Dunkirk St. Yard, Holban  10/04/2022
Photo/Archive: Joe Vila

LIRR C-66 was hand lettered "Railroad Chick Sherri Hine" by the MofE Department in tribute to Sherri Hine McKenna as the Conductor of YFD 201 which is based in Holban Yard. She has been there for a number of years now.  YFD201 is the crew book designation of a Yard Freight Drill assignment switching in Holban Yard. Originally 201 would be a job on the second tour, beginning in the afternoon; a "half night" job. The 101 would begin in the morning (daylight) and the 301 would be a late night "3rd Trick" job.

Located at the Smith Chemical siding in upper Holban Yard which has been its home for many years and where it currently sits today. It was recently moved north closer to Liberty Ave. due to a derailment on the switch in front of it. Prior it was moved around Holban Yard and Dunkirk Yard as space permitted (see below).

C-66 was restored by Blue Ridge Southern owned by Watco Holdings, in the late 80's early 90's. During the Charles W. Hoppe Administration 1990-1994 C66 was rebuilt as a business car, but was not used that way.  It was repainted in 2014 by the MofE Dep't., but since the LIRR lacks a paint shop it was done with brush and roller and is badly faded today. The "Long Island" and "C-66" was all done by hand with a brush which was quite impressive. It also lost its underbody generator and the onboard water tanks and some piping during the repaint. It is an unofficial honor, done by the same crew who did the repaint. Photo: C-66  'Sherri Hine' interior -  Holban Yard Photo/Archive: Joseph Bacchi

As far as I know C-66 has never been used since its repaint. Sometime last year it was decided that the Loram Rail Vac should operate with a shoving platform so the operator and pilot wouldn't have to ride the MSF40 car during reverse moves. Objections were raised as C-66 is in excellent shape and MofE would like to keep it that way. Instead it was decided that C-69 would be put back into service and outfitted with the necessary headlights and marker lights.C-66 is currently back out of service after lead was found in the interior paint and is pending remediation. Info: Scott Niagara

Current location of C-66 as of 10/04/2022

Modern Maid - Dunkirk St. Yard, Holban  10/04/2022
Photo/Archive: Joe Vila




Interlocking Model Boards display the track diagram along with the round glass-enclosed timers. When a towerman has a route lined for a train and the appropriate signal is displayed, he could stop the train and reroute it. The signal can be restored if the train is not close. However, the train may be close and moving at high speed, therefore, the towerman would start a timer. Otherwise, the switch/s could be changed to a low-speed route, and it may cause a derailment. The timer (screw release) must be run for one or more minutes to assure that the train stops or proceeds safely. Typically, locking released after 5 minutes, so the operator could then change the route and the proper signal indication.

NASSAU Tower - Wartime Operator at Model Board 
c.1945 Archive: Dave Keller

PD Tower Model Board Patchogue 7/1971
Note: At the far right, above the timer, you can see the start/end of double track at the spring switch at "Y," east of Sayville.  Those signals were handled by "PD" Photo/Archive: Dave Keller

PD Tower Model Board 7/1971 locations labeled:
Photo: Dave Keller  Labels: Steven Lynch

VAN Tower interlocking machine and model board Vanderbilt Ave. Yard, Brooklyn - 4/1978 Wm. Madden photo, Dave Keller archive

LEAD Cabin  Model Board, Long Beach 2/05/1978

B Tower - Model board  - 3/18/1979
Jeff Erlitz photo, Dave Keller archive

HAROLD Tower 1 - Model Board LI City
3/12/1978 (J. Erlitz-D. Keller)


Section Divide- SD (Section Gang Maintenance Zone)  Babylon MP37-38 - 7/958 Robert Emery maps Archive: Dave Keller
Section Divide, SD, i.e. a numbered track section gang maintenance zone. Not sure I ever had a list of the sections since they were mostly "inside baseball". As far as I can recall, they never appeared on the LIRR valuation maps, but were usually noted on the track charts as the ones published annually by the Engineering Department as an outline of the next year's track maintenance programs. The length of each section varied greatly depending on the number of tracks and the presence of yards. Traditionally, on the LIRR, the Track Supervisor of a district would be required to ride the annual inspection train with the chief engineer and receive either kudos or brickbats from the boss. My recollection is that the LIRR had four track supervisors in my era and the next Engineer-Track (just below Asst CE - Track) was promoted to that position based on the performance of his district. Ride quality, appearance and production were all included in those evaluations. This was not unique to the LIRR, but was based on PRR practice and was generally the case on most Class I railroads. The inspection train was a sacred ritual. Since early railroad engineers were military engineers, engineering promotions and rank had a much clearer military pecking order than transportation. Thus, many railroad presidents were engineering types. Tom Goodfellow and Walter Schlager, Jr., for instance. Info: Richard Maske

temporary BAR CARS

LIRR #200 westbound Train #12 with ex-NH sleeping car, three
LIRR Pullman heavyweight parlor cars (probably 28-1 type),
another NH sleeper, PB57 combine used as a bar car and
three P54D coaches. Mike Boland

Two trains had P-54 combines as bar cars: #12 and #212 and only during July and August (not enough business on either of the trains to justify assignment of a bartender). July and August saw a buildup of both trains with added parlors on #12 and a second parlor on #212. The attached photo from 7/12/68 shows #12 on the Westbridge curve with the combine as the sixth car. The baggage section is next to the New Haven "parlor" which had extra booze to supply the bar car. Back in the 60's, not all parlors had their own stock. On the Cannonball, with 17 cars, some of the cars supplied two other cars. There was an hourly differential if you had that assignment since it carried more responsibility. Mostly the full-time parlor car attendants handled those supply assignments.

The combines were nothing short of an abomination. If Lucius Beebe had seen these monstrosities, he would have put a pox on the entire railroad. Imagine two 55 gallon drums with a somewhat enhanced piece of plywood as the bar and another 55 gallon drum lined with a huge clear plastic bag and filed with large bags of ice. I never caught one of these assignments. But it's summer and the ice was cold, the booze was cheap, and the Budweiser's were super cold.

All the bar cars were big money makers. If you were fast and got along with the regular bartender (many of the commuter bars had two bartenders), you could pocket $200-$250 a week. Back then, the 5:13 Hunterspoint to Speonk had two bar cars and four bartenders.

Westbridge curve - 7/12/1968 Photo/Archive/Info: Richard Makse


Western Union Telegraph Co. Material Car WUTX #7068
Glen Cove -1946 Photo: Elmer Seifts Archive: RMLI
Note: Observe the train-lines, signal and air, to facilitate movement
on the rear of a passenger train.

Built in 1929 by the Western Union Company at their Chattanooga, Tenn., shops. The Western Union Company constructed or modified railroad cars for use in their “camp car outfits” from about 1914 until 1930 for a heavy reconstruction program of their telegraph lines nationwide.

Approximately 120 such outfits were in use at the height of the repair and rebuilding work conducted by the Company from about 1920 to 1930. A slow decrease in camp car use occurred until the last full outfit was disbanded in 1960. At least one partial outfit operated until September of 1963 when it was finally disbanded, as well.

Western Union retained some tool and material cars for company storage of materials nationwide as the camp car outfits were disbanded. These cars would be parked in railroad yards for access by Western Union personnel from their trucks in the 1950's and 1960's.

A typical outfit consisted of a tool car, two former Pullman cars rebuilt as living quarters, and a material car similar in appearance to the tool car. The tool and material cars typically had only one diaphragm to connect it with the other three cars of the outfit. The other end was blind. A tank car with water was included with the outfit where local water resources were hard to find. The Tool Car also housed the Delco electric generator and glass batteries which provided the electric lights for the entire outfit.    Research: Lloyd Neal

The LIRR leased its right of ways for open wire lines to Western Union to carry telegrams. Nassau Tower, for example had a small patch board (on its south wall upstairs) with jacks and jumpers for the Western Union lines along the Main Line. As late as the 1970's the operator there was occasionally called and asked to switch the patch cables to allow access to different wires. As some local maintenance was done by Western Union personnel, this car probably carried materials for wire repair and replacement. In some locations you could see a lot of old telegraph equipment or remnants of it, Locust Valley and Montauk are two, for example.

Long Island Sunrise Trail (LIST) NRHS Cars spring 1971

LIRR MP54's - LIST-NRHS cars Howell's siding view E from Cooper St., Babylon
Spring 1971 Photo/Archive: Richard Glueck

A high-roof PP70 coach and former chair car, MBM62 4209 and then a string of flat-roof or clerestory roof cars--probably MP54A 1632, an MP54A1 4100-series car, and a motorized MP54T or MP54AT as well as other cars in the distance.  Note:  LIRR called their parlor cars "Chair Cars" until 1926 when PULLMAN took over the service. Mike Boland




Emery map MP 36-37 1958 Archive: Dave Keller

Photo (left) location is #15 on the Emery map.

Semaphore 9/1972  NRHS-LIST Rolling Stock


"...The three cars had been sitting still, silent for over thirty years. Two Cabooses and a boxcar were sitting, now practically abandoned awaiting their certain fate of scrap. The two ex-Missouri Pacific Cabooses, 13388 and 13456, and former Pittsburgh and Lake Erie boxcar 25624 were destined for scrap. In May of 2019, we contacted the land owner, Frank Fisher, about the three cars and told him that we were interested in saving them. After some negotiating, he agreed to donate the three cars to us..."  Read the entire article with pictures and video describing the entire story: by Twin Forks NRHS -Vice President Gerard Jewels

F&C 10/2005 Photo/Archive: Paul Strubeck

F&C originally MP - Kroemer Ave., Riverhead - Google maps

RMLI 1/12/2022 Photo/Archive: Steve Rothaug

Crane move by Long Island Crane of ex-MP 13388 on 11/18/202
Photo/Archive: Gerard Jewels

Crane move of ex-MP 13456 on 11/18/2021
Photo/Archive: Gerard Jewels

Crane-move placement of ex-P&LE 25624 boxcar at
RMLI, Riverhead on 11/19/2021 Photo/Archive: Gerard Jewels


Harold B. Fullerton  took lots of photos on glass plate negatives in the 1898-1900 era. He set up the Mile-a-Minute Murphy deal and photographed it. You could say he was an early Public Relations Director. He did a lot to promote the growth of Long Island, using the LIRR to assist in that growth, both agriculturally and residentially as well as touting it as a great playground for the wealthy. . . all of which actually happened. 

Fullerton was named "agricultural officer" for the railroad and absolutely worthless land was purchased for two experimental stations: one in Wading River in 1905 and one in Medford in 1907. The goal was to prove to commercial folks that Long Island COULD successfully grow produce marketable and in piss poor soil at that. The Wading River experimental station closed early on, but the Medford station lasted until 1927 when Fullerton retired and his wife ran it for another year until it was closed and sold off in 1928, just in time for the Pennsy's full takeover of the LIRR. 

Produce of extremely healthy proportions were raised and displayed at various shows and fairs, such as the famous and heavily-attended annual Mineola Fair. 

The ETT No. 73, effective May 27, 1914, which lists the Experimental Station No. 2 as a station stop, 58 miles from Penn Station, the very next stop east of Medford.  There are several trains that made "f" stops there. (See below)  Research: Dave Keller 

LIRR Experimental FarmS

The New York State Public Library 1909 Hyde map shows an  area called Plainfield with a siding and a plot of land for the LIRR Experimental Farm.

The Experimental Farm was, indeed, located there, on the north side of Long Island Avenue, just a short distance east of where Horseblock Rd. crossed the tracks (via trestle when I was younger, but probably at grade back in the time of that map) and I'm sure there was a siding there for produce grown at the farm to be brought to market.

Plainfield never appeared on a timetable (public or employee) and it wasn't a stop and there wasn't a depot building. ETT #73, effective 05/27/14 shows the Experimental Farm as a flag stop. Odd, though, that while the farm was in place since 1907 it does not appear in ETTs pre or post 1914. Research: Dave Keller

Station-Wading River-Experimental Greenery - c. 1905.jpg (93309 bytes)
Wading River Station - Experimental Greenery
Experimental Farm #1's attempt at early "green-screen" c.1905.

Experimental Farm #1 opened at Wading River in 1905 so this could have taken place between then and when the 2nd level was added to the depot in 1906. The depot doesn't look "new" so it's some years after it opened in 1898.

Of course, this could have had nothing to do with the Farm but was done on the part of the agent, but I can't see the LIRR allowing the agent to make this mess, but Fullerton and the Farm? Definitely! 

The majority of the greenery is on the west side of the depot, where the sun would beat in from about 1:00 pm. on during the hot summers. And, as the sun sets further to the NW, some of the greenery has been included at the NW rear corner of the depot.

You can make out the old train order signal out front thru the greenery.
Info: Dave Keller

LIRR Experimental Farm_no2_Fullerton_Medford.jpg (504077 bytes)
Hal Fullerton - Experimental Farm boxcar office 6/16/1910
Collection: Suffolk County Historical Society 

Credit (above and right) : Ron Ziel's Steel Rails to the Sunrise

LIRR Experimental Farm_no2_ Medford.jpg (223801 bytes)
LIRR Experimental Farm #2 First Crop 7/1907 (upper photo) Chapman-Queens Borough Public Library 
Mrs. Fullerton Suffolk County Fair 1910

G5s-49-Trn-WB E of Medford-1940 (A. Bayles-Keller).jpg (55103 bytes)G5s #49 and westbound train was photographed passing the site of Experimental Station No. 2 east of Medford by Albert Bayles in 1940. Photographer was standing at the edge of Long Island Avenue, just east of the Horseblock Road overpass. The road curb is visible in the image. (
Albert Bayles photo, Dave Keller archive

LIRR Express cars unloading exhibits at the Suffolk County Fair 1907 Archive: Richard Eikov

 Unloading  LIRR Experimental Stations sign for the Suffolk County Fair 1907

Engine #94 at Experimental Station #2 near Medford in 1907.
White flags indicate train is an Extra. Five railroad employees are seen posing with the train in the image.
Photo: Fullerton, Hal B. - Archive: Queens Public Library

LIRR unloading exhibits at the Suffolk County Fair 1907


EMD GP7 #200 demonstrator at Stony Brook 3/31/1950
Archive: Dave Keller

EMD GP7 #200 demonstrator at Hicksville -  3/1950
The view is NE so the train was westbound in this image. At the far left can be seen the rear of the Jordan Spreader that was stored at Hicksville for fast response in the event of a blizzard.  Info: Dave Keller

EMD GP7 #200 demonstrator eastbound at Huntington 3/1950
W. J. Edwards photo, Dave Keller archive



EMD GP7 #200 demonstrator at Morris Park backshop 3/28/1950 Photo: William J. Rugen Archive: Art Huneke

FM CPA24-5  Demonstrator #4802 - Train #635 Port Jefferson to Jamaica 
6/1950 (Votava-Boland)

FM CPA24-5  Demonstrator #4802  - Huntington  6/04/1950
Photo: Gary Everhart

FM CPA24-5 "C" liner demonstrator #4801 - Morris Park  5/27/1950  Purchased by the LIRR and delivered in 1951. 
George E. Votava photo, Dave Keller archive 

FM H15-44 demonstrator #1503 and LIRR train at Bethpage, NY - 5/14/1950 Purchased and rebuilt to an H16-44 to match the other H16-44 units LIRR #1501-1509
Photo: George E. Votava, Archive: Dave Keller

FM Trainmaster demonstrator at Farmingdale 8/1953
The LIRR never purchased the FM "Trainmaster" model.

EMD SD7 #991 demonstrator - Jamaica Storage Yard, Morris Park 1/06/1953 Photo: Bill Rugen Archive: Art Huneke

EMD GP35 Demonstrator - Morris Park 1965

PRR Erie built FM #4973 Railroad Ave view N
Patchogue 6/1949 Archive: Art Huneke

The LIRR was in need of a 2000 HP locomotive to handle Montauk trains in order to return the K4s back to the PRR. This photo shows a PRR cab unit on the Long Island RR. It is an Erie built FM 2000HP cab unit. in Summer of 1949. The PRR had previously sent an Alco PA-1 to LI for test back in December 1948. Both of these tests were short stints. What is known is that shortly after the Erie built was on LI, the PRR placed the LIRR in Bankruptcy. In the coming year, the Trustees placed orders with FM which brought the 2000HP and 2400 HP C liners to the LIRR in the Tichy colors. All the K-4s on the LIRR went back to the PRR once the C Liners were on the LIRR in 1951. They were no longer needed for the Montauk trains as C Liners now were handling these trains. This was not a demonstrator unit.



Bread and Cheese Hollow Road, Kings Park "Laser Train"
11/03/2021 Photo/Archive: Greg Grice

 Spray Wash Train "Leaf Train" LIRR #172 Albertson
11/05/2021 Photo/Archive: Craig Lignelli

Spray Wash Train "Leaf Train" LIRR #154 Locust Valley
11/05/2021 Photo/Archive: Daniel Foran

"Lasers Over Bread & Cheese" On the morning of November 3rd, 2021, Long Island Rail Road's "Laser Train" is seen heading east over Bread and Cheese Hollow Road on the Port Jefferson Branch
in Kings Park, NY with "glass out" MP15AC 150 leading the way.  LIRR's Laser Trains consist of two MP15ACs sandwiching a retired Budd M3 pair equipped with technology installed by Laser Precision Solutions. They are tasked with vaporizing leaf residue off of the rails throughout the system. During the fall season, leaves fall onto the tracks which cause slip slide conditions when ran over by trains. Many railroads utilize rail washers for this issue, but the LIRR has recently turned to this technology for the task. Info: Gregory Grice


DM30AC #515 Mineola

M7 #7543 Mineola

LIRR #152 work train Mineola

Views NE from the Mineola Station Parking
Photos/Archive: 9/22/2021 Michael Kam

NYA #268 Mineola

M9 #9017 Mineola


East Shore Rd., Great-Neck bridge postcard 1912

View East

View East

View Southwest

View West

View West
  Above photos above 11/19/1956  

 East Shore Road bridge, Great Neck 5/17/1957
LIRR President Goodfellow news clip Demolition Ceremony



All material: Archive: Dave Morrison

East Shore Road, Great-Neck bridge 5/17/1957 demolition ceremony
LIRR President T. Goodfellow (left), Nassau County Executive A. Patterson

East Shore Road, Great Neck bridge 8/09/2021


CSX Safety Train consist 1/28/2017
CSX-Safety-Train_5-22-18_Yaphank.jpg (142782 bytes)
CSX Safety Train classroom boxcar at Yaphank 5/22/2018

The CSX Safety Train is used to train First Responders on how to handle any type of problem with Haz-Mat loads in boxcars and tank cars.

The boxcar is used as a classroom, the tank cars are examples of what is "in service" for chemicals, pressurized gasses, and oil and gasoline products.

The CSX Safety Train has its own crew of instructors, with  prearranged visits to train or provide refresher courses as earlier training was done years ago by CSX/NYA. 

CSX-Safety-Train_Hell-Gate_2018.jpg (135226 bytes)
CSX Safety Train tank car in transit on Hell Gate approach 2018

NYA RS41 268 - CSX Safety train 9/24/2021
Photo/Archive: Thomas Farmer

CSX Safety train at Carle Place westbound return to Fresh Pond.
9/24/2021 Photo/Archive: Dan Foran

CSX Safety train at Carle Place view E. 9/24/2021 Photo/Archive: Dan Foran
  Safety First. After a week-long training program at Hicksville Team Yard, the NYA RS41 #268 hauls the CSX Safety Train on the rear of their consist. The safety train spent a week at Hicksville to train local firefighters on how to deal with railroad accidents, such as hazmat tank car accidents.

Here the equipment is going back to Fresh Pond where it'll be interchanged with CSX and onto it's next destination.9/24/21) Info: Thomas Farmer

CSX Safety train at Carle Place view W 9/24/2021 Photo/Archive: Dan Foran

LIRR-Retired-Cars-Fire-Academy_Newsday 18May2018_Morrison.jpg (190395 bytes)
Retired  LIRR cars en-route to the Suffolk County Fire Academy
Newsday 5/18/2018  Photo: James Carbone
Yaphank-retired-cars-Fire-Academy-2_19April2018_Morrison.jpg (69740 bytes)        
Yaphank - LIRR M3 retired cars for the Fire Academy Fire 4/18/2018
Photos: Dave Morrison


Yaphank-retired-cars-Fire-Academy_19April2018_Morrison.jpg (86062 bytes)

Suffolk County Fire Academy SCFA  logo

LIRR #9802 at Suffolk County Fire Academy SCFA
This drill is scheduled for use in 2022. 9/13/2021

LIRR #9802-9801 at Suffolk County Fire Academy
9/13/2021 Photos/Archive: SCFA

Suffolk County Fire Academy Platform changes 2021

Suffolk County Fire Academy Sign 2021

Northeast Blackout November 9, 1965

I'm sitting in Long Island City yard on an Alco RS3, don’t know which one, not important. We are scheduled to be the last train out of Hunter's Point to Ronkonkoma. It’s cool outside so we have steam lines connected on the train. The little steam leaks down the length of the train and the lack of a breeze makes for a pretty photo. The Manhattan skyline in the background with the lights in the buildings, just come on, the silhouette of an airliner flying over the city makes a perfect composition. As the airliner reaches the profile of the Empire State building, ALL the lights go out. I had seen the devastation of the of the collision of WWII bomber into the that building so I’m assuming the worst, 2 seconds later the plane comes past the other side but the lights stay out. Pretty soon the lights in LI City go out, also. The signals all go black and I don’t hear the subway, the EL or any trains coming out of Penn Station. We don’t have cell phones or radios so it was some time before we heard what happened. As the night went on, we saw people coming out of the LICK air shaft from the LIRR tunnels. Some people got off of the train and walked out or up. The biggest problem when that occurs is that the Power Director has to pull the power in the tunnels. Even if the lights came on again they couldn’t move the trains. Around One or Two o’clock in the morning I had to cut off the engine to run to a hydrant in the yard to refill the boiler tank. We, by now, had a couple of cars of passengers. It was a warm place to be and we had a bar car that sold out by midnight. The 15:59 law didn’t affect us, we were on duty 24 hours when we reached Ronkonkoma. All ready to go home I’m told to bring my regular train back to LICK. Long day!!  Author: Ed Schleyer   Pictures: LIFE magazine 11/19/1965

LIRR Northeast Coast Blackout 11/09/1965
Newsday photo: Marvin Sussman

Inspection Special Train - July 7, 2021

Amtrak GP15 #578 dropped off AMTK #10002, geometry car "Corridor Clipper", on July 6, 2021 at LI City for the special move to Montauk. Perhaps, the only time an Amtrak locomotive (a GP15 in this case) ever went west of Hunterspoint Avenue, or possibly even west of F Interlocking, on the LIRR.  Jeff Erlitz

LIRR special inspection train from Jamaica to Montauk and return (7/07/2021). Heading east, locomotive 401, Amtrak track geometry car "Corridor Clipper" 10002 (running backwards), C3 coach 4055, locomotive 409. Returning west, locomotives 401 and 409 (elephant style, which is uncommon for the modern era LIRR), C3 coach 4055 and Amtrak track geometry car "Corridor Clipper" 10002 (rearmost properly pointed). The 401 was turned on the wye at Montauk and moved to the west end of the train for the trip back to Jamaica. Report: John Deasy

Amtrak GP15 #578 delivery of Amtrak geometry car at LI City 7/06/2021 Photo/Archive: Barry Johnson

Amtrak geometry car AMTK #10002 delivered at LI City 7/06/2021
Photo/Archive: Barry Johnson

Extra 401 Consist: 401-AMTK10002-4055-409 st MP38.31 View W 7/07/2021 Photo/Archive: Jeff Erlitz

Extra 401 Consist: 401-520-4055-AMTK10002 at MP38.59 - View E 7/07/2021 Photo/Archive: Jeff Erlitz
Extra 401 after being “wyed” in Montauk and thus Amtrak #10002 had its “observation” end uncovered. Also, very rare, to see these diesels operated “elephant” style. Jeff Erlitz

Extra 401 at MP38.59 - Amtrak #10002 "Corridor Clipper"
geometry car View W 7072021. You can see Home Signal #60
and the Robert Moses Causeway in the distance.
Photo/Archive: Jeff Erlitz

Extra 401 view W from West Islip pedestrian bridge. 
7/07/2021  Photo/Archive: Daniel Foran

  Extra 401 passing Forest Hills Station.  7/07/2021 
Photo/Archive: Sunny Zheng

  Extra 401eastbound crossing Shinnecock Canal bridge. 7/07/2021
Photo/Archive: Gregory Grice.

