LIRR History extracted from PRR Chronology by Christopher T.  Baer
Note: All data is subject to future additions/corrections.

Dec. 28, 1810 Future LIRR contractor and Superintendent John T. Areson (1810-1896) born. (findagrave)

Feb. 6, 1813 Future LIRR Pres. Oliver Charlick (1813-1875) born near Hempstead, N.Y. (rootsweb, Munsell/Queens)

Apr. 1, 1818 Future manufacturer and LIRR Pres. Conrad Poppenhusen (1818-1883)  born at Hamburg, Germany. (Schelgel’sAmericanFmlsofGermnAncestry)

Sep. 28, 1820 Future Northern Central Railway and LIRR official Alfred R. Fiske (1820-1886) born at Charlestown, Mass.; son of Samuel Fisk and Ardelia Fiske; he becomes a machinist and helps construct textile mills across New England and Pennsylvania before turning to railroad work in 1853.  (Freemasonry in Northumberland & Snyder Counties)

1821 Union Course race track established on the western boundary of Jamaica, N.Y.; later served by the LIRR. (Munsell/Queens)

July 11, 1827 Austin Corbin (1827-1896), future banker and reorganizer of the Long Island Railroad (LIRR), Pres. of Philadelphia & Reading Railroad and head of various Midwestern enterprises, born at Newport, N.H. (DAB)

June 23, 1828 Future LIRR VP Benjamin S. Henning (1828-1900) born at Ithaca, N.Y.  (RRBios)

1829 Steamboat Linneus begins regular steamboat service between New York and the site of Glen Cove on the North Shore of Long Island in the Town of Oyster Bay; later operated by the LIRR. (Munsell/Queens)

Dec. 4, 1831 Future LIRR Superintendent Elizur Brace Hinsdale (1831-1916) born at Le Roy, N.Y.; son of Elizur Hinsdale (1783-1860) and Hannah Johnson Hinsdale (1792-1863). (ancestry.com)

ca. 1832 Pioneer railroad contractor Coffin Colket (1809-1883), a native of New Hampshire, forms a partnership with John Owen Sterns (1805-1862) of Massachusetts; Colket & Sterns will build many railroads of the 1830s and 1840s, including parts of the Philadelphia & Columbia Railroad, the PW&B, the B&O, the Philadelphia & Trenton Railroad, the Philadelphia, Germantown & Norristown Railroad, the Rensselaer & Saratoga Railroad,
as well as the entire Elizabethtown & Somerville Railroad, Northern Liberties & Penn Township Railroad, Southwark Railroad, Norristown & Valley Railroad, Brooklyn & Jamaica Railroad, and the Tioga Railroad; because they are paid partially in securities, they assume the management of several of these properties; Colket later serves as Pres. of the PG&N and LIRR, and Sterns as Superintendent and VP of the CNJ. (Scharf, RREmply)

Apr. 24, 1834 Long Island Rail Road Company (LIRR) incorporated with charter life of 50 years (extended in 1883) to build from Brooklyn or Williamsburg to Greenport with a steamboat connection from Greenport to Conn. or R.I.; may also build branches to Sag Harbor and to Williamsburg section of present day Brooklyn; Brooklyn & Jamaica Railroad may subscribe $300,000; plan is to create a short-cut between New York and eastern New England, the assumption being that a railroad cannot be built economically along the hilly north shore of Long Island Sound west of the Connecticut River. (PL, Digest, Smith)

Feb. 2, 1835 Richard Peters (1810-1889) of Philadelphia, a friend of J. Edgar Thomson, joins the survey party as Assistant Engineer of the Georgia Railroad; Peters remains in Georgia, where he becomes a wealthy businessman and leading citizen of Atlanta, but his son Ralph Peters (1853-1923) later returns north as a PRR and LIRR official. (Ward, ColFmlPa)

Apr. 9, 1835 After 10 years of opposition from the Fulton Ferry Company, the South Ferry is established from Whitehall Street to the foot of Atlantic Avenue in Brooklyn; it will become the connection for the Brooklyn & Jamaica Railroad and LIRR. (Stokes)

June 16, 1835 Long Island Rail Road Company (LIRR) commissioners meet at Phenix Bank in New York and elect directors, including John Delafield (1786-1853), Pres. of Phenix Bank, William S. Smith, Knowles Taylor (1794?-1850) and Valentine Hicks (1782-1850). (MB)

June 17, 1835 LIRR organized; Knowles Taylor (1794?-1850) elected Pres., W.F. Blydenburgh VP; John Delafield, Treasurer. (MB)

June 18, 1835 LIRR selects William Gibbs McNeill as Chief Engineer over Isaac Knight of Baltimore, Walter Gwynn of Portsmouth, Va., and Capt. Andrew Talcott. (MB)

Nov. 12, 1835 William G. McNeill submits surveys to LIRR Board. (MB)

Nov. 26, 1835 LIRR Board authorizes lease of Brooklyn & Jamaica Railroad. (MB)

Nov. 28, 1835 First LIRR locomotive Ariel (c/n 19), 4-2-0, completed by Baldwin Locomotive Works for the Brooklyn & Jamaica Railroad. (Berliner, BLW, PR)

Jan. 29, 1836 Locomotive Ariel (BLW c/n 19) makes first trial run on Brooklyn & Jamaica Railroad; boat launched at Brown & Simonson’s yard for LIRR South Ferry service. (RRH)

Feb. 18, 1836 LIRR Board authorizes location from Jamaica to within two miles of Jericho; approves location of branch from Bedford to Williamsburg on East River, giving ferry connection independent of Brooklyn & Jamaica Railroad and bypassing congestion on Brooklyn streets. (MB)

Mar. 23, 1836 Second LIRR locomotive Post Boy (c/n 26), 4-2-0, completed by the Baldwin Locomotive Works for the Brooklyn & Jamaica Railroad. (Berliner-BLW)

Mar. 31, 1836 Ground breaking held for LIRR. (ARJ)

Apr. 2, 1836 Charter supplement to LIRR authorizes it to lease or purchase the Brooklyn & Jamaica Railroad. (PL)

Apr. 18, 1836 Regular construction work begins on LIRR. (Smith)

May 3, 1836 LIRR locomotives Ariel and Post Boy, drawing flat cars fitted with seats for passengers to the Union Course race track collide and are damaged; the
first train strikes a cow and is rear-ended by the second; both locomotives are not well repaired and are still giving problems in 1837.
(Hazelton/Reifschneider, MB)

May 1836 LIRR begins grading its first division. (ARJ)

May 16, 1836 Supplement to LIRR charter authorizes construction of branch to Hempstead. (PL, Digest)

June 4, 1836 LIRR authorizes survey for branch to Hempstead. (MB)

June 7, 1836 LIRR authorizes surveys east of Jericho. (MB)

June 11, 1836 William Gibbs McNeill resigns as Chief Engineer of Boston & Providence Railroad in order to devote full time to LIRR. (ARJ)

Sep. 1, 1836 LIRR Board defeats motion to run Sunday trains; votes to postpone work east of Jericho to compare "central" and "southern" routes; adopts location
of branch from Bedford to Williamsburg at Grand Street ferry to give less congested route to East River. (MB)

Sep. 19, 1836 LIRR Board adopts "southern route" beyond Hicksville. (MB)

Oct. 3, 1836 LIRR Board orders new survey from Nathaiel Conklin's to a point on the "central route" near Happauge. (MB)

Dec. 1, 1836 LIRR leases Brooklyn & Jamaica Railroad retroactive to Apr. 18, 1836; rent of $33,300 a year is based on a heavy New York-Boston through
traffic which never materializes, creating an intolerable burden on the LIRR and a huge windfall for the B&J stockholders. (C&C, MB)

Dec. 19, 1836 LIRR Board authorizes loan of $15,000 from Phenix Bank. (MB)

1836 First two locomotives known to have been equipped with whistles built by Proprietors of Locks & Canals at Lowell, Mass., under supervision of George W. Whistler; Hicksville for LIRR and Susquehanna for PW&B. (AAR)

Jan. 4, 1837 LIRR Board orders suspension of all operations east of Hicksville; not carried out immediately. (MB)

Feb. 6, 1837 LIRR Board orders engineers to begin buying right of way for Bedford-Williamsburg branch; adopts "intermediate route" over "southern route"
beyond Conklins; orders contracting line from Hicksville to Coram via Conklins and Williamsburg Branch. (MB)

Mar. 1, 1837 LIRR opens between Jamaica and Hicksville. (Val)

Mar. 24, 1837 LIRR stockholders resolve to have half of the installment due on Apr. 10 extended to May 10; appoint committee of five to investigate affairs of company. (MB)

Apr. 1, 1837 LIRR begins Sunday operation between Brooklyn and Hicksville. (MB)

Apr. 3, 1837 In response to calls from large stockholders to stop work and reduce calls for money, LIRR Board votes to reduce work force but rules it is inexpedient to suspend work entirely. (MB)

Apr. 5, 1837 In response to further petition from large stockholders, LIRR Board votes to suspends all construction work east of Hicksville and on the Williamsburg Branch (which is never resumed) and to drop the call for the $2.50 installment due May 10. (MB)

Apr. 25, 1837 Knowles Taylor (1794?-1850) resigns as LIRR Pres. and director; Board tables consideration of request for a branch to Hempstead. (MB)

May 14, 1837 Frankfurt banker August Schönberg (1816-1890) arrives in New York enroute to Havana, wither he is being sent to protect the interests of the London and Paris Rothschilds in the Spanish Empire; here he finds the Panic underway and the banks in suspension; on his own initiative, Schönberg decides to stay in New York to take the place of the Rothschilds’ failed agent, J.L. & S. Joseph & Co.; he changes his last name to Belmont (the French equivalent of Schönberg - “beautiful mountain”), becomes an Episcopalian, and establishes a private banking house; August Belmont & Co. prospers as the U.S. agent of the Rothschilds; Belmont becomes prominent in national Democratic politics, and 1849 marries Caroline Slidell Perry ( - ), the daughter of Commodore Matthew C. Perry and is assimilated into the American upper class; his son of the same name will play a prominent role in developing the New York subways and LIRR. (Katz, Corosso, Trager)

June 7, 1837 Valentine Hicks (1782-1850) elected Pres. of LIRR in place of Knowles Taylor, resigned. (MB)

June 23, 1837 LIRR appoints James J. Shipman (1809?-1884) Resident Engineer & Superintendent. (MB)

July 10, 1837 LIRR Board authorizes paying creditors in notes; reports a suit has been brought by George B. Fiske, et al., to set aside results of election of June 5. (MB)

Oct. 3, 1837 W.F. Blydenburgh resigns as LIRR VP and director, although remains as Secretary; Board appoints Richard Senior General Agent. (MB)

Oct. 28, 1837 LIRR stockholders' committee makes inspection trip to Hicksville. (MB)

Nov. 27, 1837 LIRR Board orders end to operation of Sunday trains; hears report that Chief Justice Nelson has set aside June 5, 1837, election on grounds of non-publication of notices; Board then elects J.E. Haviland to fill vacancy on Board caused by his own disqualification. (MB)

Dec. 26, 1837 LIRR Board orders investigation of 2,700 forfeited shares, which Edwin Lord claims he is entitled to vote. (MB)

Jan. 8, 1838 B&O Chief Engineer Jonathan Knight and Benjamin H. Latrobe report to the B&O on their inspection of track structure used on other railroads in New England and the middle states, including the LIRR, New Jersey Railroad, Camden & Amboy, Philadelphia & Columbia, Reading, NC&F, Baltimore & Port Deposite and Baltimore & Susquehanna; recommend 50-lb. H or T-rail. (Knight Rept)

Mar. 30, 1838 LIRR Board confirms repurchase of stock claimed by Edwin Lord at 58.408. (MB)

Apr. 6, 1838 Poughkeepsie Locomotive Engine Company incorporated; it builds a $90,000 factory and builds only one locomotive, for the LIRR, before failing; it is located 70 miles from the nearest railroad. (Harlow)

Apr. 17, 1838 John Delafield resigns as Treasurer and director of LIRR; William Gibbs McNeill resigns as Chief Engineer. (MB)

Apr. 28, 1838 W.F. Blydenburgh resigns as LIRR Secretary. (MB)

Apr. 30, 1838 LIRR Board asks Brooklyn authorities for permission to operate steam locomotives on Atlantic Avenue line between Clinton Street and Bedford on May 1-4 for races, providing limited to 8 MPH. (MB)

May 2, 1838 LIRR Board announces settlement with Edwin Lord; he is to receive new certificates for his 2,700 shares; directors Walter R. Jones, S. Carle, George D. Strong and Henry F. Tallmadge resign, and six new directors allied with Lord elected to fill vacancies: Edwin Post, Waldron B. Post, George B. Fiske, Joseph W. Allen, and Henry Ruggles. (MB)

May 21, 1838 Waldron B. Post elected Pres. of LIRR, replacing Valentine Hicks, resigned; George B. Fiske named VP. (MB)

May 23, 1838 Benjamin Curtis resigns as LIRR director and is replaced by George B. Post; Board invites city officials to witness test of locomotive between South Ferry (foot of Atlantic Avenue, Brooklyn) and Bedford. (MB)

May 31, 1838 LIRR Board authorizes lease of wharf at South Ferry, Brooklyn and establishment of station at Westbury. (MB)

June 26, 1838 James J. Shipman resigns as Chief Engineer & Superintendent of LIRR.
(MB)

July 24, 1838 LIRR Board orders survey of Hempstead Branch in response to requests from residents; Pres. Hicks reports on trip to Philadelphia to negotiate a loan; Nicholas Biddle was out of town, and Girard Bank refused; saw Joseph Cowperthwaite, Cashier of United States Bank of Pennsylvania, who informs him that Biddle supports LIRR and link to New York, Providence & Boston Railroad (Stonington Line) and may be ready to make a loan around Sep. 1. (MB)

Aug. 13, 1838 Pres. Hicks reports to LIRR Board on his proposal to borrow $100,000 in post notes from the Morris Canal & Banking Company in return for a mortgage on the railroad and 3% commission; Board tables petition from residents of Jamaica for end to Sunday operation. (MB)

Oct. 18, 1838 Pres. Hicks reports to LIRR Board that he has borrowed $70,000 in post notes from Morris Canal & Banking Company in return for a mortgage on the railroad and 3% commission; has placed Hempstead Branch under contract. (MB)

Oct. 26, 1838 LIRR Board authorizes ratifying contract reducing rent of Brooklyn & Jamaica Railroad from 9% to 7%; authorizes soliciting free land on each of three routes between Hicksville and Greenport. (MB)

Dec. 24, 1838 LIRR Board authorizes applying to New York Legislature for loan of state credit to complete line to Greenport. (MB)

Feb. 22, 1839 LIRR Board orders contractors to resume work on Hempstead Branch by Mar. 10. (MB)

Apr. 29, 1839 Supplement to LIRR charter authorizes additional $750,000 in stock and issue of bonds equal to total capital stock; may build branches to any points on Long Island outside of Kings County. (Digest)

July 4, 1839 Hempstead Branch of LIRR opens between Mineola and Hempstead. (RRH, Val)

July 4, 1839 Taglione, a 2-2-0 and the only locomotive built by the Poughkeepsie Locomotive Company (1838), placed in service on LIRR; apparently not purchased until 1842, when it is renamed John A. King; this locomotive may have come from the stillborn Dutchess Railroad at Poughkeepsie. (RRH, MB, Smith)

July 9, 1839 George B. Fisk elected Pres. of LIRR, replacing Waldron B. Post, resigned. (MB)

Dec. 10, 1839 Edward Shotwell reports on a survey for the LIRR on the northern route from Hicksville via Huntington to Smithtown, where it joins the southern route surveyed previously. (ARJ)

Apr. 8, 1840 LIRR Pres. Fisk announces New York has passed a law (signed Apr. 29) loaning it the credit of the state to the amount of $100,000 in return for a first lien; LIRR has already given first lien to Morris Canal & Banking Company, which has now transferred the LIRR mortgage to its creditor, the Commissioners of Indiana. (MB)

Apr. 29, 1840 New York act authorizes a state loan of $100,000 First Mortgage loan to the LIRR, providing the public subscribes $400,000. (PL)

Sep. 14, 1840 Milton Stapp of Indiana Fund Commissioners makes proposition to LIRR for it to buy back its First Mortgage by paying $60,000 in six installments through Jan. 1, 1843 and giving Indiana a Second Mortgage on the railroad and First Mortgage on all the moveables. (MB)

Sep. 26, 1840 Nathan B. Palmer, head of Indiana Fund Commissioners, rejects LIRR counter-proposal and demands payment in six $20,000 installments. (MB)

Oct 7, 1840 LIRR Board accepts Morris Canal & Banking Company proposal to pay off debt in iron by furnishing iron for 25 miles for $60,000, 62.5% in State bonds and 37.5% in company bonds; appoints committee to renegotiate lease of Brooklyn & Jamaica Railroad; old lease was made on assumption of heavy through traffic, but current income of both roads is unable to meet rent, which constitutes the heaviest burden on LIRR; if can reduce the rent, it will
negotiate with Morris Canal & Banking Company and State of Indiana to substitute a second lien for their mortgage. (MB)

Nov.? 1840 Michigan begins a chancery suit against the Morris Canal & Banking Company; the Morris Canal & Banking Company offers to settle its $823,000 debt to Michigan by giving assets including coal and agricultural land in N.J. and Pa., railroad stocks, a judgment against the LIRR, and obligations to deliver iron, in return for postponing collection until Jan. 1, 1844. (Parks)

Nov. 30, 1840 LIRR Board authorizes seeking a new loan in England with the $100,000 state bonds as collateral; hears proposal of Davis, Brooks & Co. of New York, a merchant house that is one of the largest importers of British railroad iron, to take a loan to complete the road to Greenport with a ferry to Stonington; authorizes placing the first section east of Hicksville under contract; authorizes negotiations with New York, Providence & Boston Railroad or Norwich & Worcester Railroad for providing the Sound ferry. (MB)

Dec. 15, 1840 LIRR Board appoints James J. Shipman Resident Engineer; authorizes making a Second Mortgage for $40,000 to Morris Canal & Banking Company; contracts with Brooklyn & Jamaica Railroad to accept bonds for rent due and makes first such payment of $21,500. (MB)

Jan. 26, 1841 LIRR Board adopts Southern Route between Hicksville and Lake Ronkonkoma; Theodore Dehon is negotiating a loan in London. (MB)

Feb. 6, 1841 LIRR Board again approves construction of Williamsburg Branch if all land is donated and money is available. (MB)

Sep. 2, 1841 Excursion covers route of LIRR to Hicksville, the end of track. (ARJ)

Sep. 23, 1841 LIRR Board authorizes contracting 12 miles of third division and also 16 miles west of Riverhead and four miles east of Riverhead. (MB)

Sep. 27, 1841 LIRR Board authorizes repurchasing 2,270 shares. (MB)

Oct. 8, 1841 LIRR Board authorizes contracting 16 miles west of Jamesport. (MB)

Oct. 15, 1841 LIRR opens between Hicksville and Hardscrabble (Farmingdale), N.Y. (Poor, Val, Smith)

Nov. 16, 1841 LIRR Board authorizes establishing station at crossing of "Straight Path" in the Town of Huntington; authorizes grading 18 miles east of second division; authorizes sale to public of New York state stock to amount needed to complete second division. (MB)

Dec. 6, 1841 LIRR Board authorizes purchase of 1,400 tons of iron from Davis, Brooks & Co. (MB)

Dec. 22, 1841 LIRR Board approves contract for 14 miles west of Riverhead. (MB)

Feb. 22, 1842 LIRR Board authorizes granting commuted fare to James C. Haviland between Brooklyn and Jericho. (MB)

Mar. 14, 1842 LIRR opens between Farmingdale and Deer Park, N.Y. (Poor, Val)

Apr. 4, 1842 LIRR Board authorizes general scheme of commutation tickets to be offered in packets of six months or a year; authorizes purchase of "Poughkeepsie" locomotive now on road; (may not have been done). (MB)

Apr. 14, 1842 LIRR Board orders placing 17 miles east of Ronkonkoma under contract. (MB)

Apr. 22, 1842 LIRR Board authorizes purchase of "Austrian" locomotive for up to $7,000. (MB)

May 10, 1842 Match race held at the Union Course on Long Island between “Fashion” and “Boston” for a stakes of $40,000; thousands try to go to the race on the LIRR, but the train is so heavy, the locomotive cannot start it, after which the crowd overturns some of the cars and commits other acts of of vandalism. (Hone)

May 12, 1842 Future LIRR Pres. Adolph Conrad Poppenhusen (1842-1882) born at Brooklyn, N.Y.; son of Conrad Poppenhusen (1818-1883). (Schlegel’s AmrcnFmlies ofGermnAncestry)

June 21, 1842 LIRR committee reports that Brooklyn & Jamaica Railroad has rejected proposed reduction in rent; Board orders all construction stopped. (MB)

June 24, 1842 LIRR opens between Deer Park and Thompson (Brentwood), N.Y. (Poor, Val)

July 8, 1842 LIRR Board approves renewing mortgage on moveables to State of Michigan as assigned by Morris Canal & Banking Company. (MB)

July 14, 1842 LIRR opens between Thompson (Brentwood) and Suffolk Station (Central Islip), N.Y. (Poor, Val)

Sep. 7, 1842 LIRR Board authorizes cancelling £40,000 bonds issued Dec. 29, 1840 and taken to England by Davis, Brooks & Co. but not sold. (MB)

Sep. 16, 1842 LIRR Board authorizes placing whole 17 miles east of Ronkonkoma under contract. (MB)

Jan. 9, 1843 Brooklyn residents petition City Council against the operation of LIRR steam locomotives in Atlantic Avenue. (BrklnEgle

Feb. 21, 1843 LIRR Board authorizes remonstrance to Legislature to counteract petition that company burn only coal in Suffolk County to reduce danger of setting fires in Pines from sparks. (MB)

Apr. 13, 1843 LIRR Board authorizes negotiations for purchase of "Austrian" locomotive for less than $6,500; does not appear to have been carried out. (MB)

May 1, 1843 LIRR Board discusses choice of locomotives of Rogers, Ketchum & Grosvenor or those of Stephen Vail/Baldwin. (MB)

May 22, 1843 LIRR Board appoints committee to report on Morris Canal & Banking Company. (MB)

June 6, 1843 LIRR Board authorizes construction of fire breaks in pines in Suffolk County. (MB)

July 12, 1843 LIRR Board authorizes purchase of 3,000 tons of T-rails in England. (MB)

July 17, 1843 LIRR Board announces purchase of locomotive and three cars in Philadelphia.
(MB)

Aug. 2, 1843 LIRR Board authorizes surveys from Riverhead to Greenport; authorizes agreement with A.G. Thompson extending debt to State of Michigan. (MB)

Aug. 9, 1843 LIRR Board authorizes application to extend tracks in Atlantic Avenue to South Ferry and negotiate for wharf lease. (MB)

Aug. 29, 1843 LIRR Board refuses Henry R. Campbell's offer of railroad iron. (MB)

Nov. 23, 1843 LIRR Board adopts survey between Riverhead and Greenport. (MB)

Dec. 26, 1843 LIRR Board reports contracting for two Rogers locomotives. (MB)

1843 Future LIRR Pres. Oliver Charlick (1813-1875) is elected to the first of three terms as a New York City alderman, where he becomes a friend and ally of Mayor William F. Havemeyer (1804-1874). (Munsell/Queens) 8

Feb. 20, 1844 Charles Davis, George Griswold (1777-1859), Elihu Townsend (1786-1853) and Jacob Little (1797-1865) elected directors of LIRR, forcing out a number of the original directors, including Valentine Hicks, Silas Carles and Isaac E. Haviland. (MB)

Mar. 21, 1844 LIRR Board authorizes negotiations with Cornelius Vanderbilt or other parties for steamboats to Stonington, Norwich, Fall River or Newport; consider a morning line via Norwich and an evening line via Stonington, with boats to continue to Newport and Fall River, or to operate during summer to Norwich and Stonington on alternate days; the LIRR is at the mercy of the steamboat owners to get across Long Island Sound. (MB, diamond)

Mar. 21, 1844 LIRR Board authorizes negotiations with Cornelius Vanderbilt or other parties for steamboats to Stonington, Norwich, Fall River or Newport; consider a morning line via Norwich and an evening line via Stonington, with boats to continue to Newport and Fall River, or to operate during summer to Norwich and Stonington on alternate days; the LIRR is at the mercy of the steamboat owners to get across Long Island Sound. (MB, diamond)

Mar. 29, 1844 LIRR Board authorizes another survey of Williamsburg Branch. (MB)

Mar. 29, 1844 Brooklyn ordinance authorizes the LIRR to build a tunnel under the west end of Atlantic Avenue between Boerum & Columbia Streets to avoid the steep grade at the end of the avenue; the surface track of the Brooklyn & Jamaica Railroad is to be removed once the tunnel is opened; facilities for loading and unloading freight cars are to be removed from the street to private wharf property. (MB, NYState)

Apr. 2, 1844 LIRR Board appoints committee to explore purchase of Brooklyn & Jamaica Railroad. (MB)

May 1844 Baldwin completes 2-4-0 Edwin Post (c/n 193) for LIRR. (Lovell)

June 26, 1844 LIRR opens between Suffolk (Central Islip) and Medford (Yaphank), N.Y.
(Val, NYTrib)

July 27, 1844 LIRR holds opening excursion to Greenport for 400-500 guests, including
Cornelius Vanderbilt, in three trains, running through in 3:35; at Greenport, a
meal is served on four tables 100 feet long under a tent; the fare includes 40
baskets of champagne and a half-cask of brandy, leaving most of the
excursionists so drunk that they have to be helped back onto the cars. (MB,
NYTrib, ARJ, Bayles/Suffolk)

July 27, 1844 LIRR holds opening excursion to Greenport for 400-500 guests, including
Cornelius Vanderbilt, in three trains, running through in 3:35; at Greenport, a
meal is served on four tables 100 feet long under a tent; the fare includes 40
baskets of champagne and a half-cask of brandy, leaving most of the
excursionists so drunk that they have to be helped back onto the cars. (MB,
NYTrib, ARJ, Bayles/Suffolk)

July 29, 1844 LIRR opens for revenue service to Greenport; the road is designed for through
traffic to Boston and runs straight through the unpopulated center of Long
Island; the directors hope (unreasonably) to pay the operating expenses out of
local traffic, leaving the Boston traffic for profit. (AR, Poor, Val,  NYTrib)

Aug. 1, 1844 LIRR Board authorizes a committee to purchase boats from the New Jersey
Steam Navigation Company or to arrange with Cornelius Vanderbilt for
operating boats. (MB)

Aug. 8, 1844 LIRR committee reports that they have purchased the steamboats Cleopatra,
Worcester and New Haven from Cornelius Vanderbilt for $120,000 in LIRR
stock and $124,000 in bonds; Vanderbilt is to rent back the Cleopatra and
Worcester for six months starting on Aug. 5. (MB)