Extra 401 passing Center Moriches Station 7072021
Photo/Archive: Daniel Foran

Extra 401 - Amtrak #10002 "Corridor Clipper" geometry car westbound return trip. 7072021 - View W
Photo/Archive: Evan Gerace

Amtrak GP15 #579 pickup of Amtrak geometry car
at LI City 7/076/2021 Photo/Archive: Barry Johnson


With the TC82 track inspection car unavailable, due to the collision on June 17, 2921 at Cold Spring Harbor, the LIRR needed a TGC run to Montauk to be in compliance. Barry johnson

Amtrak GP15 #579 enroute for pickup of Amtrak geometry car at LI City 7/076/2021 Photo/Archive: Barry Johnson


Metropolitan Transportation Authority - MTA New York City Transit Subway TGC 4 is a track geometry car built by Plaser to the clearance NYCT Subway to check for defects. For only the second time on Saturday May 22, 2021, it visited the MTA LIRR East Side Access project to inspect. It is seen returning from East Side Access, passing through the MTA LIRR Forest Hills Station under the position light signals. It will spend the night in Jamaica, before returning to the NYCT Subway the next day. Info: Marc Glucksman

TGC 4 Forest Hills 5/22/2021 Photo/Archive: Marc Glucksman

TGC 4 Forest Hills 5/22/2021 Photo/Archive: Sunny Zheng

TGC 4 Woodside 5/22/2021 Photo/Archive: Sunny Zheng


Newsday Battery study on track  - 4/19/2021

Newsday 'Another First' for the LIRR 4/20/2021

Photos/Archive: Dave Morrison

M7's Oyster Bay 4/19/2021

M7's Oyster Bay Station - 4/19/2021

LIRR President Eng at Oyster Bay 4/19/2021

LIRR Display board at Oyster Bay - 4/19/2021

FRA Geometry car DOTX #221, former Metroliner coach #803, to make sure LIRR's own data is correct as generated by TC-82. Test runs began with a DE30AC on each end instead of the usual MP15AC. Test runs today 5/04/2021 went to Hempstead and Greenport, and this train is likely to visit all of the branches of the LIRR.

FRA Inspection Train at B Tower DE30AC #409 #423 DOTX #221 5/04/2021 Photo/Archive: Joe Tischner

FRA DOTX #221  5/05/2021
Photo/Archive Jason  SaintTmr Epler

The FRA Train arriving at Hicksville with Divide Tower in the background after returning from the morning run up and down the Port Jefferson Branch & heading to Mineola to do the afternoon run up and down the Oyster Bay Branch! Taken 05/05/2021

FRA DOTX #221 Oyster Bay Branch 5/05/2021
Photo: Archive: Joe Stroppel

DE30AC #409 #423 DOTX #221 5/05/2021
Manhasset-Viaduct Photo/Archive: Alex Vasic

DOTX #22 Mineola 5/05/2021 Photo/Archive: Thomas Farmer

DOTX #22 Mineola 5/05/2021 Photo/Archive: Thomas Farmer


LIRR #153 and #157 Metroliner DOTX #216 passing B Tower eastbound 12/08/2010 Photo/Archive: Joe Tischner

LIRR #157 #123 and Metroliner DOTX #216 12/08/2010
Photo/Archive: Joe Tischner

LIRR Inspection trip FM H16-44 #1504 PRR ex-Pullman heavyweight "QUEEN MARY", LIRR "JAMAICA"
View SW eastbound of East Patchogue c.1958 (Maywald-Boland)

LIRR Inspection trip FM H16-44 #1504 PRR ex-Pullman heavyweight "QUEEN MARY", LIRR "JAMAICA" eastbound at Fresh Pond c.1958 Photo/Archive: Art Huneke

LIRR Inspection trip FM H16-44 #1504 PRR ex-Pullman heavyweight "QUEEN MARY", LIRR "JAMAICA" eastbound at "POND" c.1958 Photo/Archive: Art Huneke

LIRR Inspection trip FM H16-44 #1504  LIRR "JAMAICA", PRR ex-Pullman heavyweight "QUEEN MARY", eastbound at Glen Cove c.1958 (Maywald-Huneke)
Pullman heavyweight QUEEN MARY built in 5/23/1925 for the Lehigh Valley. In 1945 it was sold to the Wabash, which points to an assignment in a Detroit - Chicago train. The PRR ran these with the Wabash 11/12/46. In 1950 the Wabash sold it to the PRR. 3/15/1949. It was withdrawn from the Pullman lease in October, 1956.

Termed  "Bosses Trains" as they ran over the entire road every October taking two or three days. On the day scheduled to visit Port Washington
they would use an RS1 for motive power as nothing heavier was allowed on the Manhasset Viaduct. Art Huneke

RS1 #463  two Observation Cars - Inspection Train crossing
Manhasset Viaduct - 10/1973 (Huneke-Keller)


"Once Upon a Time", there was this enterprising Long Island (Bethpage, perhaps) individual, Al Coleman (a.k.a. A. Michael Coleman) who -- through an imaginary organization in the name of American Rail Systems (for short, "Amrail") -- envisioned charter rail excursions on the LIRR (and elsewhere?) brimming with entertainment and every leisure amenity possible. To "kick-off" this rather ambitious venture, he acquired two classic railcars...ex-Pullman / New Haven (heavyweight) 14-room sleeper Night Trail, and ex-U.S. Army kitchen car USAX 89673. Both cars were meticulously restored, painted in a rich Tuscan red livery, and stored (by Coleman) on an industrial siding belonging to a lumber wholesaler in Port Jefferson (NY) in the late 1970's. Bear in mind...Al Coleman never "had a hand" in restoring these cars...he merely acquired these cars as "finished products", storing them at the aforesaid location.

On September 23, 1978, I took a chance and drove to "Port Jeff" to locate his cars, when -- lo-and-behold -- the elusive Mr. Coleman was, indeed, there! I remember...Al -- so surprised that somebody actually "stopped-by" to see his cars -- gave me a tour of the cars in their entirety (if memory serves me, he was conducting a "static" air brake test (using a portable compressor) of the two cars (coupled) when I arrived. Of the few photos I took of his cars that afternoon, he requested I take one of him posing beside the former New Haven Pullman, which was renamed American Dream (photo attached). He also gave me a "flyer" advertising an "Amrail" July 1979 round-trip excursion to Montauk he proposed, which -- to my knowledge -- never transpired.

In the decades that have passed since Al Coleman's "Port Jefferson days", former NH Pullman Night Trail and USAX 89673 have moved-on from Port Jefferson to venues elsewhere...

• Night Trail now resides on the Pennsylvania shortline Reading, Blue Mountain & Northern, running in excursion service as #2 Hickory Run.
• USAX 89673 was acquired by the Essex, CT tourist operation Valley Railroad, rebuilt as a kitchen car (Colonial Hearth) for their dinner train.  

Al Coleman - Pullman Night Trail  - Port Jefferson 9/23/1978  Photo/Flyer/Info: Ed Frye


Al Coleman "Amrail" flyer round trip to Montauk 7/21/1979
Archive: Ed Frye


 stored for private owner at Port Jefferson 2/1976  View NW
 Photo/Archive: Dave Keller

HIGH IRON baggage car - ex-CRRNJ OASIS stored for
private owner at Port Jefferson 2/1976  Photo/Archive: Dave Keller


LIRR  MP15ACs #150 at Oyster Bay yard

The LIRR EMD MP15AC Simulator is located at: 183-20 Liberty Ave., Hollis, NY 11423. Built in 2009, by CORYS, it became operational in March 2010. It features CGI (computer generated imagery) with high-fidelity rendering providing a very realistic environment. Trainees after a few minutes become submerged in the experience. The motion base shaking , designed by MOOG, is a bit less than the real engine due to safety concerns for the trainees.

We have multiple scenarios, typically the trainee will couple to 10 cars in Babylon and go east to Montauk.

MB-EP-5DOF/8/3000KG - This train simulator MB-EP-5DOF/8/3000KG is capable of handling a Gross Moving Load (GML) of 3,000 kg (6,614 lb) and is comprised of four 8 inch stroke electric actuators, two 8 inch pneumatic actuators and one 20 inch electric actuator for the lateral rail.


LIRR Simulator Building 7/29/2020
Photo/Archive: Dave Morrison

CORYS LIRR MP15ACs simulator on MOOG motion base

LIRR EMD MP15ACs simulator controls

LIRR MP15ACs simulator window view

Dave Morrison using the MP15ACs simulator


The Railroad Museum of Long Island (RMLI) newsletter, “The Postboy", has a feature "From the Collections" by President Don Fisher. The July 2020 issue article focuses on the standard gauge Frankfurt Railroad Station, Germany. A unique, beautiful, and hand crafted item donated by the Great Granddaughter, Jenna Covert, of the builder; Balthazar Lang. It was determined Balthazar Lang created the station in 1928.  Jenna (Lang) Covert brought it to the Museum as a donation in November, 2019.


Balthazar Lang Family Christmas train layout

The cab unit came from a former New Haven Railroad FA2 diesel locomotive # 0402, built by the American Locomotive Company in 1947. In 1963, the New Haven traded in #0402 to Alco for the purchase of newer locomotives. Alco cut off the cab end of the locomotive and sold the unit to the LIRR for display at the 1964 NY World's Fair. The public was allowed to climb up into the cab and have their photos taken while looking out the engineers window. After the fair closed, the LIRR sold the cab unit to the Tanglewood Day Camp in Lynbrook, NY where the unit was part of a children's playground. When the camp closed in 1988, the unit was made available to the Oyster Bay Railroad Museum. Tim Darnell

Note: The cab number boards wee changed from 1964 to 1965 to reflect the year. After the Fair closed the unit was given #1834 to reflect the LIRR creation: 4/24/1834

NY World's Fair - LIRR Exhibit equipment mockups
6/24/1964 Photo/Archive: Brad Phillips

NY World's Fair - LIRR Exhibit entrance 1965 Note: number board.
Photo/Archive: Brad Phillips

LIRR #1834 Tanglewood Camp, Lynbrook 6/01/1974
Photo/Archive: Tim Darnell

LIRR #1834 Tanglewood Camp, Lynbrook 10/1980
Photo/Archive: Bill Mangahas

LIRR Alco FA2 cab #1964 number board on right side. Photo/Archive: OBRM

LIRR Alco FA2 cab #1834 number board on left side  6/26/2013 Photo/Archive: Tim Darnell

FA2 cab #1834 at OBRM  10/12/2019
Photo/Archive: Tim Darnell

LIRR Alco FA2 cab interior Photo/Archive: OBRM


FA2 cab interior OBRM 10/12/2019 Photo/Archive: Tim Darnell


LIRR #210 C420 - Decorative Decal by John Terry Studio 1977 Archive: Dave Morrison

LIRR #100 SW1001 - Decorative Decal by John Terry Studio 1977
Archive: Dave Morrison Note: The decal paper measures 5 1/2" x 11"

LIRR #48 D53a Camelback - Decorative Decal by John Terry Studio 1978 Archive: Dave Morrison




FA1- MU connections 1973

#1 is the 27 point trainline jumper
#2 650 volt single point trainline jumper-negative
#3 650 volt 4 point trainline jumper-positive
#4 trainline communications

LIRR’s fleet of diesel hauled push-pull coaches, which were converted from cars originally built as both P72 class (MP72C, MP72T and T72) and P75 “Zip” class (MP75C and MP75T) electric multiple unit cars.  

All the conversions to push-pull coaches (and parlors and bar-generator cars) needed to have the same trainline connectors as found on the Powerpack units, so they could transmit 650 VDC head end power thru the entire train, and transmit the electrical traction control signals between the Powerpack and the locomotive.

#1 The 27 point trainline jumper was used to control the locomotive from the cab control/power-pack unit.
 #2 and #3: The other two jumpers were for the 650 VDC Head End Power system, a system design unique to LIRR. For comparison, Amtrak uses twelve 4/0 (four ought) conductors in their 480 VAC HEP trainline.

No color code, the 4 pin was the plus power, the single pin was the neg (ground) return with NO way to mix up the connections
The red color cover plate for the 27 point MU plug seems to be the standard at that time.

My speculation is that #4 could be a 27 pin connector used for a communications trainline. This could handle things like public address system, intercom, door control (open/close all doors at high level platform), etc. Amtrak uses a 27 pin trainline connector for these features. It has a different pin arrangement than the MU trainline connector. Info: John Deasy


The New York and Long Island Traction Company was a street railway company in Queens and Nassau County, New York. It was partially owned by a holding company for the Long Island Rail Road and partially by the Interborough Rapid Transit Company. The company operated from New York City east to Freeport, Hempstead, and Mineola.

The traction company had two main lines; The Mineola Line (Now the Nassau Inter-County Express n24 bus route) which ran from Queens Village to Mineola along Jamaica Avenue, and the Brooklyn-Freeport Line (now the MTA Q7 and Q85, and NICE n4 bus routes), which ran from Brooklyn to Freeport and ran mostly along Rockaway Boulevard, North Conduit Avenue, Atlantic Avenue and Merrick Road.  Info: Wikipedia


NYandLIT_6-22-1919_BradPhillips.jpg (104128 bytes)
NY & LI Traction Co. 6/22/1919 Archive: Brad Phillips
NYandLI Traction-55 et. al.-160th St. & Jamaica Ave, Jamaica (View S) - c. 1914  (Keller) (Zoom).jpg (116322 bytes) NYandLI Traction-55 et. al.-160th St. & Jamaica Ave, Jamaica (View S) - c. 1914  (Keller).jpg (125427 bytes)

The NY & Long Island Traction Co, at the terminus of the line at 160th St. and Jamaica Ave. in Jamaica, NY c. 1914. View is looking south along 160th St. Back then, 160th St. was considered the "heart" of downtown Jamaica. You can see how busy a place it once was! Streetcars left here for various destinations. Signs are evident for cars traveling to Hempstead and Mineola, Belmont Park and City Line and Far Rockaway. Quite the traction hub!

While the trees still have leaves on them, this view was most probably taken shortly after Labor Day, when it was unfashionable for straw hats and white jackets/dresses to be worn. You'll notice all the men are wearing derbies, fedoras and newsboy caps as well as dark colored jackets. The few women in the image are also wearing black. Not a straw hat in sight! Info/Archive: Dave Keller

We-Serve-With-Pride_5stars-flag.jpg (44288 bytes)
GP38-2 "We Serve with Pride" Logo
Starting in late 1979, the GP38-2 and ALCO C420 L2s received the red stripe. The president of the LIRR at that time was Francis Gabreski, a World War II Ace. Within his tenure, a degree of patriotism came about the LIRR regarding various markings. These included naming snow-fighting equipment after WWII aircraft (such as Thunderbolt). It also brought about the use of the American flag, an arrangement of five stars, and the slogan, “We Serve With Pride” on rolling stock. These three graphics usually were used together, but sometimes appeared in any combination. These are still in use today. Info: Al Castelli 2018 We-Serve-with-Pride_8-25-2007.jpg (31252 bytes)
LIRR P72 #2933 "We Serve with Pride" Logo

MP15ac "P" UNITS

The "P" units were the MP15ac locomotives that were used in push-pull service at one end of the train with GP38-2 units at the other end. The "P" units replaced the FA cab units which were no longer in service. The "P" is stenciled on the nose of the locomotive as a prefix to the road number. The shot at "PD" tower shows that the units were also used in freight service when needed, but were primarily designated for push-pull passenger service. Info: Dave Keller
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MP15ac "P" #172 westbound freight at PD Patchogue receiving
orders 10/1989 (Collins-Keller)
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MP15ac "P" #168 at Sea Cliff 11/06/1984 Archive: Dave Keller


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Battery Car #2 New - Archive: Dave Keller

Battery Car #4 built 1914 by Federal Storage Battery Car Co. Archive: Francis J. Goldsmith, Jr.- Mike Boland



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Storage Battery Car #4 - 3rd rail being installed at the Mineola Wye south of the powerhouse - New MT Tower, Mineola  9/1926 

You see three employees: two uniformed employees (conductor and trainman) and one non-uniformed employee (motorman). He's at the left operating the car. Info/Archive: Dave Keller

Battery Cars #4 and #2 Mineola c.1918
Photo: George E. Votava Archive: Mike Boland

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Mineola - Sanborn Map 7/1917
Archive: Dave Keller

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Mineola Mineola powerhouse Sub-Station 3rd-Rail
Feeder Plan  c.1926 Archive: Art Huneke

The LIRR operated 4 storage battery cars, two of which were combine cars. Two of them operated on the West Hempstead branch as a shuttle service and made runs up to Mineola with a car house at Valley Stream. Sometimes they ran with two cars coupled. (see Robert Emery's data below)

The West Hempstead branch (originally known as the New York Bay Extension) once connected to the LIRR's Hempstead branch at Country Life Press, enabling battery car service between Mineola, West Hempstead and Valley Stream. 

The line between Mineola and Country Life Press was not electrified until 1926, so until then the storage battery cars would get charged via jumper cables at either the Mineola substation or at Valley Stream. An above-ground feeder cable covered in wood brought juice from the Mineola substation, beginning in 1910, down to supply power to the Hempstead branch, but the spur trackage was not originally electrified. Information available says part of the route had third rail installed in 1922, yet Emery's West Hempstead and Hempstead branch notes state the West Hempstead branch and the tracks from Hempstead Crossing to Mineola did not receive third rail along its entire length until October, 1926, same time as it reached Mineola. It's possible that a small stretch of third rail was installed in 1922 at the Mineola end of the spur and running along the curved station platform to allow charging of the battery cars when laying up at the old station platform inside the wye. Some photos in existence show third rail and are dated "c. 1922" so we can't be sure that's a valid date for those images. Why install third rail in small segments when the entire line would be electrified 4 years later?

After electrification in 1926 the above-ground feeder cable was still used to supply juice to the Hempstead branch. 

In October, 1926, electrification was extended from Floral Park to Mineola. At that time, this spur was electrified with third rail, allowing MU thru service between Mineola and Valley Stream and return. What you're seeing in the above photo, is storage battery car #4 operating on this spur while the third rail was being installed in 1926. What's interesting is that third rail is also being installed on the EAST leg of the wye, which didn't really do anything as it stubbed out that same year at the substation. The leg originally crossed the Main Line and connected to the Oyster Bay branch. Perhaps it was electrified so an MU car could be laid up there. 

After electrification in 1926, the storage battery cars no longer had any use and were removed from service.  Research: Dave Keller  

Robert Emery's Branch Notes: 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 known locally by the native residents as “the Dinky” and by railroaders as “the Moxie Wagons...”

You'll notice he says the operated until May, 1926, yet my photos indicate the car in use during the electrification project in September, 1926 (unless it was being used as an inspection vehicle used by
supervisors/bosses to see the progress . . . ) Info: Dave Keller


DE/DM simulator delivered by Pedowitz Trucking May 15, 2018 to the OBRM (Oyster Bay Railroad Museum).
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DE/DM and M7 simulators delivered at OBRM  5/15/18

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DE/DM signs panel - Upper left cab 

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Left cab overhead controls

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Left cab overhead recorder camera

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Center cab throttle stand


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Horn and speaker system controls
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HEP Mode- Car door override control
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DE/DM electrical cabinet
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Center cab - Overhead Rear, Exterior lights, Bypass switches
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Right cab controls

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Data entry keypad

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Brake Controls

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Right cab overhead controls

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Headlight and Climate Controls
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Radio Panel


Fire control panel

ATC control panel
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Left display - Horn
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Display screens - Sand control 

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Huntington Railroad Co. 1910 Cover and title page  
Archive: Dave Morrison
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Huntington Railroad Company map 1910 - Archive: Dave Morrison


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The old Huntington Station located west of New York Avenue (Emery map 1957 location #7 map below left), showing a crowd waiting for the New York train due to arrive at 10:12 am, June 9, 1907. Note the summer trolley at right and Petit's Grain and Feed Depot. View NW Research/Archive: Dave Keller
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Farmingdale Station - Eastbound on LIRR main line - Huntington RR trolley
line crossing View NW c.1915 Archive: Bill Mangahas

Note: Photo was taken anywhere between August/1909 when the line was extended to Farmingdale and Amityville and September/1919 when the entire trolley company shut down.  A 10-year window. Research: Dave Keller

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Amityville - Cross-Island Trolley Opening Day 8/25/1909
The building is known as the "Triangle Building" - located at Broadway and Park Avenue - looking south. 
Collection:  Robert Emery, SUNY Stony Brook

Amityville Station view W c.1910
Photo: William J. Rugen Archive: Queens Public Library
Huntington RR Trolley on Trestle
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Amityville Station - Huntington RR Trolley on Trestle 
view NW c.1910 Archive: Dave Keller
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Amityville Trolley Bridge View W close-up  1964 
Photo/Archive: Brad Phillips
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The Cross-Island Line - Huntington Railroad Cover
Author: Vincent F. Seyfried/Archive: Dave Keller
Note: All maps are from the book.
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Huntington RR Route Maps - Huntington to Farmingdale
Farmingdale to Amityville Maps Archive: Dave Keller
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Huntington RR Route Maps - Halesite to Melville Maps
Archive: Dave Keller

Halesite Post Office - Huntington Railroad colorized post card
Postmarked Nov 27, 1910  Archive: Dave Morrison

Huntington Railroad trolley at Huntington Station
colorized post card c.1910 - Archive: Dave Morrison

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Huntington RR Route Maps - Halesite Shops-Farmingdale Station
Huntington/Amityville Stations  - Archive: Dave Keller
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Huntington Railroad - Newsday letter 2/28/2018
from Dave Morrison

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Town of Babylon Historic Marker Dedications 5/12/2018

South Side R.R., Railroad Avenue at Depot Place,  Babylon

Belmont Junction,  Railroad Avenue and Great East Neck Road,
West Babylon

South Side R.R., Wellwood and East Hoffman Avenues, Lindenhurst

South Side R.R., Great Neck Road and Marconi Boulevard, Copiague

South Side R.R., Ketcham Avenue, north of W. Oak Street,  Amityville


The true definition of a “team track” in action for the loading of the local Long Island cauliflower crop headed to NY City markets and beyond. These NYC 40’ boxcars feature Archbar trucks largely been superseded by more advanced designs by the  mid-teens. The underframe is fish-belly; typical of 1900+ design. 