Aug. 9, 1844 LIRR begins through service to Boston, connecting with the steamboat
Narragansett for Stonington; the next day, connects with the New Haven for
Norwich; service runs alternate days connecting with the New York,
Providence & Boston Railroad at Stonington, and the Norwich & Worcester
Railroad at Allyns Point; through fare $4.50; total running time about 13:00.
(AR, BrklnEgle)

Sep. 1844 New, fast LIRR 4-4-0 built by Hinckley tested on a Long Island train on the Boston & Worcester Railroad. (BaltAm)

Nov. 26, 1844 Cornelius Vanderbilt elected a director of LIRR by virtue of the securities
issued to him for his steamboats. (MB)

Dec. 3, 1844 LIRR opens tunnel under lower end of Atlantic Avenue in Brooklyn; west
portal is between Hicks Street & Columbia Street, and east portal is between
Boerum Place & Court Street; permits locomotives to descend hill to South
Ferry; double track tunnel is a stone and brick arch built by the cut-and-cover
method; runs 50 excursion trips back and forth with a train with a locomotive
at each end. (MB, BrklnEgle, BHRA)

1844 LIRR has developed a traffic supplying charcoal to New York; charcoal had
long come from the New Jersey Pine Barrens by water; LIRR is also to bring
ice from Lake Ronkonkoma. (AR)

Jan. 20, 1845 LIRR Board authorizes new loan of $200,000. (MB)

Jan. 30, 1845 LIRR Board authorizes making contracts with steamboats and railroads
connecting to Boston for 1845 season. (MB)

Feb. 17, 1845 LIRR Board authorizes contracting for a through line to Boston; Samuel
Jaudon elected a director. (MB)

Mar. 6, 1845 LIRR contracts with the Norwich & Worcester Railroad and Boston &
Worcester Railroad to pool earnings on the Brooklyn-Boston through line,
with 45% going to the LIRR and 55% to the N&W and B&W, although the
LIRR covers over half the distance; New York-Boston service is to be offered
three times a week via the Sound steamers and three times via the LIRR night
line. (MB)

Apr. 4, 1845 With the advent of the summer season, the LIRR discontinues steamboat
connections between Greenport and Stonington and runs only the New Haven
to the Norwich & Worcester Railroad at Allyns Point as a day line; part of
Cornelius Vanderbilt’s plan to squeeze the New Jersey Steam Navigation
Company and the New York, Providence & Boston Railroad. (Dunbaugh,
Stiles)

Apr. 8, 1845 Former sugar refiner and Tammany Hall Democrat William F. Havemeyer
(1804-1874) elected to first of two non-consecutive terms as Mayor of New
York; later associated with LIRR; that year, Oliver Charlick (1813-1875), the
son of a liquor dealer, is elected Pres. of Board of Aldermen by agreeing to be
an interim compromise candidate and then not stepping down; Charlick and
Havemeyer become lifelong friends, and Havemeyer later makes Charlick
Pres. of the LIRR. (Vexler, Trager, NYTrib)

Apr. 8, 1845 LIRR Board authorizes establishing an outside line of steamboats from the
LIRR to Providence; votes that there be no commutation tickets this year.
(MB)

Apr. 10, 1845 LIRR terminates through service to Boston via Stonington and the New York,
Providence & Boston Railroad; part of Cornelius Vanderbilt’s plan to squeeze
the NYP&B to get control; service via Norwich continues three days a week.
(BrklnEgle, diamond - see above)

Apr. 24, 1845 LIRR expands service to Boston via Norwich to daily except Sunday;
however, it loses the traffic from the territory adjacent to the line to Boston via
Stonington and Providence. (BrklnEgle, diamond)

May 2, 1845 LIRR charter supplement authorizes operation of steamboat line from
Greenport to Fall River, R.I., forming a through route between New York and
Boston. (PL, CorpHist)

May 2, 1845 LIRR Board authorizes a further loan of $185,000; appoints a committee to
tour the line and converse with the local residents in an attempt to dampen
popular dislike of the company in Suffolk County, where sparks from
locomotives are blamed for destructive fires in the Pine Barrens. (MB)

June 2, 1845 LIRR Board authorizes a loan of $165,000. (MB)

June 10, 1845 LIRR cuts the local fare between Brooklyn and Greenport from $2.25 to
$1.75. (BrklynEgle)

June 23, 1845 LIRR cuts the Brooklyn-Boston fare from $5 to $2 in rate war between
Cornelius Vanderbilt and the Stonington Line. (BrklynEgle, diamond)

July 3, 1845 LIRR begins a day line with the steamboat Worcester to Newport and
Providence at $1 fare, part of a plan by Cornelius Vanderbilt and his associates
to squeeze the New York, Providence & Boston Railroad (Stonington Line);
Vanderbilt, who has a non-competitive contract with the Stonington Line, has
Daniel Drew’s People’s Line, in which he has an interest move one of its boats
from the Hudson to the Providence route; having driven down the price of
Stonington shares, Vanderbilt and Drew begin buying for control. (ARJ,
BrklynEgle, Stiles - Dunbaugh says in about a week the new Traveller
operates Allyns Point-Greenport and the New Haven Providence-Greenport)

July 1845 New Norris locomotive on the LIRR runs to Greenport in 2:30. (ARJ)

Aug. 20, 1845 LIRR Board notes that the through fare this year is $2 vs. $5 last year. (MB)

Sep. 5, 1845 LIRR director Henry Ruggles calls attention to the desirability of tapping the traffic of the heavily industrialized area in southeastern New England around Providence and Fall River, of which Fall River is seen as having the most
potential; notes that the Norwich & Worcester Railroad and Boston & Worcester Railroad collude to keep prices high, so that the LIRR gets only 45% of the receipts for 60% of the work; Board authorizes meeting with representatives of the Fall River Branch Railroad, the New Bedford & Taunton Railroad and the Old Colony Railroad for a through line to Boston via Fall River; Board refuses to accept two locomotives delivered by the Norris Locomotive Works in July and Aug. because of their poor performance
over the summer. (MB)

Sep. 25, 1845 Cornelius Vanderbilt and the LIRR begin offering an overnight service
between Brooklyn and Boston, using the New Haven between Greenport and
the India Point, Providence, dock of the Boston & Providence Railroad with a
50 cent fare three times a week; the Traveller continues a day service between
Greenport and Stonington. (Dunbaugh, ARJ)

Oct. 20, 1845 LIRR discontinues its overnight Boston train. (Brkln Egle, Dunbaugh)

Nov. 22, 1845 LIRR Board votes to build a first-class fast steamboat for Greenport-Fall River service; this boat was probably the Atlantic, built to specifications of Cornelius Vanderbilt. (MB, diamond)

Jan. 12, 1846 LIRR director Henry Ruggles proposes selling the steamboat Atlantic, then
under construction to another railroad and leasing it back from the purchaser;
the $150,000 cost may have been too high. (MB, diamond)

Jan. 13, 1946 LIRR Board agrees that the Norwich & Worcester Railroad will buy the
unfinished steamboat Atlantic being built at the Bishop & Simonson yard and
operate it in service between New York and Allyns Point; the LIRR is to
operate the Worcester on the same route for two years beginning Apr. 1, 1846;
Cornelius Vanderbilt ceases to attend meetings and soon unloads his stock, as
the LIRR can no longer be a tool in securing control of the Long Island Sound
steamboat routes. (MB, diamond)

Feb. 16, 1846 Cornelius Vanderbilt and Samuel Jaudon leave the LIRR Board. (MB)

Feb. 23, 1846 LIRR Board orders the sale of the steamboats Cleopatra and Worcester. (MB)

Mar. 11, 1846 Elihu Townsend and J.N. Perkins of New York and Samuel F. Morse of
Boston join the LIRR Board; the offices of VP (who) and Chief Engineer
(James J. Shipman) are abolished. (MB)

Mar. 15, 1846 A large amount of the stock of the New York, Providence & Boston Railroad
is thrown on the market and purchased by a consortium of Cornelius
Vanderbilt, George Law and Daniel Drew; carries control of the New Jersey
Steam Navigation Company, of which Drew becomes Pres.; Law discontinues
his Providence Line, and Vanderbilt discontinues his line between Greenport
and Providence; the LIRR retains the New Haven running between Greenport
and Allyns Point. (Dunbaugh)

Mar. 21, 1846 LIRR Board appoints Isaac E. Haviland to go to Albany to oppose a pending
bill that would require the LIRR to plough and clear land in Suffolk County
for fire breaks. (MB)

May 7, 1846 New Board demands that LIRR Pres. __ Fisk resign, although they will allow
him to remain as a director. (MB)

May 8, 1846 LIRR Board approves the sale of the steamboats Cleopatra and Worcester to
the Norwich & Worcester Railroad for $40,000 cash and $100,000 in notes;
LIRR retains the New Haven; the directors vote to accept a loan of $9,000 at
7% from Richard H. Winslow and J.N. Perkins, giving 800 shares as
collateral, which is protested by Pres. Fisk. (MB, ARJ)

May 31, 1846 In a press coup, an agent of James Gordon Bennett’s New York Herald boards
the Black Ball Line packet Yorkshire, which had left Liverpool on May 5, off
Montauk at 3:00 PM and takes the latest British papers with the Parliamentary
debates on repealing the Corn Laws; he makes land at Eastport at 4:00 PM and
at 9:45 PM arrives at Greenport, where he hires an LIRR locomotive, arriving
at South Ferry at 12:30 AM; before the end of the year, news will be carried
on the Cunard steamships to Boston and forwarded by telegraph. (Albion)

Aug. 1, 1846 Norwich & Worcester Railroad cancels the charter of the steamboats
Cleopatra and Worcester to the LIRR. (diamond)

Aug. 18, 1846 Cornelius Vanderbilt places his fast new steamboat Atlantic on the Norwich &
New London Steamboat Company line; the direct run from New York to
Allyns Point is now competitive with the LIRR’s boat-train line to the
Norwich & Worcester. (Dunbuagh, diamond)

Sep. 2, 1846 LIRR Board approves advances to a Mr. Jackson for establishing a milk traffic
on the LIRR; authorizes a new survey between Jamaica and Williamsburg
because of a rent dispute with the Brooklyn & Jamaica Railroad. (MB)

1846 LIRR posts a loss of $55,776, in part because of being drawn into Cornelius
Vanderbilt’s rate wars aimed at controlling steamboat lines on Long Island
Sound. (NYState, diamond)

Feb. 1847 LIRR’s last steamboat New Haven is seized for non-payment of debt to
William Beard, the contractor for the Atlantic Avenue Tunnel. (diamond)

Mar. 2, 1847 Future LIRR Superintendent and B&O and Southern Railway Pres. Samuel
Spencer (1847-1906) born at Columbus, Ga., son of Lambert Spencer (1821-
1881) and Verona Mitchell Spencer (1824-1857). (DAB, findagrave)

Mar. 1847 Cornelius Vanderbilt sells most of his stock in the Norwich & New London
Steamboat Company and the Norwich & Worcester and Boston & Worcester
Railroads; Vanderbilt sells the Worcester, Cleopatra and New Haven back to
the Norwich & New London Steamboat Company, leaving the LIRR without
boats or boat connections; Vanderbilt also sells his LIRR stock and begins
withdrawing from the Sound and planning a steamship service to California.
(Dunbaugh)

Mar. 19, 1847 Last run of LIRR boat-train service between Brooklyn and Boston. (diamond)

Mar. 1847 LIRR discontinues steamboat New Haven connection to Stonington and every-
other-day through express service to Boston. (ARJ, Morrison - verify- last
advert in NYTrib is 1/8/1847)

Apr. 6, 1847 New LIRR Board elected, including William Sydney Smith, David M. Prall,
Charles Jeffrey Smith, Charles Parshall, William J. Bunker, Richard H.
Winslow, William F. Weld, Thomas J. Lobdell, Eliphalet Williams of Boston,
George D. Post and Samuel C. Davis. (MB)

Apr. 7, 1847 James H. Weeks (1797?-1879) elected Pres. of LIRR, replacing George B.
Fisk. (MB)

Apr. 8, 1847 LIRR Board authorizes the sale of the steamboat New Haven, its last steamer;
appoints David S. Ives Superintendent. (MB)

Apr. 16, 1847 LIRR Board authorizes renting out the company office at 42 William Street
and moving the offices to the Brooklyn station. (MB)

Apr. 30, 1847 LIRR charter supplement authorizes company to increase stock by $750,000
to relay with 56-pound rail and retire old debts; may construct branch to
Williamsburg, purchase Williamsburg Turnpike Road & Bridge Company at
$37.50 per share and take over or abandon the turnpike. (PL, CorpHist)

Apr. 30, 1847 Last run of LIRR’s Boston train and Greenport, N.Y.-Allyns Point, Conn.,
steamboat route after poor performance. (NYPost)

May 11, 1847 George D. Post resigns as an LIRR director for health. (MB)

June 3, 1847 LIRR Board accepts a proposition from the Brooklyn & Jamaica Railroad to
settle the rent controversy; LIRR is to pay $10,000 on June 10; effective June
1, the rent is to be $21,000 per year, paid monthly, until the LIRR gross
receipts reach $150,000, after which the B&J is to receive one-seventh of
anything over that amount. (MB)

June 3, 1847 LIRR Board accepts a proposition from the Brooklyn & Jamaica Railroad to
settle the rent controversy; LIRR is to pay $10,000 on June 10; effective June
1, the rent is to be $21,000 per year, paid monthly, until the LIRR gross
receipts reach $150,000, after which the B&J is to receive one-seventh of
anything over that amount. (MB)

June 18, 1847 LIRR Board authorizes the issue of 13,200 new shares and building a machine
shop at Jamaica; Charles Parshall (Marshall?) resigns as a director because of
the press of duties as Pres. of the New York & Harlem Railroad. (MB)

July 25, 1847 Future LIRR official Hermann C. Poppenhusen (1847-1891) born at Brooklyn,
N.Y.; son of Conrad Poppenhusen (1818-1883). (Schlegel’s
AmrcnFmliesofGermnAncestry)

Sep. 8, 1847 LIRR Board adopts a 2.5-cent per mile fare, except for Brooklyn-Greenport,
which is to be $2 flat; reports that the company has purchased
the”Poughkeepsie” locomotive; Eliphalet Williams resigns as a director. (MB)

Oct. 1, 1847 LIRR raises fares to 2.5 cents per mile. (NYPost)

Oct. 10, 1847 LIRR Board authorizes the sale of old locomotives. (MB)

Nov. 24, 1847 LIRR advertises two locomotives for sale. (NYPost)

Dec. 8, 1847 LIRR Board appoints a committee to try to negotiate a new through line with
the Norwich & Worcester Railroad and Boston & Worcester Railroad. (MB)

Aug. 19, 1848 Future LIRR traffic officer Howard Mapes Smith (1848- ) born at Great Neck,
L.I. (PRRBio)

Dec. 27, 1848 New York & New Haven Railroad opens between Woodlawn Jct. and Mill
River Jct. at New Haven, completing the first all-rail line between New York
and Boston via Springfield; renders the LIRR route to Boston non-competitive
(NHCorp); first tt. dated 12/29; first New York passenger station is at 29
Canal Street with locomotives attached at 32nd Street; first freight station is
on Centre Street near Canal. (RRH) note was gap between excursion and
revenue in 1/49 - Canal St. not opened until 1/49 (NYPost has first revenue
12/28 from 32 nd Street)

Dec. 27, 1848 New York & New Haven Railroad opens between Woodlawn Jct. and Mill
River Jct. at New Haven, completing the first all-rail line between New York
and Boston via Springfield; renders the LIRR route to Boston non-competitive
(NHCorp); first tt. dated 12/29; first New York passenger station is at 29
Canal Street with locomotives attached at 32nd Street; first freight station is
on Centre Street near Canal. (RRH) note was gap between excursion and
revenue in 1/49 - Canal St. not opened until 1/49 (NYPost has first revenue
12/28 from 32 nd Street)

Apr. 19, 1849 LIRR Board appoints a committee to negotiate to revive the through line to
Boston; the committee to promote settlement of the Pine Barrens blames poor
access rather than poor soil for the lack of settlers; Board authorizes the Pres.
to grant one-year free passes and free transportation of building materials to
anyone who will settle within 1.5 miles on either side of the railroad. (MB)

Apr. 30, 1849 LIRR Board authorizes refusing to redeem the $10,000 bonds issued to A.G.
Thompson falling due on May 1. (MB)

July 12, 1849 LIRR Board reports that $20,000 debt will come due in Nov. and Dec. 1849
and $160,000 in Feb. 1850; referred to Finance Committee. (MB)

Sep. 13, 1849 LIRR Board authorizes a new 20-year bond issue to pay old debts; authorizes
negotiating with J. W. White of Norwich for a boat connection between
Greenport and New London. (MB)

Oct. 11, 1849 LIRR Board reports that it has contracted with Elijah A. Bill of Norwich for a
connecting boat service between Greenport and New London. (MB)

1849 Frederick Heyne, a German immigrant, buys over 1,000 acres at Hicksville,
N.Y., on the LIRR main line and turns it into a largely German settlement.
(Munsell/Queens)

Mar. 4, 1850 LIRR enters receivership. (Val)

Apr. 2, 1850 New York passes General Railroad Law. (LIRR CorpHist)

Jan. 25, 1851 LIRR receivership ends without foreclosure. (Val)

Feb. 4, 1851 Moses Maynard, Jr., elected Pres. of LIRR, rplacing Iasaac E.
Haviland. (MB)

Oct. 1, 1851 LIRR suspends service between Brooklyn and Jamaica and
substitutes onmibus in response to Brooklyn ordinance requiring
horse power. (NYTrib)

Oct. 2, 1851 Indignation meeting held in Brooklyn in support of LIRR and
restoration of rail service. (NYTrib)

Apr. 24, 1852 Isaac E. Haviland reelected Pres. of LIRR, replacing Moses Maynard,
Jr., who served a one-year term. (MB)

Jan. 18, 1853 William E. Morris elected Pres. of LIRR, replacing Isaac E. Haviland.
(MB)

Apr. 11, 1853 New York act for relief of Williamsburgh Turnpike Road & Bridge
Company repeals right of LIRR to take over turnpike for its
Williamsburg branch. (CorpHist)

Apr. 13, 1853 LIRR charter supplement permits steam operation anywhere in
Brooklyn, providing a strip of land south of the right of way of the
Brooklyn & Jamaica Railroad from Gowanus Lane to Classon
Avenue is ceded to the city for street purposes. (CorpHist)

Nov. 22, 1853 LIRR agrees to operate Hicksville & Cold Spring Railroad. (Val)

July 3, 1854 Hicksville & Cold Spring Branch Railroad opens between Hicksville
and Syosset, N.Y.; operated by LIRR under agreement of Nov. 22,
1853. (Poor, Val, C&C)

Apr. 2, 1855 Brooklyn City Council passes a resolution ordering an agreement with the
LIRR over the tracks in a regraded Atlantic Avenue. (BrklynEgle)

Apr. 10, 1855 LIRR, Brooklyn & Jamaica Railroad and City of Brooklyn agree to widen
Atlantic Avenue from present 5 th Avenue to Franklin Avenue, and
widening Schuyler Street on the line of Atlantic Avenue from Franklin
Avenue east to the city line; B&J is to cede to the city a strip of land now
occupied by its tracks to form the south side of the avenue from 5 th
Avenue to Classon Avenue which is to be paved by the city, and a 55-foot
strip now occupied by its tracks from Franklin Avenue to the city limits; in
return, the B&J is to have a strip 30 feet wide in the median of the
widened avenue for its tracks; city recognizes the railroads’ right to use
steam power, providing the city can regulate the speed limit; the same
terms are to apply if the widening of the avenue is continued east from
Classon Avenue to the city line. (NYState, PL)

Apr. 12, 1855 Brooklyn Mayor George Hall vetoes the resolution authorizing the
Atlantic Avenue agreement with the LIRR. (BrklynEgle)

Apr. 13, 1855 N.Y. act legalizes the Atlantic Avenue contract between the LIRR and the
City of Brooklyn; Atlantic Avenue is to be widened to 120 feet from
Classon Avenue to Schuyler Street and Schuyler Street widened as an
extension of Atlantic Avenue to the city line; this has the effect of
overruling the Mayor’s veto; property owners then sue for an injunction to
block implementation of the agreement. (PL, BrklynEgle)

Aug. 1, 1855 LIRR runs an excursion to Greenport for members of the Brooklyn City
Council and other officials. (BrklynEgle)

Dec. 7, 1855 Brooklyn Supreme Court refuses an injunction sought by property owners to block the agreement allowing the LIRR to operate steam in the regraded Atlantic Avenue. (BrklynEgle)

Dec. 18, 1855 LIRR Pres. William E. Morris reports to Board that he has written to the Hicksville & Cold Spring Branch Railroad about an extension to Huntington; Board authorizes the purchase of a steamboat for Long Island Sound ferry service. (MB)

Apr. 21, 1856 LIRR Steamboat Committee reports to Board in favor of establishing
connections with eastern New England railroads via a ferry across Long
Island Sound; authorized to charter boats and make traffic contracts. (MB)

Aug. 6, 1856 LIRR’s Syosset engine house destroyed by fire and locomotive Townsend
damaged. (MB)

Dec.28, 1856 Future Lines West and LIRR official George Latimer Potter (1856-1925)
born at Bellefonte, Pa. (RRGaz)

1856 The LIRR has 202 commuters from as far out as Greenport; 18 are market
men who travel with their produce at half the regular commutation rate; 46
are from points west of Jamaica, and 77 from points 10-15 miles from
Brooklyn; the Flushing Railroad has 500 daily passengers but does not
offer commutation rates; the New York & New Haven has 598 commuters
from as far out as New Haven; the New York & Harlem Railroad has 661
commuters from as far as Chatham, with 162 from Harlem, 91 from
Melrose, 124 from Morrisania, and 154 from Fordham. (NYStEngr)

Feb. 19, 1857 LIRR Board hears an offer from Ira Smith, et al., to buy that portion of the
Brooklyn & Jamaica Railroad from South Ferry to Bedford and operate it
as a street railroad; genesis of the Brooklyn Central Railroad. (MB)

Mar. 19 1857 LIRR Board appoints a committee to close a contract with Corliss & Co.
to operate a steamboat between Greenport and New London. (MB)

May 29, 1857 LIRR Board offers to advance $6,000 to the Brooklyn & Jamaica Railroad
to establish a line of horse cars if there are no other offers. (MB)

June 1, 1857 Brooklyn City Council receives two reports on objections to the operation
of LIRR steam trains in Atlantic Avenue; the majority report says the
Council has no power to order their removal; the minority report says it
does. (NYT)

June 2, 1857 LIRR begins operating the steamboat Cataract between Greenport and
New London. (MB)

June 22, 1857 Brooklyn City Council passes a motion to ban the operation of steam
trains in Atlantic Avenue within the city limits and to rescind all
ordinances allowing the same by vote of 20-15; then reconsiders and
amends it to “request” rather than “order” the LIRR to desist, which
passes by a vote of 30-5. (NYT)

July 22, 1857 Brooklyn City Council passes a resolution against the LIRR operating
steam trains in Atlantic Avenue, which is vetoed by Mayor Powell; it is
then passed over his veto. (NYT)

July 24, 1857 Public meeting held at Jamaica to protest the action of the Brooklyn City
Council barring LIRR steam trains from Atlantic Avenue, as this impose a
slow, horse-drawn haul on all traffic to and from Long Island; threaten to
block the use of the railroad to haul construction materials to the Brooklyn
Water Works. (NYT)

July 28, 1857 LIRR Board receives notification that the City of Brooklyn has cancelled
all contracts and privileges for the operation of steam trains in Atlantic
Avenue, and that the Grand Jury has brought bills of indictment against
the LIRR. (MB)

Aug. 14, 1857 Hal B. Fullerton (1857-1935), future Agricultural Director of the LIRR
and an innovative promoter, born at Cincinnati. (PR)

Feb. 18, 1858 LIRR Board offers rebates for one year on supplies for persons settling the
“wild lands” owned by Dr. E.F. Peck. (MB)

Mar. 15, 1858 Brooklyn City Council adopts the report of its Railroad Committee
opposing LIRR steam operation in Atlantic Avenue; is to petition the
Legislature for an amendment to the city charter enabling it to ban steam
locomotives within the city limits; orders the Brooklyn City Railroad to
build a track in Flatbush Avenue to the city line or face revocation of this
franchise. (NYT)

Mar. 18, 1858 LIRR Pres. William E. Morris reports that the City of Brooklyn has asked
for an amendment to its charter allowing it to ban steam locomotives;
Board authorizes the acquisition of boats to carry manure from New York
to the Atlantic Avenue depot for use on Long Island farms. (MB)

Mar. 20, 1858 New York act modifies the terms of the $100,000 1840 state loan to the
LIRR; now to fall due on Aug. 1, 1876, and interest to be 5½% after Aug.
1, 1861. (PL)

May 15, 1858 LIRR begins operating the chartered steamboat Island Belle between
Greenport, New London and Stonington. (MB)

May 15, 1858 LIRR begins operating a night freight train for better accommodation of
the milk and vegetable traffic to the city. (MB)

May 20, 1858 LIRR Board appoints a committee to negotiate on a proposal of Electus B.
Litchfield to build a branch line to the East River bypassing the Brooklyn
& Jamaica Railroad. (MB)

June 30, 1858 Last run of LIRR steamboat Island Belle between Greenport, New London
and Stonington. (MB)

Aug. 19, 1858 LIRR Board authorizes a contract with Charles P. Button to place
advertisements in its passenger cars; reports no success in negotiations
with the Flushing Railroad; orders title to steamboat Island Belle
transferred from Coffin Colket to the company. (MB)

Sep. 30, 1858 LIRR Board approves a contract with Brooklyn entrepreneur Electus B.
Litchfield and the Flushing Railroad to develop a route to bypass the City
of Brooklyn. (MB)

Nov. 29, 1858 LIRR stockholders meet in Philadelphia and approve moving the East
River terminus to Hunters Point; Board approves purchasing the Flushing
Railroad for $337,000 and building a new railroad from Jamaica to
Winfield on the Flushing Railroad and buying the easternmost quarter
mile of the Brooklyn & Jamaica Railroad as part of the new line. (MB)

Dec. 22, 1858 LIRR Board agrees to operate a branch to Glen Cove if the residents will pay for its construction. (MB)

Jan. 7, 1859 Bill introduced in the N.Y. Senate on a petition of five property owners on
Atlantic Avenue, Brooklyn, to seal the LIRR tunnel in return for paying
$125,000 in damages to the LIRR; N.Y. legislators have little sympathy
for the LIRR because it is controlled by Philadelphians. (NYT)

Jan. 20, 1859 LIRR Pres. William E. Morris reports to Board that he has signed an
amended contract with Electus B. Litchfield for a new line east of
Jamaica. (MB)

Feb. 17, 1859 LIRR Board authorizes transferring its Brooklyn & Jamaica Railroad
stock to Pres. William E. Morris in trust. (MB)

Mar. 17, 1859 LIRR Board authorizes a line of cars between Jamaica and East New York
to connect there with the streetcars of the Broadway Railroad; authorizes
arrangements for running a Boston line this season. (MB)

Mar. 24, 1859 New York & Flushing Railroad organized at New York; Abram S. Hewitt
deeds to it the property of former Flushing Railroad; Oliver Charlick
(1813-1875), manager of 8th and 9th Avenue street railroads in
Manhattan, is made Pres.; Charlick is the son of a politically-connected
Manhattan liquor dealer; he had been a protégé of steamboat operator
George Law and active in ward politics; has close ties with William F.
Havemeyer, who remains a lifelong friend, but otherwise, Charlick seems
unaware of conventional notions of loyalty and fellowship; “owing to his
peculiarities of character, he possessed few friends, and by a large number
of persons he was extremely disliked; he never sought to conciliate
anyone”; Charlick buys land at Hunters Point once he realizes LIRR will
relocate there; Charlick becomes the dominant figure in Long Island
railroading, and because of his miserly policies and brusque demeanor,
extremely unpopular, inviting competition that will see three rival systems
on the island. (Val, CorpHist, NYTrib, RRGaz)

Apr. 12, 1859 LIRR Board rejects running the road on the contract system; reports have
made a memorandum of contract with the Glen Cove Branch Railroad.
(MB)

Apr. 18, 1859 LIRR charter supplement authorizes LIRR to lease or purchase stocks and
bonds of any connecting lines on Long Island; may operate lighters and
steamboats between Hunters Point (Long Island City) and New York City;
may use 50-lb. rail instead of the 56-lb. rail made standard on other New
York railroads. (PL, CorpHist)

Apr. 19, 1859 N.Y. act authorizes the City of Brooklyn to close the Atlantic Avenue
tunnel, regrade the street and ban steam locomotives within the city limits
upon an application of property owners to the Supreme Court; LIRR is
required to operate horse cars from South Ferry to the city line, connecting
with its steam trains to Jamaica; city is to pay LIRR $125,000 in damages
from an assessment on property owners. (PL)

Apr. 19, 1859 Brooklyn ordinance orders negotiations with LIRR to close Atlantic
Avenue tunnel and regrade the street and to bar use of locomotives within
city limits.

May 19, 1859 Electus B. Litchfield informs the LIRR Board that he is unable to carry out
the Hunters Point agreement and asks for renegotiation; asks to be able to
run horse cars east of the Brooklyn Tunnel; Norwich & Worcester
Railroad agrees to start a Boston train on June 1; Board agrees to hold
meetings alternately in Brooklyn and Philadelphia; however, there is often
no quorum at Brooklyn, and most business is done at Philadelphia. (MB)

June 1, 1859 LIRR resumes through service to Boston with a steamboat between
Greenport and New London and connection with the Norwich &
Worcester Railroad. (MB)

June 2, 1859 LIRR Pres. William E. Morris reports to Board that they are unable to buy
the Flushing Railroad and must change the plan from a two-track railroad
from Jamaica to Winfield to a single track from Jamaica to Hunters Point.
(MB)

July 1, 1859 City of Brooklyn contracts with Electus B. Litchfield to build a street
railway in Atlantic Avenue from South Ferry to Boerum Place to replace
the LIRR tunnel. (BrklnEgle)

July 25, 1859 Work begins on LIRR’s new line to Hunters Point at Jamaica. (ARJ)

Aug. 18, 1859 LIRR Board reports that Flushing Railroad has served notice that it will
locate on land at Hunters Point contracted for by LIRR. (MB)

Aug. 31, 1859 Brooklyn Central Railroad incorporated by Electus B. Litchfield to operate
street railroads in Brooklyn including over the old Brooklyn & Jamaica
Railroad line; also and extension on Furman Street from Atlantic Avenue
to the Wall Street Ferry at Montague Street; through 3 rd Avenue, Flatbush
Avenue, Lafayette Avenue, Bedford Avenue and Gates Avenue to
Division Street; also down 5 th Avenue to the city line and from 5 th Avenue
through 3 rd Street to the city line; later in the year, it builds tracks over the
roof of the Brooklyn & Jamaica tunnel at the foot of Atlantic Avenue; the
Brooklyn & Jamaica line is used jointly with the LIRR until it moves to
Long Island City. (NYState, Poor)

Sep. 3, 1859 New York & Jamaica Railroad incorporated in interest of LIRR to build
line from Jamaica to Hunters Point to meet ban on steam locomotives
operating in Brooklyn. (Val, NYState)

Sep. 15, 1859 LIRR Pres. William E. Morris reports to Board that he has subscribed
$5,000 to the Glen Cove Branch Railroad. (MB)

Nov. 4, 1859 LIRR Board votes to sell the steamboat Island Belle; it is destroyed by fire
at Essex, Conn., later in the month. (MB)

Nov. 15, 1859 Former LIRR steamboat Island Belle destroyed by fire at Essex, Conn.,
probably by arson. (BrklynEgle)

Nov. 25, 1859 LIRR Pres. William E. Morris reports to Board on conversations with
Abram S. Hewitt and Edward Crane re operating a Boston line via the
Norfolk County Railroad. (MB)

Dec. 8, 1859 LIRR Board hears offer of Edward Crane to deliver all the stock of the
Flushing Railroad for $56,500 paid in Norfolk County Railroad bonds and
2,000 shares of LIRR stock. (MB)

Jan. 19, 1860 LIRR Board notes that the lease of its terminal property at the foot of
Atlantic Avenue at South Ferry expired May 1; Edward Crane has proved
unable to carry out his proposition to secure control of the New York &
Flushing Railroad to the LIRR; appoint a committee to deal with Oliver
Charlick’s claim to the land at Hunters Point needed for the LIRR terminal.
(MB)

Jan. 19, 1860 LIRR Board notes that the lease of its terminal property at the foot of
Atlantic Avenue at South Ferry expired May 1; Edward Crane has proved
unable to carry out his proposition to secure control of the New York &
Flushing Railroad to the LIRR; appoint a committee to deal with Oliver
Charlick’s claim to the land at Hunters Point needed for the LIRR terminal.
(MB)

Mar. 15, 1860 LIRR Board votes to seek charter rights between Jamaica and Hunters Point
rather than rely on Electus B. Litchfield’s New York & Jamaica Railroad;
authorizes a $125,000 mortgage on this new line; authorizes contracting
with the Brooklyn & Jamaica Railroad or the Brooklyn Central Railroad re
closing the Atlantic Avenue Tunnel to protect its rights in the matter. (MB)

Mar. 23, 1860 South Side Railroad Company of Long Island incorporated under articles
dated Mar. 6 to build between Brooklyn and the Town of Islip in
competition with LIRR. (Val, NYState, C&C)

Apr. 25, 1860 Brooklyn & Jamaica Railroad conveys all right of way between Rockaway
Road and Beaver Street in Jamaica (0.21 mile) to LIRR. (C&C)

Apr. 25, 1860 LIRR purchases property of New York & Jamaica Railroad, then under
construction. (Val)

Apr. 26, 1860 LIRR surrenders lease of Brooklyn & Jamaica Railroad and deeds its rights
in the Atlantic Avenue tunnel to B&J, effective upon completion of the new
line from Jamaica to Hunters Point; at which time the operation of steam
locomotives within the City of Brooklyn is to cease; LIRR assigns to the
B&J its lease from Milford Martin of the terminal property at South Ferry;
LIRR assigns to the B&J all its interest in the $125,000 damages to be paid
by the City of Brooklyn. (NYState)

Apr. 28, 1860 LIRR and Brooklyn & Jamaica Railroad agree with the commissioners
appointed to close the Atlantic Avenue tunnel and relinquish the right to use
steam power within the City of Brooklyn as soon as the line to Hunters
Point is completed. (NYState)

May 17, 1860 LIRR Board authorizes contracting for ferry boats to operate between
Hunters Point and Manhattan; reports has contracted with American
Telegraph Company for a line between Brooklyn and Greenport; reports
inspecting a coal-burning locomotive on the Tioga Railroad, another line
controlled by Sterns & Colket. (MB)

July 27, 1860 LIRR Board hears report that one locomotive has been converted to coal-
burning. (MB)

Sep. 20, 1860 LIRR Board appoints a committee to locate a depot for the Brooklyn
Central & Jamaica Railroad at Jamaica; orders printing 1,500 copies of a
report on the “Wild Lands of Long Island” by Dr. Schnebly (?). (MB)

Oct. 18, 1860 LIRR Board hears report that the Union Ferry Company has declined to
operate a ferry between Hunters Point and Manhattan. (MB)

Nov. 16, 1860 LIRR Board reports that it has secured the assent of the State Comptroller to
extend the maturity of the 6% state stock loaned to the LIRR to Aug. 1,
1876. (MB)

Feb. 21, 1861 LIRR Board reports that Brown & Smith, owners of the New York &
Flushing Railroad, has asked to use the new LIRR depot at Hunters Point
for $1,000 per year rent; hears proposal of the Brooklyn Central & Jamaica
Railroad that the LIRR operate that portion of its line between East New
York and Jamaica. (MB)

Mar. 26, 1861 LIRR Board reports that Electus B. Litchfield has been unable to complete the new line between Jamaica and Hunters Point, and that the LIRR has
take over the work and will complete it itself; authorizes a contract with the
East River Ferry Company. (MB)

Apr. 1861 LIRR makes an agreement with the East River Ferry Company to operate a ferry between Hunters Point and James Slip and well as its current ferry to East 34 th Street. (ARJ)

May 6, 1861 LIRR opens between Jamaica and Hunters Point (Long Island City) for
freight service. (ARJ)

May 9, 1861 LIRR holds opening excursion between Hunters Point (Long Island City)
and Jamaica (Main Line) and return; has purchased a half-interest and
trackage rights from the Flushing Railroad between Winfield and Hunters
Point; the LIRR terminal at Hunters Point is located about 200 yards north
of the Flushing Railroad’s and is 500 x 60 feet with three tracks and three
more parallel to the shed for a freight dock; LIRR stops operation over the
Brooklyn Central & Jamaica Railroad, which becomes a horsecar line, and
the old lease of the Brooklyn Central & Jamaica is abrogated; ferries
operate from Long Island City to 34 th Street & James Slip; revenue service
begins May 10; the James Slip ferry landing lacks an omnibus connection
into the city, and the street is unpaved. (BrklnEgl, NYTrib, MB, NYState,
ARJ, AR)

June 1, 1861 LIRR acquires terminal site at Hunters Point from Trustees of Union
College at Schenectady. (CorpHist)

June 18, 1861 Thomas R. Sharp (1834-1909) is appointed by the Confederate
Quartermaster-General to proceed to the B&O at Harpers Ferry or
Martinsburg and carry off such rolling stock and equipment as may be of
use and bring it to the Manassas Gap Railroad; ironically, Sharp becomes
Master of Transportation of the B&O in the 1870s and later works for the
LIRR. (Csa-railroads.com/Sharp diary)

June 20, 1861 LIRR grants the New York & Flushing Railroad the use of one track in the
Hunters Point depot for $1,600 per year; authorizes cutting wages as much
as possible; Board visits Babylon and examines the route for a branch there.
(MB)

July 18, 1861 LIRR Board reports that the New York & Flushing Railroad has refused to
sign a contract for use of the Hunters Point depot because it has been unable
to make an agreement with the East River Ferry Company; hears
proposition from Robert Hare Powel to exchange bonds of the Norfolk
County Railroad for Phoenix Iron Company bonds at 75, although this is
not done. (MB)

Sep. 19, 1861 LIRR Board authorizes a formal contract for a connecting boat service to
Fire Island for the 1862 season; has run for the last 3 or 4 years at a $1.75
fare. (MB)

Sep. 30, 1861 Steam service by LIRR discontinued over Brooklyn & Jamaica between
Atlantic Avenue ferry and Jamaica; becomes a horse-car line. (Brooklyn
Central & Jamaica RR op. horse cars to E. New York and steam between E.
New York and Jamaica - see above LIRR op ceased 5/9!??).

Oct. 1, 1861 Josiah O. Stearns (1831-1867), nephew of CNJ Superintendent John O.
Sterns, begins operating the LIRR on an annual contract basis of $11,000
per month, plus 35 cents per mile on earnings over $220,000 per year. (MB,
AR)

Oct. 17, 1861 LIRR Board hears report on extending the Syosset Branch 1.25 miles to
Cove Road; hears request of the Trustees of the Village of Hempstead that
the LIRR remove part of its track in Main Street that is no longer used.
(MB)

Nov. 21, 1861 LIRR Board agrees to operate a branch from Deer Park to Babylon and
along the South Shore to Penataquit if the residents will pay for the
construction. (MB)

Dec. 1861 Old LIRR tunnel in the lower end of Atlantic Avenue, Brooklyn, has been
sealed; paid for by assessment on property owners; Electus B. Litchfield has
contracted to fill up the tunnel but seals only the ends, leaving it to be
rediscovered in the 20th century. (NYT, bhra)

Jan. 16, 1862 LIRR Board gives notice to Electus B. Litchfield that it will sell the
securities it holds on his account. (MB)

Feb. 20, 1862 LIRR Board authorizes selling the 6% state stock it holds. (MB)

Apr. 1, 1862 New York & Flushing begins using Long Island City terminal of LIRR and
abandons its own station on the Long Dock at the mouth of Newtown
Creek.

Apt. 8, 1862 LIRR Board eliminates the president’s salary, as he has few duties now that
the road is operated on contract; Pres. William E. Morris (1812-1875)
refuses to serve without salary, and Coffin Colket (1809-1883) is elected
Pres. (MB)

Apr. 21, 1862 LIRR charter supplement limits its power to build branches to points east of
Jamaica, that is, it is to have no such rights in Kings County. (CorpHist,
NYState)

Apr. 21, 1862 LIRR pays 1.5% dividend. (ARJ)

May 10, 1862 Future LIRR Secretary Frank Ellsworth Haff (1862- ) born at Islip, N.Y.
(PRRBio)

May 15, 1862 LIRR Board rejects the proposal of J. M. Waterbury, Pres. of the East River
Ferry Company, to carry freight at 40% of the receipts to Jamaica. (MB)

Aug. 21, 1862 LIRR Board authorizes making an new contract with the East River Ferry
Company. (MB)

Sep. 18, 1862 LIRR Board authorizes selling the locomotive Montauk to the Federal
government for $8,000. (MB)

Oct. 23, 1862 LIRR Board authorizes a survey from Syosset to Huntington. (MB)

Feb. 5, 1863 Future LIRR Pres. and philanthropist William Henry Baldwin (1863-1905)
born at Boston. (RyW)

Mar. 2, 1863 Railroad Committee of Brooklyn City Council makes a report favorable to
the operation of “dummy” locomotives on Atlantic Avenue between
Bedford and East New York but also calling for the railroad to refund a
portion of the $125,000 damages paid to the LIRR to close the tunnel.
(BrklnEgle)

Mar. 16, 1863 LIRR Board adopts agreement with the New York & Flushing Railroad.
(MB)

Apr. 1, 1863 Contractor Josiah O. Stearns surrenders his lease for operating the LIRR in
view of its pending change of ownership; continues to operate on a
temporary basis until the new Board takes over. (MB)

Apr. 4, 1863 Old LIRR Board praises Pres. Coffin Colket for raising the price of the
stock from 10 to 40 and awards him a bonus of $3,000; authorizes the
distribution of the 2,000 shares repurchased in 1858 as a stock dividend;
reports the sale of the Norfolk County Railroad bonds at 80 for $119,500
and the return of the notes of Crane & Farmer held as collateral. (MB)

Apr. 14, 1863 New LIRR Board elected consisting of Oliver Charlick (1813-1876),
William F. Havemeyer (1804-1874), Albert Havemeyer, John M Freeman,
James M. Waterbury, and John T. Yelverton of New York and Charles
Camblos, E.N. Maitland, Charles B. Wainwright and A. Hart of
Philadelphia; Oliver Charlick elected Pres. of LIRR with backing of his
friend Mayor William F. Havemeyer, the most influential stockholder, and
given broad powers; replaces Coffin Colket and ends control of company by
Philadelphians; begins rehabilitation of property. (MB, Seyfried)

Apr. 17, 1863 N.Y. Legislature passes bill to permit Brooklyn Central & Jamaica Railroad
to operate steam dummy locomotives in Atlantic Avenue between Classon
Avenue in Bedford and East New York during certain hours; no freight
other than milk and perishables is to be carried between 5:00 PM and 10:00 AM; part of the money paid under act closing the Atlantic Avenue tunnel is
to be refunded to property owners in the affected section, but with a
deduction for the loss suffered by the LIRR from closing the tunnel. (NYT -
unclear if was vetoed - BrklnEgle says Gov. Horatio Seymour refused to
sign it - does not show in NYState)

Apr. 23, 1863 LIRR Board authorizes the purchase of the branch from Hicksville to
Syosset. (MB)

May 28, 1863 LIRR Board authorizes building a branch from Mineola to Glen Cove,
providing the residents loan the LIRR the construction money at 6% in
return for a First mortgage. (MB)

June 29, 1863 Austin Corbin (1827-1896), future Pres. of LIRR and Reading, opens the
First National Bank of Davenport in Iowa, where he has operated a private
banking house since 1851. (RyRegister)

Sep. 17, 1863 LIRR Board authorizes placing a $150,000 mortgage on the Glen Cove
Branch and placing it under contract. (MB)

1863 Future LIRR Superintendent and B&O and Southern Railway Pres. Samuel
Spencer (1847-1906) of Georgia enlists as a Confederate cavalry private,
serving with Nelson’s Rangers and later with Nathan Bedford Forrest’s
raiders. (Stover)

Feb. 18, 1864 Flushing & Woodside Railroad organized at Flushing to build from
Woodside on the LIRR to Flushing; James B. Brewster, Pres.; articles filed
on Feb. 24. (C&C)

Feb. 24, 1864 Flushing & Woodside Railroad incorporated in N.Y. under articles dated
Feb. 15 as an LIRR subsidiary to build a line from Woodside to Flushing,
plus a branch to Whitestone, in competition with the New York & Flushing
Railroad. (Val, CorpHist, NYState)

June 8, 1864 LIRR agrees to build Flushing & Woodside Railroad and acquire it upon
completion; work is not completed until 1868. (Val, C&C)

1864 LIRR opens between Mineola and Glen Head. (Val - verify - Seyfried has
1/23/65)

Jan. 1, 1865 John Maxwell, J. Rodgers Maxwell (1846-1910) and Henry Graves (1838-
1906) form the banking house of Maxwell & Graves, later involved with the
LIRR and CNJ. (NYT)

Jan. 23, 1867 Glen Cove Branch Railroad opens between Mineola and Glen Head;
controlled by LIRR. (Seyfried)

Apr. 18, 1865 Abram S. Hewitt elected a director of the LIRR. (MB)

Apr. 26, 1865 LIRR Board resolves that its operation is embarrassed by the refusal of the
James Slip Ferry Company to operate during the winter; appoints Pres.
Charlick to remedy the situation. (MB)

May 1, 1865 Robert White named Superintendent of LIRR, replacing Andrew Reasoner.
(Seyfried)

Aug. 28, 1865 LIRR Greenport train No. 1 (9 cars) collides head-on with Hunters Point
train No. 2 near Jamaica, killing five. (NYT, Shaw)

Oct. 27, 1865 LIRR Board appoints committee to make new running arrangement with the
East River Ferry Company. (MB)

Jan. 27, 1866 LIRR Board authorizes cancelling the contract with the East River Ferry
Company and making a new one with new freight rates. (MB)

Apr. 28, 1866 LIRR Board approves a new ferry contract with the East River Ferry
Company; passenger fare of 34 th Street ferry is to be 4 cents; 7 cents to
James Slip; freight at 23 cents per ton and $500 for the use of the slips at
Hunters Point; to run two boats as before. (MB)

Sep. 21, 1866 Brooklyn & Rockaway Beach Railroad begins running through between
South Ferry and Canarsie, using the LIRR to East New York. (BrklnEgle)

Nov. 1866 Brooklyn Central & Jamaica ceases carrying LIRR passenger cars by horse
power west of East New York; LIRR resumes indirect lease of BC&J to
block use by South Side Railroad and forcing it to build an independent line
to the East River at Williamsburg. (Seyfried - need date SS inc. from C&C)

Jan. 18, 1867 LIRR leases portion of Brooklyn & Jamaica Railway east of Classon
Avenue (Bedford) for steam operation, effective Feb. 1 through May 1,
1877 at $10,000 per year; done to prevent lease to rival South Side
Railroad; LIRR Pres. Charlick also buys all Brooklyn & Jamaica Railway
steam rolling stock, effective Feb. 1. (MB, NYState, USRR&MR)

Feb. 4, 1867 LIRR appoints William F. Havemeyer to office of VP; Board authorizes an
extension from Syosset to Huntington financed by an issue of $125,000 in
bonds. (MB)

Mar. 9, 1867 LIRR Board authorizes increasing stock to $4 million. (MB)

Apr. 19, 1867 LIRR Board authorizes the purchase from Oliver Charlick, William F.
Havemeyer, et al., of their subscriptions to the Flushing & Woodside
Railroad; authorizes an issue of $250,000 in 7% bonds secured by a
mortgage on the Huntington Branch. (MB)

May 16, 1867 Glen Cove Branch Railroad opens between Glen Head and Glen Cove;
controlled by LIRR. (Seyfried)

July 13, 1867 Oliver Charlick secures control of New York & Flushing Railroad for
LIRR; acts to deny South Side a terminal in Long Island City and prevent
extension of NY&F to Huntington; NY&F route abandoned between Long
Island City and Winfield Jct. in favor of LIRR route; work on Woodside &
Flushing suspended. (Seyfried - check C&C or Corp Hist if lease?)

Aug. 29, 1867 Josiah O. Stearns (1831-1867), Superintendent of the CNJ, director of the
Lehigh Valley Railroad and former lessee of the LIRR, dies. (8 Green 414,
LV MB)

Oct. 1, 1867 Isaac D. Barton (1834?-1914) named Superintendent of LIRR, replacing
Robert White; directs the upgrading of the property. (Seyfried)

Oct. 22, 1867 LIRR Board reports that it has surveyed the Huntington Branch as far as
Northport; Oliver Charlick, as Pres. of the New York & Flushing Railroad,
reports that the NY&F has contracted with the South Side Railroad
Company of Long Island to furnish a terminal at Hunters Point, which is
now approved by the LIRR; reports the settlement of dispute with the
Hicksville & Cold Spring Branch Railroad and suits are to be withdrawn;
H&CSB is to be paid for in LIRR bonds. (MB)

Dec. 5, 1867 LIRR appoints an Executive Committee of Oliver Charlick, William F.
Havemeyer and a rotating third member. (MB)

Jan. 13, 1868 LIRR extension opens between Syosset and Huntington Station. (Seyfried)

Feb. 28, 1868 Special town meeting held in the Town of Southampton on Long Island to
secure the construction of a railroad to Sag Harbor; agree to pay the South
Side Railroad Company of Long Island $4,000 per mile in bonds and donate
the right-of-way; the South Side rejects the offer, and an offer of $3,000 per
mile is made to the LIRR; because Riverhead refuses to help pay for the
branch, LIRR Pres. Oliver Charlick has it run to Manor, a point on the
LIRR main line further west. (Bayles/Suffolk)

Mar. 12, 1868 LIRR Pres. Oliver Charlick reports he has contracted with the New York,
Providence & Boston Railroad (Stonington Railroad?) to put on a steamboat
between Greenport and Stonington, the expenses to be divided 40/60. (MB)

Apr. 25, 1868 LIRR extension opens between Huntington Station and Northport
(Seyfried)

May 1, 1868 LIRR issues $1.5 million in bonds to refund earlier bonds; Pres. Charlick
reports they have contracted for a branch from Riverhead to Sag Harbor.
(MB)

May 1868 LIRR leases East River Ferry Company operating line from James Slip and
East 34th Street to Long Island City.

June 14, 1868 Future LIRR officer Charles Lambert Addision (1868- ) born at Reading,
Pa. (PRRBio)

Aug. 11, 1868 LIRR Pres. Oliver Charlick sells the former New York & Flushing (Long
Island City to Great Neck via Haberman) to Conrad Poppenhusen and John
Locke of the Flushing & North Side Railroad Company. (Seyfried)

Dec. 29, 1868 LIRR Board reports negotiations with the Flushing Railroad to purchase
their track or exchange tracks. (MB)

1868 LIRR opens between Glen Head and Glen Cove. (Val- verify - Seyfried has
5/16/67)

Apr. 5, 1869 LIRR Board approves contract for a branch from Manor to Sag Harbor;
report a settlement with the Hicksville & Cold Spring Branch Railroad.
(MB)

Apr. 17, 1869 Future LIRR officer John Richard Savage (1869-1922) born at Philadelphia.
(PRRBio)

Apr. 19, 1869 Glen Cove Branch Railroad opens between Glen Cove and Locust Valley;
controlled by LIRR. (Seyfried)

Nov. 15, 1869 Flushing & North Side Railroad begins using new line running along north
side of LIRR between Winfield and Long Island City and discontinues use
of old Flushing Railroad line between those points via Haberman; opens
new station at Long Island City north of LIRR; old line is then leased (or
sold?) to South Side Railroad. (Seyfried says "in a few days") (see 5/1/69 -
this does not match corp. hist. data which has open Flushing-Whitestone in
11/69)

Nov. 27, 1869 Flushing & North Side Railroad opens between College Point and
Whitestone; new line to Hunters Point runs north of LIRR. (Seyfried gives
both 11/27 and 11/15 as opening dates!! - NYT, ARJ 11/27 is celebration)

Dec. 20, 1869 LIRR branch opens between Manor and Good Ground (Hampton Bays).
(Seyfried)

Feb. 12, 1870 Park Avenue Railroad incorporated to build a street railway in Brooklyn, N.Y.
from Fulton Ferry and Greenwood Cemetery via Water and Bridge Streets,
Park Avenue, Vanderbilt Avenue, and 9 th Avenue; later controlled by LIRR.
(NYState, CorpHist)

Apr. 12, 1870 Frank Work, a Vanderbilt ally, elected a director of the LIRR. (MB)

Apr. 23, 1870 LIRR Sag Harbor Branch opens between Hampton Bays and Bridgehampton.
(Seyfried)

May 9, 1870 LIRR extension opens between Bridgehampton and Sag Harbor. (Seyfried -
Hazleton has first train arr. 6/8 - excursion??)