Cars labeled as Furniture Car indicate a lading, unlike spillable cement, flour, sand bags, etc., fluid oil, grease drums, etc., even items as pickles in barrels, etc. A cauliflower basket dumped over can be easily swept out after unloading.  This is a colorized post card dating c.1905. Info: Steven Lynch

Cauliflower-loading_team-track_colorized-postcard_c.1905.jpg (149710 bytes)Note below in red: Equal to $36 a head today. So, yes, a delicacy in New York City in the 1880’s! 
Using today’s pricing about a pound of Cauliflower: $4-$5 for a head. Would have been 20¢ in 1885. Wow, talk about a “cash crop”!

V. Seyfried: Volume 3

“…The early 1870's witnessed a marked increase in the amount of produce shipped from the east end. For example, in March 1873, there was shipped from Mattituck on one day about 270 barrels of cauliflowers, and enough from other stations to make over 400 barrels. The following day another 100 barrels went down and on the next day 185 barrels…”

The Growth and Decline of the Long Island Rail Road Freight Traffic In Suffolk County


In the 1880’s Cauliflower was considered a delicacy in New York City and the market price at the time was $1.50 a head. The largest growers of Cauliflower were located in Riverhead and Southold. In 1890 the Town of Riverhead’s official census was 4,000 people. And yet Riverhead was becoming the agriculture hub of the East End. The LIRR along with the farmers was the main factor that Riverhead was earning that title. Many farmers at this time had families dating back before the American Revolution who have been working the land in the East End. And after the LIRR came to the East End in the 1840’s Irish Immigrations followed the rail road to find work. Within a few decades more Europeans such as Germans and Polish settled in Riverhead to earn a living farming. The LIRR was instrumental in the development of Riverhead, as well as the rest of Long Island. 

 There were a few organizations that were formed in Riverhead that had a huge impact in the agriculture industry. The oldest one was formed in 1863 by a group of farmers to form a club promoting agriculture. Meetings were held to discuss different kinds of seeds, and what type of crops were the most profitable to grow. This club was called the Riverhead Town Agricultural Society and was the oldest farm cooperative group in the United States. When commercially mixed fertilizers became available the Society acted as purchasing agents for its members and get bids and contracts for delivery of fertilizer at the lowest price. In 1872 the society bought a 1 pound bag of Algiers Cauliflower seed and this is what started the East End to become the largest growers of Cauliflower east of the Mississippi River with over 1/3 of Cauliflower grown in the United States in the Towns of Riverhead and Southold.

In 1896 the largest shipment done up to that time by the Long Island Express Co. was 153 barrels of Cauliflower that was shipped to New York City. 

In 1901 a few farmers formed the Long island Cauliflower Association. The LICA was a cooperative that would buy cauliflower seed at the lowest price possible, supplying barrels and later wooden crates to it farmers and working out reduced shipping cost’s with the LIRR by filling up more reefers. The LICA had a better system of marketing cauliflower and have agents in New York City selling the crop.

During harvest time which was between September and October before any frost the LICA would have a daily auction both in Riverhead and Southold. Farmers would line up their wagons filled with special ventilated barrels allowing air to circulate packed with up to 12 head of cauliflower. It was up to the farmer once his crop was inspected and given a market price to decide if he wanted the LICA to purchase his cauliflower.  The LICA would give a receipt to the farmer and it would be the responsibly of the LICA to sell the crop and pay the farmer. The cauliflower would be loaded into iced reefers and the LIRR would run the cars to the city market.

During 1903 the LICA shipped 285,000 barrels of cauliflower, as well as 300 carloads of potatoes. Each year the LIRR would ship to New York thousands of barrels of pickles, onions, asparagus, cabbage and cranberries. In a short time period the LIRR would be shipping over a million bushels of potatoes from the farms of East Hampton and Southampton. During this time also the LIRR hauled thousands of bushels of lima beans from farms between Deer Park and Riverhead.

In 1936 the LIRR shipped 667 reefers of cauliflower and in 1937 there were over 1,054 car loads of cauliflower. These reefers needed to be iced. And in the age before mechanical refrigeration the typical refrigerator was heavily insulated with bunkers at each end of the car to hold blocks of ice. The ice would be loaded into the bunkers through roof top hatches.   To supply ice to these cars in the late 1800’s up to the manufacture of “artificial” ice Long Islanders during the early part of the 20th century. East End farmers and fisherman as well as the rest of communities worked together in the winter time when ponds, lakes, and rivers were frozen in the task of ice harvesting. They would cut blocks of ice out of the frozen water using saws just like the type of saws lumberjacks had.  These ice blocks then would be loaded onto wagons and stored in well insulated wooden warehouses. The ice would be well packed together with sawdust and remained frozen throughout the spring and summer and be used for harvest time. William Sweezy of Riverhead formed the Long Island Ice company. Overtime the Long Island Ice company would have 7 locations on Long Island.  In 1928 a modern Ice house and warehouse with a 2 car capacity was built in Riverhead. During harvest time the LIRR leased reefers would be loaded with blocks of ice from the LI Ice co. 

by Gene Collora  “Semaphore” April 1991, pages 5-7

“…1966 was still a year of considerable freight operation on the LIRR. Double-ended freights (out one day – back the next) operated 6 days/week to Montauk (L-50), Greenport (L-62), Port Jefferson (L-56), and Ronkonkoma (L-52).  Extras operated during the potato and cauliflower season and it was not uncommon to have reefers on every siding east of “KO” – even on the turntable at Greenport. Garden City/Mitchel Field consignees (Newsday, A&P, etc.) were served by the L-42 nightly. Meat cars for Flatbush Avenue were delivered via carfloat to LI City, then handled nightly by the MA-7 and Van Drill to the meat houses in Brooklyn. Freight traffic between Yard “A”, Holban yard, Fresh Pond and Bay Ridge was handled by at least 6 or 7 “MA” crews daily around the clock….”

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The new "little locomotive", with (Marion Casale of the LIRR PR Office) as Dashing Dan chasing after it at the "METS at LIRR Night" at Shea Stadium. Photo: LI Railroader 8/11/1966 Archive: Dave Morrison

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Pre-Buckshot at LI Fair - Roosevelt Raceway LI Railroader 10/06/1966 
Archive: Dave Morrison

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Pre-Buckshot - LI Fair at Roosevelt Raceway 10/1966

Promo sign reads: "Name me and pick your prize - 
Get your entry blank here" 


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Pre-Buckshot - LI Railroader  Christmas issue 12/15/1966 
Archive: Dave Morrison


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Buckshot at a school c.1967+ Archive: Dave Morrison

Buckshot at Main St., Patchogue Archive: Irene Williams Vaughn

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Buckshot at NY Shea Stadium 7/07/1967 LI Railroader 7/13/1967 
Archive: Dave Morrison

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Buckshot at NY City Hall 11/30/1967 LI Railroader 
Archive: Dave Morrison

Buckshot spotting info:  LONG ISLAND RAIL ROAD on tender, Rectangular Cab Side Windows, Spoke wheel drivers 1966 prior to naming,
White Drivers - 1967, Leslie style horn on roof, Striped Boiler/Smoke Stack, Solid unit Pilot, Curved Tender Side
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Little Toot with Don Neiss  1968+ Archive: Dave Morrison

Little Toot spotting info:

MTA Logo on Tender
Arch Cab Windows
Cab Hood Bell
Open Grid Pilot
Headlight Box Striped
Angular Tender Side

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Little Toot at Penn Station with "PUFNSTUF" cartoon character
  1968+ Archive: Dave Morrison


Queens Village Centennial of September 26, 1971 featuring LIRR Little Toot and Mini Maids 
Archive: Dave Morrison

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Here's Little Toot up close! 

"THAT'S LIRR MINI MAID Jean O'Connell, all dressed up in a replica of one of the the 375 trash cans that have been placed on various platforms and station areas, asking commuters to help keep Long Island clean by depositing their trash in the receptacles as they leave or enter the trains."
Long Island Metro Lines issue of September 1973 Archive: Dave Morrison
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Newsday’s web feature, “Long Island Then and Now”, I found these ladies “flashin the (patent) leather” boots in a photo taken by staff photographer Joe Dombroski.  The byline says “1969”, so these “Metro Mini Maids” could’ve “inspired” Eugene Garfield to dress – in similar attire – his Auto-Train hostesses, two years later. Info: Edward Frye
Audi and Porsche at an auto show featuring LIRR Mini Maids 
Archive: Dave Morrison
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General Passenger Agent (GPA) details are difficult to find documented. A great deal of the research came  from PRR histories, so there may be date errors, as many of these men held the same position with both the PRR and the LIRR. Research: Brad Phillips

- Howard Mapes Smith (1848 - 1919+?) was appointed LIRR Traffic Manager 4/2/1888 and later to GPA on 4/12/1901
- P.H. Woodward (tickets printed in the 1920's)
- A.H. Shaw became GPA on 7/1/29
- C.G. Pennington was appointed 9/15/43
- E.R. Comer was appointed 10/16/43 - 1946
- Homes Bannard served 7/1/46 - 12/1/48
- J.F. Finnegan was appointed GPA 12/1/48
- W.P. Eckfeldt 
- H.A. Weiss appointed Traffic Manager 12/1/48 (can’t figure out the date overlap with Finnegan and Edfeldt)
- H.A. Weiss made Passenger Traffic Manager on 3/11/53
- Harold M. Throop - appointed GPA mid-1960’s-1971 retirement; died 4/12/2016.

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Roxie the Dog-Long Island Railroad Mascot c.1910 Postcards - AKA Roxey Archive: Dave Morrison
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A Memorial to Roxey, the Canine Mascot of the Long Island Railroad Photo: Dana Lewis Archive: Nicole Saraniero 05/25/2018

More here at Merrick Station

Roxey - Archive: Joshua Soren
Roxey was the LIRR's historic mascot. Roxie's most famous trek was with President Teddy Roosevelt in his private car. He survived being run over by a train in Freeport, and suffered a broken leg after being hit by a car. In that case, the LIRR president paid the vet bills. The dog passed away in 1914 and was buried next to Sunrise Highway at the Merrick Station.

You would be hard pressed to find an unleashed dog roaming the aisles of a Long Island Railroad train car today (though we don’t think we’d mind it), but 100 years ago a free spirited pup named Roxey ruled the rails. The story goes that in 1901 a young lady boarding a LIRR train headed towards Roslyn handed her puppy, a Terrier and Pit bull mix named Roxey, to a railroad employee. Then, due to some mysterious mix-up en-route, Roxey and his owner were never reunited at their final destination. The orphaned puppy spent the next 12 years riding the rails, searching for his long lost companion. But don’t worry, this is a happy story!

Though Roxey lost his owner, he gained a new family among LIRR staff and commuters. Dubbed the LIRR’s good-will ambassador, employees considered it good luck to play host to Roxey when he visited. For the rest of his life Roxey, would roam the various branches of the train system with a special travel pass on his collar that was issued by LIRR President Ralph Peters. Once it was completed in 1910, Roxey would often disembark at Penn Station where he would be greeted by railroad employees and treated to a hardy meal.

Miles-of-Smiles-book-cover.jpg (34103 bytes) One time, Roxey even got to ride with a U.S. President! Theodore Roosevelt often took the LIRR to his home at Sagamore Hill and on one journey found Roxey in his car. Rather than kick the mutt out, Roosevelt let the dog stay with him for the whole ride from Long Island City to Oyster Bay. Not surprising given Roosevelt’s love for animals

In 1914 Roxey passed away peacefully at the Merrick Station where he is remembered with a special headstone donated by a group of female commuters in 1915. You can still pay your respects to Roxey at his memorial below the train tracks, it can be found south of the station building near Sunrise Highway. A water bowl built into the memorial is often filled with flowers.

In 2010 Roxey became the star of his own book, “Miles of Smiles: The Story of Roxey, the Long Island Rail Road Dog” by Long Island author Heather Worthington and illustrator Bill Farnsworth. The book was celebrated with a special ceremony and signing at Penn Station. At the ceremony, Mrs. Barbara Keefe’s first grade class from the Trinity Regional School in East Northport, winners of the railroad’s annual school safety contest, were given signed copies of the book. There was even a Roxey look-alike, from Little Shelter in Huntington, named Lemon. Info: Bill Faller

Miles of Smiles: The Story of Roxey, the Long Island Rail Road Dog  by Heather Hill-Worthington

Mineola Station Statue - Bessica Raiche and Roxie - Photo/Archive: Dave Morrison - Railpace July, 2023

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End of Bar carts 3/26/2018 MTA/LIRR

Bar-Cart.jpg (46644 bytes)NY POST March 17, 2018

It’s last call for alcohol on the Long Island Rail Road.

The eight bar carts that ply suburban commuters with rush-hour booze are going the way of the Harvey Wallbanger, The Post has learned. Come March 27, the five carts on the platforms at Penn Station, along with one each at the Jamaica, Atlantic Terminal and Hunterspoint Avenue stops, will disappear.

“These are the last of the bar carts on any part of the MTA system,” agency board member Mitchell Pally told The Post on Saturday. “I do not think we should be serving alcohol,” Pally said. “I’ve been saying this for 12 years, ever since I got on the board.”

One mixologist, Jim Ferragamo, posted a sign thanking his customers. "It has been a pleasure creating friendships and getting to know all of you. I take pride in knowing that I was able to bring some relief and joy on even the most hectic days. Thank you all for your support and generosity,” it read.

“I’ve had 20 great years,” said Track 19 bartender Dave Telehany, who shook hands and accepted condolences from longtime customers. “Some of these people are part of my family. I’ve been to christenings, communions. One of my customer’s daughters babysits my kids.”

Eyewitness News Monday, March 19, 2018 (WABC)

The MTA is phasing out its bar carts on Long Island Rail Road platforms, its final train service to lose the track-side alcohol service. Five bar carts at Penn Station, along with one each at the Jamaica Station, Atlantic Terminal and Hunterspoint Avenue, will end March 27. Bar cars were eliminated for Metro North at Grand Central back in December 2016.

The MTA released this statement:
"This service was subject to various reviews that led us to conclude that it's not our core competency and that we should stay focused on providing safe and reliable transportation. Other retailers meet this market." The decision was made with little public notification. The bartenders began telling their customers on Friday afternoon. It didn't even come up in Monday morning's LIRR Committee meeting. There was apparently too much other material to discuss. Officials say the employees, some who have worked on the platforms for decades, will transfer to train maintenance jobs.

End of The Line for LIRR Platform Bar Carts  - Long Island Press by Timothy Bolger March 20, 2018

The Long Island Rail Road’s platform-level bar carts are leaving the station as the last call comes March 27 for commuters who order last-second adult beverages before boarding their evening rush-hour trains.

Riders will still be able to purchase beer, wine and mixed drinks in Penn Station and imbibe while riding the rails, but once the bar carts dry up, gone will be the last vestige of the LIRR’s bar cars that were phased out in the 1980s. The Metropolitan Transportation Authority confirmed the news, which was first reported by the New York Post.

“This service was subject to various reviews that led us to conclude that it’s not our core competency and that we should stay focused on providing safe and reliable transportation,” MTA spokesman Aaron Donovan said in a statement. “Other retailers meet this market.”

The MTA has operated eight bar carts on platforms for decades — five in Penn and one each at the Jamaica, Atlantic Terminal and Hunterspoint Avenue stations. The MTA reportedly put Grand Central Station’s track-side bar carts on ice last year following an audit of the cash-only operations.

The latest move comes after the LIRR banned booze on midnight to 5 a.m. on Friday and Saturday night trains beginning in 2012. According to more than 100 Twitter users that took the unofficial @LIRRstats poll, 37 percent said they’re “very sad” about the news, 19 percent had no opinion, 17 percent were glad the carts are going away and 27 percent said: “I’ll just buy elsewhere.”

“I love my job,” one of the bartenders told The Post. “I’m a people person. And now I’m going to be cleaning train cars.” Riders were not pleased to hear the LIRR’s platform bar cart days have reached the end of the line.

“That’s not good,” one rider told WABC-TV before chugging a can of Budweiser. “It’s the one thing I enjoy coming to this miserable concrete jungle.”

I liked the LIRR “bar cars” (ex-B&M American Flyer coaches converted) best. Always a blast on evening trips when the cars were packed and everyone was enjoying the end of the work day. All the cups, glasses, etc. had the Dashing Dan logos. Brad Phillips- LIRR Extra Clerk 1963

Every attendant with a cart managed quite well on the M1 cars. The bar cars were much more convenient to work as opposed to the unwieldy stainless steel carts loaded up with bags of ice, cases of soda and beer as well as multiple boxes of little liquor bottles, jars of olives and jars of cherries plus loose lemons and limes! 

Back in 1973-74, we were forbidden to sell drinks on the platform. Some guys took a chance and sold, but I never did.

And the article is incorrect concerning  incompatibility of carts with M1 cars. We had no problem lashing our carts to the short seat section adjacent to the vestibule. 
Dave Keller, Special Services Attendant 1973

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A follow-up letter in the LI Railroader November 1953 discussing operations in  the late Fall of 1892. Archive: Dave Morrison 
Long Island Railroader magazine- October, 1953 - "117 years of Long Island Railroading" discussing the Farmer's Trains as early Piggyback Operations  Archive: Dave Morrison
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Harper’s Weekly January, 31 1885

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LIRR 125th Anniversary Booklet page 7 Piggy-backing - Farmer's Train
1884 Woodcut 

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Canadian Pacific Spanner magazine - 5/1958 Archive: Dave Morrison

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Farm wagons on the Gondolas
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So much better than the old way -  Reluctant Passengers

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Railroad Magazine - "Along the Iron Pike" Piggyback cartoon 11/1970 
Joe Easley Archive: Dave Morrison

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Harper’s Weekly January, 31 1885 Page 78

Note: - The leaving time from the eastern terminus should have been 3:30 A.M.   Research: Dave Morrison

LONG ISLAND PRODUCE BY RAIL - Harper’s Weekly January, 31 1885 Page 69 Archive: Univiversity of Michigan Volume XXIX, No. 1467 Drawn by W. P. Bodfish

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Aurora Dater Stamper c. 1960LIRR-Dater-Stamper-2.jpg (82336 bytes)

Aurora Dater Stamper- Die Wheel  c.1960
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The lettering "Long Island Stamp" on the side was the company that they were purchased from, not the manufacture. It does not indicate that the dater was used on the LIRR or in the Jamaica ticket.

 In my years of hanging around and eventually working at Jamaica ticket, I don’t recall ever seeing this style of dater being used. It’s POSSIBLE that such a machine was used in Jamaica prior to 1960 of course. I have several LIRR dies that fit this style of machine but they’re very old and are from line stations.' Brad Phillips

This was an old Aurora model used up until the late 70's/80's. Then we used a dater made by Ajax that was a piece of crap and went to one made by Cosmo. The problem with the Auroras was the year wheel couldn't go high enough and they had to be replaced. Kevin Fehn 


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Aurora Dater Stamper - Photo: Brad Phillips

Dater Die stamp - Far Rockaway - Nameoke Ave 
Archive: Dave Keller

The dates on the Cosmo and Aurora daters were 
arranged horizontally. Brad Phillips

Aurora Dater Stamper front - Photo: Brad Phillips

Dater Die plates - Aurora Dater - Woodmere Ticket Office 
Archive: Kevin Fehn

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Aurora Dater Die Impressions - Archive: Brad Phillips

The dater (validator) that is shown, above left, is an old Aurora model that was used from the early 1900's up until the late 70s or early 80s. The later Cosmo daters replaced the Ajax daters. The Ajax daters were purchased to replace the Auroras when the year wheel couldn't hit the new dates. The Ajax daters had a slide insert for your IBM number. They were crap and didn't hold up. The worse part was an auditor won the suggestion award for the Ajax. They were a pain to work with. Kevin Fehn

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Hills Centennial Dater front - Archive: Brad Phillips

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Hills Centennial Dater knob - Archive: Brad Phillips

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Hills Centennial Dater  - Archive: Brad Phillips

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Hills Centennial Dater Die Impressions 
Archive: Brad Phillips

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Islip Ticket Reverse 7/12/62 Archive: Brad Phillips

This is the dater used for the round dies, dates arranged vertically. Archive: Brad Phillips


Ah, the memories … All these daters were very sturdy machines.  I never saw one break down and many I used were very old.  These things took a real beating over time.  Just think, for example, the number of tickets issued at NY Penn.  I have tickets issued with the same die decades apart.  Of course, they eventually wore down.  The great 1960’s die replacement was a result of years with no new dies.

Many clerks, most probably, would wait forever to change the inked ribbon and, thus, the die impressions were often very light to non-readable.  They did not pay too much attention to where the impression was put on the ticket so many, many tickets had missing station names, dates, etc.