May 18, 1870 LIRR Board authorizes an opening excursion for the Sag Harbor Branch.
(MB)

Sep. 12, 1870 New York & Hempstead Plains Railroad opens between Valley Stream and
Hempstead on different alignment than that of later LIRR West Hempstead
Branch; full revenue service Sep. 28. (Seyfried)

Dec. 30, 1870 New York & Rockaway Railroad incorporated to build from Rockaway Jct.
(Hillside) on LIRR to Rockaway. (Val)

Dec. 31, 1870 Property and franchise of Hicksville & Cold Spring Branch Railroad sold to LIRR. (Val)

Mar. 2, 1871 LIRR agrees to operate New York & Rockaway Railroad in return for
completing it. (CorpHist, Val)

Mar. 8, 1871 Newtown & Flushing Railroad incorporated in New York under articles dated Mar. 4 in the interest of LIRR to build a branch from Winfield on the LIRR to Jagger Avenue, Flushing, to compete with North Shore line. (Val, NYState,
C&C)

Apr. 26, 1871 N.Y. act authorizes Brooklyn & Rockaway Beach Railroad to extend from East New York to Hunters Point, providing it does not interfere with the LIRR. (NYState)

June 8, 1871 LIRR Board approves contract with the Smithtown & Port Jefferson Railroad
dated Mar. 20, 1871; authorizes the lease of the Newtown & Flushing
Railroad when completed. (MB)

June 21, 1871 New York & Rockaway Railroad opens between Rockaway Jct. (Hillside) and
Springfield; controlled by LIRR; operated by LIRR under lease of Mar. 2,
1871.

July 1, 1871 LIRR acquires a majority stock interest in the New York & Rockaway
Railroad. (NYState)

Oct. 30, 1871 LIRR opens between Glen Cove and Locust Valley. (Val - Seyfried has 4/19/67 - verify NYT - Guide shows by 1/71)

1871 New York Steamboat Company formed by the Atlantic Mail Steamship Company, a coasting line, with the support of the LIRR to operate to eastern Long Island points to try to force Capt. George C. Gibbs out of business. (Dunbaugh)

Jan. 15, 1872 LIRR leases Newtown & Flushing Railroad ("White Line"). (Val)

Jan. 24, 1872 LIRR Board authorizes contract with the Central Railroad Company of Long
Island for crossings at Hempstead and Farmingdale. (MB); approves lease of
the Newtown & Flushing Railroad. (MB)

Feb. 15, 1872 LIRR issues the bonds of the New York & Rockaway Railroad to its
shareholders as a 4% stock dividend. (MB)

Feb. 1872 LIRR begins laying steel rails between Long Island City and Winfield.
(USRR&MR)

Mar. 1, 1872 John B. Morford named Superintendent of LIRR, replacing Isaac D. Barton,
resigned. (Seyfried)

Apr. 9, 1872 Banker August Belmont (1816-1890 - or Jr.?) elected to LIRR Board. (MB)

May 14, 1872 New York & Rockaway Railroad opens between Springfield and South Side
Crossing at Mott Avenue, Far Rockaway; controlled by LIRR; operated by
LIRR under lease dated Mar. 2, 1871. (Seyfried - Val has 7/72)

June 4, 1872 LIRR agrees to construct the Smithtown & Port Jefferson Railroad. (MB)

July 6, 1872 Future LIRR Superintendent Eber B. Kessler (1872- ) born at Jersey Shore,
Pa. (PR)

Aug. 16, 1872 Greenwood & Coney Island Railroad incorporated in New York to build
street railway in Brooklyn; later controlled by LIRR. (CorpHist)

Sep. 9, 1872 LIRR begins operating new Boston Express with steamboat connection
between Greenport and New London with steamer Magenta; runs through in
9:30 hours via New London Northern and Boston, Hartford & Erie Railroads.
(NYTrib, Seyfried, USRR&MR)

Sep. 11, 1872 LIRR pays another 4% stock dividend in New York & Rockaway Railroad
bonds. (MB)

Nov. 13, 1872 LIRR discontinues Boston Express and steamboat line. (Seyfreid)

Jan. 13, 1873 Smithtown & Port Jefferson Railroad opens between Northport Jct. and Port
Jefferson; controlled by LIRR and operated under agreement of Mar. 20,
1871. (Val, NYT, C&C)

Apr. 14, 1873 LIRR Board declares a 10% stock dividend payable in LIRR stock. (MB)

May 22, 1873 August Belmont and Frank Work leave the Board of the LIRR. (MB)

May 28, 1873 LIRR pays a 10% stock dividend. (ARJ)

June 30, 1873 LIRR begins operating the steamboat Jane Moseley, named for the wife of
Pres. Oliver Charlick, between Greenport and Newport, R.I., and a Brooklyn-
Boston day train in connection with the Old Colony Railroad. (NYTrib,
RRGaz)

Sep. 21, 1873 Future LIRR Superintendent C. D. Baker (1873- ) born at Suffern, N.Y.
(PRRBio)

Sep. 22, 1873 LIRR discontinues Greenport-Newport steamboat line with the Jane Moseley;
last trip probably Saturday, Sep. 20. (Seyfried)

Oct. 31, 1873 Future LIRR Superintendent John Brander Austin, Jr. (1873- ), born at
Philadelphia. (PRRBio)

Nov. 10, 1873 Newtown & Flushing Railroad (the "White Line") opens between Winfield
and Flushing (Jagger Ave.) running south of Flushing & North Side Railroad;
controlled by LIRR which begins rate war with F&NS. (Seyfried)

Sep. 16, 1874 South Side Railroad Company of Long Island sold at foreclosure of Third
Mortgage after several postponements to Herman C. Poppenhusen,
Alfred L. Poppenhusen and Elizur B. Hinsdale; previously three parties
had been vying for control: Oliver Charlick of LIRR, __ Cornell, the
receiver, and ex-Pres. Fox; Flushing, North Side & Central Railroad
group bought up bonds in late Aug. (CorpHist, NYState, RRG)

Nov. 30, 1874 New York City Mayor and LIRR VP William F. Havemeyer (1804-1874)
dies suddenly in his office; had spent the night at the bedside of his friend
Oliver Charlick, who is terminally ill at his home in Flushing; in
traveling to the city, his train breaks down, and Havemeyer walks three
miles against a cold wind; almost immediately upon reaching his office,
he suffers two successive heart attacks. (RRG, BaltAm)

Jan. 2, 1875 LIRR Finance Committee authorizes $750,000 bonds secured by a
mortgage on Sag Harbor Branch. (MB)

Feb. 17, 1875 LIRR Board authorizes sale of steamboat Jane Moseley for $85,000.
(MB)

Mar. 1875 George W. N. Custis, late of Montclair Railway, named
Superintendent of LIRR. (RRG)

Apr. 13, 1875 LIRR board elects Henry Havemeyer, son of late Mayor William F.
Havemeyer, Pres. to replace the dying Oliver Charlick; new directors
elected, including Peter Cooper, Abram S. Hewitt and W.H. Macy; all
holdovers are anti-Charlick; find that Charlick had let things slide
during the last year of his illness and property is worn out and
accounts not in good order; new management increases passenger
service. (MB, RRG)

Apr. 30, 1875 Oliver Charlick (1813?-1875), ex-Pres. and controlling interest in
LIRR dies of Bright's disease at his home ALongview@ near Flushing,
opening way to end cut-throat competition on Long Island; Railroad
Gazette memorializes Charlick as Aone of the most unpopular men
who ever managed a railroad (which is saying a great deal).@. (RRG,
Seyfried)

Oct. 15, 1875 Pioneer civil engineer and former LIRR Pres. William Ellis Morris
(1812-1875) dies at Philadelphia. (RRG)

Nov. 1, 1875 Webster Snyder, late of Canada Southern Railway, appointed
General Manager of LIRR. (RRG)

Nov. 30, 1875 LIRR Board authorizes negotiations with Atlantic Avenue Railroad
Company of Brooklyn for new lease between Jamaica and Flatbush
Avenue; authorizes sale of $43,000 Newtown & Flushing Railroad
bonds at 80 and $49,000 LIRR bonds at par. (MB)

Dec. 13, 1875 LIRR Board authorizes double track between Hunters Point and
Winfield and branches Glen Head-Sea Cliff, Deer Park-Babylon, and
Far Rockaway-Rockaway Beach; authorizes sale of $500,000 in Sag
Harbor Branch bonds. (MB)

1875 LIRR leases Pier 43, East River, as freight station, replacing Pier 35-
1/2. (AR)

1875 LIRR builds market houses for Long Island farmers at Hunters Point.
(AR)

Jan. 23, 1876 Conference in Conrad Poppenhusen's mansion at College Point
results in plan to consolidate all railroads on Long Island into LIRR
and end duplicate services; Poppenhusen purchases control of LIRR;
Havemeyers are to sell Poppenhusen 35,000 shares of LIRR at 37.50.
(Seyfried, RRG)

Jan. 26, 1876 LIRR stock transferred to Poppenhusens. (Seyfried)

Jan. 28, 1876 William F. Buckley and H.O. Havemeyer sue John C. Havemeyer,
Henry Havemeyer and other LIRR directors in N.Y Supreme Court
and obtain temporary injunction blocking them from transferring
control of LIRR to the Poppenhusens. (NYTrib)

Feb. 8, 1876 N.Y. Supreme Court dissolves injunction against Henry Havemeyer
transferring control of LIRR to Poppenhusens on grounds such a
transfer is not injurious to the other stockholders. (NYTrib)

Feb. 1876 New connections built at Long Island City to bring Southern Railroad
of Long Island and Flushing, North Shore & Central Railroad trains
into LIRR station. (Seyfried)

Apr. 11, 1876 Conrad Poppenhusen elected President of LIRR, replacing Henry
Havemeyer; son Hermann C. Poppenhusen elected VP & Treasurer
and Elizur B. Hinsdale Secretary; son Adolph Poppenhusen also
elected a director; William A. Havemeyer is only holdover; LIRR now
has same Board as Flushing, North Shore & Central Railroad. (MB,
RRG)

Apr. 1876 Superintendent Alfred R. Fiske of Flushing, North Shore & Central
Railroad, is now also Superintendent of LIRR; Webster Snyder
resigns as LIRR General Manager & Superintendent. (RRG,
Seyfried)

Apr. 1876 LIRR connects old Newtown & Flushing Railroad (AWhite Line@) to
Central Railroad of Long Island at Central Jct. in Flushing. (Seyfried)

Apr. 17, 1876 Effective this date, operation of passenger trains on LIRR's "White
Line" between Winfield and Flushing discontinued on no advance
notice in favor of parallel lines of Flushing, North Shore & Central;
White Line had offered hourly service with 17 round trips; connection
built at Central Jct., Flushing, and track used for specials to
Creedmoor Rifle Range in Sep. 1876 and Sep. 1877; track abandoned
between Central Jct. and Flushing. (Val, NYT, Seyfried)

Apr. 24, 1876 LIRR Board orders Executive Committee to produce plan for
harmonious working of all railroads on Long Island. (MB)

May 3, 1876 LIRR leases Southern Railroad Company of Long Island; also the
properties of the Flushing, North Shore & Central Railroad, includes
leases of Central Railroad Extension Company and of A. T. Stewart
right-of-way, which are transferred from Flushing, North Shore &
Central to LIRR; stops operating part of New York & Flushing
Railroad east of NY & Flushing Jct. (MB, Val, CorpHist)

May 1876 LIRR abandons old South Side dock at Long Island City and
Gooderson Dock on old North Side line on Flushing Bay. (Seyfried)

May 1876 LIRR completes fourth track between Long Island City and Winfield.
(Seyfried)

June 2, 1876 Old LIRR (New York & Rockaway) line abandoned between
Springfield Jct. and Cedarhurst, although track remains until 1880;
portion of line north of Springfield Jct. connected to former South
Side main line. (Seyfried)

June 1876 Southern route became main line between Jamaica and Long Island
City; old LIRR main becomes freight-only between Winfield and
Jamaica. (Seyfried)

June 1876 LIRR removes one track on old Southern Railroad line between
Jamaica and Springfield Jct. and double-tracks the LIRR-New York
& Rockaway route between Jamaica and Springfield Jct. via
Rockaway Jct. (Hollis); discontinues passenger service over old
Southern Railroad line between Jamaica and Springfield Jct. but later
restores limited service after lawsuit. (Seyfried)

June 1876 LIRR builds connection at Hempstead Crossing between old LIRR
Hempstead Branch and Central Railroad of Long Island; LIRR
branch between Hempstead Crossing and Hempstead abandoned in
favor of Central Railroad=s Hempstead Branch; connection built at
Bethpage Jct. to allow trains using LIRR Main Line to run onto
Central Extension Railroad to Babylon. (Seyfried)

June 29, 1876 An anonymous LIRR commuter publishes an open letter to
Superintendent Alfred R. Fiske in the New York Times complaining of
unsafe operation, especially arranging meets on single track; first of
many complaints about service on unified LIRR lines. (NYT)

Oct. 2, 1876 Another meeting of LIRR commuters and property owners held in
New York to protest conditions under Poppenhusen management;
complaints include refusal to honor tickets over all routes from New
York, abandoning the Southern Railroad route between Jamaica and
Springfield Jct., neglect of Rockaway and Hempstead Branches, and
filthy conditions on Bushwick Branch; committee reports that they
have been rebuffed by management. (NYT)

Oct. 7, 1876 F.B. Wallace and other LIRR officers and stockholders sue LIRR and
Conrad Poppenhusen in N.Y. Supreme Court to block consummation
of leases. (NYT)

Oct. 24, 1876 LIRR extends Jan. 1867 lease of Atlantic Avenue Railroad Company
of Brooklyn from Jamaica to East New York for seven years. (MB)

Nov. 1876 New York Supreme Court denies motion to continue temporary
injunction against LIRR completing leases of Flushing, North Shore
& Central Railroad and Southern Railroad Company of Long Island.
(RRG - pre 11/17)

Dec. 2, 1876 David N. Ropes of South Orange, N.J., elected Pres. of LIRR,
replacing Conrad Poppensusen, resigned; Executive Committee
informs Board of project to run steam trains on Atlantic Avenue and
appoints special committee. (MB)

1876 LIRR builds second track on Flushing, North Shore & Central route
between Woodside and Winfield Jct., making three tracks counting
LIRR Main Line. (Seyfried)

Jan. 1876 Webster G. Snyder appointed Superintendent as well as General
Manager of LIRR, replacing George W. N. Custis, resigned. (Guide,
Seyfried)

Jan. 1, 1877 Post Office extends mail service over LIRR from Valley Stream to
Ocean House, over Summit Branch Railroad between Millersburg
and Williamstown, and over South-Western Pennsylvania Railway
between Southwest Jct. and Uniontown. (RRG)

Feb. 11, 1877 Letters to editor of New York Times criticize Poppenhusen family
management of LIRR, including slow service, delays, and badly-
scheduled ferry connections. (NYT)

Mar. 1, 1877 New York Supreme Court tries case of William A. Havemeyer and
Henry O. Havemeyer vs. John C. Havemeyer and Henry Havemeyer
over sale of control of LIRR to Poppenhusens. (NYT)

Mar. 1877 LIRR abandons use of Southern Railroad of Long Island station at
Jamaica in favor of its own

Mar. 26, 1877 Brooklyn City Council orders LIRR to extend fences along tracks on
Atlantic Avenue from Fort Greene Place east to city line and provide
flagmen at major cross streets, after which it may run steam trains at
any speed. (NYT)

Mar. 26, 1877 E.B. Hinsdale reports to LIRR Board on negotiations for restoring
steam service to Flatbush Avenue; Charlick had made some progress
in this area and had located a depot at Flatbush Avenue; notes that
the New York & Manhattan Beach Railway may make better offer for
Atlantic Avenue line; Board authorizes double track of steel rails
between Flatbush Avenue and East New York and single track to
Jamaica. (MB)

Mar. 26, 1877 LIRR leases portion of Atlantic Avenue Railroad of Brooklyn from
Flatbush Avenue to Jamaica for 99 years, effective July 1, 1877, for a
percentage of the gross receipts on a sliding scale. (MB, Val)

Apr. 14, 1877 At 10:00 PM, LIRR contractors begin laying steam street track in
Atlantic Avenue from Classon Avenue to Flatbush Avenue; completed
overnight on Sunday morning to avoid injunction. (NYT, RRG)

Apr. 16, 1877 Property owners on Atlantic Avenue in Brooklyn apply for injunction
against LIRR; construction continues eastward from Classon Avenue
to East New York, and is completed by Apr. 19. (NYT)

Apr. 21, 1877 New York court grants injunction against LIRR laying heavy steam
rail in Atlantic Avenue, although the work has already been
completed. (NYT)

Apr. 23, 1877 LIRR stops work on its Atlantic Avenue track. (NYT)

Apr. 25, 1877 After meeting with all sides in case, attorney-general withdraws
injunction against construction of LIRR steam track in Atlantic
Avenue. (NYT)

Apr. 26, 1877 Work resumes on LIRR line in Atlantic Avenue after injunction
modified to permit construction but not operation. (NYT)

Apr. 28, 1877 Atlantic Avenue Railroad sells Flatbush Avenue terminal to LIRR.

May 7, 1877 A local property owner files for injunction to bar LIRR steam
operation on Atlantic Avenue in Brooklyn. (NYT)

May 14, 1877 Local court refuses to grant injunction vs. LIRR steam operation on
Atlantic Avenue. (NYT)

May 1877 LIRR begins AScoot@ service around the fish-tail on the east end of
Long Island between Greenport and Sag Harbor. (Seyfried)

May 18, 1877 LIRR Board appoints committee to consider purchasing stock of New
York & Flushing Railroad and land north of ferry at Long Island
City from Poppenhusens. (MB)

May 23, 1877 LIRR Board resolves to purchase land north of Long Island City for
$287,500 and stock of New York & Flushing Railroad for $200,000.
(MB)

May 29, 1877 Second property owner files in City Court for injunction to bar LIRR
steam operation on Atlantic Avenue in Brooklyn. (NYT)

June 17, 1877 LIRR begins operating summer-only Sunday morning paper train to
Greenport and Sag Harbor for Union News Company to supply
summer vacationers. (NYT)

June 18, 1877 City Court denies injunction against LIRR steam operation in
Atlantic Avenue in suit brought by a property owner. (NYT)

June 23, 1877 Court denies Attorney-General’s request for injunction against LIRR
steam operation in Atlantic Avenue, Brooklyn. (NYT)

June 27, 1877 Hermann C. Poppenhusen resigns as VP & Treasurer of LIRR;
Elizur B. Hinsdale elected VP. (MB)

June 28, 1877 LIRR opens new track of Atlantic Avenue Railroad in center of
Atlantic Avenue, Brooklyn; resumes steam train operation to new
temporary depot at Flatbush Avenue in downtown Brooklyn; special
excursion runs to laying of cornerstone of Episcopal Cathedral of the
Incarnation at Garden City. (RRG, Seyfried)

June 30, 1877 Adolph Poppenhusen elected Pres. of LIRR, replacing David N.
Ropes, resigned. (MB)

June 30, 1877 Large number of LIRR employees discharged and salaries of officials
cut by up to 33%. (NYT)

July 2, 1877 LIRR resumes regular revenue steam service between Jamaica and
Flatbush Avenue, Brooklyn under lease of Mar. 26, 1877. (Seyfried)

July 1877 James Mulry and Samuel R. Smith assign their 1874 judgment vs.
LIRR to Paul Lichtenstein for $65,610. (NYT)

July 24, 1877 LIRR General Manager E.B. Hinsdale meets with committee of
engineers who protest against proposed cuts and delays in paying
wages; agrees to postpone cuts for the time being. (Dacus)

Aug. 1, 1877 LIRR cuts wages of conductors and engineers making over $100 per
month by 10%. (NYT)

Aug. 6, 1877 Trail run of new Amotor@ for LIRR rapid transit service on Atlantic
Avenue, will draw two cars; LIRR to run 60 locals per day. (NYT)

Aug. 13, 1877 LIRR establishes rapid transit service between Flatbush Avenue and
East New York on Atlantic Avenue line; service every half hour at flat
5 cent fare. (Seyfried, RRG)

Aug. 22, 1877 LIRR executes revised lease of Flushing, North Shore & Central
Railroad and Southern Railroad Company of Long Island. (MB)

Sep. 1, 1877 LIRR passes interest on Smithtown & Port Jefferson Railroad bonds.
(MB)

Sep. 1877 LIRR closes Lockwood’s Grove station in Far Rockaway and ends
passenger service on spur; used for freight until at least the mid-
1920s. (Seyfried)

Oct. 1, 1877 LIRR defaults on New York & Rockaway bond interest; rumor
Conrad Poppenhusen has failed; Poppenhusen has obtained
judgments for $374,307 for money loaned to Southern Railroad
Company of Long Island and $410,090 for money loaned to Flushing,
North Shore & Central Railroad. (MB, NYT)

Oct. 5, 1877 Thomas R. Sharp (1834- ), Master of Transportation of B&O, elected
Pres. of LIRR, replacing Adolph Poppenhusen, resigned; Adolph was
son of Conrad Poppenhusen; company has two and a half months
wages in arrears. (MB, RyW)

Oct. 13, 1877 Paul Lichtenstein assigns $55,000 judgement vs. LIRR to James Hood
Wright of Drexel, Morgan & Co. for $66,621. (NYT)

Oct. 13, 1877 LIRR employees ask Pres. Sharp for two months wages in arrears;
are owed for two an a half months. (NYT)

Oct. 17, 1877 James Hood Wright of Drexel, Morgan & Co., which has acquired
most judgments against LIRR, applies for receiver. (NYT)

Oct. 20, 1877 LIRR requests appointment of Thomas R. Sharp as receiver; report
that August Belmont has sued for $6,000 for company’s failure to pay
Smithtown & Port Jefferson Railroad interest. (MB)

Oct. 20, 1877 James Hood Wright petitions for appointment of receiver for
Southern Railroad Company of Long Island. (NYT)

Oct. 23, 1877 Thomas R. Sharp appointed receiver of LIRR on suit of James Hood
Wright against the company; represents Drexel, Morgan & Co., the
major creditor of the Poppenhusens. (CorpHist, Seyfried)

Nov. 2, 1877 LIRR begins discharging employees; National Bank of the State of
New York forecloses mortgage on Hunters Point land owned by LIRR
and Conrad Poppenhusen. (NYT)

ca. Nov. 1877 LIRR Receiver Sharp stops service on former (?) Central Railroad of
Long Island route between Hempstead Crossing and Babylon and all
service on the Woodside Branch. (Seyfried - NYT announces 11/30
that will abnd Flushng-Creedmoor and Garden City-Babylon)

1877 LIRR double tracked between East New York and Woodhaven. (C&C
- ca. 1877)

Jan. 1, 1878 Samuel Spencer (1847-1906), Master of Transportation of Washington
City, Virginia Midland & Great Southern Railroad, made General
Superintendent of LIRR under Thomas Sharp, receiver, replacing A.R.
Fiske. (Seyfried, Guide - verify)

Winter 1878 LIRR temporarily removes passenger trains from old LIRR Main Line
between Long Island City and Jamaica in favor of Southern Railroad line.
(Seyfried)

Feb. 2, 1878 N.Y. Attorney-General sues LIRR to remove Thomas Sharp as receiver
and force liquidation, claiming leases of Southern Railroad of Long Island
and Flushing, North Shore & Central Railroad are illegal, were corrupt
deals made by directors, and are constant drain on LIRR. (RRG, NYT)

Mar. 11, 1878 N.Y. Superior Court orders new trial in LIRR case of Havemeyer vs.
Havemeyer; sets aside lower court award of $70,000 to plaintiffs. (NYT)

Mar. 1878 N.Y. Attorney General drops suit against LIRR consolidation. (RRG)

Mar. 16, 1878 N.Y. Attorney-General announces he will discontinue suit to remove
Thomas Sharp as receiver of LIRR, saying he was misled; petitions from
nearly all stock and bondholders call for Sharp’s retention. (NYT)

Mar. 1878 LIRR announces new and faster trains for summer travel; will also sell
commutation tickets for one and three months instead of one year to
encourage people to build summer homes on Long Island. (RRG)

Mar. 23, 1878 Before Attorney-General can move to discontinue suit to remove Thomas
Sharp as LIRR receiver, Hermann C. Poppenhusen applies to N.Y.
Supreme Court to order Sharp let him examine the LIRR books, even
though he owns only 10 shares; forces Court to postpone discontinuance
order for three weeks. (NYT)

Apr. 9, 1878 Adolph Poppenhusen leaves LIRR Board; Egisto P. Fabbri, S.M. Felton,
Chester Griswold and William Richardson elected directors. (MB)

Apr. 11, 1878 N.Y. Supreme Court denies stay in case of Havemeyer vs. Havemeyer
over sale of LIRR to Poppenhusens. (NYT)

May 27, 1878 LIRR opens connection from its main line at Floral Park to former Central
Railroad at New Hyde Park Road, Stewart Manor; most Hempstead
service rerouted to this line from old line via Mineola; ex-Flushing &
North Side station at Long Island City vacated in favor of LIRR station;
ex-LIRR branch between Hempstead Crossing and Hempstead abandoned
in favor of ex-Central branch between same points. (Seyfried - also says Hempstead Branch abnd. 1876)

June 25, 1878 Bondholders of Southern Railroad Company of Long Island approve
reorganization plan calling for foreclosure under Second and Third
mortgage and lease of reorganized company to LIRR. (NYT)

July 1, 1878 J.L. Morrow appointed Superintendent of LIRR’s Atlantic Division.
(RRG)

July 5, 1878 LIRR VP Elizur B. Hinsdale proposes new $1.5 million bond issue to
retire $1 million floating debt, plus $225,000 cost of rebuilding old
Brooklyn & Jamaica Railroad and $205,000 for Brooklyn terminal. (MB)

Aug. 6, 1878 Brooklyn, Flatbush & Coney Island Railroad opens extension north from
Flatbush Avenue to LIRR at Atlantic & Franklin Avenues; begins through
service over LIRR to Long Island City. (Seyfried, RRG, AART)

Aug. 19, 1878 Brooklyn, Flatbush & Coney Island Railroad begins through summer
service between LIRR’s Flatbush Avenue terminal and Brighton Beach,
replacing service from Long Island City. (Seyfried, ARRT)

Oct. 6, 1878 Protesters place placards along LIRR tracks in Atlantic Avenue with
names of 17 people killed in accidents since return of steam operation; “first year’s crop of murders.” (NYT)

Oct. 7, 1878 Brooklyn Mayor Howell presents letter to Board of Aldermen
complaining of many accidents on LIRR tracks in Atlantic Avenue;
aldermen present petitions from constituents for ban on steam operation;
Mayor appoints committee to study issue. (NYT)

Oct. 14, 1878 Brooklyn committee reports on LIRR tracks in Atlantic Avenue, including a letter from Thomas Sharp promising to put gates at all street and pedestrian crossings, end use of soft coal, and install inter-track fences at stations within 60 days; committee calls for reduction in speed. (NYT)

Oct. 17, 1878 Meeting held at Babylon, N.Y., in favor of Austin Corbin’s scheme to
build a narrow gauge line alongside LIRR from East New York to
Babylon. (RyW)

Nov. 1878 LIRR "White Line" torn up through Corona and Flushing Meadows.
(Seyfried)

Nov. 28, 1878 Eastern Railroad of Long Island organized by Austin Corbin to build a
narrow gauge line from New Lots on the New York & Manhattan Beach
Railway to Babylon via Woodhaven and Jamaica with a branch to
Rockaway Beach, parallel to LIRR; Isaac D. Barton, Pres.; charter inactive
after 1884. (MB, RyW)

Dec. 6, 1878 Jury awards $30,505 to Henrietta Havemeyer, daughter of the late Albert
Havemeyer, in family suit vs. John C. Havemeyer and Henry Havemeyer
over sale of LIRR to Poppenhusens; Superior Court refuses to set aside as
excessive on Dec. 11. (NYT)

Feb. 5, 1879 LIRR defaults on rent of Central Railroad of Long Island. (RyW)

Feb. 11, 1879 Hearing held in Queens County Court on suit of widow of Alexander T.
Stewart vs. LIRR to show cause why it should not be ousted from
possession of Stewart Railroad. (NYT)

Feb. 1879 Queens County Court orders LIRR Receiver Sharp to surrender portion of
Flushing, North Shore & Central Railroad between Hinsdale (Floral Park)
and Babylon, as no trains run over it for some time. (NYT)

Apr. 4, 1879 LIRR Board hears report on contract to be made with David P. Dey, CNJ
and New York, Lake Erie & Western Railroad; Dey to operate boats from
CNJ and Erie terminals in Jersey City to LIRR at Long Island City and to
Brooklyn. (MB)

Apr. 8, 1879 Anthony J. Drexel (1826-1893) elected LIRR director, reflecting Morgan
influence. (MB)

Apr. 15, 1879 LIRR Board authorizes purchase of railroad and rolling stock of Central
Railroad Company of Long Island if it can be had for $80,000 in Second
Mortgage bonds. (MB)

May 1, 1879 LIRR abandons former Central Railroad main line between Flushing
(Central Jct.) and Creedmoor; portion between Creedmoor and Floral Park
is retained for summer and fall seasonal trains (2 or 3 times a week) to
Creedmoor Rifle Range; Creedmoor is particularly popular with German
shooting clubs. (NYT, Seyfried)

May 12, 1879 LIRR completes double track between on its main line between Long
Island City and Winfield Jct., making four tracks with two of old Flushing,
North Shore & Central. (Seyfried)

May 15, 1879? LIRR extends rapid transit service on Atlantic Avenue, Brooklyn, from
East New York to Van Sicklens. (Seyfried)

May 1879 Hopedale, N.Y., renamed Maple Grove on LIRR. (Guide)

June 1879 LIRR and Brooklyn, Flatbush & Coney Island Railroad exchange trackage
rights to permit LIRR to run through between Long Island City and
Brighton Beach and BF&CI to run through between Flatbush Avenue
Station and Brighton Beach. (NYT)

June 15, 1879 LIRR begins running through service between Long Island City and
Brighton Beach over Brooklyn, Flatbush & Coney Island Railroad. (NYT)

July 3, 1879 LIRR installs block signals between Long Island City and Winfield.
(RRG)

July 6, 1879 Eastern Railroad Company of Long Island tries to lay track across siding
of LIRR at East New York as part of its line to Jamaica; had arranged with
DeWitt C. Littlejohn (1818-1892) to lay third rail for narrow gauge on his
Brooklyn & Rockaway Beach Railroad between Van Sinderen and Henry
Avenues and secured right from Town of New Lots to lay track on south
side of Atlantic Avenue roadbed between East New York and Jamaica; a
quick thinking LIRR dispatcher runs a locomotive off the track where
ERR has removed rail, blocking crossing site; police eventually arrive to
restore order. (NYT)

July 8, 1879 LIRR Receiver Thomas Sharp congratulates employees for handling
record traffic of July 4 holiday weekend. (RRG)

Sep. 7, 1879 Former LIRR Pres. James H. Weeks (1797?-1879) dies at Yaphank at age
82. (RRG)

Sep. 15, 1879 Charles Fox, one of chief promoters of South Side Railroad Company of
Long Island and former Pres., dies at Merrick, N.Y., after long illness
indirectly caused by accident on LIRR at Mineola in 1869. (RRG)

Oct. 11, 1879 Samuel Spencer resigns as General Superintendent of LIRR to become
Assistant to Pres. of B&O; duties assumed by receiver Thomas Sharp.
(RRG, Guide)

Oct. 22, 1879 Egisto P. Fabbri conveys franchise and portion of former Central Railroad
Company of Long Island between Creedmoor and Floral Park to LIRR for
$73,690; operation by Flushing, North Shore & Central Railroad ends.
(Val, CorpHist, C&C)

Nov. 20, 1879 Brooklyn & Montauk Railroad incorporated as reorganization of Southern
Railroad Company of Long Island in interest of LIRR. (Val)

1879 LIRR opens first interlocking tower at Bedford, Brooklyn. (Seyfried)

1879 LIRR discontinues passenger service over old main line between Winfield
Jct. and Jamaica in favor of former Southern Railroad line. (Seyfried -
verify)

Feb. 15, 1880 Special excursion run over LIRR to Rockaway Beach, despite snow, to
view iron pier under construction by Rockaway Beach Pier Company, huge
Rockaway Beach Hotel being built by Rockaway Beach Improvement
Company, Ltd., and Jamaica Bay trestle of New York, Woodhaven &
Rockaway Railroad; hosts include William F. Moller of Pier Company and
Benjamin E. Smith of Improvement Company. (NYT)

Feb. 27, 1880 LIRR begins holding Board meetings at office of Drexel, Morgan & Co. at
23 Wall Street. (MB)

Feb. 27, 1880 LIRR agrees to operate New York & Long Beach Railroad. (Val, MB)

Mar. 1880 Court orders LIRR receiver Thomas R. Sharp to contract to run boats from
Greenport to Block Island, Narragansett Pier and Newport. (RRG)

Mar. 23, 1880 LIRR leases Brooklyn & Montauk Railroad from Nov. 22, 1879; becomes
Montauk Division of LIRR. (MB, C&C)

Mar. 23, 1880 LIRR leases New York & Flushing Railroad effective Apr. 1, 1880. (MB)

Mar. 26, 1880 LIRR leases New York, Woodhaven & Rockaway Railroad. (MB)

Mar. 26, 1880 LIRR grants trackage rights to New York, Woodhaven & Rockaway
Railroad between Long Island City and Glendale Jct., Bushwick and
Bushwick Jct., and Flatbush Avenue to Woodhaven Jct. (Val)

Apr. 10, 1880 Thomas R. Sharp reports to LIRR Board that he has agreed with the Brooklyn & Montauk Railroad for change of line between New York & Flushing Railroad and Tevermans Creek. (MB)

May 3, 1880 LIRR closes old Southern main line between Long Island City and Glendale
Jct. for rebuilding; passenger trains rerouted to Bushwick or over LIRR
main line, marking restoration of passenger service there. (Seyfried)

June 8, 1880 LIRR receiver Thomas R. Sharp orders suspension of laying second track
between Glendale and Hunters Point. (NYTrib)

June 19, 1880 LIRR resumes connecting steamboat service between Greenport and
Newport, R.I., with steamboat Francis; also serves Block Island; opening
excursion runs via Garden City; passengers are seasick in rough water
rounding Point Judith, R.I. (NYT, Seyfried, Guide)

July 1, 1880 Manhattan Railway opens branch elevated railroad on 34 th Street, from
Third Avenue El to LIRR ferry. (NYTrib)

July 4, 1880 LIRR experiences record travel over three-day holiday. (NYTrib)

July 1880 LIRR surveying extension from Glen Cove to Oyster Bay. (RRG)

Aug. 21, 1880 LIRR completes second track between East New York and Woodhaven.
(Seyfried)

Aug. 25, 1880 LIRR completes second track between Long Island City and Glendale.
(Seyfried)

Aug. 30, 1880 LIRR Board approves new agreement with New York, Woodhaven &
Rockaway Railroad, replacing one of Mar. 23. (MB)

mid-Sep. 1880 LIRR discontinues steamboat service between Greenport and Newport.
(Seyfried - check NYTrib?)

Nov. 1880 Press reports rumors that NYC&HR will get control of LIRR, bridge East
River, and develop deep-water port at Montauk. (RyW)

Nov. 29, 1880 Syndicate headed by Austin Corbin (1827-1896), a New York banker, and
his protégé Alfred Sully (1841-1909) buys majority control of LIRR from
Drexel, Morgan & Co., which had acquired the Poppenhusen shares; Corbin
has supposedly bought 35,000 shares at 50, although market price is 20-25;
Corbin says he will take possession on Jan. 1. (RRG, NYT, Seyfried)

Dec. 1880 New York banker Austin Corbin organizes Long Island Company with $1
million capital to buy stocks, bonds and receiver’s certificates of LIRR.
(RRG)

Dec. 30, 1880 Thomas R. Sharp resigns as LIRR receiver; replaced by Austin Corbin.
(CorpHist)

Dec. 31, 1880 Austin Corbin elected Pres. of LIRR, replacing Thomas R. Sharp; old Board
dominated by Morgan interests resigns and replaced by Henry W. Maxwell
of banking house of Maxwell & Graves, Daniel C. Corbin, Alfred Sully, et
al.; John P. Townsend replaces Elizur B. Hinsdale (1831-1916) as VP; Isaac
D. Barton (1834?-1914) to be restored to post of General Superintendent.
(MB, NYT)

Jan. 1, 1881 Austin Corbin’s management takes over operation of LIRR; passenger
business has increased from 3 million in 1877 to 6 million in 1880; claim that
only 8 of 78 locomotives are fully serviceable; Corbin moves quickly to cut
number of employees, trains, and free passes and raise one-way and excursion
fares. (NYT, Guide)

Jan. 1, 1881 Benjamin S. Henning (1828-1900), also VP of Austin Corbin’s Indianapolis,
Bloomington & Western Railway, elected VP of LIRR replacing John P.
Townsend; Elizur B. Hinsdale appointed Secretary. (MB, BioRyOff)
Jan. 1, 1881 Former LIRR Pres. and receiver Thomas R. Sharp becomes Pres. of Danville,
Mocksville & Southwestern Railroad in North Carolina. (Guide)

Jan. 1, 1881 Former LIRR Pres. and receiver Thomas R. Sharp becomes Pres. of Danville,
Mocksville & Southwestern Railroad in North Carolina. (Guide)

Jan. 18, 1881 Alfred Sully reports to LIRR that a company has been formed in London with
a capital of $1 million to invest in real estate along LIRR; LIRR Board
approves granting it a perpetual 5% rebate on all traffic to and from any land
it develops. (MB)

Feb. 6, 1881 LIRR adopts new timetable; abandons all service on main line between
Winfield Jct. and Jamaica in favor of former South Side line via Fresh Pond;
cuts service to Garden City station to a single rush-hour round trip by
“Babylon Express”; the 7 other round trips that used to stop there now stop
only at Hempstead Crossing, an open field 1 mile to the east; draws protest
from A.T. Stewart Estate. ( , NYT)

Feb. 17, 1881 LIRR restores 8 round trips stopping at Garden City station. (NYT)

Apr. 1, 1881 Flushing, North Shore & Central Railroad surrenders lease of former Flushing
& North Side Railroad, now Long Island City & Flushing Railroad; LIRR
begins operating LIC&F under lease dated May 1, 1881; FNS&C is dissolved
into its component parts by the foreclosure of its underlying mortgages.

Apr. 4, 1881 LIRR abandons old main line between Winfield and Jamaica and takes up
steel rails for reuse; discontinues Tuesday, Wednesday & Saturday service
over old Central Railroad between Flushing and Floral Park via Creedmoor;
last service between Flushing and Creedmoor (?). (AR, Guide)

Apr. 11, 1881 LIRR signs new agreement with Brooklyn & Montauk Railroad guaranteeing
$750,000 in bonds. (MB)

Apr. 12, 1881 Egisto P. Fabbri and Edward E. Sprague return to LIRR Board. (MB)

Apr. 15, 1881 Far Rockaway Beach Railroad incorporated in N.Y. to build from LIRR at Far
Rockaway to ocean front. (NYState)

May 1, 1881 LIRR agrees to operate Long Island City & Flushing Railroad retroactive to
Apr. 1. (Val, C&C)

May 3, 1881 New York & Long Island Bridge Company breaks ground for East River
Bridge at 71st Street; to provide rapid transit link for LIRR. (RyW)

May 11, 1881 Rockaway Beach Transit Company incorporated in N.Y. to build from
extreme west end of Rockaway Point along both shores and down center,
converging at the new hotel being built by Rockaway Beach Improvement
Company, Ltd., thence to the LIRR; not built. (NYState)

May 20, 1881 LIRR Pres. Austin Corbin makes an inspection running to Patchogue via
Central Branch and returning via South Side; notes that since Jan. 1 have
completely rebuilt Long Island City Terminal with 4 outbound and 3 inbound
tracks and shelter sheds; new station nearly completed at Babylon; plans
service to open all South Shore beaches. (NYT)

May 23, 1881 LIRR Board authorizes increasing stock to $10 million; John Rogers Maxwell
(1846-1910) elected a director, replacing Egisto P. Fabbri resigned. (MB)

June 1, 1881 LIRR acquires wharf of Sag Harbor Wharf Company at Sag Harbor. (AR)

June 13, 1881 N.Y. act authorizes the LIRR and the Atlantic Avenue Railroad Company of
Brooklyn to depress the tracks in Atlantic Avenue between 6th Avenue and a
point east of Brooklyn Avenue with connections to the projected Flatbush
Avenue elevated to the Brooklyn Bridge, with the Brooklyn, Flatbush &
Coney Island Railway, and with the New York & Manhattan Beach Railway.
(PL, NYState)

June 26, 1881 LIRR begins rapid transit service on Rockaway peninsula between Neptune
House at Beach 107th Street and Far Rockaway; uses old South Side tracks;
trains run every half hour at 15 cent fare. (NYT, Seyfried)

June 28, 1881 Brooklyn & Montauk Railroad opens between Patchogue and Eastport,
junction with existing LIRR line to Sag Harbor. (Seyfried, Val - Stadler has
formal opening 7/17 and regular service 8/1)

July 7, 1881 LIRR Board authorizes $6.7 million in 3% income certificates to be sold at 30
or more to pay floating debt and end receivership. (MB)

July 8, 1881 Banker Henry Graves offers to take $3.4 million of LIRR income certificates
at 30 and option on rest; Austin Corbin’s nephew Frederick W. Dunton (1851-
1931) elected an LIRR director, replacing Henry O. Havemeyer (1847-1907),
resigned. (MB)

July 16, 1881 LIRR appoints Frederick W. Dunton Treasurer. (MB)

Aug. 8, 1881 LIRR Board approves contract with Land, Mortgage, Investment & Agency
Company of America, Limited, of London; company is to develop lands
adjoining LIRR; LIRR is to pay a rebate of 5% of gross receipts on traffic
generated by these land developments. (MB)

Aug. 21, 1881 All service on old North Shore Railroad between Flushing and Great Neck
abandoned because of unsafe track; residents blame LIRR; Austin Corbin
blames North Shore Railroad receiver Thomas Messenger. (NYT)

Aug. 25, 1881 Bondholders of New York & Rockaway Railroad and Smithtown & Port
Jefferson Railroad meet to consider compromise offer of LIRR; agree to
exchange 7% bonds for 5% bonds guaranteed by LIRR. (RRGaz)

Sep. 1, 1881 LIRR issues $5 million First Consolidated Mortgage bonds. (MB)
Sep. 1, 1881 Big hotel at Rockaway Beach closes for good. (NYT)

Sep. 13, 1881 J. Rogers Maxwell (1846-1910) elected VP of LIRR, replacing Benjamin S.
Henning, resigned. (MB)

Sep. 24, 1881 Receiver Thomas Messenger restores service over North Shore Railroad as far
as Bayside with equipment leased from LIRR after residents of Bayside post
$10,000 bond. (Seyfried, NYT)

Oct. 15, 1881 LIRR receivership terminated without foreclosure. (CorpHist)

Oct. 1881 Austin Corbin notifies Westcott’s Express that LIRR will terminate its
contract effective Dec. 20 and operate its own express business thereafter.
(NYT)

Oct. 17, 1881 Court discharges Austin Corbin as LIRR receiver. (RRGaz)

Oct. 22, 1881 North Shore Railroad sold at foreclosure to Austin Corbin and J. Rodgers
Maxwell for LIRR for $50,000. (CorpHist, C&C)

Nov. 1881 LIRR establishes Medical Dept. under Dr. D.P. Zennler of Long Island City as
Medical Officer. (AR)

Dec. 1, 1881 LIRR discontinues operating "Annex" boats between Long Island City and
Wall Street for commuters on short notice; after outcry, Corbin restores the
service as summer-only; uses regular steamboats. (Seyfried, NYT)

Dec. 10, 1881 LIRR Board announces plan to place $1.5 million First Consolidated
Mortgage bonds with Cooper, Hall & Co. of London; approves lease of New
York & Manhattan Beach Railway. (MB)

Dec. 12, 1881 Jacob Lorillard (1839-1916) says that Austin Corbin has taken a large block of
stock in his scheme for an “American Express Line” of ocean steamships
making the trip between New York and London in less than six days; Corbin
proposes to establish the American terminal in Fort Pond Bay at Montauk;
Corbin will extend LIRR and run fast trains, cutting 12 hours off sailing time;
although impractical, the Fort Pond Bay scheme refuses to die and lingers into
the 1920s. (NYT)

Dec. 20, 1881 Deadline for LIRR’s ousting Westcott’s Express passes; Westcott secures and
injunction and remains in business. (NYT)

Jan. 1, 1882 LIRR begins handling own express business; Westcott’s Express refuses to
withdraw until Sep. 1. (AR)

Jan. 8, 1882 On a Sunday, while LIRR officals at Long Island City call Robert F.
Westcott away from his post in the express office, others board up the
baggage room and office in an attempt to oust his express company from
the LIRR. (NYT)

Jan. 9, 1882 Francis Styles, an employee of Westcott’s Express, pulls a gun on LIRR
Superintendent Isaac D. Barton when he attempts to throw him out of the
Long Island City depot; Barton has Styles arrested, but Westcott continues
in possession of express facilities elsewhere on the LIRR. (NYT)

Feb. 9, 1882 Benjamin S. Henning deeds property of Central Railroad Extension
Company (Bethpage Jct. to Babylon Dock) to LIRR after foreclosure sale in
1881. (C&C, Val)

Feb. 27, 1882 Adolph C. Poppenhusen (1842-1882), former Pres. of LIRR and Flushing &
North Side Railroad, dies of kidney failure at College Point, Queens, after a
long illness at age 40. (NYT)

Mar. 16, 1882 LIRR Board authorizes purchase of New York & Long Beach Railroad
from Long Beach Improvement Company. (MB, NYT)

Mar. 29, 1882 North Shore Railroad stockholders reject LIRR’s offer of $40,000. (NYT)

Apr. 11, 1882 Henry Graves, John Gore King Duer and Ferdinand W. Peck elected
directors of LIRR. (MB)

Apr. 13, 1882 Benjamin S. Henning returns to LIRR as Second VP; formerly VP of Austin
Corbin’s Indiana, Bloomington & Western Railway. (MB, RRBios)

Apr. 13, 1882 Property of former North Shore Railroad conveyed to Austin Corbin and J.
Rogers Maxwell for LIRR after foreclosure sale. (CorpHist)

Apr. 27, 1882 LIRR leases New York & Manhattan Beach Railway and its subsidiaries,
the New York, Bay Ridge & Jamaica Railroad and the Glendale & East
River Railroad, effective May 1, 1882; Austin Corbin controls both
systems. (Val, C&C, NYState)

May 1, 1882 LIRR assumes operation of New York & Manhattan Beach Railway and
subsidiaries under lease of Apr. 27, 1882; new 99-year lease formally
signed on Oct. 1, 1885. (Val)

May 2, 1882 Court of Appeals upholds right of Brooklyn, Flatbush & Coney Island
Railroad to operate steam trains over LIRR line in Atlantic Avenue into
Flatbush Avenue terminal. (BrklnEgle)

May 1882 LIRR completes double track between Hillside and Floral Park, N.Y.

June 1882 LIRR completes double track between East New York and Jamaica on
Brooklyn line.

June 1882 Austin Corbin wants to oust the Brooklyn, Flatbush & Coney Island
Railroad (Brighton Line) from using the LIRR tracks between Flatbush
Avenue terminal and Bedford; has cut the fare between Flatbush Avenue
and Manhattan Beach via East New York to 30 cents round-trip, even
though it is a more roundabout route. (NYT)

June 1882 New York & Long Beach Railroad opens between Pearsalls (Lynbrook) and
Long Beach on Long Island; operated by the LIRR under a lease of Feb. 27,
1880. (C&C - verify Seyfried)

June 24, 1882 On a suit by the Town of New Lots Road Commissioners, a Brooklyn court
issues an injunction against LIRR completing a wye connection with the
New York & Manhattan Beach Railway at East New York to allow direct
service between Flatbush Avenue and Manhattan Beach, even though
NY&MB is still narrow gauge. (NYT)

July 6, 1882 Local residents file in N.Y. Supreme Court to compel LIRR (Corbin’s
management) to run an adequate number of trains between Jamaica and
Springfield via Locust Avenue station; once had six trains but now cut to
one mixed train. (NYT)

July 13, 1882 N.Y. Supreme Court orders LIRR to provide more service on old Southern
Railroad line between Jamaica and Springfield via Locust Avenue; says law
requires more than token minimum service. (NYT)

Aug. 11, 1882 LIRR Board agrees to purchase securities held by Long Island Company,
Ltd., at the same price they have contracted to sell them to Henry Graves;
are $120,000 New York & Flushing Railroad stock, $375 Long Island City
& Flushing Railroad stock, $490,000 LIRR Second Mortgage bonds, 900
shares of Brooklyn & Montauk Railroad preferred and 1,350 shares
common, and a lot of land at Long Island City north of that of the East
River Ferry Company. (MB)

Sep. 1882 Brooklyn, Flatbush & Coney Island Railroad begins operating year-round
from LIRR’s Flatbush Avenue terminal to Canarsie. (AR - BF&CI ran to
Brighton Beach??!!)

Oct. 1, 1882 LIRR Board hears report that banker Henry Graves (1838-1906) of
Maxwell & Graves has assigned his option on the securities owned by the
Long Island Company, Ltd., to the LIRR for $1,135,600. (MB)

Oct. 25, 1882 LIRR reopens main line between Winfield Jct. and Jamaica for freight
trains only. (AR)

Oct. 28, 1882 Property of former Far Rockaway Branch Railroad Company of Queens
County, New York, now merged in South Side Railroad Company of Long
Island and sold at foreclosure of prior mortgage, conveyed to Henry Graves
for LIRR. (Val)

Dec. 1882 LIRR buys property of East Long Island Pottery Company. (Cards)

Dec. 16, 1882 Manhattan Beach Extension Railroad incorporated in N.Y. to build from
Manhattan Beach to Coney Island to link with Long Island Elevated
Railway, which is owned by LIRR directors; no further action. (NYCorp,
MB)

Dec. 18, 1882 West Jamaica Land Company, Limited., formed in N.Y. in interest of LIRR
to lay out building lots in Jamaica, Queens. (MB)

Dec. 23, 1882 Fort Pond Bay Railroad incorporated in N.Y. to build from Bridgehampton
on LIRR to end of Montauk Point. (NYState)

Dec. 29, 1882 Benjamin S. Henning resigns as director and Second VP of LIRR; Horace
K. Thurber elected director. (MB)

1882 LIRR completes double track Woodhaven-Jamaica and Rockaway Jct.- Hinsdale. (AR)


Apr. 5, 1883 Pioneer railroad contractor, former Pres. of LIRR, and Pres. of Philadelphia,
Germantown & Norristown Railroad Coffin Colket (1809-1883) dies at
Philadelphia. (RyW, PubLdgr)

May 25, 1883 Henry Graves (1838-1906) of Maxwell & Graves elected Treasurer of
LIRR, replacing Frederick W. Dunton. (MB)

June 2, 1883 Long Island City & Manhattan Beach Railroad opens between Cooper Ave.
and Fresh Pond Jct. creating a physical connection between the LIRR and
former New York & Manhattan Beach systems.

June 4, 1883 LIRR extends Flatbush Avenue-East New York rapid transit service to
Woodhaven.