Over time the die would cake up with ink and the impression became unreadable.  Cleaning was a mess: toothbrush or wire brush with soap and water (or toothpaste which was very effective) was used to clean them.  Your fingers were then blue for the next day or two!

The dies were locked up with the cash in the safe.  If big enough, the entire machine and die were stored there.  If not, the die was removed and the dater left on the counter.

The “dater die” on the above right, without a numeral, is the old die which was replaced with the die having the number 1.  When the railroad started getting rid of all the old Hills Centennial daters (which required periodic replacement of the year wheel) and dies in the early 1960’s they retired many old Aurora dies that had significant wear from use.  Thus, many stations saw old Aurora square dies replaced with new ones having the die numbers.  So even if a station, like Woodmere, had only one die they still put the number 1 in the lower corners.

Unfortunately, I don’t have a ticket issued at Woodmere even though I worked a (single) Monday morning rush hour there.  As there was only one dater, the clerk had pre-stamped a large pile of weekly tickets which I sold at the second ticket window while he handled any one ways along with weeklies.  I never went back to get a validated ticket for my collection.  Oh well. Brad Phillips

One thing I can add about the daters is that the regular clerks would never change the ribbon. They would leave a note or the extra would see that you could barely read the impression and they would have to change the ribbon. That was a pain since you would get ink all over your hands and eventually your shirt (pastel colored of course).

After working a few stations, I said enough is enough, I would rewind the ribbon and then ink it using the bottle of ink and brush we used for the ink pads. When the regular clerk came back, he would have to change it out.

Cosmo Dater Stamper c.1990 Archive: Kevin Fehn

The order of usage: Hills Centennial, Cosmo, Aurora, Ajax, Rapidprint

Cosmo Dater Stamper Front c.1990 Archive: Kevin Fehn

Cosmo Dater Stamper and ticket case
LIRR Farmingdale 6/1972
Photos/Archive: Dave Keller

Cosmo Dater Stamper Date Wheel c.1990 Archive: Kevin Fehn

After a busy day at Jamaica with some overtime thrown in you could really feel the pain in your stamping hand! Brad Phillips

No KIDDING! After my first Monday of the month at Farmingdale where I posted, I thought my hand was going to fall off . . . and they had an old tennis ball over the top of the dater. Not all ticket offices had that assist! I had dreams all that night that I was stamping tickets and woke up the next morning exhausted! Dave Keller


“Case” refers to the cabinet from which tickets are sold, not bulk storage of tickets which was usually in locked cabinets or, for the terminal stations, in a separate room.  The case can be stationary, on a counter for example (the most common situation), or moveable on wheels as is common in the large terminal stations. 

At the terminal stations, sellers usually had an assigned window location but that could vary from time to time based on crowd demands.  The die number did not refer to any particular selling location, but could at line stations.  E.g., at Amityville dies #1 and #2 sold from a single window even though a second window was available.  At Massapequa, die #1 and die #2 sold at different window positions consistently.

 Cosmo LIRR dater die NY Penn, Case #42 (right photo is mirrored to view impression)  Archive: Dave Morrison

Depending on the size of the station, dies could be assigned to a specific ticket case (e.g., NYP, Jamaica) or to a specific ticket seller (e.g., Amityville), or randomly as in the case of extra clerks on short assignment.  NY Penn once had dies numbered as high as 3 digits but did not have nearly that many ticket cases.  When I sold tickets at Amityville on the relief job there was only one ticket case but my die was #2.

The die you sent (#42) had really seen some heavy use and appears unusable at this point due to the damaged metal in the center (where the date wheels on the dater go).  These dies would be used on Cosmo daters, such as shown on your site. This style of die came into use in the 70’s (no border, “LIRR” on the sides, and the station name at top and bottom).  My time selling tickets ended in 1973 and I never saw or used dies of that style.  I personally don’t care for this style from an aesthetic perspective (didn’t know dater dies could be considered art, did you?!!).  I miss the old round or square dies with railroad name on the top and station name on the bottom.  Of course, hand stamp daters are no longer used with the coming of electronic ticket issuing.  (After a busy day at Jamaica with some overtime thrown in you could really feel the pain in your stamping hand!)  Info: Brad Phillips

From what I remember the Ajax stampers, they did not last long - 1980 to 1982 was the period. I do recall that some stamps included the seller's IBM number in that short time span and I believe that some did not want their employee number openly used in that manner.

The LIRR went with the Rapidprint Electric Stamper (below) beginning in 1995 resulting from a suit by an employee that got carpal tunnel in their forearms from repeated motion of stamping tickets. The Cosmo stamps had the MTA logo and did not have LIRR as all previous stamps had. RMLI has one of these stampers along with a few of the die stamp plates used.  Mike McEnaney

The photo of the electric dater shows the right side that is opened with the key visible to change the date or adjust the ribbon by hand. On the front of the machine above it reads RAPIDPRINT. The brass insert plate that it has reads 29 PENN STATION 29 with the MTA logo. The plate has a
serial number that is embossed on the back near the ring which reads 00873. 

The insert plates are slid in under the two screws visible on the upper side and the notch on the plate helps holds it in place. On the front lower "lip" partially visible is the suppliers name and phone number. On the back is a plate affixed with the manufacturer's name and model information.
Info: Mike McEnaney

The two brass strips are the official validators. Each morning before using this machine one would be inserted into the slot under the two screws. The strip had the station name and the MTA logo on it and if a ticket was stamped with the proper date, but not this information it was not valid for transportation.
Info: Martin Quinn

Rapidprint Electric Stamper c.1995+

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LIRR Company's Express Remittance Envelope 2/07/1882

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LIRR Company's Express Remittance Envelope 2/05/1892

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LIRR Wax Remittance Sealer - F22 Edgemere Station 
Kevin Fehn
This is a wax deposit seal. You melted the wax on the flap of the deposit envelope and used the sealer stamp. There were a few stations left still using this when I started in 1972. Nostrand, East, NY and Cedarhurst or Hewlett were the others. Info: Kevin Fehn 

This is a wax sealer used in most line stations to seal special remittance envelopes. This was before the LIRR developed relationships with local banks for night deposits around 1965. You would prepare a deposit slip for the day’s receipts (cash and checks) and put the lot in a thick remittance envelope and seal ‘er up. A designated train with a messenger would pick up the envelopes along the line and the envelopes were delivered to Jamaica (at least where I assumed they wound up). I dealt with both methods. I liked the train pickup best as going to the bank night drop, by yourself, was risky as some thief could easily accost you as often the streets around the back were deserted late in the day. Info: Brad Phillips

In addition to the LIRR Stations having this type, the Express Companies had their own, as well, with the name of the company and the station name both spelled out. For example:  L.I. Express at Montauk (VERY old), Adams Express at Central Islip, and Adams Express at Holtsville.  In the case of the L. I. Express sealer, the number 115 was the station number based upon mileage from LI City. The remittance envelopes (front and back views, above) belong to an acquaintance of mine who only wants to be identified as "Yard Dog."

REMITTANCES: 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.  Photos/Archive/Research: Dave Keller  

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Express messenger George G. Ayling -  Brentwood 1909 Archive: Dave Keller

Two Long Island Express messengers, George G. Ayling (on the platform) and another unidentified, are working at an old wooden express car at Brentwood station in 1909. Some way-stations had express employees on duty. At other stations the duties were handled by the station staff. In addition to loading and off loading express, cash remittances were made up by the station staff for express charges, freight charges and ticket sales and were then placed under the watchful eye of express messengers who rode the express cars until the cash packet reached its destination. (Dave Keller archive photo and data)


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, handled local baggage and express shipments.  882 - 1913
Adams Express Co., a nation-wide concern, took
over L. I. Express and allowed through-express service to the nation.   1913- July 1, 1918
American Railway Express Co. was created during
WWI by the United States Railroad Administration (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).    July 1, 1918-
American Railway Express Co. was transferred to the Railway Express Agency (REA) which was owned and operated by 86 American railroads.    March/1929   Research: Dave Keller


NY&QT/NY&QC Railway - Woodside Car House, General Offices and Repair Shop  Archive: Frank Pfuhler

Originally the NY & Queens County Railway Co., dating back to the 1890s, the company ran trolleys along Northern Blvd. to and from the Woodside car house and then westward along Borden Avenue to the LIRR terminal at LI City, south to Calvary Cemetery via Borden Ave. and private right-of-way, ending at Metropolitan Ave., north to Flushing, northwest to the College Point ferry via Strong's Causeway (College Point Causeway), east-west along Northern Blvd. crossing the Flushing River, then continuing east crossing the LIRR's Whitestone branch at Flushing, Bridge St. station. The line then continued further east, turning south onto a series of private rights-of-way thru Kissena Park, Flushing Cemetery, St. Mary's Cemetery, to a block south of 160th St. in Jamaica. Back in the day, 160th St. was considered the "heart" of Jamaica. 

The trolley company reorganized in 1928 and became the NY & Queens Transit. 

The NY&QC / NY&QT had its general offices with twin towers and a huge car house along Northern Blvd. in Woodside. The NY Connecting Railroad was constructed behind this facility. 

There was a major fire at the car house in June, 1930 when a major portion of it burned down, destroying a great deal of not only NY&QT trolley cars, but a good number of those of the Steinway Lines which shared space at the car house. (The Steinway Lines were originally owned by the NY&QC, but were later purchased by the Third Avenue Railway System which operated both Steinway Lines cars and Third Avenue Railway System cars to Astoria, L. I. City and into Manhattan via the Queensborough bridge.) The remaining car house was still fairly large after the fire of 1930 and the portion that was destroyed was used as an open-air yard. For some reason the tracks east of the Woodside car house were severed and to keep a continuous route in service, NY&QT cars operated on a short segment of Steinway Lines track as a result of mutual agreement on the part of both companies: Steinway Lines cars used the NY&QT car house and yard.

The final end came on October 30, 1937 when the last run was made along the Calvary Cemetery Line with a crowd of dignitaries, riders and trolley fans in attendance, after which the trolley car making the run was ceremonially burned and all the NY&QT lines replaced with buses. Some of the private rights-of-way were paved and became streets. The Steinway Lines survived a short while longer, operating into 1939, at which time their cars were returned to the Third Ave. Railway System, the parent company. (Dave Keller data)

NY&QT Tracks on Flushing Creek Bridge-View E-Flushing, NY - 10-24-1902 (Keller).jpg (135670 bytes)
NY&QC tracks on the Flushing Creek Bridge View E 10/24/1902  
Archive: Dave Keller
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NY&QC Railway - - Woodside Car House 3/19/1929 
Archive: Frank Pfuhler
NY&QT Tracks -LIRR Flushing Sta - View N to Kissena Blvd & Main St. - 06-25-12 (Keller).jpg (136090 bytes)
NY&QC tracks at the LIRR Flushing Station - 
View N Kissena Blvd. and Main Street 6/25/1912 
Archive: Dave Keller

Note: Sign on the bridge reads:  "Driving over this bridge faster than a walk is forbidden under penalty of the law. Trolley cars must go slow."

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NY&QC map c.1928 Calvary Cemetery Line by Bernie Linder
(S. Meyers-Dave Keller



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NY&QC map, by Bernie Linder, showing the Flushing-Jamaica and 
Woodside/Northern Blvd. lines with connection to the College Point Ferry 
c.1928 prior to the 1932 reorganization of the company. (S. Meyers-Dave Keller)

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NY&QT logo as stenciled on the streetcars 1/05/1936
Archive: Dave Keller

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NY&QT Car #25 at College Point 3/03/1935 Archive: Dave Keller

NYQT Car 17-PROW-Near Horace Harding Blvd. - Flushing, NY - 1-21-36.jpg (114247 bytes)
NY&QT Car #17 private ROW near Horace Harding 
Blvd., Flushing
1/21/1936  Archive: Dave Keller

NYQT Car 24-NB from Jamaica on PROW Crossing N. Hempstead Tpke at St. Mary's Cemetery-Flushing, NY - 1937 (Keller).jpg (130413 bytes)
NY&QT Car #24 northbound from Jamaica on private ROW crossing North Hempstead Tpke at St. Mary's 
Cemetery, Flushing 1937 Archive: Dave Keller
Note: After the line shut down to trolley service late in 1937, the private right-of-way became 164th St. Info: Dave Keller


Archive: Frank Pfuhler


164 St & Booth Memorial Ave (North Hempstead Tpke) at St. Mary's Cemetery-Flushing, NY (View SE) (Google Maps).JPG (77685 bytes)
64th St. and Booth Memorial Ave. (was North Hempstead Tpke) 
at St. Mary's Cemetery Flushing - View SE Google Maps 2018

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Tower Square, Woodside - Ex-NY&QC Car House 2018

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Garden City Station 100th Anniversary LIST Meeting 12/02/1998 
Photo: Dave Morrison
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Garden City Station original historic1898 fireplace 
Photo: Dave Morrison
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Garden City Station renovated fireplace 10/15/2016
Photo: Dave Morrison

The LIRR Historical Society meet at the Garden City Station to celebrate its 100th Anniversary. The persons in the photograph are as follows:
Seated, left to right: Cathy Torborg, Vince Seyfried, Janet Merola, Arthur (Buzz) Lubitz and (?)
Standing, left to right: Steve Torborg, Dave Morrison, Jim Muhr, Bill Sellerberg, Paul Christiana, Bob Teed, Carl Dimino, Sam Berliner III, and (?) 

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MTA/LIRR  M9 #9001 10/2017


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LIRR # 9001 Kawasaki Heavy Industries - Hyogo Works, Japan  2016
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M-9 Engineer Cab 2016
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M-9 Pilot Car Interior Cab forward 2016
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M-9 Pilot Car Interior - Rear view 2016
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M-9 Procurement Milestones Look Ahead
Photos/Resource: MTA/LIRR 

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Ex-RPO (Baggage Mail Car)  #7737 Memorial Mural September 11, 2016 RMLI, Riverhead
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P72 #2924 Memorial Mural September 11, 2016 
, Riverhead
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P72 #2924 Memorial Mural September 11, 2017 
, Riverhead

This art work was done on September 9, 2016 by a group of accomplished NYC artists that began their early careers as graffiti taggers and painters.  The idea for this artwork was proposed by a Long Island artist and musician, Patrick Voorhees, early in 2016.  He wanted to do something to remember those lost on 9-11 and to give the artists the opportunity to create and work in a safe space that would be appreciated.  Six past and present Board members of the Museum had been directly involved with 9-11 as residents/workers or first-responders so there was great interest in what Patrick was offering.  A plan was developed and both the RPO #7737 and P-72 #2924 were decorated with memorial murals.  Both cars received full coats of livery paint before the artwork was applied to the north side of the cars.  The south sides, facing the mainline and Riverhead Station, are painted in LIRR livery, you have to enter the RMLI licensed property to see the artworks.

Initially, Patrick planned to come each year and create new memorial murals on both cars and hold a memorial/celebration of life ceremony.  In 2017, I suggested to Patrick not to paint over the #7737 car as the mural is so moving, beautiful and poignant.  He agreed and we only painted P-72 #2924, I've attached images of the 2016 issue and the 2017 issue of that artwork, (2016 has the Statue of Liberty to the right of the car).

The presentation and artwork has been praised by the local fire and police departments, LIRR workers and MTA Police and many local residents who come and take pictures of the memorials.  It is good work, we "Never Forget" and the cars are kept in a fresh coat of paint to protect them from further deterioration in our moist, salt-air environment.  Don Fisher - President RMLI (Railroad Museum of Long Island)

Westbury - Post Avenue Bridge replacement

MTA Board Approves Project to Rebuild LIRR Bridge at Post Avenue in Westbury - November 16, 2016

The Metropolitan Transportation Authority (MTA) Board has approved a contract for the design and construction of a new bridge carrying the Long Island Rail Road tracks over Post Avenue at the Westbury LIRR station.

The new bridge will replace a deteriorated span that has been in service for 102 years. The new span would be safer for vehicular traffic, meeting the latest standards and requirements of the New York State Department of Transportation. The rebuilt bridge will increase the clearance to 14 feet above the roadway, a full two feet and two inches higher than the current clearance of 11 feet, 10 inches.

The increase in clearance is expected to improve train service by reducing the number of instances in which over-height trucks strike the bridge, which can result in train delays for thousands of LIRR customers. The bridge has been struck by trucks between five and nine times per year in each of the past six years.

The contract was packaged as a “design-build” contract, a type of contract that Governor Andrew M. Cuomo has asked the MTA to use whenever possible to reduce the length of time it takes to complete construction projects. Under this type of contract, the same firm that designs a project also builds it to the specifications it has designed.

LIRR President Patrick A. Nowakowski said: “With the award of this contract, we’re working to improve Main Line train service with a modern bridge with a higher clearance that will reduce bridge strikes, and the train delays that can result. And by using the design-build contracting method, we’re doing this in the most efficient, and fastest way possible.” 
The contract for the Post Avenue bridge reconstruction was awarded to Halmar International Inc., an engineering and construction concern based in Nanuet, N.Y. There were four other major competitors answering a Request for Proposals, which was issued by the railroad in August. After careful analysis of all the proposals, an LIRR deemed Halmar’s offer the best from both a technical perspective and price. Halmar’s proposal of $9.7 million was $1.6 million below the LIRR’s cost estimate for the project. LIRR officials said the reconstruction work would require one weekend train service outage on the Main Line , projected for October 2017.

The railroad has carefully managed similar weekend service suspension, most recently for the demolition and reconstruction of the Ellison Avenue Bridge along the same route in Westbury and the replacement of the Colonial Road Bridge on the Port Washington Branch near Great Neck station.

Under terms of the contract, the LIRR and Halmar have set a goal of having 17 percent of the subcontracting work performed by minority-owned, woman-owned and disadvantaged business enterprises, an initiative that Governor Cuomo has made a priority for state agencies as well as the operating agencies of the MTA.

In addition to improving conditions for LIRR customers, motorists and truckers, the new bridge will also be able to accommodate a third Main Line track, in line with other infrastructure improvements in the corridor over the years and also in line with Governor Cuomo's proposed LIRR Expansion project.

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 Above photos: October 21, 2017 Dave Morrison

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Post Ave Bridge replacement completed View N 10/22/2017 
Photo: Bill Mangahas


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With tracks installed on the new trestle, the LIRR wastes no time having the Unimat ballast tamper put the finishing touches. A test train would roll through much later to make sure all systems are go. The AM rush would resume and the new trestle should be good for another 103 years!
Photo: Bill Mangahas
Above photos: October 22, 2017 Dave Morrison, unless as noted.  All photos are in chronological order.


Station: A place designated on the timetable by name at which a train may stop for traffic; or to enter or leave the main track; or from which fixed signals are operated.  LIRR Book of Rules effective July 1, 1926.  Definitions are found in the Book of Rules or Rules of the Operating Department as the BOR was called in later years.

The following letters when placed before the figures of the schedule indicate as follows:
S - Regular stop
F - Stop on signal to receive or discharge passengers

This under "Color Signals:
Flag stop - Green and White per Rule 28:  A green and white signal is to be used to stop a train only at the flag stations indicated on its schedule.

EXAMPLE: Flowerfield was one such place. It had a depot, an agency and had both regular and flag stops, yet had no community that it served as did other locales such as Glendale (see below) and Pinelawn,  as examples of flag stop stations that also had depot buildings. 
Station-Flowerfield-View W - c. 1927 (Osborne-Huneke).JPG (92056 bytes)

The flag stop signal could be operated by a railroad employee or by a passenger at a station stop that had no depot and no railroad employee.

If there was an agent on duty, he may have simply mounted a green and white metal flag, comparable to an order board, to catch the attention of the approaching train and Flowerfield may NEVER have had a semaphore-type flag stop signal. 

Usually a handle on the mast was pulled to operate the signal. Whatever specific type of signal was used for this purpose at Flowerfield was affixed to that post out front of the depot in the c.1927 image. (Osborne-Huneke)


Station-Glendale-Tower 9 (GW)-View East-1906.jpg (90348 bytes) The semaphore flag stop signal is beyond the semaphore block signal located photo center just left of the tracks. 
Glendale Station Tower 9 - (GW) view E 1906.  Archive: Dave Keller




Pinelawn Depot and Administration building -  Flag Stop Signal  1908  Archive: Dave Keller

The following station stops served no specific towns, but were on the timetable to service specific locations:

American Grass Twine Works/Prairie Grass Works
Aviation Field Number 2
A&P Bronze
Bartlett (Fanny Bartlett)
Belmont Racetrack
Boland's Landing
Canoe Place
Center Avenue
Experimental Station No. 2(1)
Glendale Wells
Golf Grounds
Jamaica Racetrack
Noyack Road
Pilgrim State Hospital
Promised Land
Phelps Dodge

Southampton College
Suffolk Downs
Union Course (racetrack)

Note 1: Flag stop station located 58 miles from Penn station and was the very next stop east of Medford, first appearing in the ETT of 5/27/14

This listing doesn't include all the station stops from the 19th century that were named for specific streets and/or avenues as well as hotels such 
as the Howard House and the Oriental Hotel as well as early racetracks. . Entire topic Archive/Research: Dave Keller, unless noted.

OLD MAN KELLY - Along the Track - Jamaica at 75,   March 9th, 1988
All items courtesy Dave Morrison, unless noted.

I took the photo of Old Man Kelly about a week prior to the March 9th ceremony when we took him on a "dry run" to HALL tower. We wanted to make sure that he was able to cross over the tracks and climb the stairs to the upper level of the tower.  We surely didn't want to bring him to the tower on the day of the big event and, with cameras rolling, find out that he was unable to make it to the tower. As it turned out, the old man was quite spry.  He was in the checkered shirt that day (photos below right).

When I spoke with Kelly prior to the day of the event, he told me that he lived only two blocks away from the tower.  He had told the railroad, if you ever need me at the tower, just have the tower horn blow 7 times. Thus, on the day of the event, Gene Collora had it arranged with the tower, when given the word from Gene, the tower horn would blow 7 times!

It worked out quite nicely. The event was held in the Jamaica Station waiting room. When Kelly got to the mike to speak, I said, "Wait a minute, I think that the tower needs you." With that, Gene got on his radio with the tower and said, "NOW"! As the waiting room windows were open everyone heard the 7 blasts of the horn. That was a very nice tribute to Old Man Kelly.

Special thanks to Art Huneke for telling me about Old Man Kelly and for loaning me the 1913 group photo (below left).  Info: Dave Morrison

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Dick Kelly, center, in 1913. Archive: Art Huneke

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Along the Track - "Jamaica at 75" Officials with 
Dick Kelly (2nd from left)



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LIRR workers at HALL Tower, Jamaica 1913

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Along the Track - "Jamaica at 75" "Old Man Kelly" 
Comes Home article
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The guest of honor, former LIRR Train Director, Richard E. Kelly, LIRR President McIver, right, and Historical Society President Dave Morrison, left, on the podium.