July 16, 1883 N.Y. Supreme Court rules that LIRR was merely a sublessee of the Stewart
Railroad in 1876-1877 and is not liable for rent, rejecting claim of Mrs.
A.T. Stewart. (NYT)

Aug. 2, 1883 Road Commissioners of Town of New Lots call on LIRR Pres. Corbin and
demand he place gates at all road crossings in East New York; Corbin
responds that he intends to abandon the uses of the Howard House as a
station, fence off railroad property and close many grade crossings, of
which he says there are too many. (NYT)

Sep. 2, 1883 At 8:00 PM, an westbound Far Rockaway train on the LIRR makes an
unscheduled stop at Springfield Jct. to eject a passenger who refused to pay
fare and fails to post a flagman; is rear-ended just as getting under way by
following Long Beach train; 2 killed. (NYT)

Sep. 7, 1883 Charter of LIRR extended for 250 years beyond original 50. (Val)

Sep. 11, 1883 Westbound LIRR train from Manhattan Beach and eastbound train to North
Shore Branch collide head-on at Vernon Avenue, just outside Long Island
City Terminal; 3 killed, 15 injured. (NYT)

Dec. 21, 1883 Conrad Poppenhusen (1818-1883), former Pres. of LIRR dies at College
Point, Queens; Poppenhusen had gotten out of railroads and been able to
rebuild his fortune. (RyW, NYT)

Dec. 22, 1883 LIRR contracts with New York, Woodhaven & Rockaway Railroad; LIRR
builds second track for through business between Long Island City and
Fresh Pond Jct. (MB)

Dec. 23, 1883 To counter his Scrooge-like public image, Austin Corbin runs a special
LIRR “Christmas Train” of three cars draped with evergreen boughs to
deliver free Christmas turkeys to each station agent and other employees;
two cars are for use of the press under the direction of General
Superintendent Isaac D. Barton. (NYT)

1883 LIRR double-tracked between Woodhaven and Jamaica. (C&C- ca. 1883)

1883 LIRR converts New York & Manhattan Beach Railway from 3'-0" to
standard gauge. (C&C)

1883 LIRR abandons operation of Glendale & East River Railroad between Quay
Street & the East River in Greenpoint and the South Side Crossing of the
Bushwick Branch (2.33 miles). (Val, C&C - verify)

Jan. 17, 1884 LIRR Board approves lease of half of Pier No. 31, N.R., from New York
Ferry Company. (MB)

Feb. 15, 1884 LIRR leases Stewart Railroad from the western boundary of the Hempstead
Plains to Bethpage Jct. and Bethpage, along with the connecting tracks at
Hyde Park and Garden City from Cornelia M. Stewart. (MB)

Mar. 7, 1884 James J. Shipman (1809?-1884), former Chief Engineer of LIRR, dies at
Huntington, N.Y., in 75th year. (NYT, RRGaz)

Mar. 13, 1884 Brooklyn & Long Island Cable Railway incorporated to build a cable-
operated elevated railroad in Atlantic Avenue from South Ferry to Jamaica
with branch from Fulton Street Ferry via Sands, Adams and Fulton Streets
to Atlantic Avenue; controlled by Austin Corbin’s LIRR interests and
Atlantic Avenue Railroad Company of Brooklyn. (NYState, NYT)

Mar. 1884 LIRR Second VP Benjamin S. Henning is elected Pres. of the Florida
Cental & Western Railroad. (RRBios)

Apr. 1, 1884 Pres. Corbin reports to LIRR Board on proposed sales and transfer of the
Great Neck Branch Railroad to the Long Island City & Flushing Railroad.
(MB)

Apr. 19, 1884 LIRR Board appoints special committee to celebrate the company’s 50th
anniversary. (MB)

June 1, 1884 Contract for the Brooklyn, Flatbush & Coney Island Railroad operating
over the LIRR into Flatbush Avenue Station expires; not renewed because it
competes with Austin Corbin’s New York & Manhattan Beach Railway
line. (NYT)

June 14, 1884 LIRR Board authorizes issue of $150,000 5% Consolidated Mortgage
bonds; authorizes sale of Great Neck Branch Railroad, part of old Central
Railroad, and depot grounds in Flushing to the Long Island City & Flushing
Railroad. (MB)

June 18, 1884 LIRR celebrates 50th anniversary with excursion over various lines and a
clambake at Shinnecock Hills, hosted by Austin Corbin; six cars run from
Long Island City and three from Flatbush Avenue, combined at Jamaica.
(NYT)

July 10, 1884 LIRR Board authorizes sale of the old right of way of the Central Extension
Railroad from Belmont Jct. to terminus. (MB)

Nov. 1884 Brooklyn, Flatbush & Coney Island Railroad sues LIRR for $350,000
damages for cancellation of contract to operate into Flatbush Avenue
Station; claims it spent that much enlarging clearances and installing
heavier rail so that larger LIRR locomotives can operate over its line from
Hunters Point to Brighton Beach. (NYT)

Nov. 17, 1884 New York, Philadelphia & Norfolk Railroad opens for through service to
Norfolk with the former LIRR steamboat Jane Mosely chartered from the
Washington & Norfolk Steamboat Company; one overnight passenger train
with sleeping car from New York; company issues $1.25 million in stock to
A.J. Cassatt; approves contract with Harlan & Hollingsworth for train ferry
Cape Charles and tugboat Norfolk and with Jackson & Sharp for car float
No. 1. (MB, PRR AR, RyW, Lewis)

Nov. 22, 1884 Twelve farmers meet at the Jamaica town hall to hear a scheme devised by
LIRR General Superintendent Isaac D. Barton to run market trains
consisting of farmers’ market wagons carried on flat cars, plus box cars for
the horses, and a rider coach; the farmers are skeptical. (NYT)

Nov. 28, 1884 Cedarhurst Railway incorporated in N.Y. to build one mile from LIRR to
Cedarhurst development of Ocean Point Company. (NYState)

Dec. 1, 1884 LIRR agrees to guarantee $113,971 in bonds of the West Jamaica Land
Company, Ltd., which are delivered to the Land, Mortgage, Investment &
Agency Company, Ltd., in London. (MB)

Dec. 10, 1884 LIRR General Superintendent Isaac D. Barton holds a second meeting with
farmers at Mineola to promote his idea of carrying market wagons to New
York on flat cars. (NYT)

Dec. 1884 LIRR is cutting wages and laying off employees. (RyW)

Dec. 27, 1884 Rockaway Electric Railroad incorporated in N.Y. to build from LIRR
station in Far Rockaway to western end of Rockaway Point; not built.
(NYState)

Jan. 12, 1885 LIRR runs second experimental piggyback farmers’ train from Albertson on
Glen Cove Branch to Long Island City; consists of 11 flat cars carrying 22
wagons, 10 box cars for horses, and a baggage car for riders, where
Superintendent Isaac D. Barton dispenses refreshments; farmers agree to
provide 20 wagons at Albertsons for departures at 3:00 PM Mondays and
9:30 AM Fridays, returning the following days, at $4 round trip fare. (NYT)

Jan. 21, 1885 Construction resumes on the partially-graded roadbed of the Cedarhurst
Railway, now to run from Woodsburgh Station on the LIRR to the Rockaway
Hunt Club at Cedarhurst. (Seyfried)

Feb. 20, 1885 LIRR Board declines to accept resolution of Brooklyn City Council of Aug.
1884 relating to elevated cable railroads. (MB)

Feb. 25, 1885 East River Tunnel Railroad incorporated in N.Y. by Col. Robert Townsend,
C.P. Stratton, et al., to build a tunnel from Long Island City or Ravenswood
to Manhattan between 34 th & 86 th Streets; plan is to connect the LIRR in
Queens with the NYC&HR in Manhattan; Railroad Gazette says that Austin
Corbin is behind the project; not built. (NYState, ElectricRR, RRGaz)

May 1, 1885 LIRR begins running freight with its own tugboats and car floats; leases Piers
32 & 33, E.R. (MB)

May 4, 1885 First inspection train runs over the Cedarhurst Railway between Woodsburgh
Station on the LIRR and Cedarhurst; service is provided as needed by a horse
car, which is stored at the Rockaway Village Railroad car barn in Far
Rockaway over the winters. (Seyfried)

May 29, 1885 N.Y. Supreme Court grants preliminary injunction sought by New York &
Sea Beach Railway against Staten Island Rapid Transit Railroad from
operating its ferry from Whitehall Street (South Ferry) to the New York &
Manhattan Beach/LIRR dock south of 65 th Street in Bay Ridge and against
SIRT barring Sea Beach boats from landing at Whitehall Street; SIRT had
secured exclusive franchise (?) for South Ferry-65th Street ferry; Sea Beach
dock was north of 65 th Street and would not be served. (NYT)

June 8, 1885 N.Y. Supreme Court makes injunction vs. Staten Island Rapid Transit
Railroad permanent; holds franchise is only good to 65 th Street itself and
cannot land at New York & Manhattan Beach/LIRR dock south of 65 th
Street. (NYT)

July 1, 1885 American Racing Association opens a new race track and clubhouse on the
grounds of the Rockaway Hunt Club in Cedarhurst; reached by the
Cedarhurst Railway from Woodsburgh Station on the LIRR. (Seyfried)

July 14, 1885 Austin Corbin elected Pres. of Brooklyn & Long Island Cable Railway;
William Richardson VP; are to apply to build from South Ferry to LIRR
station of Atlantic Avenue, Adams Street and Boerum Place; LIRR makes
agreement with Brooklyn & Long Island Cable Railway and Atlantic Avenue
Railroad Company of Brooklyn. (NYT, MB)

Oct. 1, 1885 LIRR leases New York, Brooklyn & Manhattan Beach Railway and its
leased lines retroactive to May 1, 1882, and guarantees their bonds. (MB,
Val)

Feb. 4, 1886 Brooklyn court awards Brooklyn, Flatbush & Coney Island Railroad $66,000
in damages against LIRR for breaking its contract to haul BF&CI trains
between Flatbush Avenue and East New York; BFC&I had sought $300,000.
(NYT)

Apr. 1, 1886 LIRR Board assents to construction and operating of horse railroad in Far
Rockaway by the Rockaway Village Railroad. (MB)

Apr. 13, 1886 Montauk Steamboat Company, Limited, is organized by Capt. George C.
Gibbs (1824-1899) in opposition to the LIRR to run between New York and
Sag Harbor; a recapitalization of the earlier Montauk & New York Steamboat
Company; Gibbs, a native of New Bedford, Mass., was captain of the River
Queen when it was used as a dispatch boat by Pres. Lincoln during the Civil
War. (MB, Ziel, NYT, Dunbaugh - Moody has inc 3/8)

May 17, 1886 LIRR agrees with Prospect Park & Coney Island Railroad for interchange of
traffic. (MB)

June 2, 1886 Henry Havemeyer (1838?-1886), former Pres. of LIRR and son of William F.
Havemeyer, dies at his Babylon summer home in his 48th year. (RRGaz,
NYT)

June 25, 1886 Long Island Elevated Railway incorporated in interest of Austin Corbin to
build on Atlantic Avenue from the ferry to Kingston Street with connections
to any elevated railroads to be built on Fulton Street or Adams Street; stock
subscribed by LIRR and Atlantic Avenue Railroad Company of Brooklyn.
(NYState, Seyfried, RyW, RyRegister)

June 29, 1886 LIRR VP J. Rogers Maxwell presents a plan for the Long Island Elevated
Railway’s elevated line in Atlantic Avenue. (MB)

Aug. 9, 1886 LIRR opens branch between Whitestone and Whitestone Landing using old
right-of-way of Whitestone & Westchester Railroad suspended in 1873.
(Seyfried, Val)

Aug. 14, 1886 East and westbound freight trains collide head-on at Woodhaven on LIRR
Flatbush Avenue line; 1 killed and 4 injured. (NYT)

Aug. 31, 1886 Oyster Bay Extension Railroad incorporated in N.Y. under articles dated
Aug. 26 to build Locust Valley-Oyster Bay in interest of LIRR. (Val)

Nov. 15, 1886 LIRR Board approves settlement with heirs of Oliver Charlick; will
cooperate with any company building a bridge over Blackwells (Roosevelt)
Island to make connection with NYC&HR. (MB)

Nov. 30, 1886 In a complaint brought by the permanent residents of the area against all the
Coney Island resort railroads, the N.Y. Railroad Commission orders the
Prospect Park & Coney Island Railroad to operate a winter train from
Brooklyn to Coney Island at 9:00 PM and a late theater train on Wednesday
and Saturday evenings; rules that although the PP&CI has operated over the
LIRR tracks to Bay Ridge during the summer of 1886, it is not obligated to
operate over this route in the winter; also recommends that the New York,
Brooklyn & Manhattan Railway provide off-season rush hour service between the Bay Ridge ferry and Parkville or between Parkville and Long Island City. (NYState)

Nov. 30, 1886 Alfred R. Fiske (1820-1886), former official of the Philadelphia & Sunbury
Railroad, Northern Central Railway and LIRR, dies at Pottsville, Pa., at 66
after a long illness. (RRGaz, MnrsJrnl)

1886 LIRR purchases the Long Beach Marine Railway. (NYState)

Jan. 14, 1887 LIRR Pres. J. Rogers Maxwell sends LIRR car floats to Delaware & Hudson
Canal Company basin at Weehawken, which are as yet unaffected by strike;
coal is moved from Long Island City to Brooklyn, where coal is in short
supply, via Jamaica; strikers then pressure Weehawken piers to close. (NYT)

Jan. 16, 1887 Strikers march on PRR piers at Harsimus Cove, where LIRR car floats are
being loaded with coal. (NYT)

Jan. 31, 1887 LIRR reduces interest paid on Brooklyn & Montauk Railroad bonds. (MB)

Feb. 4, 1887 LIRR Traveling Auditor Joseph G. Farr arrested in a sting operation at East
New York station; Farr had been using his control of the books to accuse
station agents of stealing funds that he himself pocketed. (NYT)

May 5, 1887 Future LIRR Superintendent and banker Ralph Peters, Jr. (1887-1957) born
at Cincinnati. (PR)

May 9, 1887 LIRR extends Flatbush Avenue-Woodhaven rapid transit service to Jamaica.

May 9, 1887 J. Rogers Maxwell elected Pres. of CNJ; CNJ now has top managers and
directors in common with LIRR until 1901. (NYT)

May 17, 1887 LIRR begins construction of its line from Far Rockaway to Hammels. (NYT)

June 4, 1887 Metropolitan Ferry Company incorporated in N.Y. in the interest of the LIRR
to operate on the East River between Long Island City and 34th Street, 7th
Street, and James Slip on Manhattan; the 7th Street ferry has been abandoned
as unprofitable, and the city brings suit to collect the back rent; the LIRR
denies any interest in the deal. (Val, C&C, NYT)

June 28, 1887 New York, Woodhaven & Rockaway Railroad sold at foreclosure to Austin
Corbin, J. Rogers Maxwell, Henry W. Maxwell, Henry Graves and Stephen
A. Caldwell of Pa. for LIRR for $600,000. (CorpHist, NYT)

July 30, 1887 New York & Long Island Railroad incorporated to build tunnel from 9th
Avenue and 30th Street to Long Island City for purpose of linking LIRR and
NYC&HR; also a branch to connect with the Hudson Tunnel Railway near
Washington Square; backed by banker Walter S. Gurnee (1813-1903) as
Pres.; directors include Gen. Roy S. Stone, who built the park railroad for the
1876 Centennial Exhibition, and Thomas Rutter (1825?-1895), who built the
B&P Tunnel in Baltimore. (NYState, RRGaz, Hood, ElectricRR)

Aug. 19, 1887 New York & Rockaway Beach Railway incorporated in N.Y. under articles
dated Aug. 11 as the reorganization of the New York, Woodhaven &
Rockaway Railroad by Austin Corbin, J. Rogers Maxwell, Henry W.
Maxwell, Henry Graves and Stephen A. Caldwell of Pa.; brings last
independent railroad on Long Island under LIRR control. (Val, CorpHist,
C&C)

Sep. 1, 1887 New York & Rockaway Beach Railway leases operation of LIRR between
N.Y. & Rockaway Beach Jct. and Far Rockaway (1.9 miles); New York &
Rockaway Beach Railway may operate over the LIRR to Long Island City
and Bushwick; LIRR will haul its trains to Flatbush Avenue; New York &
Rockaway Beach Railway agrees not to extend its lines. (Val, NYState)

Oct. 1887 Both LIRR and CNJ have adopted the Gold system of continuous steam heat
for passenger cars. (RRGaz)

Dec. 1, 1887 LIRR Board orders application to N.Y. Board of Railroad Commissioners to
cease operation of Bay Ridge Branch in winter season; reports purchase of a
majority of New York, Woodhaven & Rockaway Railroad stock. (MB)

Dec. 14, 1887 N.Y. Board of Railroad Commissioners rules that the LIRR is exempt from
providing passenger service on the Bay Ridge Branch in the off-season.
(NYState)

1887 LIRR installs interlocking at Jamaica cross switches. (AR)

1887 Rockaway Village Railroad opens street railroad between LIRR’s Far
Rockaway station and beach at Rockaway Inlet, 1.15 mi. (Cards)

Mar. 26, 1888 Benjamin Norton appointed to new post of Second VP of LIRR. (MB)

Apr. 2, 1888 Benjamin Norton elected Second VP of LIRR; Howard Mapes Smith (1848-) to Traffic Manager; C.R. Fitch to Assistant Superintendent. (Circ, Guide)

Apr. 20, 1888 LIRR signs contract settling differences with Brooklyn & Montauk Railroad.
(MB)

May 26, 1888 LIRR opens new connection between Hammel and Beach 53rd Street west of
Far Rockaway; built at expense of New York & Rockaway Beach Railway
but under charter of Brooklyn & Montauk Railroad; abandons old line along
beach between Beach 53rd Street and Neptune House. (Val, )

June 23, 1888 LIRR begins work on extension to Oyster Bay. (RyW)

July 31, 1888 Citing violent attacks on its property at Long Island City by Mayor Patrick
Gleason, LIRR Board authorizes moving the corporate offices and archives
to Jamaica. (MB)

Aug. 1, 1888 LIRR issues $3 million 4%, 50-year General Mortgage bonds. (MB)

Aug. 28, 1888 LIRR applies to N.Y. Board of Railroad Commissioners for a ruling
exempting it from providing passenger service on the Bay Ridge Branch in
the off-season; the Board exempts the LIRR from operating in the winter
until Apr. 15, 1889, but not the following year; LIRR is to work with
residents to provide a schedule for year-round service. (NYState)

Sep. 8, 1888 N.Y. Supreme Court grants Attorney-General permission to bring suit to
annul the charter of “Deacon” William Richardson’s Atlantic Avenue
Railroad Company of Brooklyn; claims charter requires that passengers be
carried from South Ferry for a single fare of 5 cents, but by leasing the line
east of Flatbush Avenue to the LIRR, passengers are forced to transfer and pay double fare. (NYT)

Oct. 4, 1888 N.Y. Railroad Commission considers the application of the LIRR to suspend
passenger service on the Bay Ridge Branch in winter; protested by residents.
(NYT)

1888 LIRR buys its first tugboat, the Gladiator. (Keystone)

1888 LIRR establishes a station at Arverne on the Rockaway peninsula; Arverne
Hotel opens, one of the largest in the Rockaways. (Bellot)

Early 1889 On the invitation of Austin Corbin, Charles Mattathias Jacobs (1850-1919)
travels to the U.S. to work on his project of briquetting anthracite culm at a
plant to be built at Mahanoy City; he brings a young assistant J. Vipond
Davies (1862-1939); Jacobs becomes a consulting engineer on all of Corbin’s
projects, especially those related to the LIRR. (ASCE, NCAB)

Feb. 23, 1889 LIRR Board authorizes increasing capital stock from $10 million to $12
million, to be exchanged for stock of Brooklyn & Montauk Railroad and
Long Island City & Flushing Railroad. (MB)

Mar. 28, 1889 Daniel Lord, Jr., elected to LIRR Board. (MB)

Apr. 2, 1889 Long Island City & Flushing Railroad (Whitestone-Whitestone Landing,
Hunters Point-Great Neck and Great Neck Jct.-Creedmoor) merged into
LIRR. (Val, AR)

Apr. 1889 Pullman’s Palace Car Company has acquired Woodruff parlor cars used on
LIRR, Reading, CNJ and other roads. (RyW - see above)

May 1889 LIRR completes double track on Flushing Branch between Winfield Jct. and
Whitestone Jct.

June 1889 South Oyster Bay renamed Massapequa on LIRR. (Guide)

June 24, 1889 Oyster Bay Extension Railroad opens between Locust Valley and Oyster Bay
with special excursion; first revenue service June 25; operated by LIRR
without an agreement. (Val, AR, RyW, C&C)

June 25, 1889 West Deer Park renamed Wyandanch and South Oyster Bay renamed
Massapequa on LIRR. (Guide)

July 27, 1889 Rockaway Park Improvement Company, Ltd., incorporated in N.Y. by
Frederick W. Dunton, cashier of the Corbin Banking Co., George Maure,
Real Estate Agent of the LIRR, and others to develop an exclusive hotel and
cottage resort. (NYT)

Sep. 30, 1889 LIRR Board authorizes lease of Oyster Bay Extension Railroad. (MB)

Oct. 1, 1889 W.E. Lewis appointed Assistant Superintendent of LIRR. (Guide)

Oct. 2, 1889 LIRR acquires part of old Central Railroad Company of Long Island between
Great Neck Jct. and Lawrence Street, Flushing, through Long Island City &
Flushing Railroad. (Val - verify)

Oct. 5, 1889 Brooklyn & Montauk Railroad (New York & Flushing Jct.-Eastport,
Bushwick Jct.-Williamsburgh, and Valley Stream-Rockaway Beach) merged
into LIRR. (Val)

Oct. 8, 1889 N.Y. Court of Appeals upholds award of $80,000 to (Brighton Beach)
Railroad in its suit against the LIRR. (NYT)

Oct. 12, 1889 Boynton Bicycle Railroad gives a public demonstration running two round
trips between Coney Island and Gravesend with Bicycle Engine No. 1 and a
double-deck coach seating 108; the locomotive, invented by Eben M.
Boynton, has a single 8-foot driver running on one rail with two rails
supported by a gallows frame above to stabilize the train; locomotive and
cars are only four feet wide; runs on one of the rails of the old New York &
Brighton Beach Railroad between the Sea Beach depot and the Boulevard
(Ocean Parkway); crosses the Prospect Park & Coney Island Railroad on a
trestle; test is witnessed by LIRR Superintendent Isaac D. Barton.
(BrklnEgle, NYT)

Nov. 1, 1889 LIRR moves shops from Long Island City to Morris Park, just west of
Jamaica. (RyW)

Nov. 1889 LIRR opens Morris Park Shops west of Jamaica on (Brooklyn line?); closes
old shops at Long Island City.

Dec. 1, 1889? Benjamin Norton elected VP & General Manager of LIRR. (RyRegister)

Dec. 1889 LIRR passengers are circulating a petition to the next Legislature to set
maximum fare at 2 cents per mile instead of current 3 cents. (NYT)

Dec. 16, 1889 LIRR Board votes to demand payment of principal and interest of bonds of
Land, Mortgage, Investment & Agency Company of America, Limited. (MB)

Jan. 13, 1890 New York & Long Island Railroad Board adopts revised route locating its
crosstown tunnel under 42nd Street from the NYC&HR to the East River
and a connection with the LIRR in Long Island City with a surface spur to
a pier at the foot of West 41st Street; property owners had objected to the
earlier location under 38th Street. (NYState, ElectricRR)

Early 1890 Austin Corbin of LIRR and Reading engages British tunnel expert Charles
Mattathias Jacobs (1850-1919) to investigate building a tunnel from
LIRR's Flatbush Avenue Terminal under Lower Manhattan to CNJ's
Jersey City Terminal; later, Corbin switches the plan to run to the PRR
terminal as having more traffic potential. (ASCE)

Feb. 8, 1890 Brooklyn Rapid Transit Commission hears protests from Atlantic Avenue
property owners who want the LIRR and streetcar tracks depressed below
grade. (NYT)

Feb. 18, 1890 Property owners on Atlantic Avenue, Brooklyn, present a petition with
1,000 signatures against an LIRR elevated railroad. (NYT)

Feb. 27, 1890 Atlantic Avenue property owners meet with Brooklyn Mayor Chapin to
protest LIRR’s plan for a four-track elevated railroad; in Albany,
Assemblyman Byrnes introduces a bill calling for depression of the
railroad from South Ferry to the city line. (NYT)

Mar. 1, 1890 Brooklyn Rapid Transit Commission meets with J. Rogers Maxwell of the
LIRR and “Deacon” William Richardson of the Atlantic Avenue Railroad
of Brooklyn in Mayor Chapin’s office; Maxwell says the cost of a
depressed, four-track line similar to the NYC&HR’s Fourth Avenue line is
too high at $12 million, even with city financing; rent at 5% would be
$660,000 per year, much more than it would earn. (NYT)

Mar. 11, 1890 LIRR VP J. Rogers Maxwell and Brooklyn Rapid Transit Commission
agree to a two-track depressed road in Atlantic Avenue. (NYT)

Mar. 14, 1890 VP J. Rogers Maxwell informs LIRR Board that the Rapid Transit
Commission appointed by Brooklyn Mayor Alfred C. Chapin (1848-1936)
has adopted a proposal for a depressed railroad in the center of Atlantic
Avenue and has asked LIRR to prepare plans. (MB)

Mar. 20, 1890 Brooklyn Rapid Transit Commission in secret session with LIRR VP J.
Rogers Maxwell attending approves LIRR elevated line in Atlantic
Avenue. (NYT)

Apr. 1, 1890 LIRR cancels agreement to guarantee mortgage of West Jamaica Land
Company, Limited, as company has sold all its land at Morris Park. (MB)

Apr. 8, 1890 Charles Pratt (1830-1891) of Standard Oil interests and founder of Pratt
Institute in Brooklyn elected director of LIRR; LIRR Board authorizes
negotiating a new contract with Atlantic Avenue Railroad Company of
Brooklyn because of proposed elevated railroad. (MB)

Apr. 15, 1890 Atlantic Avenue Elevated Railroad incorporated in Brooklyn, N.Y, in
interest of LIRR to build an elevated railroad in Atlantic Avenue from the
East River to the Brooklyn-Queens line with a connection to the New
York, Brooklyn & Manhattan Beach Railway. (NYState)

June 24, 1890 LIRR extends Flatbush Avenue-Jamaica rapid transit service to Hillside.