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Dave Morrison presenting the Jamaica Station 75th Anniversary (1913-1988) plague to LIRR President Bruce McIver (1985-1989). The plaque was mounted on a wall over the timetable rack in the Jamaica Station waiting room for years

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Dick Kelly at HALL Tower a week prior to the March 9, 1988 Jamaica Station 75th Anniversary ceremony.

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NEWSDAY - "Old Man Kelly" March 8, 1988

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"Old Man Kelly" March 10, 1988




LIRR-produce-by-rail_Harpers_1-31-1885.jpg (392930 bytes)The completion of the Pacific railways practically brought the vast grain fields and metal veins of the far west from one to two thousand miles nearer New York, according to the extent of time annihilated. This thought occurred to Superintendent Rarton of the Long Island Railway, as he saw the farmers driving their produce from the eastern end of the island. The horses seemed overworked, and a journey of 60 miles could not be easily made in less than 8 hours. The philosophic superintendent conceived a scheme which included both relief to the farmers and profit for the railway. He proposed to the farmers that he should run a special train from the eastern to the western terminus of the road, and take their loaded wagons and animals on board. The proposition provoked laughter. Then the philosopher proposed that the farmers should make several train trips free of expense. One day, a short time since, a special train stopped at Albertson and found ten farmers and their loads in waiting. The wagons were put on flat cars, and the horses in box cars, arranged with some reference to their comfort. The train made a run of sixty miles in an hour and a half. The farmers arrived at the market with their horses fresh, and themselves in a good frame of mind, ready to do a better days work than they could have done otherwise. When they returned home, they told the story to all their neighbors. As a result, the eastern end of the island was elated. On the second trial trip, although it rained dismally, twenty-three loads of produce were in waiting, and a great many people witnessed the transfer, which occupied one hour’s time. 

LIRR-produce-wagons-by-rail_Harpers_1-31-1885.jpg (90697 bytes)Three special trains per week have been put on the road, leaving the eastern terminus at 3:30 am and arriving at the ferry at five o’clock. Some thirty farmers are already patronizing the line, paying four dollars each for one round trip. The eastern end of the island is thus brought as near New York for the vegetable and produce farmers as the western end. Land can be had on the east end at twenty-five dollars per acre, and it is believed being so near New York, the sparsely settled portions will soon become populated. Meanwhile, great indignation prevails among the produce raisers near New York, who threatened to derail the special train. The keepers of the saloons along the old route of the farmers are especially indignant. 


Article: January 31, 1885 Harper's Magazine,  page 78. Collection: Dave Morrison


lirr113_2-8-0 Class H10s_meet_lirr38-G5s_Smithtown_viewE_1951_Norman-Kohl.jpg (138014 bytes)Norman Kohl, LIRR railfan and photographer, was "famous" for creating "staged" photos of LIRR steam locomotives high-balling down the tracks with large plumes of smoking coming from the stack. 

Although, creating excessive smoke was against LIRR Operating Rules, Norman was friendly with several engineers. He would tell them where he would be positioned to take a photograph. When the engineer got to that location, the engineer would blast some sand into the flues (or where-ever) and create the glorious heavy smoke. Because of Norman, there are many great action photos of LIRR steam locomotives in existence today. That is just my take on Norman. Info: Dave Morrison


LIRR H10s #113  meet with LIRR G5s #38 - Smithtown view E - 1951 Photo: Norman Kohl

Norman-Kohl_age67_Locust-Valley_7-79_TerryGuy.jpg (101359 bytes)In Steel Rails to the Sunrise, the pictorial history of the Long Island Rail Road by Ron Ziel and George H. Foster, Norman Kohl is described as "the unofficial photographer of the Oyster Bay branch." Norman, a fellow resident of Glen Head, NY, was my railfan mentor, and I went out train chasing with him many times. For all that, this is the only picture I ever got of him, alongside a local freight heading railroad west on the branch after switching the lumberyard spur at Locust Valley. Norman thought he'd ruined my picture by being in it. Terry Guy

Norman Kohl, age 67, at Locust Valley 7/1979 Photo/Archive: Terry Guy

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LIRR #49 Locust Valley c.1940s (Kohl-Morrison)
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LIRR #48 Glen Head 1942 (Kohl-Morrison)

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LIRR #24 Glen Head c1940s Norman Kohl

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Norman Kohl at Glen Cove Station c.1958 
Archive: Dave Morrison

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Norman Kohl at ex-lumber siding turnout Glen Cove c.1958 Archive: Dave Morrison

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G5s #28 Oyster Bay yard view E 1951 
Photo: Kohl Archive: SUNY Stony Brook
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Alco RS1 #461, LIRR G5 1/23/1955 at Oyster Bay turntable  
Photo: Norman Kohl

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LIRR H10s #113 west of Kings Park Station 1955
Photo: Norman Kohl

Shinnecock Hills Mail Crane - Norman Kohl - View E 8/16/1963 (Kohl-Morrison)



Pinelawn - Flag Stop Signal 1908 - Archive: Art Huneke

Station stops with minimal ridership or barely ANY ridership were sometimes designated as a signal stop or flag stop.  Timetables would have a notation next to the specific station that stops were made by signal only.  These signals as depicted in these two images would be operated manually by riders seeking to stop the approaching train.  The stirrup-style handle would be pulled down, raising the small semaphore-style blade.  Conversely, riders ON the train wishing to get off at one of these stations would notify the conductor on board the train in advance and he'd signal the engineer to make the station stop.  These signals were of much smaller construction and of slightly different blade style, so as not to be confused with block signals.  (Dave Keller data)


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Glendale Station - Flag Stop Signals - 1906 View E towards Tower #9 and renamed in 1907 as "GW"  Archive: Dave Keller


It is with great sadness that the RMLI Board of Trustees announce the passing of Trustee George L. Wybenga on October 27, 2016. George served the Board as a liaison to the Long Island Sunrise Trail Chapter - NRHS but became more then an appointed representative.

lirr39RMLI_GeorgeLWybenga_small.jpg (20161 bytes)Known for his outstanding watercolor paintings of cabooses from across North America, he generously created the image of engine #39 that we use on our museum jackets and 25th Anniversary letterhead. George designed seven of our Lionel collectible cars which began with the Wonder Bread PS-2 covered hopper and closing with our trio of G-16 50th Anniversary Commemorative Cars.

At one time George worked as a sign painter and his sign work appears all about our Museum properties. George was a good friend and mentor and he will be missed by everyone who came to know him. RMLI Postboy Winter-Spring 2017 issue

George L. Wybenga_Remembrance..jpg (81121 bytes)There will be a memorial service celebrating the life of George Lodewijk Wybenga 1937-2016. Saturday April 1, 2017 at 2:30 pm at the 
Port Jefferson Village Center - 101 East Broadway, Port Jefferson 11777
Art - Music - Remembrances - Coffee - Sweets. A gift in memory of George could be a donation to Long Island Cares or the Food Bank
for New York City in lieu of flowers.



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NYO&W #8360 built 1916 renumbered  LIRR #74 
            3/1957 George L. Wybenga 5/2009

LIRR #38 at Camp Pa-Qua-Tuck, Center Moriches
George L. Wybenga
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LIRR  #92 George L. Wybenga 03/2009

Owners: Nicoll-Maitland-Lorillard-Cutting-Mordecai-Lindsay

Barbara Lindsey in their antique classic car c.1960 in front of 
Westbrook Farms.
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Map of Westbrook Estate property of G. L. Lorillard - 1885 View N 
Note: The  present day Sunrise Hwy (Route 27) crosses halfway up the 1 mile track.

Robert L. Maitland purchased a tract of 635 acres of land adjoining the Sportsman's Club from William Nicoll. This tract of land was known as "WestBrook". When he established his estate on this land he named it Westbrook. The 15 acre pond on the property, fed by West Brook, became known as "Maitland's Pond", and was famous for its trout - in fact, it was reported in May of 1872 that the largest recorded trout taken that season in the United States was landed on the Maitland Preserve. The curve of the LIRR tracks as it turns north to skirt the Connetquot River was called Maitland's Curve; built 1868 by the South Side Rail Road.

Robert Maitland died December 23, 1870. On June 7, 1873, a Southerner, George L. Lorillard of Tobacco fame, purchased the 635-acre tract, including the spacious mansion, 50 acres of lawn, lovely gardens, orchards and the 15-acre man-made trout pond.

Mr. Lorillard continued to improve the property, remodeling the dwelling, building cottages, two large barns, moving older outbuildings back from the main road (Montauk Highway - 27A) and erecting miles of fence. As many as 50 men were employed at one time doing this work. At this time Long Island was famous for the raising of horses and this was one of Lorillard's activities. In 1875 a large stable, capable of housing 50 horses, was constructed in ten sections forming a circle, while covering an acre of ground. The center was open for exercising the horses in rough weather.

The Lorillard Stable of racing horses represented many winners in many races but probably the most satisfying one was the race won by "Iroquois" at the English Derby held at Epson Downs... the first time an American horse won the Derby stakes.

William Bayard Cutting purchased the property after Mr. Lorillard death for $125,000 in 1884.

Thomas Mordecai (Turkey and Dairy Farm) sometime in the 1940's.  Raymond Leo Lindsey began his ownership c.1951 after his marriage to Barbara Ann Dickerson (1929-2009)

Research: East Islip Historical Society - Ray Lembo


Engine designations were from the days when LIRR was a ward of the PRR, the "E" was EMD, the numbers was based on the engine's horsepower, E-10 = SW 1001, E-15 = MP-15's (both AC/DC versions), E-20 = GP38-2's, and the L1, L-2  = Alco C420's orders.  This might have been "corrupted" a bit by the MTA.

PC designated the FL-9 as EP-17e, following the PRR practice till the end of PC, as an example. 

Archive: Dave Morrison  
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Cross Crossing Cautiously Poster 1922

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LIRR Bulletin June 1927

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"I Think I can make it!" Safety Poster 1924 


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"Be Careful!" Safety Poster 1926
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"Wait Daddy! Until the train passes" LIRR Bulletin June 1927
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LIRR Bulletin January-February 1931
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Cross Crossings Cautiously c.1925

originally starting in July, 1971 Archive: Dave Morrison
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 Re-issue and additional material starting in July, 1972  Archive: Dave Morrison
LIRR Repro Items - 07-1972-1 (D. Morrison).jpg (225543 bytes) LIRR Repro Items - 07-1972-2 (D. Morrison).jpg (204557 bytes) LIRR Repro Items - 07-1972-3 (D. Morrison).jpg (204057 bytes)
LIRR Repro Items - 07-1972-4 (D. Morrison).jpg (194302 bytes) LIRR Repro Items - 07-1972-5 (D. Morrison).jpg (209022 bytes) LIRR Repro Items - 07-1972-6 (D. Morrison).jpg (196127 bytes)
 Reproduction Timetables - Archive: Dave Keller
Note: The timetable listings below are only partial scans of each entire document for illustration purposes, except the complete PTT of 1852.

LIRR Annual Report - 06/30/1904


LIRR PTT Eff. 10/18/1880

LIRR Principal Express Trains Eff. 05/15/1910

LIRR ETT no.26 Eff. 05/27/1903 

LIRR ETT no.18 Eff. 11/08/1880 

The last instruction in this 1880 ETT

This sounds very much to me that mixed trains on the LIRR were quite common back then for them to stipulate this. In addition to, cutting cars in and out of a consist, cars with heavy loads, like lumber cars, when stopped suddenly, would have sufficient momentum underway to possibly crush a lighter, wooden passenger car coupled ahead of it. I'd say the ruling was more due to safety rather than convenience in cutting and handling cars. 


LIRR System PTT Eff. 10/1884

LIRR PTT Eff. 12-01-1852 (Keller).jpg (480797 bytes)
LIRR PTT Eff. 10/01/1852

Note:  On  the 1852 PTT (above right) the eastbound Mail and Passenger train and the westbound Freight train hit Nichols Road at the same time.  These old timetables used to indicate points of meeting / passing and were not necessarily a listed station.  While Nichols Road MAY have been a low-level platform station stop, I believe it was only an indicated meeting / passing point.  Otherwise, why is there no westbound passenger train to return passengers to this location?

The location, up until the time I left Long Island in 1988, was wooded and uninhabited with a dirt path that once crossed the tracks still visible (the remains of Foot's Crossing).  Imagine what it looked like in 1852!  No possible need for a station stop.  Nothing there.  Nobody living there.  Simply a meeting / passing point only.  Info: Dave Keller


Thomas Bayles - LIRR Ticket clerk - Resident of Middle Island, NY. Photographed Shoreham and Miller's Place stations in 1915. Photographed Camp Upton in 1918. No other LIRR photos taken. Majority of the LIRR images in his archive (and now mine) were shot by his brother Albert in 1912-1940. Albert was a LIRR Carpenter.

George Bradford Brainerd - (1845-1887) One of the earliest LIRR railfan photographers who worked for the Brooklyn Union Gas Co. Back in the late 1870s, he lugged his large glass plate negative camera and tripod out east from his residence in Brooklyn and photographed many of the original station buildings along the South Shore, Main Line, Locust Valley (rails had not yet reached Oyster Bay) and Port Jefferson branches. The 1870s-1880s era glass plates are in the LI collection at the Brooklyn Public Library. Research: Dave Keller

Will V. Faxon, Jr. - Resident of NJ. Photographed the LIRR, BEDT, PRR, CRRNJ, NYC, Reading and others. Images in my archive from late 1940s through early 1960s. Not sure if he shot anything earlier than late 1940s.

James (Jim) Gillin (1942 – 2012) – LIRR station agent; 1967 through retirement in 1992. Formerly of Aldan, PA, lived in Babylon. Photographed the LIRR during 1960’s through the 1990’s prior to retiring to Port Orange, FL.

Arthur Huneke - LIRR Block operator, retired. Resided in East Islip, NY and presently Kodak, TN. Railfan and historian. Photographed the LIRR from the late 1950s until the 1980s.

David Keller - LIRR Extra ticket clerk (1972) and LIRR Special Services Attendant (1973, 1974) before moving onto other fields. Resided in Holtsville, NY. Railfan and historian. Photographed the LIRR from 1966-1975, then again briefly in 1987 before moving to Orlando, FL. Authored two Arcadia Publishing books on the LIRR with the assistance of Steven Lynch. 

William Madden - H&M / Path signal department. Resided in Queens, and later Longwood, FL. Residing now in MD. Photographed practically every inch of the LIRR along with Jeff Erlitz in 1978-79

Richard F. Makse - LIRR Special Services Attendant and later ran that department. Photographed in 1960s-1970s

James V. Osborne - Worked for the NY Central, then hired on with the LIRR.
Osborne photographed from 1921 to 1930 when he was on the extra list and traveled all over the LIRR system working different block offices. Once he became the Block operator and later station agent at Southampton, that traveling stopped. He retired from Southampton in 1971 after 50 years of LIRR service

Bradford (Brad) Phillips – LIRR ticket clerk; worked 1963 through 1973 during college summers and full time after military service. Home town Amityville, relocated to Menlo Park, CA in 1982. Photographed the LIRR from 1960 through the 1970’s.

William Rugen - LIRR Roundhouse Clerk that was very knowledgeable and respected enough to be assigned to ride the cab of an E6 to Montauk, a new RS1 and the steam fan trips 1952 – 1955. Photographed the LIRR from the early 1950s -1960s.

Ted R. Sommer - LIRR Block operator - Resident of Oyster Bay. Photographed LIRR 1939-1941, then nothing. Possible casualty of WWII but unsure. Maybe just left LIRR and moved away.

Percy Loomis Sperr (1890-1964), who was known as the "Official Photographer for the City of New York." Beginning in 1924, he combed the five boroughs, "capturing scenes of the city's people, buildings, and neighborhoods," the society reports. He created more than 30,000 (New York Public Library) photographs, and his works comprise an amazingly detailed portrait of the city" from 1924 through the early 1940s. Research: Dan Scott 

George E. Votava - LIRR railfan. Grew up in the Bronx and later resided in New Hyde Park. Photographed the LIRR, NYW&B, NY City area streetcars, ELs, etc. as well as many other roads - 1933-1970's

Frederick Johann Weber - (1881 – 1967) was an Austrian-American photographer based in Jamaica, Queens. He had clients throughout Queens, Brooklyn, and suburban Long Island. Weber was the official legal photographer for the Long Island Rail Road. He photographed many accidents for insurance purposes. He also worked for Jamaica High School. His photos also appeared in Long Island Daily Press and Queensborough Magazine, and City Journal. Info: Wikipedia

"One of the School’s more famous efforts was offering business classes on the Long Island Rail Road. From 1971 into 1987, nearly 1,000 students went through “Adelphi-on-Wheels.” 
Created by Adelphi Professor Gregory Gutman and Edu-Tran, Inc., it allowed business students to take classes during their morning and evening commutes.
Adelphi University School of Business Newsletter, Spring 2014 issue

Adelphi Classroom on Wheels Interior.jpg (67770 bytes)
The late Professor Greg Gutman started "Adelphi On Wheels"
 in the early 1970s.

Note the  modifications to a LIRR standard P72 coach.  This leads me to believe that the classroom car was operated as either the first car or the last car in the consist, so that no one would try to walk thru the car, and only student-passengers would sit in it.  Info: John Deasy

lirr171PronkonkomaMikeKoehler.jpg (65298 bytes)
The blanked windows in the picture at Ronkonkoma "KO" is perhaps the Adelphi Classroom on Wheels. Port Jefferson had one car for the classes  (a LIRR 2900-2993 series), and this is most likely what you are seeing here.
Photo/Archive: Mike Koehler

Graduation ceremony onboard a LIRR railroad car 1974

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People Magazine Adelphi Graduation 11/03/1975



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Professor Gutman teaching in LIRR modified coach

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Adelphi "Edutrain" MBA Graduation ceremony at Grand Central Terminal 

The MTA signage makes no mention of Metro North, so this could be during the MTA Penn Central or MTA Conrail eras, prior to creation of Metro North.  A New Haven Line train of M-2 Cosmopolitan cars is on the track to the left and a train of former NYC streamliner coaches is the right, most likely a Hudson Line or Harlem Line train.  So, I am thinking the photo dates between 1971 and 1983.  Info: John Deasy

LIRR Adelphi University Classroom Car by Robert L. Myers

There are numerous articles written on this subject, but from personal experience, I offer the following memories.

When I graduated from Oklahoma State University (Cowboys) in 1968, I was intending to pursue a master’s degree when a letter from Uncle Sam intervened. Upon my return from Vietnam on Thanksgiving Day 1970, I took time to travel around the USA, get married and get settled in Greenlawn, NY. I started commuting into NYC immediately in 1973 and about one year later, I heard of a program that the LIRR was instituting called EDU-TRAIN, where one could obtain a master’s degree. I applied and was accepted and discovered that Uncle Sam (because of my Army hitch) had a G. I. Bill that would cover all my expenses (from tuition @ $115 per credit to books, etc.). The program may have changed over the years it was in existence, but when I attended classes, it was 3X a week (MWF) for 15 weeks. At the time, there were two locations where these classes originated...Greenlawn & Speonk.

The train I took in the morning (which happened to be the classroom train) ran from Greenlawn (at 6:58 am) express to Jamaica (class started in Greenlawn) and then on to Hunterspoint Avenue, where the class ended for that run. The car used on my train on the Port Jefferson Branch was an ex-B&M car, known to buffs in slang as an “American Flyer Car”. The car was leased from the LIRR by a person who had approached several Colleges and Universities, attempting to get a rolling classroom on wheels, only to be rejected except for one, Adelphi University.

As the story goes, a commuter from Connecticut was commuting into NYC daily, getting home to his wife at night, shoving down a quick dinner, and then several nights a week ran right off to attend College night courses. He was exhausted and thought there must be a better way to accomplish this goal and created the idea of a rolling classroom. The idea proved to have great merit (I believe he instituted this on a Connecticut train run first and then approached the LIRR). The person at Adelphi who headed up the program was Professor Greg Gutman, and it was reported that at one time, all the different colleges within the University were losing money except for one...EDU-TRAIN.

I had taken several classes on the night run out of Hunterspoint RR Station as well, and it was a wonderful experience for me. A great bunch of fellow commuters and many excellent professors made obtaining the degree worthwhile.   LIRR P74B #7547 Photo: George Votava Archive: Mike Boland

The car was set up (for that time-period 1974-1977) in an efficient fashion. The windows were covered with a plastic coating that allowed light in but no view out the window so that students would not be distracted by passing stations, trains, or other commuters on platforms, all along the Right of Way. The car was split into two sections...normal seating in the east section, then seats removed to allow space for a blackboard, overhead projector, etc. and microphones for each student hanging from the overhead baggage racks. Then in middle of the car was a space for lockers to secure the items mentioned above, with a door into that area and another door to access the west end of the door, where another classroom was set up in a similar fashion...well done indeed.

One of the (minor) negative aspects was the car was right behind the engine westbound and the horn (at times) was distracting when trying to listen attentively to the lesson at hand.

All in all, a great experience and I obtained my master’s degree in business (MBA) with a major in Marketing without ever setting foot on the Adelphi campus except for one class which required a 3-hour Math final (ugh!), which if not for my wife, I would not have passed. Sadly, after a long successful history, the program ended (the fellows and gals I commuted in with jokingly stated that the entire LIRR commuter population received their degrees, and no one was left to attend!!!). I honestly believe that if this type of program, however modified, was still in existence or reinstituted, it would be heavily attended (efficient use of time, etc.).


LIRR P74B #7546 MTA scheme Photo: George Votava  Archive: Mike Boland


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Parlor Car Bar Menu front/back - Weekend Chief 1963
Archive: Edward Frye
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Parlor Car Bar Menu pages - Weekend Chief 1963
Archive: Edward Frye

Quogue #460 Parlor Car
Archive: Jack Deasy
The "Golden Goose" of LIRR menus.  It was only produced in ONE year. My recollection is 1963. 
Now about the car designations. This is Pullman practice. Normally, the last two digits of the train number followed by an ordinal. Where conflicts could exist, the car designation could come from the first and last digits of the train number. So, (and I know that from experience) car 460 was the first (and always only) open parlor car for train #4016, the 5 PM weekend train, the slowest train to Montauk. All stops and three meets. I photographed it many times.
The car number matched the “diagram”, a cardboard list prepared by the reservation center showing the passenger name and destination. These were delivered to the train at Jamaica, normally via the MU conductor to the Special Services supervisor at Jamaica. This was a 100 percent reliable “relay team” from the B of I supervisor (Bureau of Information) at Penn Station to the MU  conductor. In later years, reservations were handled from the information bureau at Jamaica. During my era at Special Services, reservations were computerized (as early as 1985). When the Cannonball was running with 15-17 cars, special services assigned extra attendants as “space assigners”, i.e. the Cannonball generally had one space assigners for every three or four cars to handle passengers who didn’t have reservations. So the SS supervisor handed the diagrams to the space assigners.
When we computerized, it worked out fine. During the 80’s. we were mostly 100 percent booked eastbound (virtually everybody booked for the season and we were set up for season reservations).
Info: Richard Makse
 CAMP BLACK - 1898

Camp Black - Hempstead Plains, 1898 Fighting 69th drilling in column formation at Camp Black - from the Nassau County Museum Collection 
Camp Black was bounded on the north by Old Country Road, on the west by Clinton Road, and on the south by the Central Line rail; the current site of Roosevelt Field.

Camp Black was in service on the Hempstead Plains, from 4/29/1898 to 9/28/1898 during the Spanish-American war. The "Fighting 69th" trained there in May of that year. Hal Fullerton is listed on the title page. He was hired by the LIRR in 1897 and took most of his Long Island photographs in 1898 and 1899, but the camp was only open in 1898. Note: Camp Wyckoff in Montauk did the receiving and handled quarantining the malaria victims. Info: Dave Keller

Unique Long Island - Camp Black Edition 1898


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Title page and photographic acknowledgements 1898


Unique Long Island - Camp Black Edition back cover
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22nd Regiment Infantry NY Volunteers- LIRR Camp Black, 
Garden City 5/24/1898

The LIRR trainman to the left of center is Frank Erthal, who retired in 1950 after a very long career on the LIRR.  What he's doing in this image, I have no idea but he seemed to like to pose with groups. It's possible that his train was getting ready to ship the 22nd out and he posed with them before they all boarded. Info: Dave Keller

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A day's outing at Wreck Lead near Long Beach

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LIRR MOW petroleum dust subduer at work. c.1898

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Long Island Rail Road 1834 Corporate Seal

Tunnels Under East River to New York 1910 Seal

This was a special invitation run for all the invited big whig guests of the PRR and LIRR (also politicians and probably the press as well.) It was not open to the public. Hence the specially printed invitations. The big fanfare happened on September 8th, 1910 when it WAS opened to the public and the first train left Pennsylvania Station, NY for all points east.. Info: LIRR Historian, Dave Keller


Steinway-Sons-Piano-Factory-closeup-Astoria-3-7-38.jpg (132240 bytes)The Steinway Lines were operated by the Third Avenue Railway  System, which operated a vast streetcar system in Manhattan, Bronx and Westchester and wanted an operation in Queens as well, but several lines were already in place.  TARS was in operation from 1853 to 1953, whereupon they shut their doors and many cars were either burned or sold to India and/or Vienna, Austria.

The Steinway Lines had their own equipment but also ran TARS cars on their system.  They shared car barn space with the NY & Queens Transit at Woodside.  A terrible fire in the early 1930s destroyed a lot of the NY&QT and Steinway Lines equipment and a good portion of the car barn was torn down as a result.  I believe the TARS cars began to operate over the line after that conflagration and loss of equipment.  See 1st attachment.  This entire area where the Steinway cars are laid up was once under roof as the car barn.  After the fire, all that was left was to the right of the image, which was about the same size as the area lost.  In the background can be seen the NYCRR.

The line was named as such because a major portion of it ran along Steinway St. (named after the piano factory that was located there) and provided service between the College Point ferry westward, thru Flushing, Woodside and Astoria, then over the Queensboro (59th St.) bridge. TARS car is operating along Steinway St. passing the piano factory in the background. (below right)  

Steinway & Sons Piano factory close-up Astoria 3/07/1938 Photo: George E. Votava  Archive: Dave Keller

 Below is an actual Steinway Lines car operating at Broadway and Vernon Blvd. in Astoria. (below left) You'll notice another piano manufacturer's plant in this image.  I guess as so many piano makers lived here to work at Steinway & Sons, other companies followed suit, seeing the work force was handy . . . .

Steinway operations ceased in 1939 and all the TARS cars (both TARS and Steinway-lettered equipment) were returned to the TARS system for use elsewhere on their system.  The Queensboro Railway took over streetcar operations over the bridge until 1956 and was the last operating streetcar service in the 5 boroughs and Westchester.

All images are "George Votava photo, Dave Keller archive".

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Steinway Lines Car #1662 Birney at Broadway and 
Vernon Blvd., Astoria 3/19/1938

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TARS and Steinway Lines cars laying up in the NY&QT car yard in
Woodside, NY on August 22, 1939. The NY Connecting Railroad
embankment, trestle and overhead catenary system is visible in the
left background.


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TARS car #10 in Steinway Lines service along Steinway St. at 19th Ave., Astoria, Queens on March 7, 1938. Photo: George E. Votava  Archive: Dave Keller


The Steinway Lines survived into 1939, at which time their cars were returned to the Third Ave. Railway System, the parent company. (Dave Keller data)


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LIRR #401 at DUNTON Tower receiving orders view N

The oil-electric boxcab #402:1 (right), built in 1926, spent 2 weeks on the LIRR in a test run and was returned to J. G. Brill, the manufacturer. Info: Hank Raudenbush/Dave Keller

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Brill Boxcab 402:1 at Philadelphia Pier 78, 
Delaware Ave. South Philly 3/21/26 Archive: Dave Morrison

GE Oil Engine - VD-Yard 2/14/1925 Archive: Tom Miller
Stenciled on the side: General Electric Co.
American Locomotive Co.
Ingersoll-Rand Co.

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GE Oil Engine - VD-Yard 2/14/1925 - D.McClane, fireman at right with two car inspectors. Archive: Tom Miller

LIRR #401 100 ton Oil-Electric 1/1926 Railway Locomotive Engineering Magazine article
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Oil-Electric #403 at Morris Park 2/27/1933
Photo: George Votava Archie: Mike Boland


Note: A special case of locomotive 403, which was two units,
403A and 403B, later separated. Mike Boland

120 YEARS OF- Long Island Railroading - Long Island Railroader 2/1955 Pages 5-6  Archive: Mike Boland
    Road#   Class  Model     Builder  Serial#  Built   HP      

    401     AA-2   102-ton   AGEIR    66085    11/25   2x300    
    402:1    -      80-ton   Brill    22315     1/26   2x250    
    402:2   AA-3   109-ton   AGEIR    67330     9/28   2x300    
    403A/B  BS-6    87-ton   B-W      60185-86  1/28   2x330    
    #403A/B semi-permanent coupled pair; later separated as Mike and Ike. Info: "Diesels of the Sunrise Trail" By John Scala


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Islip 1944 view W Fred Weber photo shows communication lines on the cross arms and a signal
cable below. The few single wires below the cable are local telephone lines for a T-Box or station phone. The scarcity of wires on the upper cross-arms represent the abandonment of Weston Union telegraph services that previously used LIRR right of way and poles as local communication was replaced by Bell Telephone lines.

Amityville power lines  view E 2013 Photo: Jeremiah Cox

The very top single wire is a ground wire that carries no power and protects the array from lightning. The highest wires are high tension power feeds to the substations. The lowest of the high tension lines is usually 20 cycle signal current, which is used by the signal department for ASC and signal operation and is furnished from the substation at Woodside. Below that may be low tension local supply lines that carry 480 volts or 240 volts AC. On the lowest rungs are signal circuits, usually carried in cables, fiber optic lines (often sheathed in orange protection) and communication wires. The lowest cable are the  local signal circuits; signal communications between signal points. In the old days, telegraph wires were strung above telephone wires and many of those were owned by Western Union who leased space on LIRR poles. Many of the high tension poles on the LIRR date back to original electrification dates: 1906-1910 for the western Main Line, 1920's for the Montauk Branch. 

CHARLES W. HOPPE 1935-2015 - LIRR PRESIDENT 1990-1994

The thing that I remember most about Chuck Hoppe is that, thanks to him, we still have the name "Long Island Rail Road." Back in the early 90s, the MTA had the brilliant idea of changing the name of the LIRR to something like "Metro East." Chuck went to a board meeting and pounded on the table saying "Whatever you do, don't change the name Long Island Rail Road." He explained that the people of Long Island might have a love/hate relationship with the LIRR, but it is still their railroad. The employees have a lot of pride in the name too.

Chuck insisted that the name of the LIRR should not be changed. I guess that the MTA paid attention to what he said and left the name alone. Chuck Hoppe should be remembered for the fact that we still have the Long Island Rail Road today, after 181 years. David Morrison

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Charles W. Hoppe former LIRR President 1990-94 Newsday 12/25/15

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LIRR DE30 #418 Nose details 7/11/2015 Photo: Bob Bender

Cross Bay Union Freight Tunnel 1936 Port Authority Study Archive: Ralph Shellhamer 


NEW SIGNALS and SPEED CONTROL -  Railway Age 1952

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NEW SIGNALS and SPEED CONTROL -  Railway Age 1952
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Page 2 Map & Diagram
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Page 3 LIRR engine controls installation 
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Page 4 trackside signal control

G5s #39 RESTORATION ARTICLE by John Kilbride

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LI Steam Locomotive Restorations MUTUAL Magazine June-July 2015 Author: John Kilbride 
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PRR/LIRR G5s side view technical drawing
Collection: John Kilbride 
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LI Steam Locomotive Restorations MUTUAL Magazine June-July 2015 Page 2 Author: John Kilbride 


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1976 Suffolk County Bicentennial Heritage Car LIRR #921 1976 Suffolk County Bicentennial Heritage Car 6/28/2007 Photo/Archive: Dave Keller
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North Brookhaven Chamber of Commerce LIRR MP54C #1900 at Terryville, NY 4/18/15 
Photos/Archive: Tim Darnell

The Coney Island cars weren't the ones that were saved for the Bicentennial. Any that went to Coney Island were scrapped, unless they are still hidden away there. These are probably the cars restored for the Bicentennial in 1976.  Cars #1900 and #921, non-electrified, made up the "Suffolk County Bicentennial Heritage Train" and were pulled out east by diesel. Cars #1632 and #1391, electrified, made up the "Nassau County Heritage Train." I have shots of both trains taken in 1976. Afterwards, #1632 went on display at one of the platforms at Flatbush Avenue Station. I have a photo of it there in 1978.  Dave Keller

After the bicentennial celebration wound down, one of the cars went to the LIE rest area in Brentwood. I believe the combine wound up at the corner of Rt. 112 and Nesconset Hwy in Port Jefferson. (Not sure if the combine was the same one or not . . . . too many years ago for my mind to be working efficiently.) 

The ones chosen for repainting and a quick renovation were taken from the set that the Long Island- Sunrise Trail Chapter of the NRHA had chosen for preservation. They were a representative selection of the different types that were on line in the mid '70's. Bob Sturm and Win Boerkel, former railroad officials and Chapter officers, took great pains to talk the railroad into giving those cars to the chapter to look after. Then they sought ways of keeping them around.  After the exhibit was done they were moved from place to place in an effort to hide them from scrapping, much as Don Harold hid the NYTA museum cars. 

The chosen cars for the Bicentennial exhibit were those in the best structural shape. The renovation consisted of painting the interior and exterior, lettering them, and cleaning the bearings so they would roll. The brakes weren't serviced so the cars had to be towed with an engine on each end and a brake hose down the middle. The seats were removed and interior lighting converted to 110 Volts. 

The pictures shown were taken when the circus train came to Shea, causing unwanted attention to be paid to the hidden cars. The railroad's president at the time, who really didn't care much for old crap, wanted them "pushed down the hill into Corona Yard and into the creek..." the final trip for most of the other MP54's.  Tim Darnell 


L.I.R.R. steamship "MONTAUK" near Greenport in 1903.
Photo: Hal B. Fullerton  Archive: Queens Public Library

This was a service that began in 1899 under the name Montauk Steamboat Company and was started by officers of the Long Island Rail Road. The idea was to provide another avenue of transportation that incorporated four steamships that would provided fast and comfortable transit on the water to certain locations around Long Island and into New York City.

With William H. Baldwin as president, the plan got off of the ground after the purchase with four different vessels in order to make the project possible. The first two, were the SHINNECOCK and its sister ship, the MONTAUK.  Next, were the NANTASKET and ORIENT. All of the purchased steamers had seasoned, fully experienced Captain's at the wheel. The 184 foot MONTAUK was driven by Captain and Superintendent of the Montauk Steamboat Company, David Van Cleaf and she had a 1500 HP that got her up to 15 mph out on the water.

The cost of purchase for this ferry boat at that time was $125,000 and it predominantly ran the routes of Pier 13, East River with east stops to Greenport, Orient Point, Shelter Island, Sag Harbor and out to Block Island. Each boat ran from New York City on alternate days to provide daily service as to not tire out any Captain.  Another vessel by the name of NASSAU ran during many summers to add a much needed transportation backup during popular tourism times from Pier 13 and Long Island City in order to connect with certain trains that ran out to eastern Long Island.  Info: Chris Klug

LIRR Montauk Steamboat Co. SHINNECOCK NB in East River-View SE towards Sohmer & Co. - Astoria, NY - c. 1900 (Keller).jpg (75313 bytes)
Looking southeast, the Montauk Steamboat Company's steamboat "Shinnecock" is traveling northbound in the East River passing the Sohmer & Co. piano factory in Astoria, Queens c. 1900.  The 1886 factory building still stands and is listed on the National Register of Historic Places. Archive/Info: Dave Keller

Montauk Steamboat Co. steamer "Nantasket" at MSB Co.'s Wall St., NYC Pier 13 advertising the steamer "Orient" operating between New York City and Great Neck, Glen Cove, Sea  Cliff, Glenwood Landing and South Glenwood in 1900.
Info: Dave Keller  Archive: Marilyn Bowles-Nejman

Steamboat "Sagamore"to the Manhanset House on Shelter Island c.1901+  Archive: Carolyn Gillespie Markowitz

Steamer "Nantasket" under the Brooklyn Bridge, East River, NY Photo: Hal Fullerton 1897 Archive: Queens Public Library

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The “Rockaway”, like all the other vehicular ferries, crossed the East River bringing LIRR riders and others as well as horse carts and wagons (automobiles in their later years) from Long Island to Manhattan and return. 

The “Rockaway” was built in 1879, and sold to the Norfolk County Ferry Co. (VA) in June, 1910.  It was scrapped there in July, 1912.  Research: Dave Keller

LIRR steamer "Manhanset" - Greenport 1903

The only "Rail-Boat-Rail" connection from Greenport to Connecticut was strictly passengers and baggage from the early days of the railroad.  Later in the road's history, the "Long Island Rail Road Navy" - i.e. the Montauk Steamship Company made call at Greenport en route to/from NYC, Orient Point, Sag Harbor, Montauk, Block Island and New London, Ct.  Again, only passengers and baggage - no railroad cars from Greenport.

The massive Long Island Rail Road dock the company built at Greenport was a magnificent structure, worthy of gallows and a float bridge.  Two tracks ran out to the end!  What were they thinking :-)

During WWII, the Coast Guard Patrol Cutter would tie up overnight at the end of the dock.  A certain conductor would always have his hack spotted at the end of one track so he could fish.  The Coasties would provide him with an extension cord so he could read during the evening after he had caught his fish and had dinner :-)  True story from the memories of Bob "Ducky" Kaelin.
RMLI Don Fisher

Passenger Ferry Service from Oyster Bay, NY to Wilson Point, CT. Spring 1892 two daily passenger trains. Eliminated by Winter 1893. LI Railroader Dec. 1953 Archive: RMLI
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Maritime Roster - "Steel Rails to the Sunrise" (Ziel-Keller)

Northport Steamer c.1895 Archive: Richard Eikov

List of Presidents and Trustees of the Long Island Rail Road

• Knowles Taylor: 1835-1837
• Valentine Hicks: 1837-1838
• Waldron B. Post: 1838-1839
• George B. Fisk: 1839-1847
• James H. Weeks: 1847-1850
• Isaac E. Haviland: 1850-1851
• Moses Maynard, Jr.: 1851-1852
• Isaac E. Haviland: 1852-1853
• William E. Morris: 1853-1862
• Coffin Colket: 1862-1863
• Oliver Charlick: 1863-1875
• Henry Havemeyer: 1875-1876
• Conrad Poppenhusen: 1876
• David N. Ropes: 1876-1877
• Adolph Poppenhusen: 1877
• Thomas R. Sharp: 1877-1881
• Austin Corbin: 1881-1896
• William H. Baldwin: 1896-1905
• William F. Potter: 1905
• Ralph Peters: 1905-1923
• Samuel Rea: (PRR & LIRR) 1923-1925
• Wm. Wallace Atterbury (PRR & LIRR) 1925-1935
• Martin W. Clement (PRR & LIRR) 1935-1948
• Walter S. Franklin (PRR) 1948-1954 (Note 1)
• David E. Smucker and H.L. Delatour: 1949-1950 (Note 1)
• William H. Draper: 1950-1951
• William Wyer: 1951-1954
• Walter S. Franklin: (PRR) 1954-1955
• Thomas M. Goodfellow: 1955-1967
• Frank Aikman, Jr.: 1967-1969
• Walter L. Schlager, Jr.: 1969-1976
• Robert K. Pattison: 1976-1978
• Francis S. Gabreski: 1978-1981
• Daniel T. Scannell: 1981
• Robin H.H. Wilson: 1981-1985
• Bruce C. McIver: 1985-1989
• Charles W. Hoppe: 1990-1994
• Thomas F. Prendergast: 1994-2000
• Kenneth J. Bauer: 2000-2003
• James J. Dermody: 2003-2006
• Raymond P. Kenny (acting): 2006-2007
• Helena Williams: June 2007-April 2014 Note 2
• Patrick Nowakowski: 2014-April 2018
• Phillip Eng:  4/2018-2/26/2022
• Catherine Rinaldi (acting): 3/01/2022-10/15/2023
• Robert Free (acting): 10/15/2023-

Samuel Rea: Statue and dedication plaque in Penn Station, NY
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Note 1: The LIRR was operated by the Pennsylvania Railroad from 1928 to 1949 when it went bankrupt. The people from Smucker and Delatour through Wyer
were trustees rather than presidents, as the LIRR was in Chapter 77 bankruptcy. During this time period (1949 to 1954), Walter S. Franklin was PRR president.
Note 2: Helena Williams: NEWSDAY -12/11/2017

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The Pennsy years brought the keystone logo, appearing in early LIRR ads from 1917 (Info: Art Huneke),  February 1924 on the Long Island Information Bulletin, and the May 14, 1924 timetable.

This logo was used as a herald only on the DD-1 electric locos after the pin-striping of 1939. Prior to the pin-striping the logo was not utilized. Research: Dave Keller


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AAR #110 #100 Dolton, IL 11/20/10 Archive: Sam Beck

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AAR #110 #100 Jamaica 7/17/12 NY Times Photo: Damon Winter
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AAR 100 110 LI City 8/11/14 
Photo: Dave Barraza

LIRR MP15AC #158 and #168 consist of Association of American Railroads Research car AAR #100 and AAR #110 track loading vehicle. 

AAR #100 brown track loading vehicle is what houses the hydraulics. It is a telemetry car and it puts a load on the rails both downward and outward to test the track integrity. The outward test puts pressure on the running rails from the inside pushing out. 

The test/research car AAR #110 has all the computers, GPS, etc, along with a kitchenette, bathroom, shower, etc. to test the tracks for max load and measures deflection including sideways loading to check spread.

It is an extensive process to get all the testing done as not all tests can be done simultaneously. The load testing can only be done in one direction (with the research car leading) with a maximum speed around 20 mph.

Form-31-Train-Order-WC-11-3-17.jpg (158567 bytes)This is a Form 31 train order issued at "WC" cabin at Upton Junction on November 3, 1917.  Form 31 orders had to be signed for upon receipt by the conductor and engineer of a train.  They were not caught "on the fly" as were form 19 orders.  "WC" cabin was the former, unused "CP" cabin at Central Islip, shown here in service at Upton Junction.  An interesting note about the instructions in this order:  see the reference to "Y" and "PT" cabins which were on the Montauk branch at Sayville and Eastport, respectively, but "WC" cabin was on the Main Line.  During the operation of Camp Upton in WWI, trains to and from the camp were routed in a one-direction circle.  Trains were dispatched eastbound into the camp and, in leaving the camp were sent further eastbound to Manorville, where they then headed towards Eastport ("PT" cabin), then westward back to the  west end of Long Island, so as to not interfere with trains headed for the camp.  (Dave Keller archive and data)

The train order, issued to C&E of Engine #97 on 11/3/1917 at 9:54 AM and made complete at 10:06 AM by block operator E. B. Coons:

1st Part: Engine #97 (D56 American-type) was running an extra (not scheduled) passenger run between Upton Junction (WD cabin) and east of Sayville (Y cabin), the easternmost extent of double track on the Montauk branch.)  

This move would have been accomplished by heading east from Upton Junction to Manorville, down the connection to Eastport, using the westward-curving wye track there to head back in a westbound direction to Sayville on the Montauk branch (see Emery map for this curved track of which I speak).

2nd Part: Another locomotive, #145 (G53 ten-wheeler) is running light (no train) and is also heading east but over the Montauk branch, and this locomotive (#145) has the right-of-way over the eventually westbound locomotive #97 between Y cabin east of Sayville and PT cabin in Eastport.

Therefore, once locomotive #97 and its train hits the Montauk branch, that engineer and engine needs to take whatever siding it may be required to take, as engine #145 approaches from the opposite direction. 

Both are aware that they are headed towards each other and need to look out for a distant headlight or plume of smoke, as well as a block signal in their direction displaying a "STOP" aspect.  As both locomotives are extras, they are not scheduled on the employee timetables, so nobody really knows where the two will meet up.  But based upon the time they were both dispatched, it was determined that they WOULD meet somewhere between Y and PT cabins.

Being a Form 31 order, the engineer and conductor to whom it was issued needed to sign for it at the place of issuance, which was, in this case, WC cabin at Upton Jct.  The conductor's name was Lehman and the engineer's name was H. L. Wyckoff.

The engineer of #145 would have picked up HIS orders at whatever block station he was at prior to HIS eastbound move advising him that HE would have right over engine 97 west, PT to Y.