Aug. 1890 LIRR bans card playing in drawing room cars. (RRGaz)

Aug. 26, 1890 Huntington Railroad extended from Main Street, Huntington, to
Huntington Station on the LIRR. (Seyfried)

c. 1890 Piano manufacturer William Steinway (1836-1896) becomes the largest
stockholder in the New York & Long Island Railroad, a proposed link
between the NYC&HR on Manhattan’s West Side to the LIRR via a
tunnel under 42nd Street; he makes lawyer Henry B. Hammond Pres.;
Pomeroy P. Dickinson Chief Engineer, and Malcolm Niven Secretary.
(ElectricRR - check NYT)

Jan. 19, 1891 Austin Corbin of LIRR secures incorporation of Metropolitan
Underground Railroad Company to build a tunnel between the LIRR at
Flatbush Avenue and the CNJ terminal in Jersey City, looking towards
stronger connections with the CNJ and Reading, in which he has large
interests; trains are to be operated by cable. (NYState, ASCE)

Jan. 24, 1891 Engineer corps of New York & Long Island Railroad under Oliver W.
Barnes is surveying East River tunnel from 42nd Street to Long Island City
with three branches connecting with the LIRR Main Line near Calvary
Cemetery, the North Shore Division near Dutch Kills, and a tunnel to
Greenpoint for a connection with the Coney Island line. (NYT)

Mar. 1, 1891 Former LIRR official Hermann C. Poppenhusen (1847-1891) dies at
Evanston, Ill. (Schlegel’s AmrcnFmliesofGermnAncestry)

Mar. 1891 Charles L. Addison (1868- ), a graduate of Lehigh University, joins the
LIRR as Signal Engineer; in Sep. 1892, he joins the Johnson Signal
Company, but returns in Apr. 1894. (PRRBio)

Apr. 6, 1891 LIRR directors are now to be Board of New York & Flushing Railroad.
(MB)

Apr. 6, 1891 Chauncey M. Depew denies that the NYC&HR is trying to buy the LIRR
in order to have access to Brooklyn, reiterates denial that they are trying to
buy the Reading. (NYT)

Apr. 8, 1891 Austin Corbin announces that he and Charles Pratt of Standard Oil have
purchased the LIRR stock held by J. Rogers Maxwell, Henry W. Maxwell
and Henry Graves; J. Rogers Maxwell is to retire as First VP and Henry
Graves as Treasurer. (NYT)

Apr. 14, 1891 J. Rogers Maxwell, Henry W. Maxwell and Henry Graves are replaced on
the LIRR Board by Charles M. Pratt, Benjamin Norton and E.R. Reynolds,
having sold their LIRR stock to Austin Corbin and Charles M. Pratt. (MB,
RyW)

Apr. 15, 1891 Charles Pratt elected First VP of LIRR; Benjamin Norton Second VP;
Board authorizes issue of $1 million in 4% Gold bonds. (MB)

Apr. 27, 1891 New York & Flushing Railroad (Hunters Point-New York & Flushing
Jct.) merged into LIRR. (Val)

May 4, 1891 LIRR VP and Standard Oil executive Charles Pratt (1830-1891) dies in his
office in the Standard Oil Building at 26 Broadway with John D.
Rockefeller at his side; he leaves an estate valued at between $15 and $20
million. (MB, Trager)

May 27, 1891 Charles Millard Pratt (1855-1935) elected VP of LIRR, replacing his
father Charles Pratt, deceased. (MB)

June 3, 1891 LIRR Pres. Corbin reports on his plan to elevate Flatbush Avenue terminal
and appoints committee to develop plan. (MB)

June 1891 LIRR is in dispute with the Shelter Island Ferry Company at Greenport,
claiming that its boat is substandard and threatening to start its own ferry
line on June 15. (NYT)

June 1891 LIRR inaugurates the summer-only Cannonball Express to Greenport and
Sag Harbor, splitting at Manorville. (Keystone)

June 25, 1891 LIRR restores the summer-only Shelter Island Express introduced in 1890;
now also operates the Shelter Island ferry with a new boat. (NYT)

July 6, 1891 LIRR approves committee report recommending elevating Flatbush
Avenue terminal according to plan of Charles M. Jacobs, Chief Engineer;
authorizes traffic contract with New York & New England Railroad. (MB)

July 9, 1891 N.Y. Supreme Court appoints commissioners to condemn land for LIRR
ferry terminal at Oyster Bay, N.Y. (NYT)

July 10, 1891 Austin Corbin resigns as director of CNJ; announces LIRR has signed 50-
year traffic contract with Housatonic Railroad and New York & New
England Railroad, creating the “Long Island & Eastern States Line” to
operate between New York and Boston via a train ferry between Oyster
Bay and Wilsons Point, Conn.; Corbin engages his engineer Charles M.
Jacobs to develop a plan for a tunnel under Long Island Sound in place of
the ferry. (RyW, NYT, ASCE)

July 1891 LIRR completes a new terminal station at Long Island City. (Seyfried)


Aug. 7, 1891 Interstate Terminal Construction Company incorporated to build tunnels
under Hudson River for Brooklyn, New York & Jersey City Terminal Railway and under East River for New York & Long Island Terminal Railway; A.J. Cassatt, Pres. (LIRR MB, SRea)

Aug. 1891 LIRR is buying additional waterfront land at Bay Ridge for an expanded
freight terminal. (NYT)

Sep. 9, 1891 LIRR locomotive No. 118 blows up while standing at Oyster Bay station
in the early morning, killing three crew members. (NYT)

Sep. 17, 1891 First revenue run of LIRR’s New York-Boston service departs at 10:00
PM (?); regular schedule calls for one night train each way, consisting of a
combine, coach and two sleeping cars, one from Long Island City and one
from Flatbush Avenue. (NYT)

Nov. 19, 1891 Representatives of B&O, LIRR and Housatonic Railroad meet at Jersey
City; B&O is to develop a terminal at Cavan Point in Jersey City, between
Black Tom and Greenville, and route its New England traffic via the LIRR
and Housatonic Railroad. (NYT)

Dec. 7, 1891 New York & Queens County Tunnel Railroad incorporated by Austin
Corbin and LIRR interests to build tunnel between Queens and New
Jersey on the line of 34th Street similar to that later built by PRR; no
meetings held after 1891. (NYState, MB, NYT)

Dec. 1891 LIRR announces that it is replacing white conductors in its drawing room
cars with African American porters at lower wages. (NYT)

Dec. 1891 LIRR is continuing to run its piggyback “farmers’ trains” from Locust
Valley to Long Island City on Sundays, Tuesdays and Thursdays,
returning the following days; stops only at Glen Head, Albertsons and
Mineola; often runs in several sections. (NYT)

1891 Future Superintendent C. D. Baker (1873- ) joins the LIRR as a car record
clerk. (PRRBio)

Jan. 3, 1892 LIRR establishes block signals between Long Island City and Jamaica via
Montauk Division, replacing use of 3-minute glass “egg-timers” in
clearing blocks; includes 4 interlocking towers and 7 signal towers.
(RRGaz)

Jan. 19, 1892 LIRR General Superintendent Isaac D. Barton resigns to follow Austin
Corbin to the New York & New England Railroad as General Manager.
(NYT)Jan. 26, 1892 New York Bay Extension Railroad incorporated in N.Y. under articles
dated Jan. 11 in the interest of the LIRR to build from Garden City to New
Lots on New York, Brooklyn & Manhattan Beach Railway. (Val)

Jan. 26, 1892 New York Bay Extension Railroad incorporated in N.Y. under articles
dated Jan. 11 in the interest of the LIRR to build from Garden City to New
Lots on New York, Brooklyn & Manhattan Beach Railway. (Val)

Jan. 1892 LIRR completes double track between Mineola and Roslyn on Oyster Bay
Branch.

Jan. 29, 1892 LIRR Pres. Austin Corbin, now also Pres. of New York & New England
Railroad , revokes his previous order and continues the through Brooklyn-
Boston train, but adds 0:30 to the schedule, so that the NY&NE does not
have to operate it as a separate train east of Danbury; wearing his LIRR
hat, Corbin refuses to discontinue it entirely, even though it is earning only
20 cents a mile. (NYT, AR)

Jan. 30, 1892 New York & Long Island Railroad files revised plan of location in Long
Island City, including a connection to the LIRR main line near the present
intersection of Queens Boulevard & Skillman Avenue, with branches to
the LIRR’s Montauk Division and a tunnel under Newtown Creek to
Greenpoint and a connection with the Evergreen Branch. (NYState,
ElectricRR)

Feb. 2, 1892 Austin Corbin announces that the LIRR is surveying for a line from
Garden City to Flatlands via Valley Stream with connections to the lines
to Long Beach and Rockaway Beach; will give people coming from New
England via the Oyster Bay train ferry access to the South Shore beaches.
(NYT)

Feb. 27, 1892 Long Island & New York Terminal Railroad incorporated in N.Y. by
Austin Corbin, et al., to build a cantilever bridge across the East River
between 35th & 42nd Streets with 1,000 feet clear between piers and 135
foot vertical clearance; LIRR men are to provide money. (NYState)

Mar. 2, 1892 LIRR Board authorizes purchase of all stock of Metropolitan Ferry
Company. (MB)

Mar. 15, 1892 Metropolitan Ferry Company conveys 7 boats and all property in the 34th
Street and James Slip ferries to LIRR for $2.75 million, retroactive to Mar.
1; also includes the unused ferry landing at 7th-8th Streets, which is
subject to a city lawsuit to recover back rent. (Val, C&C, NYT, MB, AR)

Mar. 19, 1892 W.H. Blood appointed Superintendent of LIRR, replacing General
Superintendent Isaac D. Barton, resigned. (NYT)

Mar. 28, 1892 Long Island Parlor Car Coach Company incorporated in Maine to acquire
the fleet of former Woodruff parlor cars operated over LIRR; the fleet
amounts to at least 40 cars. (MB, Keystone)

Apr. 1, 1892 LIRR assumes operation of 34th Street and James Slip ferries from
Metropolitan Ferry Company. (RRGaz)

Apr. 7, 1892 LIRR appoints Frank M. Kelley Superintendent of Floating Equipment.
(NYT)

June 1, 1892 Charles J. Clinch of A.T. Stewart estate sells the private railroad from
Floral Park to Bethpage and Hempstead Crossing to Hempstead and
Mineola, which it owns in fee simple, to LIRR for $500,000 in LIRR
bonds; Clinch, et al., are to contribute $175,000 for double-tracking from
Floral Park to Farmingdale and on the Hempstead and Mineola Branches.
(CorpHist, C&C, Val, MB)

June 6, 1892 New York, New Jersey & Eastern Railroad incorporated in N.Y. to build
Austin Corbin's tunnel from LIRR terminal at Flatbush Avenue under East
and Hudson Rivers to center of Hudson River towards Exchange Place;
Charles McVeagh of Morristown, N.J., Pres. (SRea, RyW, NYState)

June 27, 1892 LIRR abandons station at Arverne-by-the-Sea at foot of Gaston Avenue in
favor of a new station 1,900 feet further east; LIRR claims that developer
Remington Vernon will not sell depot to LIRR, and that his operations
interfere with its use. (NYT)

July 14, 1892 L.S. Catlin of Bridgeport is appointed receiver of New England Terminal
Company on suit of the Housatonic Railroad and Danbury & Norwalk
Railroad; has lost over $4 million in recent years; New Haven has diverted
all Housatonic Railroad traffic, and Housatonic Railroad has refused to
deliver coal to the train ferry Cape Charles, forcing the LIRR to pick up
the bills; in New York, David McClure gets a temporary injunction against
the receivers interfering with operations; a hearing is set for July 19. (NYT, C&FC)

July 14, 1892 LIRR eastbound day express to Boston arrives at Oyster Bay to find no
boat connection; after five hours, the passengers are returned to New York
and put on a New Haven train at Grand Central Station; route is not
restored.; however, Austin Corbin continues running the Long Island City-
Oyster Bay portion of the train, with a single stop at Jamaica, into August
while the case is in litigation. (Seyfried, NYT, RRGaz)

July 1892 Long Island Elevated Railroad Company dissolved as was unable to get
consent of property owners; also, Austin Corbin and William Richardson
were unable to agree on splitting the income to compensate the Atlantic
Avenue Railroad Company of Brooklyn for the loss of LIRR traffic.
(NYT, RRGaz)

July 19, 1892 LIRR sues New England Terminal Company for $250,000 for breaking
the through traffic contract; is awarded an attachment of $100,000; claims
passenger business was unprofitable but was making about $1,000 a
month on freight. (NYT, Seyfried)

July 27, 1892 New York Railroad Commissioners approve request of LIRR for
construction of interlocking at crossing of Flatbush Avenue and
Manhattan Beach Division at East New York and end of absolute stop to
permit running expresses to Manhattan Beach. (NYState)

Aug. 16, 1892 N.Y. State Railroad Commission rules that LIRR must stop at its old
Arverne station on protest of residents. (NYT)

Oct. 5, 1892 Samuel Rea presents report on New York terminals studying five options:
1) separate rapid transit system between Exchange Place and Brooklyn as
supported by Austin Corbin ($6.5 million), 2) completing 1874 tunnels to
Christopher Street with cable power, 3) George B. Roberts's idea of
floating passenger trains by car ferry to 42nd Street & 11th Avenue with a
terminal station connected to NYC&HR’s 11th Avenue line and proposed
LIRR tunnel from Long Island City, 4) scheme of A.J. Cassatt for line
leaving PRR south of Rahway with a tunnel under the Narrows and
railroad around Brooklyn and bridge to a station at Madison Avenue &
37th Street, and preferred solution 5) high-level bridge over Hudson River
near 23rd Street with Union Station at 25th Street & 6th Avenue. (Rea,
ASCE) (Bezilla says favored bridge as elect. locos used in London
Underground too light - SR in AJC 32/23 notes plan 4 anticipated LIRR
joining with NY&NE, then independent, to bridge Hell Gate)

Oct. 14, 1892 Austin Corbin, et al., apply to the New York Sinking Fund Commissioners
for permission to occupy Blackwell’s Island and the Manhattan shore at
64th Street with their proposed bridge for the LIRR. (NYT)

Oct. 1892 LIRR completes double track between Jamaica and Babylon on (Atlantic
Branch?)

Nov. 15, 1892 Benjamin Norton resigns as VP & General Manager of the LIRR under
pressure from Austin Corbin; Everett R. Reynolds, who has worked in
Corbin’s office for 12 years, is named General Manager. (RRGaz,
BrklnEgle - Eagle does not give date)

Nov. 17, 1892 “Deacon” William Richardson sells the Atlantic Avenue Railroad
Company of Brooklyn, including its South Brooklyn lines, to a syndicate
of New York and Philadelphia bankers, including J. & W. Seligman and
E.W. Clark & Co., for $3 million; they plan to convert the horse car lines
to electric trolleys; new Pres. is Benjamin Norton, formerly of the LIRR;
payment is 125 for par-50 shares, one half payable Dec. 16 and one half
on Jan. 16, 1893. (NYT, BrklnEgle, Cudahy - Muir/White says they form
Brooklyn Traction Co. as a holding co. - verify Moodys?)

Nov. 25, 1892 LIRR grants Shelter Island Ferry Company use of its Greenport wharf for
10 years. (MB)

Dec. 5, 1892 New York & Northern Railway and New York & New England Railroad
begin running the New York & Boston Pullman Limited, an overnight train
with sleeping cars, between 155th Street, New York, at the terminal of the
9th Avenue elevated, and Boston, leaving each city at 10:30 PM and
arriving at 7:00 AM; replaces LIRR Oyster Bay route and the NY&NE-
NH overnight train which the NH refuses to restore. (NYT, Gallo,
NY&NE AR)

Dec. 8, 1892 Austin Corbin states that he is taking steps to organize a company for
building a tunnel between the LIRR and the PRR at Jersey City. (NYT)

Dec. 12, 1892 Austin Corbin and tunnel engineer Charles M. Jacobs arrive in
Philadelphia for a meeting with Pres. George B. Roberts, Frank Thomson,
A.J. Cassatt and Wayne MacVeagh, where he presents his tunnel plan;
LIRR and PRR announce they will build New York, New Jersey &
Eastern Railroad from Flatbush Avenue, Brooklyn, under lower
Manhattan to a connection with PRR at Exchange Place, Jersey City;
Brooklyn stations to be built at Fulton & Gold Streets, City Hall, and
Fulton & Clark Streets; two stations in Manhattan east and west of
Broadway; engineer Charles M. Jacobs estimates project will take five
years; investors are said to include Calvin S. Brice, Collis P. Huntington
and Horace Porter, as well as Corbin and PRR officers. (BrklnEgle, NYT)

Dec. 12, 1892 LIRR, Andrew R. Culver and Allan C. Washington agree to reduce the
dividends of the Prospect Park & South Brooklyn Railroad and New York
& Coney Island Railroad, both owned by Culver and Washington, in
return for the LIRR’s guarantee of rent to be paid by both companies by
the Prospect Park & Coney Island Railroad. (MB)

Dec. 17, 1892 After a recent inspection trip, LIRR Pres. Austin Corbin issues an order
that the rules against on the job drinking be strictly enforced. (BrklnEgle)

Dec. 19, 1892 Everett R. Reynolds named VP & General Manager of LIRR, replacing
Benjamin Norton, resigned. (MB, RyW)

Dec. 19, 1892 LIRR signs an agreement with Andrew R. Culver to acquire the Prospect
Park & Coney Island Railroad. (MB)

Dec. 24, 1892 New York & New Jersey Underground Railroad incorporated in New
Jersey to build rapid transit type subway between Exchange Place and the
center of the Hudson River in the direction of Brooklyn after Austin
Corbin of LIRR interests the PRR in the scheme. (NJCorp)

1892 LIRR completes double track between Long Island City and Jamaica via
main line.

Jan. 10, 1893 LIRR Board authorizes foreclosing on the mortgage of the Newtown &
Flushing Railroad. (MB)

Jan. 24, 1893 LIRR stockholders ratify lease of Prospect Park & Coney Island Railroad,
effective Feb. 1. (NYT)

Feb. 19, 1893 Austin Corbin and Charles M. Pratt deny rumors that Pittsburgh capitalists
associated with the PRR have purchased the LIRR and the Brooklyn
Traction Company. (NYT)

Feb. 27, 1893 Brooklyn Mayor David A. Boody (1837-1930) appoints a committee to
consider the city’s proper share of the cost of depressing the LIRR tracks
in Atlantic Avenue. (NYT)

Mar. 6, 1893 At an adjourned city meeting to consider depressing the LIRR tracks in
Atlantic Avenue, Austin Corbin says the LIRR can only afford to pay half
the cost. (NYT)

Apr. 3, 1893 Long Island Express Company incorporated in Maine to do the express
business on the LIRR. (MB)

Apr. 11, 1893 LIRR stockholders approve leasing the New York Bay Extension
Railroad, which is to build from Hempstead (present Country Life Press)
to Valley Stream and on to a junction with the Manhattan Beach Division
at New Lots Road; Andrew R. Culver elected to LIRR Board. (MB)

May 3, 1893 Frank Sherman Benson, et ux., sell to Austin Corbin and Charles M. Pratt
for the LIRR a tract of 1,500 acres at Fort Pond Bay near Montauk; LIRR
is to be extended from Bridgehampton and run at least one trip every
summer season. (MB)

May 1893 LIRR acquires a majority of the stock of the Prospect Park & Coney
Island Railroad. (NYState)

May 16, 1893 Long Island Construction Company incorporated to build railroads and
tunnels; buys the construction contracts of several LIRR subsidiaries then
a’building. (MB)

May 25, 1893 Montauk Extension Railroad incorporated in N.Y. under articles dated
May 11 to extend the LIRR from Bridgehampton to Fort Pond Bay at
Montauk Point. (Val, C&C)

June 20, 1893 LIRR train from Sheepshead Bay to Brooklyn derails in the tunnel under
Ocean Parkway near Parkville; the cars, which are of the open streetcar
type with people riding on the outside steps, rake the walls of the tunnel,
killing 8 and injuring 20. (RRGaz)

June 22, 1893 Bay Head station renamed Good Ground on the LIRR. (Guide)

Aug. 26, 1893 A 6-car excursion train returning to Long Island City from Manhattan
Beach is rear-ended by a train from Rockaway Beach in Laurel Hill
(Maspeth) on a double curve in slight fog; the two rear cars of the
Manhattan Beach train are completely cut in half, the fourth car
telescoped, and the third car smashed; 16 killed and 70 injured; towerman
Robert J. Knott in Tower No. 5 at Berlin is negligent in passing the
Rockaway train into the block; Knott is a 23-year old former British sailor
who has only been in the U.S. since May 15 and only on duty as a
towerman for 7 days; coming after the Parkville wreck, this accident costs
the LIRR its insurance policy. (NYT, Seyfried)

Aug. 30, 1893 On orders of the Queens County coroner, towerman Robert J. Knott, the
engineer of the Rockaway train, and both conductors are all arrested
pending a full investigation of the Laurel Hill wreck on the LIRR. (NYT)

Sep. 1, 1893 At the coroner’s inquest, towerman Robert J. Knott admits his fault in
causing the LIRR’s Laurel Hill wreck and is committed to jail pending a
hearing by the grand jury. (NYT)

Sep. 1893 LIRR begins rapid transit service between Long Island City and East New
York via Fresh Pond Jct.

Sep. 12, 1893 New York Bay Extension Railroad opens between Valley Stream and
Hempstead Crossing (Country Life Press) on different alignment than old
New York & Hempstead of 1870-1879; operated by LIRR. (Seyfried - val
say open "about 6/93" - RRG has b. by 6/93)

Nov. 3, 1893 LIRR begins six days of tests of Baldwin Vauclain compound 4-6-0 No.
145 and simple 4-6-0 No. 138 under Charles M. Jacobs and J. Vipond
Davies. (RRGaz)

Nov. 28, 1893 A friend announces that Austin Corbin and Charles Pratt of LIRR have
purchased the charter of the New York & Long Island Bridge Company
from Dr. Thomas Rainey; bridge is to run from Long Island City to station
at 3rd Avenue & 64th Street; carries four tracks and roadways. (NYT,
ASCE, Seyfried)

Feb. 1894 LIRR adopts Pintsch gas for lighting passenger cars. (RRGaz)

Mar. 31, 1894 LIRR announces that if the pending state bill passes cutting passenger
fares from 3 cents a mile to 2 cents, it will abolish commutation tickets.
(NYT)

Apr. 7, 1894 Former LIRR Supervisor Frederick W. Dunton, the nephew of Austin
Corbin, joins the 2-cent fare advocates and posts handbills on LIRR trains
denouncing the company. (NYT)

Apr. 1894 LIRR contracts for automatic block signals between Long Island City and
Jamaica. (RyW)

Apr. 17, 1894 LIRR announces it will cut its May 1 quarterly dividend from 1¼% to 1%
because of the depression and claims arising from recent accidents. (NYT)

Apr. 24, 1894 Austin Corbin contracts with the Johnson Signal Company for Hall
automatic block signals on the LIRR between Long Island City and
Jamaica. (NYT)

June 1, 1894 In return for the Legislature withdrawing its proposed 2-cent fare bill, the
LIRR cuts its excursion rate from 3 cents a mile to 2½ cents; rapid transit
line fares in Brooklyn are cut from 15 cents to 10 cents, and the 34 th Street
ferry is cut from 3 cents to 2½ cents; the LIRR also introduces a 10-trip
ticket at 2 cents a mile. (NYT)

July 28, 1894 Atlantic Avenue Railroad Company of Brooklyn sues the LIRR for
violating its lease of the Atlantic Avenue track; wants the number of trains
serving Flatbush Avenue to be equal to that servicing Long Island City;
objects to Brooklyn passengers having to change at Jamaica and the LIRR
operating the trains of the New York & Rockaway Beach Railway into
Flatbush Avenue. (NYT)

Aug. 5, 1894 LIRR offers to buy the rights of the Atlantic Avenue Railroad Company of
Brooklyn, guaranteeing $60,000 per year instead of $10,000 as under
present contract, and build a four-track depressed line. (NYT)

Aug. 15, 1894 N.Y. Supreme Court rules in favor of the LIRR in suit brought by the
Atlantic Avenue Railroad Company of Brooklyn; refuses injunction to bar
LIRR trains from operating between Woodhaven and Flatbush Avenue.
(NYT)

Aug. 17, 1894 Six LIRR firemen are arrested at Long Island City for using bituminous
coal in an anti-smoke crusade. (NYT)

Jan. 23, 1895 Italian laborers engaged by the Hewlett’s Land & Improvement Company
tear up the old Cedarhurst Railroad, unused for two or three years;
Benjamin E. Valentine had the LIRR reinstall the connecting switch a few
days earlier for the purpose of bringing in building materials for a new
house; the land company had the line torn up to underline the fact that the
right of way had reverted to them as land owners and was no longer a
public highway. (NYT)

Feb. 4, 1895 LIRR begins rapid transit service between Long Island City and Jamaica
via Montauk Branch.

Feb. 4, 1895 LIRR increases the number of trains between Long Island City and
Flushing from 64 to 102; 68 trains are to run non-stop west of Main Street,
Flushing; Whitestone Branch trains make local stops between Long Island
City and Flushing. (NYT)

Apr. 26, 1895 River & Harbor Transportation Company incorporated in Maine to operate
lighterage services at New York Harbor for LIRR. (MB)

Apr. 30, 1895 LIRR agrees with Brooklyn Elevated Railroad for through route between
Brooklyn Bridge and Coney Island via a new connection to be built at 36 th
Street between 5 th & 7 th Avenues; Atlantic Avenue Railroad Company of
Brooklyn and Brooklyn, Bath & West End Railroad surrender to the
Prospect Park & Coney Island Railroad all their rights in the Union Depot
at 5 th Avenue & 36th Street built under the agreement of Apr. 1, 1890.
(MB, NYState)

May 16, 1895 First special LIRR train arrives at Amagansett over the new line from
Bridgehampton. (Seyfried)

May. 18, 1895 City of New York asks for an injunction against the LIRR operating the
steamboat Morrisania between Pier No. 1, N.R. and 65 th Street, Brooklyn,
as it competes with a city ferry between Whitehall Street and Bay Ridge
leased to the Staten Island Rapid Transit Railroad; LIRR maintains the
service is not a “ferry” because it only carries railroad passengers, not
vehicles. (NYT)

May 28, 1895 Brooklyn & Jamaica RPO established on LIRR. (Kay)

May 31, 1895 LIRR Pres. Austin Corbin and VP Charles M. Pratt purchase 5,500 acres
of land on Fort Pond Bay at Montauk from Frank Sherman Benson, et al.,
for $200,000. (Seyfried)

June 1, 1895 Montauk Extension Railroad opens between Bridgehampton and
Amagansett; operated by LIRR without agreement. (Val, Seyfried)

June 24, 1895 N.Y. court issues a temporary injunction against the LIRR operating the
steamboat Morrisania between Pier No. 1 and 65 th Street, Brooklyn, but
allows it to continue to operate providing the LIRR posts a $25,000 bond
to indemnify the city for loss of traffic to its own parallel ferry service.
(NYT)

June 27, 1895 Long Island Railroad Company, North Shore Branch, opens between Port
Jefferson and Wading River; operated by LIRR. (Guide - Val has Spring
1895)

June 27, 1895 LIRR opens between Bridgehampton and Amagansett. (Guide - see above)

July 27, 1895 City of New York secures a permanent injunction against the LIRR
operating the steamboat Morrisania between Pier No. 1 and 65 th Street,
Brooklyn, despite the payment of a $25,000 bond. (NYT)

Sep. 1895 LIRR Conductor William Buchell of the Sag Harbor Express is fired for
disobeying Mrs. Austin Corbin and following instructions to have her
private car cut out at Babylon and not taken to Easthampton; revised
orders to take the car to Easthampton did not reach him in time. (NYT)

Oct. 11, 1895 LIRR Pres. Austin Corbin reports that Charles Pratt and George S. Edgell
have purchased a large tract at Montauk Point and organized the Montauk
Company; LIRR agrees to deed its land there to the Montauk Company in
return for a quarter of its stock. (MB)

Oct. 24, 1895 Not to be outdone by the Trunk Lines and British railways, LIRR Pres.
Austin Corbin has a fast train run from Long Island City to Amagansett,
105.5 miles in 103 minutes. (NYT)

Dec. 16, 1895 LIRR discontinues rapid transit service between Long Island City and
Jamaica via Montauk Branch.