Now . . . while both engines were headed towards each other along the Montauk branch, both would probably pick up additional orders along the route from any of the numerous block offices that existed back then, (one at EACH station except Hagerman) advising both engineers where the meet would take place, as the locations became more fine-tuned and what they were required to do.  

The subsequent orders would read something like this:

To C&E Eng 97: Eng 97 and passenger extra west meets extra 145 east at ________.  Eng 97 take siding.  

To Engineer Eng 145: Extra 145 east meets Eng 97 at __________.  Eng 97 take siding.

During WWI, there were block offices open all over the Main Line and Montauk branch due to the increased train traffic to and from Camp Upton.  I even have a train order issued in 1917 at HOLTSVILLE of all places!!!  This was a block office only during WWI.  After the war it went back to being just a ticket office.

After the war ended and the LIRR finally shut down operations in the camp in April, 1921, WC cabin at Upton Jct. was closed and demolished. 

During WWII with the reopening of Camp Upton, a smaller cabin was constructed, and placed in service with the call letters CU.  It remained in used into the mid-1960s as a telephone shanty at Upton Junction, tracks of which continued to service Brookhaven National Laboratory.
(Dave Keller archive and data)


LIRR A.D.L. 205 Manual of Instructions to Conductors and Collectors lists the station numbers alphabetically and numerically for both the Operating Department (O.D.) and the Accounting Department (A.D.). These numbers can be found on LIRR passenger tickets; for example. Issued date 8/0/1954. Archive: Brad Phillips

The 9000 station numbers assigned to the LIRR came from the PRR's Accounting Department List of Station (I am on vacation right now but I believe this thick loose-leaf book was the AD80 or AD50). It was revised from time to time.

Some stations had multiple numbers: Penn Station passenger was 9012 but there other numbers assigned to the Ticket Receiver, Baggage master, etc. Station #1 was the PRR's Penn Station passenger. Again, multiple numbers were assigned to "upstairs" at Penn Station. The highest of the 9000 numbers (just going from memory) were assigned to PRR subsidiaries in Pennsylvania coal country (the Cherry Tree & Dixonville comes to mind). The other major PRR passenger subsidiary, the Pennsylvania-Reading Seashore Lines also appeared in this book.

Virtually every printed ticket system-wide bore an Accounting Department number. Oftentimes, rubber stamps at stations bore the station number and name and in the case of freight stations, often bore the word "freight". When I get back home, I will post some samples.

The alphanumerics, like F22, came from the LIRR's CR4 (List of Stations and Sidings and Instructions for Making Reports to the Car Records Office and Other Information). These numbers were used in both passenger and freight service and were once contained in a small pocket-sized staple bound book. In the memory of most of us, these numbers simply appeared on a two-sided pocket card, used by crews for both passenger and freight reports on various forms.

The LIRR's CR4 was the equivalent of the PRR CT1000, thick cloth bound books issued for the PRR's three regions. The PRR first started issuing these books during the 1880's and as time went on, they contained a lot of detail about stations, consignees, etc. and are considered to be a primary research source for locations on the PRR. Info: Richard Makse

Cover-Manual-Instructions_ADL205_8-1-1954.jpg (35279 bytes) Station-Numbers_numeric-list.jpg (275837 bytes) Station-Numbers_alphalist.jpg (146751 bytes) LIRR - Station Numbers002.jpg (88150 bytes)

These numbers are "newer" numbers from the much older style where 1/2 mile designations were used (i.e. station number of S59-1/2 strictly made-up for example purposes only. ) The signal designations, the letters stand for the branch/division. Info: Dave Keller

"N," which stands for North Side Division, the old name for the Port Washington branch.  
Check out Auburndale, Corona, Elmhurst, etc. below . . all indicated as "N". For example: 
N-5 is Elmhurst:  5 miles from Winfield Jct., the start of the Port Wash (North Side) branch.

A Atlantic
F Far Rockaway
G Greenport (Main Line)
H Hempstead
L Long Beach
N North Side Division (old name Port Washington Branch)
O Oyster Bay
P Port Jefferson
S South Shore (Montauk Branch)
R Rockaway
W West Hempstead


Model Railroader Planning 2004 - Concept/Drawing design: Steven Lynch Execution: MR Staff

When I was a teenager I used to tag along with the conductor on the Oyster Bay freight, which ran every Monday, Wednesday and Friday. There first stop was a lumber yard south of Mineola Coal . Mineola Coal is where I met up with them, there was a lay over track there and Mineola Coal was on one side of Jericho Turnpike and on the other side was a large switching area they called "the Hole".

In that large complex was Mineola Paper, Albertson Lumber, Local Steel, Mineola Plumbing, Latham Brothers Lumber, Windsor Coal, Pittsburgh Glass, an Iron Works Company, a candy company and another paper company at the end. After spotting cars there, we always took a yellow fruit growers express refrigeration car and put it behind the engine, this was done just about every time on the scheduled run. The fruit growers express refrigeration car was headed to Helena Rubenstein.

We would lay over, either at the Hole or Mineola Coal, and wait for the next north bound train to Oyster Bay as soon as the block would clear we would follow it up to Roslyn. At Roslyn we would leave the main body of the train in Roslyn and take the car up to Helena Rubenstein. 

I remember the conductor telling the engineer to go extremely slow on that siding, something about the curve not being right. After we spotted the car and picked up our empty we head back to Roslyn. By this time the southbound train going to Penn Station would have gone by and we would get permission to cross over at the Roslyn Crossover and leave our empty cars and any cars for Roslyn on the south side and any cars we had for Albertson's Steel we had which was on the south side. We would cross back over pick up our loaded cars and head north towards Oyster Bay. Our next stop was usually Sea Cliff. There was a team track in Glen Head , but it was rarely used, delivering boulders in gondolas. Provided by: Bill


Robert Emery hand-drawn map 08/1958 which covers "500' east of Hillside Station to MP12" and at the top of the map there's a rough-written addition saying "MP 584+62.

The use of MP for a survey station is incorrect,  but mileposts are so much more commonly used on a railroad, somebody was thinking of that.

58462 feet, a little over ten miles would be just about right for that location, measuring from Long Island City via the Montauk Branch.  Jamaica is 9.3 miles.  If i remember right, mileposts East of Jamaica are measured via the Montauk Branch, not via Woodside, which would be a little further.   Coincidentally, the distance from Flatbush Ave to Jamaica is also shown as 9.3 miles.  Info: Henry Raudenbush 

Chaining in the US is done in increments of 100 feet.  Every 100 feet from the starting point is a location called a (survey) "station".  So station 582 would be 58,200 feet from the starting point.  It would be referred to as 582+00.  The number after the plus is the distance in feet from the previous station; so 582+36 would be 58,236 feet from the starting (zero) point.  "Chaining" refers to the fact that in early days, the distances were measured out with an actual chain.  In early days, a distance of 66 feet was a "chain" comprised of 100 links; this is still used by British railways.  You will see references in British fan publications to a distance such as "6 miles, 11 ch." Currently still in use by surveyors in route surveying and curve surveying along with elevations.
The zero station might be the actual beginning of a line, or it may be an arbitrary point.   Most of the chaining of the IRT and BMT begins from actual points where lines (or segments of lines) began.  For historical reasons, usually outward from downtown Manhattan.  As a result sometimes chaining runs in opposite directions on different segments of the same line.  The Lexington Ave. IRT from City Hall to 40th St is chained northward from a zero at City Hall.   But the extension to South Ferry and Brooklyn is chained southward from about the same point.
To avoid having chaining run in opposite directions, the IND picked an arbitrary point, probably about in the West 4th St station, and called it Station 1000.  This way, whether they extended south (numbers going down) to Coney Island or north (numbers going up) to the top of the Bronx, the numbers could run in a continuous series.  They did not foresee the Rockaway line, which might have gone below 0, but in the event, they acquired the LIRR drawings, etc of that line, so used the LIRR chaining, which comes from a zero at Long Island City.
Railroads seem to have used chaining for their civil engineering, but mile posting for operational activities.   Most railroads have been worked over many times since they were built, with relocations and cutoffs changing the length of the line. If they tried to keep the mileposts spaces 5280 feet apart, the MP at the far end of the line would have to be on wheels!  Instead, after any relocation, there will be two mileposts at an irregular spacing.   

For example, the original PRR line between Trenton and Philadelphia swung through the middle of Bristol, with many grade crossings.  About 1909, the PRR built a cutoff bypassing Bristol, with grade separation, and shortening the line.  Mileposts 66 and 67 are 4000 feet apart. The chaining in such a case will have what is called an "equation".  At some point on the drawings there will be a line drawn across the line with two chaining numbers listed, one for the chaining up to that point, a different one for the chaining going forward.   Research: Henry Raudenbush 


Main Line to Ronkokoma 
Port Jefferson to Huntington 
Montauk/Babylon branch to Babylon 
Hempstead (entire branch) 
West Hempstead (entire branch) 
Long Beach (entire branch) 
Far Rockaway (entire branch) 
Port Washington (entire branch)
Oyster Bay is electrified to East Williston.
Hunterspoint Ave. 
Long Island City, but the LIC yard station tracks are not. However, there are four tracks in the yard that do have third rail. LIC "yards" one electric train in the AM rush hour (discharges passengers at HPA) that then extras back as an equipment train to Jamaica or Hillside after the rush hour is over. 

In the afternoon, one electric equipment train comes out of Jamaica with no passengers gets yarded and then goes up and picks up passengers for Ronkonkoma later. 

The potential to yard four MU trains in LIC is twofold. One, if there is a disabled train that is barely limping along they will divert it to LIC rather than risk sending it through the East River Tunnel and jamming up the rush hour. The other benefit to that is that gets it out of the way of busiest track section of the LIRR. 

The other reason for those four electrified tracks is if there is a large diversion from Penn Station for whatever reason LIC can yard four electrics and store another two in HPA if conditions warrant. 

The other way in and out of LIC is the lower Montauk and that is not electrified.


Extensive material at the Railroad Museum of Long Island, Riverhead, NY (RMLI)

Ron Ziel’s collection is at the Queensboro Public Library’s Long Island collection in Jamaica, NY.

George Brainerd’s 1870s-1880s era glass plates are in the LI collection at the Brooklyn Public Library.

Robert Emery’s collection is in the LI collection at the SUNY @ Stony Brook.

Charles B. Chaney’s collection is in the Smithsonian Institution.

Fullerton’s collection is split between glass plate negatives in the collection at the Suffolk County Historical Society in Riverhead and Ron Ziel’s collection (see above).

Vincent Seyfried’s collection has been sold via e-Bay.


eastbound_57thAveLIEConstruction1954.jpg (200811 bytes)
Eastbound passing 57th Ave. 1954 Photo: LIRR  Archive: Jim Gillin 
This photo depicts early construction of the LIE. The concrete pad in the foreground is for the relocated high tension line to the original Woodhaven Junction substation. Note that Rockaway 2 and 1 are still both in service. 
The row homes immediately to the right of the head end of the eastbound train on ML4 are on 57th Avenue; that's a public school in the background of those homes and the footbridge across the tracks is 55th Avenue. When I was first married, we lived at the foot of 53rd Avenue on the north side of the right of way. The building is still there. Richard F. Makse

LESTER C. TICHY, Architect 1905 – 1981

Lester C. Tichy, Architect 1905 – 1981  Employed by the PRR and influenced by the renowned PRR designer Raymond Fernand Loewy

Lester C. Tichy, 369 Lexington Avenue , NY City 8/03/1944
Archive: Library of Congress Prints and Photographs Division Washington , D.C. 2054

A representative example of the moderne style favored by Tichy that he designed.

Aberdeen Southbound Station, MD 1940's view S
Archive: Library of Congress Prints and Photographs Division Washington , D.C. 20540

LIRR Tichy Paint Scheme 11/1/49 through 1955

lirr1495-MP54Bklyn1956.jpg (92980 bytes)
LIRR #1495 MP54 Brooklyn 1956 Archive: Dave Keller

Applied to all passenger cars, some DD1 electric locos, electric shop switchers, and ALCO RS1 units. RS1 units repainted up until 11/1/52. 

Only locomotives wore the Long Island shadowed map logo. FM C-liners arrived in this scheme in Jan. 1950.

LIRR #2001 FM CPA20-5 Morris Park Shops

LIRR #2401 FM-CPA24-5   LIRR #2008 FM CPA20-5  Port Jefferson Station 1952

LIRR holds press run of 5 new air-conditioned P72 cars to Greenport.  Tichy scheme abandoned in favor of dark gray body with orange end doors and dark green roof (all psgr. cars) per Keystone magazine 1955-1961.    5/23/55 

LIRR Stations: Closed/Reopened/Removed/Replaced

LIRR Stations that Closed and Reopened as the same Structure

S. SIDE R.R. DEPOT OPENED: 2/1/1870, CLOSED: 6/1/1882

S. SIDE R.R. BEGAN SVC: 7/1869. 
BUILT: 7/1872 (Per Vincent Seyfried’s LIRR history. 3-year gap??)

OPENED: 6/1892, CLOSED: 10/21/13, BURNED: 1920


OPENED: 6/1873, CLOSED: 8/1876. RE-OPENED: 6/1877, ABANDONED: 4/30/1879, MOVED TO 




LIRR Stations that closed and reopened as the same name but as different structures:



MENT PROJECT: 1939-40 



LIRR Stations that closed and reopened as different names but on same site:





LIRR Station buildings that were removed and replaced after a major period of time but station stops remained in use:

2ND DEPOT BUILT: ?, RAZED: c. 2000

BUILT: 1868, BURNED: 1909

3RD DEPOT OPENED: 10/30/1909, RAZED: 11/62

BUILT: ?, CLOSED: 1911


1944, AGENCY CLOSED: 1958, RAZED: 7/18/63.

(Per local history, the first station agent, Seth Raynor, a patriot, painted out the “St. George’s,” leaving “Manor.” The town 
name changed to Manorville with opening of the post office, but timetables and LIRR documents retained the name “Manor” 
until c. 1907-1908.) 


BUILT: 1889-90, RAZED: 10/1912 

OPENED: 1/1873, BURNED: 2/1/1874 

Research: Dave Keller


1909HuntingtonConstructRoute110girderbridgeOldStationbldginbackground.jpg (64591 bytes)
The original station that opened in 1868 was located west of New York Avenue on the north side of the tracks (present station is also on north side of the tracks, east of NY Ave.).  

The photograph was taken during the 1909 Route 110 bridge installation. The photographer was facing west. This photo was from the collection of William Ahern, of Ahern Landscape Design Center.

Huntington-EdLange-artwork.jpg (68757 bytes)
The art print was drawn by the famous Long Island artist of the late 1880s Edward Lang. Lang's view looks northwest. Research: Dave Morrison


Sill's Dairy Farm at milepost 93 was nearing the end of its useful life when I took this photo of LIRR train #4210 with two parlors on Labor Day, 1967 across the Farm's pond. Sills was an established dairy that supplied the North Fork. Happily, I own a quart milk bottle embossed Sills' Dairy, Greenport, NY. 09/04/1967 View E Photo/Info: Richard F. Makse


08/11/1968 View NE
Photo: Richard F. Makse
sillsdairyremainsViewN2009.jpg (71778 bytes)The decaying remains of Sills aerial photo. View N. 2009

sillsfarmggreenportmap.jpg (26225 bytes)
Sill's Dairy Farm located near LIRR MP 93 just south 
of NY State Route 25 (Main Rd, Front St.) 


sillsframgreenportwestmap.jpg (15816 bytes)

sillsframgreenportwestmapclose.jpg (11656 bytes)
Maps indicate Sills Rd at this location


DutchKillsSwingBridge.jpg (426152 bytes)The Long Island Railroad Swing Railroad (DB) Bridge across Dutch Kills at mile 1.1 will be closed to marine traffic until further notice due to structural damage and deterioration of the center pier. The bridge is no longer operable as a swing bridge. Mariners are advised to plan accordingly.  12/30/8 Chart 12335 LNM 04/08 (CGD1)


LICcanopyandstation.jpg (45289 bytes)All employee records for the LIRR were kept at the employment office at the Long Island City terminal. When the structure was destroyed by fire on December 18, 1902, all employee records were destroyed.

It was a major loss. They lost records of employees dating back to the beginning of the railroad in the 1840s and 1850s as well as employees who were, at the time, currently employed. As the Montauk Steamboat Co. was a subsidiary of the LIRR, I would think their employee records were also stored at the LI City terminal.

Replacement terminal building and offices at LI City 
c. late 1914-1920 Collection: Dave Morrison

I'm sure that the LIRR made attempts to gather hiring data, promotion data, etc. from employees who were in current service to update a new employee database and that database was transferred to Jamaica when it was opened in 1913 and became the main railroad offices, housing the employee department as well.  (I have a seniority roster of engineers and firemen dated 1947 and the top dogs on the list have hiring dates from the 1890s, so this lost data must have been re-recorded by word of mouth). However,  what happened to those records is unclear, probably dumped over the years along with the valuation glass plate negatives from 1919-1921 by order of Thomas Goodfellow.

The current LIRR employee department is of no help in providing employee records that are "old" from what I've been told. Dave Keller, LIRR Historian  12/30/2008


MP1HunterspointAveLICc1999.jpg (66570 bytes)LIRR mileage WAS calculated from LI City until Penn station opened in 1910. mileage is ALWAYS from L. I. City they are correct, but only as of 1942-43.

Then, mileage was calculated from Penn with the exception of the Montauk branch which, surprisingly enough, was STILL calculated from LI City and the Atlantic branch whose mileage was calculated from Flatbush Ave. 

While the LIRR calculated their mileage from LI City, the SSRR calculated theirs from their terminal in Bushwick.

As a result, their route varied slightly from the LIRR’s later Montauk branch , AND, due to many track realignments over the years, their mileage varied from the LIRR’s mileage between the same two points, but only, on average by about ¼ to ½ mile or so. It wasn’t more than ¼ to ½ mile different at that point. 

I'm sorry to say that I have absolutely NO idea as to when the mileposts were put in place.

Judging by the differing styles I've seen in photos over the years, they were obviously put in place at different times . . . perhaps to replace a broken or stolen one or perhaps to indicate corrected mileage when track work was done. There were many locations on LI where curves were removed and tracks realigned, thus cutting off distances at varying locations.

As many of those old photos I've seen show nicely manicured markers, the railroad must've sent a crew out every several years or so to paint them back to legibility. Back then, their only enemy was the elements of weather. Today we have vandals added to the mix. Dave Keller, LIRR Historian  12/18/2008, Archive Photo: MP1 Hunterspoint Ave,  LI City view east, north side of tracks, at east end of station platform  c. 1999


Sta-Central Islip-Int-1928.jpg (52762 bytes)An "AGENT" was the representative of the railroad.

A "Ticket Clerk" was NOT an agent and, as a result was not THE official representative of the railroad in all business thereunto pertaining.

Yes . . .  he or she was recognized as  a railroad employee, but did not have the authorization to handle any paperwork other than ticket sales without the permission of his or her next-in-command . . . . . the Agent.

That is why stations had multiple ticket clerks but only ONE Agent.

An Agent's job was to transact ALL railroad business: freight, baggage, express, ticket sales, etc., etc. Ticket Clerks were assigned jobs at stations to assist the Agent in his duties.

By being set up at a depot and being a representative of the railroad at that venue, said depot was known as an "Agency" of the LIRR.

In later years, when freight and express business ended on the LIRR, and as many of the older agents retired and were not replaced, remaining agents were placed in charged of multiple stations and head ticket clerks were assigned to many of the outlying ticket offices, with extra ticket clerks coming in to assist during busy days for sales of commutation tickets.  Of course, this was not the case for the major terminals, who always had a bank of ticket clerks assigned.

Just like offices of Western Union had signs up that read "Western Union Agency Here" and you went into the drug store and were able to send a telegram.

When a ticket office closed and all paper business ended . .. no more freight, express, ticket sales, etc., etc. and the manpower was removed and the depot building only used as a shelter against the elements, it was referred to as the agency being closed. In later years the closing of an agency only meant no more ticket windows as most of the railroad paper work (freight, express, etc., etc. ) was no longer handled by the agent and his assistants. Take Railway Express for example. They had their own employees usually operating from the freight office, assuming the location was large enough i.e. Patchogue.

When my description states, for example "Agency Closed: 1958" that meant that, in 1958, the Agent was removed from the premises, along with all his papers, documents, ledgers, forms, tickets etc., etc. and the job abolished. No more ticket sales. The window was closed. You could no longer check your baggage at that location. You could no longer ship anything or receive shipment at that location.

My description of Islip reads that the 2nd depot was placed IN SERVICE  in 1963. My next line reads "Agency Closed: ?" Meaning that the official LIRR station agent was removed at a later date and the office closed, but I have no idea of that date. Dave Keller, LIRR Historian 12/28/2008 Archive Photo: Central Islip Station Interior 1928


Traction Blvd. has always been named thus as the storage battery cars of the Suffolk Traction Company ran down the center of the street on their way to and from the LIRR station at Holtsville.

It branched off OLD North Ocean Avenue at the southeast corner of Canaan Lake and headed in a northwesterly direction, stubbing out at the woods at the end of the paved road and a dirt trail (old ROW) continued on to Holtsville station. The dirt trail was visible where it crossed Woodside Avenue and then disappeared entirely at the latter-day site of the town dump where it was completely obliterated. It picked up again in the woods on the east side of Waverly Avenue just south of Katz's Farm which was located directly south of the LIRR station in Holtsville. The ROW ran along the edge of Katz's Farm so was not discernible. 

But Traction Blvd. was always just that . . . . . it was NOT Ocean Avenue or North Ocean Avenue or anything else. Dave Keller, LIRR Historian 01/13/09


During the late forties and early fifties, there were occasional unofficial "speed records" set westbound between PARK and HOLLIS. With no grade crossings west of Floral Park, the temptation was great to open-em-up. The train sheets maintained at PARK, QUEENS and HOLLIS would likely give-up-the-ghost on G-5s and K-4s powered trains. 75 MPH and 80 MPH would occur from time to time. The C-LIners would sometimes strut their horses and be worthy of a stopwatch.

As you may recall, the lead time on the "circuit was much greater on the manned crossings than it is with the automatic gate/signal protected crossings of today. The circuit was usually tripped about a mile from the crossing which offered approximate one-minute protection at 60 MPH. The whistle posts ('W') were set 1/4 mile from the crossing. At 60 MPH, it took 15 seconds to travel that distance and to get out that ---- ----- 0 ---- on the whistle or horn. At 70 MPH, that distance (1320') would be covered in 12.8 seconds.

These "highball" trips were usually run in this fashion in the later evening hours during the hours of darkness. 
Pappy, St. George, UT

Fastest LIRR schedules Jamaica to Speonk, from Timetable review:

May 1923 90 min...... 41.8 Mph
Oct 1925 88 min....... 42.8 Mph
June 1941 76 min...... 49.5 Mph
June 1946 79 min...... 47.6 Mph
June 1949 78 min...... 48.2 Mph

The last two specify via the Central Branch-- i.e. about 62.3 miles; the 1920s schedules may be via Manorville, 63.1 miles. I have averaged the branches to obtain: = 62.7 miles. Calculations: Steven Lynch




During the years the BAT (Brooklyn Army Terminal) was in operation they used their own motive power and possibly some LIRR as far as I know. I've seen photos of Army engines down there. I do believe Bush just ran through or maybe just up to the BAT with interchange cars.

Bay Ridge yard was a LIRR switch job. LIRR handled all the floats, drilling, etc. NH ran the road trains. LIRR assembled them in the yard for NH power to get and run up the connecting. (NYCRR)

After BAT went civil, I doubt there were any customers that received cars inside anymore. Cross had 2 customers there that got cars on one of the piers. NEMCO I think it was (to lazy to go look up my own website) got the Port Authority PATH cars rebuilt there and the other got TOFC cars with trailers.

Photo from LIFE inside the Eastern portion of the BAT. Today there's a pair of LIRR P72s and a Bar-Gen sitting in there...they were used for an Elvis movie. Landlocked now. Paul Strubeck 01/2009


BATTrackMapmedium.jpg (210526 bytes)


The Brooklyn Army Terminal utilized a track layout of modest proportions with a aggregate amount of trackage totaling 17 miles, and could house over 1,250 cars of 40' length and by referencing the map below, we can discern that the Brooklyn Army Terminal property actually contained nine rail yards.

The Brooklyn Army Terminal trackage could be accessed by locomotives on the Bay Ridge Division of the New York New Haven & Hartford / Long Island Railroad's Bay Bridge Branch at the southeastern corner of it's property, and by the Bush Terminal Railroad at the north end of the property.  

The left diagram shows the extensive trackage layout at the Brooklyn Army Terminal and the adjacent Long Island Rail Road /New York & New Haven Railroad 65th Street Yard.    Research: Philip M. Goldstein  Visit his terrific website: BROOKLYN ARMY TERMINAL


Historic American Engineering Record (HAER) #NY202
The original providence of the map is given as Engineering News Record 1919.
BAT property annotated by Author: 
Philip M. Goldstein


bayridge-BAT-1926.jpg (133467 bytes)
Brooklyn Army Terminal - 1926
Brooklyn Army Terminal -1931.jpg (84967 bytes)
Brooklyn Army Terminal - View N 1931 Fairchild Aerial Survey Photo
New York State Library archives
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Brooklyn Army Terminal - LIRR 65th St. Yard -  View E  9/1968

BkTermSchematic.jpg (186957 bytes)

Bush Terminal had two unique advantages when compared to the other three Brooklyn based independent or contract terminals (JSC, NYD & BEDT). The first of those two advantages gave Bush Terminal a distinct edge over the other independent contract terminals in Brooklyn, and that was their being able to interchange with Class 1 railroads by means of a freight line jointly owned by the New York, New Haven & Hartford and Long Island railroads (the Bay Ridge Branch). The second advantage will be discussed below.

This freight line ran through the heart of Brooklyn and Queens and was known as the Bay Ridge Branch or Bay Ridge Division of the NYNH&H / LIRR and terminates at the Bay Ridge Yard at 65th Street and First Avenue. This route interconnects the Bay Ridge Yard with Sunnyside and Fresh Pond Yards in Queens (and still does to this day). At Fresh Pond Yard, an interchange existed with the New York Connecting Railroad, which utilized the Hell Gate Bridge to access the Oak Point Terminal in the Bronx as well as the rest of the mainland United States. So, in all actuality, the Bush Terminal Railroad was physically connected to the mainland US after 1916 (the year the Hell Gate bridge was completed).

In addition to this interchange, the Bush Terminal RR could also interchange with the South Brooklyn Railway at the South Brooklyn Railway Yard located at 39th Street on Second Avenue. The following schematic shows the connections and interchanges of the Bush Terminal RR to the other railroads in Brooklyn at the time. Please keep in mind, is it not to scale, and is a composite of the various railroads and industries that operated throughout the twentieth century, even though some of the businesses may not have existed all at the same time.

Diagram/Research: Philip M. Goldstein  Visit his terrific website: BUSH TERMINAL

BTRR-car-float_HobokenNJ_c.1940.jpg (149465 bytes)
BTRR car float #45 - Hoboken, NJ c.1940

A Mathieson tug, which Paul Strubeck advises as most likely a fill in job. BTRR interchanged at 65th Street NYNH&H/LIRR Yard. Being a contracted tow, it could be going Port Ivory or any other private pier station in the Metro NY area. Info: Philip M. Goldstein

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Bush Terminal electric #23 at First Ave. Brooklyn yard  6/07/1933 Archive: Dave Keller
Bush Term 0-4-0T No. 4- South Bklyn, NY - 10-13-34.jpg (69135 bytes)
Bush Terminal 0-4-0T #4 - Brooklyn 10/13/1934 Archive: Dave Keller
Bush Terminal-Idler Car 101- 49th St. and 1st Ave-Bklyn, NY - c. 1958.jpg (125319 bytes)
Bush Terminal Idler Car #101 at 49th St. and 1st Ave, Brooklyn c.1958 Archive: Dave Keller
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Bush Terminal Yard ladder tracks c.1958 Archive: Dave Keller
Bush Term No 88, 2, 4 - 43rd St. Engine House-Bklyn, NY - 7-22-66.jpg (83251 bytes)
Bush Terminal #88 - 43rd St. Engine House Brooklyn 7/22/1966 
Archive: Dave Keller
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NY Cross Harbor Railroad EMD NW-2 #58 movement at the Bush Terminal Warehouse of NYCT ACF R10 #2992 at 41st Street & 2nd Ave, Brooklyn. Engine is on 41st Street c.1990 Archive: Wayne Koch 


Farmingdale's agricultural roots are reflected in this circa 1940 scene looking north on Merritt Road near the intersection of Conklin Street (Hempstead Turnpike). The LIRR Central Branch crossing is in the foreground, and that of the Main Line is north of the intersection. Farmingdale Feed Co. is also seen at the northeast corner of this intersection.
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The history of Jamaica spot #16!

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1. The cross street is 170th St.
2. It was originally built in 1905-06 as a siding for the Shultz Bread Company.
3. The siding never crossed 168th St. to the west but stopped some distance (no idea how much) short of the street. 
4. In 1924, a replacement siding was installed, Shultz Bread changed ownership and the name was changed, according to Emery, to Continental Baking Co. here was NO indication of another bakery name on his map between the time of Shultz and the change to Continental. The siding for the Continental Baking Co. (Wonder Bread) was located on the south side of the tracks, west of Hillside, between 168th and 170th streets.

It was probably reworked (especially at the connection to the main) 
after the Jamaica-East Improvement project in 1930-31 when the ROW was elevated from Jamaica through Union Hall St. and Hillside.

In 1925, the Continental Baking Company bought the Taggart Baking Company of Indianapolis and “Slo-baked” "Wonder Bread" soon became a national brand. 

Pre 2004 Wonder Logo

The Continental Baking Company altered the course of  bread forever in the 1930's when it introduced sliced Wonder Bread. Sales were slow at first as suspicious consumers were slow to accept a pre-sliced bread, but convenience overruled apprehension and soon everyone wanted sliced Wonder Bread on their dinner table. In 1995, Continental Baking was bought by Interstate Bakeries Corp. 


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I was down in Fresh Pond the other day and saw a brand new LI gondola car numbered 6071. The Builder's decal said ebenezerlogo.jpg (40067 bytes) "Ebenezer Car Company - Buffalo, NY".  Built date on the side of the car is 9/2008. It's a 66 foot car with cushion couplers on each end. I was advised by one of my LIRR connections that these will be used in work train service, mostly for hauling ties. They were shot on 1/3/2009 at Holban Yard.  

Here is the first of fifteen to twenty new gondolas the LIRR will be receiving for work train service, mostly for ties. To my knowledge, this is the first new work equipment the LIRR has ordered in my lifetime. 



LIRR G5s # 35, #39, #50 Final Runs "Steam Specials" 

#50 October 2, 1955
#39 October 8, 1955
  #35 October 16, 1955


          "Last Call" 10/16/1955 Archive: Art Huneke

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LIRR G5s #50 FM C-Liner 2004 at Port Jefferson Station October 02, 1955  Photo: Robert Emery

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LIRR G5s #39 "Last Steam Week" at Oyster Bay  October 8, 1955  Photo: Art Huneke

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Extra Engine Crew/Train Crew #2 left Jamaica Yard bound for Hicksville with one coach. This, was the beginning of Operation: Changeover, the ceremony officially ending steam on the Long Island Railroad. Hicksville South Siding LIRR #39 and P72 # 2924 10/08/1955 
Photo: Bill Slade Archive: Art Huneke
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LIRR G5s #35 and final "Steam Special" at Smithtown Station ready to depart
on the very last LIRR steam train run, October 16, 1955.  Photo: Art Huneke


10/08/1955 Hicksville Engine #39 and car #2924 facing east & engine #35 and car #2923 facing west. Later, Alco diesel #1555 replaced #35 & #1556 replaced #39. 
#1555 operated back to Riverhead with #2923, but returned to Jamaica at 6:00pm with a different car of the same type. Photo: John Krause Archive: Gary Everhart

LIRR NEWS - Operation Changeover
LIRR News Operation Changeover 9/29/1955 Archive: Dave Morrison

LIRR News Operation Changeover 10/04/1955 
Archive: Dave Morrison

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The LIRR End of Steam LIRR run having arrived at Hicksville early, bystanders and railfans alike gathered around to have a close up experience with #39 as this was likely the last time they saw a steam locomotive. 10/08/1955 Archive: Art Huneke

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October 8th, 1955 was a rainy day, depicting the sad day steam 'officially' ended on the Long Island Railroad. #35 (seen left) and #39 (seen right) each pulled a one car Boy Scout special to Hicksville, where a diesel took the coach, signifying the transition from steam to diesel. Happily, both engines survive today. Although each engine has different restoration plans, we each hope to bring back the rich history these engines made and wish the Oyster Bay Railroad Museum the best of luck with #35.
Archive: Art Huneke

LIRR "End of Steam" memo to Extra Crews schedule: 10/04/1955
Archive: Dave Morrison

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LIRR G5s #35 and final "Steam Special" at Port Jefferson Station ready to depart on the very
last LIRR steam train run, October 16, 1955.  FM C-Liner 2402 at trackside. Photo: Art Huneke


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End-of-Steam Ceremony, LIRR, Hicksville, October 8, 1955: The question of which locos and cars were involved comes up again and again: here is the definitive list (by Bill Slade), Info: Art Huneke

 50th Anniversary End of Steam Service - Along The Track 11/2005 Archive: Dave Morrison

Final Runs "Steam Specials"  LIRR  #35 passing St. James station October 16, 1955
Photo: John Krause

Last Steam Excursion Souvenir Ticket and Pass  10/16/1955 - Archive: Art Huneke


Sunrise Highway construction began around 1925 from Queens to Massapequa. It was extended to Great River in 1940 and Patchogue in 1953. On the 1925 Freeport Aerial it looks as though Olive Blvd was the name of the east/west road where Sunrise is approximately today. It seems Merrick Road was the main east/west route along the south shore until Sunrise was constructed. 
freeport9-26-46.jpg (65662 bytes)    Merrick Rd., Freeport 9/26/1946  view SE  NYS Archives


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PRR Whistle & Ring Sign 05/1927 Specs

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PRR E6s #460 Wreck Train at Old Southern  Road, Laurelton 10/20/39 Archive: Dave Keller

On April 27, 2005, the Federal Railroad Administration (FRA), which enforces rail safety regulations, published the final rule on the use of locomotive horns at highway-rail grade crossings. Effective June 24, 2005, the rule requires that locomotive horns be sounded at all public grade crossings at least 15 seconds, but not more than 20 seconds before entering a crossing. This rule applies when the train speed is below 45 mph (70 km/h). At 45 mph or above, trains are still required to sound their horn at the designated location (usually marked with a whistle post).

The pattern for blowing the horn remains two long, one short, and one long. This is to be repeated as necessary until the lead locomotive fully occupies the crossing. Locomotive engineers retain the authority to vary this pattern as necessary for crossings in close proximity, and are allowed to sound the horn in emergency situations no matter where the location
RULE 14 (l) * – – o – Trains or engines approaching public highway grade crossings shall sound the horn for at least 15 seconds, but no more than 20 seconds before the lead engine enters the crossing. Trains or engines traveling at speeds greater than 45 mph shall begin sounding the horn at or about, but not more than, one-quarter mile (1,320 feet) in advance of the nearest public crossing. Even if the advance warning provided by the horn will be less than 15 seconds in duration. This signal is to be prolonged or repeated until the engine or train occupies the crossing; or, where multiple crossing are involved, until the last crossing is occupied. 2. Approaching tunnels, yards, or other points where railroad workers may be at work. 3. Passing standing trains  Info: Bob Anderson 09/30/2008


A train is superior to another train by right or direction. Right is conferred by train order and is superior to direction. Eastward regular trains are superior by direction to westward regular trains, unless otherwise specified. 

Extra trains are inferior to regular trains.

Those are Rules S-71 and 73. Class is not included in the LIRR rules any more, only right and direction.

Look at superiority this way:

A regular train's authority is its timetable schedule. An eastward regular in the timetable is superior to a westward regular, unless otherwise specified. That unless otherwise specified would be a train order for instance, swapping superiority (Westward has right over eastward A to B). 

Another premise to remember is that there is no superiority between two extra trains, though at a meet between two extras, the extra in the westward direction would take the siding, unless otherwise specified in the train order.

A work train for instance, that needed to run to Montauk would get a run order from SK2 to Montauk. All opposing westward regulars would not be concerned about that extra since the extra is inferior (it doesn't have a schedule in the timetable either). A meet order would have to be issued between a regular train and that extra OR the extra would have to clear the time and block of any opposing regular trains by not less than 5 minutes (that extra's crew would have to check out the timetable and look up the times of opposing regular trains). 

Rule S-87 is also known as the "5 minute rule". It's a safety net that permits an inferior train to clear a superior train's time by not less than 5 minutes, if no meet order is issued. 

In other words, if Train A was a superior train and Train B was an inferior train, if no meet order was issued between the two and they are both regular trains (they have a timetable schedule), Train B would have to clear Train A's time 5 minutes in advance of Train A's time at C Block Limit.

That's a real simple way to look at it. There's more information that's needed to fully understand the way things work in 251 manual block territory, but it sort of gives you a basic knowledge of the operation. Info: Joe Tischner


LIRR Rule 5 used to require an order for every meet, even between regular trains. Now Rule 89 requires "Form L's will be issued to establish meeting points" (without exception) - same thing.
With orders required for all meets between regulars/extras, I can't conceive of a scenario when "opposing westward regulars would not be concerned about that extra".
This facet of Rule 5, and later Rule 89 seems specific to LIRR, although it's equivalent can be found in PRR Timetable Special Instructions - the possible germination of the LIRR wordage. Dave Barraza



AA4-403A-No. 4th St Yd-Bklyn-c.1937.jpg (50278 bytes)In February of 1925, the LIRR briefly tested Ingersoll-Rand diesel demonstrator number 8835 at the request of the Pennsylvania Railroad. Impressed by its thermal efficiency (30% versus 6%-8% from a steam locomotive), the PRR contracted a team consisting of representatives from General Electric, Ingersoll-Rand, and ALCo to produce diesel locomotive serial number 6605, which would become LIRR #401. The locomotive was completed in 1926 right around the time that the LIRR was due to receive a trainload of spare parts from the GE plant in Erie, PA. For reasons lost to history, there would have been some significant delay in getting the locomotive and parts to Long Island if the LIRR waited to receive the train at an interchange, so they opted to dispatch their own crew to Erie to bring back the parts behind the new diesel. By doing this, the LIRR became the first railroad in the world to operate a diesel in road service.

LIRR #401 was not an ideal road service locomotive, however. As a boxcab locomotive, the first point of contact in a collision would be the engineer's control room (to call it a cab would be a stretch!). As a result, the next few years saw the development of three other kinds of diesel locomotive: the switcher, the road switcher, and the cab unit (or carbody diesel).   Photo: AA4 #403A No. 4th St Yd-Brooklyn c.1937

The ALCo S-1, a switcher type locomotive, was the first locomotive order in bulk for the LIRR. The first S-1 was delivered to Long Island in 1945. They were numbered 413 through 421 and delivered wearing the standard black Pennsylvania paint. The S-1 boasted a 660 h.p. engine and claimed a tractive effort rating of 29, 200 kN. The LIRR would own other switchers, including several Baldwin units, but in terms of appearance and performance, they were much the same as the S-1. What distinguished the S-1 and these others as switchers was the long hood situated in front of a cab with a flat panel behind it. This gave the engineer an ideal view of cars behind him for coupling to and then switching cars. Running the locomotive "glass-out," however, did not offer much, if any, protection in the event of a collision.

Partly in response to this, ALCo developed its road switcher series, which was suited for switching cars but also boasted the motive power and safety specifications to work in main line service. The road switcher situation an additional short hood behind the cab that, according to ALCo, offered an equivalent amount of protection to the long hood. The practice, however, was still to run these locomotives long hood forward because several of the LIRR units had a Vapor-Clarkson steam generator, for heating coaches, installed in the short hood. The RS-1s, first delivered to the LIRR in 1948, brought a 1,000 h.p. engine and a tractive effort of 34,000 kN. Numbered 461 through 469, they were delivered in the same Pennsy-style scheme as the S-1s. These would be complemented by the purchase of the RS-3s (numbered 1551 through 1560) in 1955, which featured 1,600 h.p. and a tractive effort of 46,000 kN. Then, the LIRR made some mistakes.

1951 saw the purchase of the Fairbanks-Morse H16-44, a road switcher type locomotive that brought 1,600 h.p. and a tractive effort of 36,600 kN to the already impressive LIRR fleet. These were followed by the purchase of F-M's C-liner locomotives, which were carbody diesels. The design, pioneered by EMD in 1939 with its FT-series of locomotive, situated the engine behind the cab such that running this locomotive in reverse operation for road service was impossible. The CPA20-5s, numbered 2001 through 2008, combined 2,000 h.p. with 36,000 kN of tractive effort. They were followed by the CPA24-5s, which featured 2,400 hp. These were numbered 2401 through 2404. 

All of the F-M locomotives were notorious gas and oil guzzlers and featured still-unproven locomotive technology. The "revolutionary" opposed-piston engine F-M installed was not well-tested in locomotives and, in part because of this, the C-Liners were essentially the DMs of the 1950s, requiring bail outs more often than they completed their trips. F-M ceased locomotive manufacture in 1958, which is a large part of the reason that the LIRR sold off or traded all of these locomotives by the early 1960s. Several went to ALCo to cover part of the cost of the C420s and others were sold off to various places. The most interesting home a C-Liner would find was a merchant marine ship - at least one of the engines from a CPA24-5 found a new home powering a small merchant marine vessel, which was (and still is) the ideal home for an F-M opposed piston engine. Something tells me the DMs won't find such interesting homes after LIRR is rid of them... Info: Kyle Mullins  12/18/2007  Photo/Archive: Dave Keller


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A "pig", "mule" or "barney" setup. (Note 1) The 2 rails between the running rails, are used by a railed pusher to shove dead locos into shop area w/o catenary overhead. No steam locos in Sunnyside what so ever. Info: K. F. Groh  Archive: Dave Keller

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"Barney" in pit at Sunnyside Yard, LI City c.1958

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Sunnyside Yard Shop Facilities, LI City  Map 05/20/46
"X" at right marks location of photo view west towards turntable in background.

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PRR (AMTRAK) Sunnyside Engine Facility - Barney locations Photo: Bob Bedden

The “Multiple Unit Repair Shop” and "Multiple Unit Inspection Pits" indicated on the Sunnyside Yard  Rendering c.1905 later became the engine house, ash pits(?), and Barney locations respectively.

Could very well be that, in 1905, as there were NO dreams of GG1 locomotives at the time, everything WAS built for MU service. AND . . . those pits could very well have been inspection pits, originally. Years later, with the onset of B3 electrics, DD1 electrics and GG1 electrics, usage was converted from MU service to locomotive service and the pits, et. al. were refitted accordingly . . . Changing the inspection purpose to dead engine pulling. Barneys are devices that come up from a pit between the rails and engage the coupler and pull/push the car to the desired spot. The Sunnyside one(s) are considered typical.


lirrM1testing JenkinsCurveBridgeportCT1969HankRaudenbush.jpg (73828 bytes)The location is at Jenkins Curve, Bridgeport.   This is the curve south of the station and the underjump the to former freight yard; also the location where the "Federal" once came to grief. It is a 6 degree curve, and about the sharpest on the line. Like most of the curves on the line, it was laid out when the line was 4-tracked about 1895, reflecting the rolling stol of that time, and boxed in forever when the catenary bridges were built in 1914. The track centers are very tight for such a sharp curve, with the required superelevation!
Some time in 1970, when LIRR had received about 100 M-1's, the M-2's were on order, and the M-1a's were just being ordered, four pairs of LIRR M-1's were sent to what was then the Metropolitan Region of Penn Central. This was to give Metro an advance look at these cars, and also for some clearance tests.  Two pair of M-1's were towed to Bridgeport by a pair of FL-9's, and parked at this location. After a couple of P-C trains went by, the FL-9's uncoupled one pair and ran it by at track speed (30) on the outer track, while the other pair stood on the inner track. 

This way they would be rolled toward each other. The Penn Central clearance engineer (Greenlee?) had a set of small feelers, 6 inches long, which he taped to the widest point on the standing cars. They were not touched, so he was satisfied. Of course, while the M-1's had the same shape as the M-2 they didn't have the same truck and suspension. When the M-2's came, they had too much roll and the tip of the pan almost touched the arm of one semaphore near "Peck". That was why a few M-2's were sent to the Shea Stadium test site on the LIRR, so that GE. could work on modifications to the suspension. They hardly had room at their South Norwalk site for that work.
The M-1's loaned to Metropolitan Region were briefly in passenger service on the Harlem line, as well.  Photo/Research: Hank Raudenbush