Dec. 17, 1895 Montauk Extension Railroad opens between Bridgehampton and
Montauk; operated by LIRR; Pres. Corbin’s death the next year ends plans
to extend it further east from Fort Pond Bay to Culloden Point. (RRGaz,
RyW, Seyfried)

Jan. 18, 1896 Brooklyn Rapid Transit Company incorporated by Gov. Roswell P.
Flower (1835-1899) as a holding company for Brooklyn elevated and
streetcar lines, succeeding the Long Island Traction Company; includes
Atlantic Avenue Railroad line used by LIRR. (Moodys, Cudahy)

Mar. 4, 1896 Nassau Electric Railroad leases Atlantic Avenue Railroad Company of
Brooklyn, whose line between Jamaica and Flatbush Avenue is leased to
LIRR, effective Apr. 1; also includes South Brooklyn Railroad &
Terminal Company and other leased lines of the Atlantic Avenue
Railroad; agreement is filed with New York State on Apr. 6. (NYState,
NYT)

Apr. 15, 1896 Great Neck & Port Washington Railroad incorporated in New York to
extend the LIRR’s North Shore Branch to Port Washington. (Val,
NYState)

Apr. 1896 Dr. J.F. Valentine, Chief Surgeon of the LIRR is planning to introduce a
full hospital system as part of the Relief Association, including a hospital
train. (NYT)

May 1896 LIRR Pres. Austin Corbin says that all of the $8 million for the proposed
Blackwell’s Island Bridge is raised. (NYT)

May 26, 1896 LIRR contracts with Montauk Water Company for water supply at
Jamaica. (MB)

June 4, 1896 Austin Corbin (1827-1896), controlling interest and Pres. of LIRR, is
killed in a carriage accident at his Newport, N.H., summer home at age 69;
death ends his various plans for the LIRR, including tunnels and bridges to
Manhattan, although some are continued by his successors; Corbin’s estate
is estimated at $25 million, although his LIRR shares are encumbered by
being used as collateral for debts to finance his other enterprises; Corbin
has operated the LIRR to maximize dividend payments to himself, and in
later years refused to make many improvements. (Seyfried, WwasW,
ASCE, NYT)

June 23, 1896 George S. Edgell, son-in-law of Austin Corbin, named Second VP of
LIRR; no new Pres. chosen. (MB, NYT)

July 27, 1896 Charles M. Jacobs presents LIRR schemes to Atlantic Avenue
Commission for placing LIRR in Atlantic Avenue underground either
from Brooklyn city line or East New York, with extension of tunnel to
Manhattan at Cortlandt Street & Broadway. (BrklnEgl)

July 29, 1896 John T. Areson (1810?-1896), former Superintendent of the LIRR, dies at
Jamaica, N.Y.; built the first section of the Brooklyn & Jamaica Railroad
in the 1830s, as well as parts of the LIRR main line and the new main line
between Long Island City and Jamaica. (NYT)

Sep. 8, 1896 William H. Baldwin, Jr. (1863-1905), formerly Second VP of the Southern
Railway, elected Pres. of LIRR, replacing Austin Corbin, deceased;
Baldwin is a Boston Brahmin (Harvard ‘85) who was recruited to join the
Union Pacific Railway by Charles Francis Adams (1835-1915) and is a
sponsor of African American higher education and a friend of Booker T.
Washington (1856-1915); Austin Corbin, Jr., is first elected Pres., but
steps down in favor of Baldwin and is elected a director; Charles M. Pratt
is named to the new post of Chairman of the Board; Andrew R. Culver
resigns from Board. (MB, NYT, Seyfried, RRGaz)

Dec. 19, 1896 E.R. Reynolds, an employee of the late Austin Corbin, resigns as General
Manager of LIRR under pressure from the new Pres. William H. Baldwin,
and post abolished. (Circ, RRGaz)

1896 New LIRR Pres. William H. Baldwin abandons Blackwells Island Bridge
scheme as unsatisfactory; too far north, where hemmed in by Central Park.
(ASCE)

Jan. 1, 1897 William Frederick Potter (1855-1905), General Superintendent of Flint &
Pere Marquette Railroad, named General Superintendent of LIRR.
(RRGaz)

Jan. 7, 1897 United States Mortgage & Trust Company has arranged to take up loans
made by the late Austin Corbin totaling $1.5-$2 million, for which his
60,000 shares of LIRR stock and his 5 th Avenue house property have been
pledged as collateral; is brokering a sale to Charles Pratt and will release
the house and cash to the family. (NYT)

Jan. 8, 1897 United States Mortgage & Trust Company announces it has purchased all
the LIRR stock held by the Corbin Estate at 42½ for a syndicate including
August Belmont (1853-1924), William A. Read of Vermilye & Co.,
Brown Brothers & Co., Theodore A. Havemeyer, George F. Baker, et al.,
who will act in concert with Charles Pratt, the other major holder. (NYT,
RyW)

Jan. 8, 1897 Atlantic Avenue Commissioners make report to Brooklyn Mayor
Frederick W. Wurster; call for placing the LIRR in a tunnel from Flatbush
Avenue to Bedford Avenue and then elevated to Howard Avenue, then
another tunnel to East New York, then elevated to Elkton Street, where it
will join the existing track at grade; also a tunnel to Cortlandt Street in
Manhattan. (BrklnEgl, RRGaz)

Jan. 12, 1897 Pres. William H. Baldwin reports to LIRR Board that an Atlantic Avenue
Improvements bill is being prepared by the Atlantic Avenue Commission.
(MB)

Jan. 1897 LIRR syndicate arranges for H.H. Vreeland, General Manager of the
Metropolitan Traction Company, to inspect the property. (MB)

Jan. 1897 LIRR adopts “Brown System” of discipline devised by George R. Brown
(1840-1916), General Superintendent of Fall Brook Railway, in which
employees are awarded merits and demerits (“Brownie points”), and
evaluated on their whole record rather than being suspended for individual
infractions. (RRGaz)

Jan. 29, 1897 United States Mortgage & Trust Company announces that accountant
Stephen Little and H.H. Vreeland have reported favorably on the condition
of the LIRR, and the purchase from the Corbin Estate has been completed.
(NYT)

Feb. 1, 1897 Voting trust formed to hold $6,030,000 of $10 million of LIRR stock; to
be voted for five years by Charles M. Pratt, Lewis C. Ledyard, August
Belmont, and F.G. Bourne; purchase is completed after examination of
property and of books by accounting expert Stephen Little. (NYT, RyW)

Feb. 11, 1897 August Belmont (1853-1924) and Thomas F. Havemeyer elected to LIRR
Board. (MB)

Feb. 17, 1897 Property owners along Atlantic Avenue protest to the Atlantic Avenue
Commissioners about the part of the plan that calls for having the LIRR
tracks on an elevated between Bedford and Howard Avenues; demand a
tunnel all the way to the city line. (BrklnEgl)

Mar. 1, 1897 F.G. Bourne, H.H. Vreeland, Walter G. Oakman and J. Timpson elected to
LIRR Board, replacing John Gore King Duer, G.S. Edgell, A.C. Bedford,
and Daniel Lord, Jr; Edgell resigns as Second VP and post abolished.
(MB)

Apr. 13, 1897 John Gore King Duer replaces H.H. Vreeland as LIRR director. (MB)

Apr. 27, 1897 LIRR director (?) Theodore A. Havemeyer (1839-1897) dies. (MB)

May 1, 1897 Ocean Electric Railway incorporated in N.Y.; to build an electric street
railway in Rockaway; controlled by LIRR. (NYState, )

May 8, 1897 Brooklyn Mayor Frederick W. Wurster signs the ordinance for the
Atlantic Avenue Improvement, requiring LIRR to remove tracks from
surface of Atlantic Avenue. (NYT)

May 11, 1897 LIRR Board authorizes making an agreement for a summer line of
steamboats between Montauk and Yarmouth, Nova Scotia; authorizes
extending branch to Port Washington. (MB)

May 18, 1897 Gov. Frank S. Black signs Atlantic Avenue Improvement bill; calls for a
board of seven Commissioners appointed by the Mayor of Brooklyn, one
of whom is to be a civil engineer and two to be nominated by the LIRR;
track is to be separated from grade by a combination of tunnels, cuts and
elevated structures west of Atkins Avenue, where it will rejoin the old
grade; the City of Brooklyn is to pay half the cost up to a maximum of
$1.25 million; however the bill contains an amendment that
Commissioners not do any work on behalf of the city until they are
satisfied that a subway will be built to lower Manhattan; project becomes
mired in political squabbles over rapid transit. (PL, RRGaz, NYState)

June 8, 1897 Chief Engineer Charles M. Jacobs reads report to LIRR Board on tunnel
from Flatbush Avenue to lower Manhattan. (MB)

June 1897 Future Agricultural Director Hal B. Fullerton (1857-1935) joins LIRR as
Special Agent in the Passenger Traffic Dept.; promotes the carrying of
bicycles for excursionists and other innovations; Fullerton issues a
pamphlet “Cyclists’ Paradise” noting LIRR has equipped baggage cars
with hooks for hanging bikes in two tiers from roof and walls, up to 156
per car. (NYT, PR, RRGaz)

June 30, 1897 Nassau Electric Railroad transfers lease of South Brooklyn Railroad &
Terminal Company to LIRR. (NYState)

Aug. 10, 1897 LIRR Board authorizes purchase of rights and franchises of Great Neck &
Port Washington Railroad. (MB)

Aug. 1897 LIRR builds hospital car in Morris Park Shops; to be stationed at Long
Island City. (RyW, RRGaz)

Aug. 19, 1897 LIRR is finishing a hospital car at Morris Park Shops; to be stationed at
Long Island City to be used in case of major accidents. (NYT)

Sep. 27, 1897 Queens County Jockey Club opens Aqueduct Racetrack near the LIRR’s
Rockaway Branch. (Trager)

Oct. 8, 1897 LIRR Pres. William H. Baldwin returns to New York on the St. Louis
from a European tour on which he has examined tunnels and subways; the
next day he gives an interview in which he states that a tunnel to Brooklyn
is feasible. (NYT)

Oct. 12, 1897 LIRR Pres. William H. Baldwin reports on recent trip to London to
examine the Underground; convinces him that a Flatbush Avenue-
Manhattan tunnel is feasible. (MB)

Oct. 1897 LIRR Pres. William H. Baldwin petitions Brooklyn Aldermen for tunnel
franchise from Flatbush Avenue to Cortlandt Street. (RyW)

Nov. 9, 1897 LIRR Board authorizes equipping 50 cars with Pintsch gas; replacing 56-
lb. rail between Jamaica and Manor with 80-lb. rail; purchasing five
anthracite-burning camelbacks from Brooks Locomotive Works. (MB)

Nov. 29, 1897 LIRR Board meets with Atlantic Avenue Commission. (MB)

Dec. 1897 LIRR announces plans to electrify suburban lines and build East River
Tunnel. (RyW)

Dec. 23, 1897 Montauk Indians file appeal to eject the LIRR from 6,000 acres on
Montauk Point, claiming they were never purchased legally. (NYT)

Jan. 11, 1898 LIRR Board authorizes sale of $1,121,0000 Consolidated Mortgage bonds
to United States Mortgage & Trust Company; authorizes making an
agreement with the New York Cab Company for service at 34th Street
ferry terminal. (MB)

Jan. 20, 1898 LIRR Pres. William H. Baldwin tells the Borough Board of Queens that
everything is being done to abate the smoke nuisance at Long Island City,
and that all locomotives will burn coke instead of soft coal by Apr. 1.
(NYT)

Mar. 5, 1898 LIRR acquires the stock of the Huntington Railroad, a streetcar line
between Huntington Station and Huntington Harbor; to be converted to
electric traction; LIRR now begins to buy up streetcar lines and charters in
its territory. (NYState, RyW, AR)

Mar. 8, 1898 LIRR Board authorizes purchase and electrification of Huntington
Railroad. (MB)

Mar. 1898 In recognition of bicycle craze, LIRR begins carrying bicycles in baggage
cars. (RyW - see 1897)

Mar. 16, 1898 Rockaway Village Railroad sold at foreclosure to the LIRR for $10,000.
(NYState)

Mar. 16, 1898 Flushing & South Shore Railroad incorporated in interest of LIRR to build
from Flushing to a point between Fenhurst and Woodsburg; not built.
(MB)

Mar. 18, 1898 Rockaway Village Railroad sold at foreclosure to the LIRR for $10,000;
later reorganized as the Ocean Electric Railway. (NYState)

Apr. 4, 1898 LIRR Board authorizes purchasing 15 elevated railway-type locomotives
from the Lake Street Railway at Chicago for pending rapid transit
services; approves acquisition of Rockaway Village Railroad. (MB)

Apr. 12, 1898 LIRR Board authorizes purchase of property of Frederick W. Dunton at
Jamaica. (MB)

Apr. 13, 1898 Brooklyn Elevated Railroad and LIRR sign the “Flatbush Avenue
Agreement”; LIRR is to build a connecting ramp to the elevated line at its
Flatbush Avenue Terminal and operate rapid transit trains from the turning
loop at the el terminal at the east end of Brooklyn Bridge with right of free transfer to the bridge cars. (MB)

Apr. 13, 1898 Brooklyn Elevated Railroad grants LIRR rights to operate over its elevated
lines to Brooklyn Bridge and to the Manhattan end of the proposed
Williamsburg Bridge; ramp track connections are to be built at Chestnut
Street in East New York and at 5 th Avenue & 36 th Street to the Prospect &
Coney Island Railroad; routes are to be from Broadway Ferry (and later
over Williamsburg Bridge) to Rockaway Park via Chestnut Street,
Brooklyn Bridge to Jamaica via Chestnut Street, and Brooklyn Bridge to
Coney Island via 36 th Street; Brooklyn El may also operate to Coney
Island via PP&CI Railroad; contract may be cancelled if LIRR builds a
tunnel to New York. (MB, NYState)

Apr. 1898 LIRR and West Jersey & Seashore Railroad contact with the Dustless
Roadbed Company. (RRGaz)

May 2, 1898 Camp Black opens of the Hempstead Plains for New York National Guard
units; LIRR carries 8,500 troops and baggage from its western terminals to
the camp on two days notice in a total of 170 coaches and 20 cars of
baggage; the camp draws its water from wells that may become
contaminated, and the soldiers suffer from exposure in their tents during
the wet spring. (NYT)

May 13, 1898 LIRR purchases Montauk Steamboat Company, Limited operating
summer-only passenger and freight steamers to Sea Cliff, Sag Harbor,
Block Island, and New London. (NO - Sea Cliff line and New London line
(?) added later)

May 22, 1898 LIRR carries about 50,000 visitors to military Camp Black on the
Hempstead Plains; this is the first Sunday since the camp opened that it
has not rained. (NYT)

May 31, 1898 City of New York renews ferry franchises to the LIRR, the 34 th Street
ferry for 10 years at $20,000, and the James Slip ferry for 5 years at
$8,000. (NYT)

June 14, 1898 Pres. Baldwin informs LIRR Board that as the Bay Ridge ferry won’t be
operated this year, he has contracted with the South Brooklyn Railroad &
Terminal Company and the Prospect Park & Coney Island Railroad for
ferry privileges between Whitehall Street and 39th Street, Brooklyn; Board
authorizes siding to State Hospital at Kings Point. (MB)

June 17, 1898 Huntington Railroad reopens as an electric trolley line under LIRR
control. (MB)

June 18, 1898 LIRR begins frequent race train service between Brooklyn Bridge and the
Sheepshead Bay Race Track. (MB)

June 23, 1898 Great Neck & Port Washington Railroad opens between Great Neck and
Port Washington; operated by LIRR. (Val, AR)

June 23, 1898 LIRR’s new summer timetable has about 1,200 trains. (RyW)

July 1, 1898 LIRR opens new station on Linden Boulevard in St. Albans, Queens, a
new development being built by a Manhattan syndicate. (Trager)

July 17, 1898 Joint service inaugurated by LIRR and Brooklyn Union Elevated Railroad
between Williamsburg ferry and Rockaway Park via connecting ramp
between Union Elevated and LIRR Atlantic Branch at Chestnut Street in
East New York. (RRGaz - Val - has 7/16 citing Eng file)

Aug. 5, 1898 Government is building a camp (Camp Wikoff) for the quarantine and
recuperation of troops from Cuba at Montauk, Long Island; LIRR is
forced to carry the men for low rate. (AR, NYT)

Aug. 5, 1898 LIRR transfers the right to purchase the Rockaway Village Railroad to the
Ocean Electric Railway in return for 60% of its stock and 20% of its
bonds; the Ocean Electric Railway becomes the second trolley line
acquired by the LIRR. (NYState)

Aug. 8, 1898 First troops bound for Montauk, consisting of elements of the 6 th Cavalry,
arrive at the PRR’s Jersey City Terminal at 4:00 AM; are delivered direct
to the LIRR at Long Island City on the ferry Jersey City; LIRR has
borrowed 10 heavy locomotives from the CNJ to help handle the troop
movements. (NYT)

Aug. 11, 1898 More Rough Riders from Florida arrive in Jersey City over the course of
the day; Gen. Young has embargoed the LIRR because of congestion
leading to Montauk; some of the men forwarded earlier have been
marooned in trains out on the line; new arrivals stay in Jersey City, where
they are welcomed into the homes of the residents. (NYT)

Aug. 22, 1898 Charles M. Reynolds deeds the portion of the former Central Railroad
Company of Long Island right-of-way from Lawrence Street, Flushing, to
Creedmoor to William H. Baldwin of LIRR. (Val)

Sep. 1898 LIRR Pres. William H. Baldwin informs the Board of Health that 25 of its
locomotives burn anthracite and 31% of its coal is anthracite, although it
costs twice the price of bituminous coal (RRGaz)

Oct. 25, 1898 N.Y. Board of Railroad Commissioners authorizes “temporary”
abandonment of LIRR rapid transit stops between Flatbush Avenue and
Chestnut Street pending construction of Atlantic Avenue Improvement;
stops are at Vanderbilt Avenue, Grand Avenue, Nostrand Avenue,
Brooklyn Avenue, Kingston Avenue, Troy Avenue, Utica Avenue, Ralph
Avenue, Saratoga Avenue, Rockaway Avenue, Pennsylvania Avenue, Van
Sicklen Avenue and Linwood Street. (NYState)

Nov. 15, 1898 LIRR Board authorizes new bridge over the Shinnecock Canal. (MB)

Nov. 26, 1898 Blizzard hits New York-Philadelphia area; LIRR blocked; suburban
service at Philadelphia suspended; trains between New York and
Philadelphia run 4 hours late. (NYT, RRGaz)

Nov. 29, 1898 LIRR buys a rotary snow plow. (RRGaz)

Dec. 3, 1898 LIRR finally opens both tracks between Mineola and Hicksville after the
blizzard. (RRGaz)

Dec. 13, 1898 LIRR Finance Committee reports to Board recommending the merger of
subsidiaries and a new $40 million mortgage on the whole property to
refund the floating debt and the bonds of subsidiary companies; propose
$3.2 million in modernization improvements over the next 10 years. (MB)

Dec. 21, 1898 New York City renews the LIRR’s license for the Long Island City-Pine
Street Annex ferry. (MB)

Jan. 3, 1899 New York Times reports that the New York Connecting Railroad, Oliver
W. Barnes, Pres., has secured a franchise for the Hell Gate Bridge; cost
estimate $4 million; plan is to link the NYC&HR and New Haven with the
LIRR and the South Brooklyn Railroad & Terminal Company, which
hopes to develop a deep-water ocean freight terminal. (NYT)

Jan. 19, 1899 Sen. Marshall of Brooklyn introduces three bills to permit LIRR and city
to remove steam tracks from Atlantic Avenue in Brooklyn; LIRR to have
right to operate surface track in avenue without steam; 25-year limit on
city franchises to be wiaved for East River Tunnel. (RRGaz)

Jan. 20, 1899 Tunnel engineer J. Vipond Davies (1862-1939) lectures at Brooklyn
Polytechnic Institute on the LIRR tunnel to lower Manhattan and the latest
underwater tunneling technologies. (NYT)

Jan. 26, 1899 Atlantic Avenue Railroad Company of Brooklyn, owner of LIRR line
between Brooklyn and Jamaica, merged into Nassau Electric Railroad
Company; eventually becomes part of city transit system. (NYState)

Jan. 31, 1899 Ex-Gov. Roswell P. Flower, now a traction promoter, denies rumors that
the Brooklyn Rapid Transit Company and the other elevated and surface
lines in Brooklyn are to be merged with the LIRR. (NYT)

Feb. 20, 1899 N.Y. Supreme Court in Brooklyn dissolves injunction against the ramp
connection between the LIRR and the elevated at Atlantic & Flatbush
Avenues. (NYT)

Mar. 4, 1899 Charles M. Jacobs and William H. Baldwin speak at Union League in
New York on tunnel railroads; say LIRR plans are nearly completed.
(RRGaz)

Mar. 13, 1899 Nassau County Railway incorporated in N.Y. to build trolley line from
Sea Cliff to landing; controlled by LIRR. (MB, NYState)

Mar. 20, 1899 Nassau Belt Line Traction Company incorporated in N.Y. to build
Hempstead-Rockville Centre-Lynbrook-Long Beach; controlled by LIRR;
unable to acquire all franchises. (NYState, )

Apr. 1, 1899 LIRR signs “Agreement of Alliance” with the Brooklyn Rapid Transit
Company covering exchange of trackage rights and division of territory;
LIRR to confine itself to the area east of College Point, Flushing and
Jamaica; BRT to have a free hand west of those points, and the LIRR is to
engage in no further expansion there; the Long Island Electric Railway is
to belong to the LIRR; the BRT is to build a connection with the
Manhattan Beach Branch of the LIRR at Sheepshead Bay and operate
electric cars over the LIRR between New York and Manhattan Beach.
(MB)

Apr. 1, 1899 As part of the division of territories, the Brooklyn Heights Railroad, a
subsidiary of the Brooklyn Rapid Transit Company, assumes operation of
Prospect Park & Coney Island Railroad under lease from LIRR; LIRR
retains ownership. (RRGaz)

Apr. 2, 1899 LIRR Pres. William H. Baldwin and Brooklyn Rapid Transit Company
Pres. Rossiter announce the “Agreement of Alliance.” (NYT)

Apr. 4, 1899 N.Y. Assembly defeats all three LIRR tunnel bills, including one for
perpetual franchise. (RRGaz)

Apr. 29, 1899 LIRR Pres. William H. Baldwin says that he is pleased by the passage of
the Marshall Bill governing the Atlantic Avenue Improvement and East
River Tunnel and is sure that the mayor will sign it. (NYT)

May 3, 1899 Gov. Theodore Roosevelt signs the Marshall Bill permitting the LIRR to
depress its tracks in Atlantic Avenue and make a connection with the East
River Tunnel. (NYT)

May 6, 1899 LIRR stockholders approve new $45 million, 50-year Gold bonds. (MB)

May 10, 1899 LIRR Board approves the exchange of the tugboat Montauk and the lighter
Long Island to the River & Harbor Transportation Company in exchange for the steamboat Old Glory; also selling car floats Nos. 2-8 to River & Harbor Transportation Company. (MB)

May 13, 1899 LIRR buys the Montauk Steamboat Company, Limited, operating the
steamboats Shinnecock and Montauk between Wall Street, New York, and
Orient Point, Greenport, Shelter Island and Sag Harbor; three-fifths of the
stock has been held by Joseph Fahys & Co., watch case manufacturers
with a factory at Sag Harbor. (NYT)

May 1899 LIRR places its own boat, the Old Glory which it soon renames Nassau,
on the Pine Street Annex ferry, which it had formerly contracted out.
(Seyfried, AR)

May 24, 1889 Joint service inaugurated by LIRR and Brooklyn Union Elevated Railroad
between the Brooklyn end of the Brooklyn Bridge and Jamaica via the
ramp at Flatbush Avenue. (AR)

May 25, 1899 LIRR assumes the operation of the Montauk Steamboat Company,
Limited, operating the steamboats Shinnecock and Montauk between Wall
Street, New York, and Orient Point, Greenport, Shelter Island and Sag
Harbor; includes the only available docking facilities at Greenport and
Shelter Island; anticipate an increase in rates, as the old company was an
aggressive rate cutter on freight to and from eastern Long Island. (AR,
NYT)

May 28, 1899 Joint service inaugurated by LIRR and Brooklyn Union Elevated Railroad
between Brooklyn end of Brooklyn Bridge and Rockaway Park via
connecting ramp at Flatbush Avenue Station.

June 1899 LIRR publishes Unique Long Island, a paperback tourist book containing
photos of Island life, including Camp Black and Camp Wyckoff. (NYT)

June 1899 LIRR is experimenting with the Cox third rail and also with trolley wire
electrification. (ATO)

June 20, 1899 New York & Long Island Terminal Railway incorporated to build a tunnel
from the LIRR station at Flatbush Avenue, Brooklyn, to Fulton Street and
West Broadway in lower Manhattan in interest of LIRR; J. Vipond
Davies, Chief Engineer; Charles M. Pratt, August Belmont, William H.
Baldwin, William G. Oakman, Levi P. Morton, et al. among the directors.
(NYState, ASCE, MB, RRGaz, RyW, NYT)

June 29, 1899 N.Y. Board of Railroad Commissioners approves LIRR discontinuing its
rapid transit stations at Chester Park, City Line, Norwood Avenue,
Rockaway Avenue, Saratoga Avenue, Ralph Avenue, Troy Avenue,
Kingston Avenue, Brooklyn Avenue, Grant Avenue, Vanderbilt Avenue
and Bedford Avenue station in favor of stopping all trains at Nostrand
Avenue; also discontinuing stations at Van Siclen Avenue, Pennsylvania
Avenue and Howard House in favor of a new East New York station at
Bradford Avenue. (NYState)

June 30, 1899 Charles Minthorn “Mile-a-Minute” Murphy (1870-1950) sets a bicycle
record of 62 MPH on LIRR near Patchogue; was running on planks set
between the rails with a train running ahead to act as a wind break.
(RRGaz)

July 6, 1899 New York Railroad Commission approves the LIRR request to
discontinue the following stations for rapid transit service on Atlantic
Avenue, pending the start of the Atlantic Avenue improvements: Chester
Park, City Line, Norwood Avenue, Rockaway Avenue, Saratoga Avenue,
Ralph Avenue, Troy Avenue, Kingston Avenue, Brooklyn Avenue, Grant
Avenue, and Vanderbilt Avenue; also to discontinue Bedford Station and
stop all trains at Nostrand Avenue, and discontinue Van Siclen Avenue,
Pennsylvania Avenue and Howard House and replace them with a new
station near Bedford Avenue. (NYT)

July 23, 1899 Ocean Electric Railway begins operating electric trolleys over LIRR
between Rockaway Park and Far Rockaway.

July 28, 1899 Brooklyn Rapid Transit Company begins running through trains from the
east end of the Brooklyn Bridge direct to Manhattan Beach over the Kings
County Elevated, Brooklyn & Brighton Beach Railroad and New York,
Brooklyn & Manhattan Beach Railway (LIRR). (NYT)

Aug. 1, 1899 Phillip Wallis, formerly with Lehigh Valley Railroad, named
Superintendent of Motive Power & Equipment of LIRR, replacing Samuel
F. Prince, Jr., who joins the Reading. (RRGaz)

Sep. 13, 1899 LIRR Board approves purchase, effective May 25, 1899, of 3,000 shares
of the Montauk Steamboat Company, Limited, for $200,000 and the
assumption of $94,000 of old bonds. (MB)

Oct. 4, 1899 LIRR orders all trainmen to address women as “Madame,” not “Lady.”
(NYT)

Oct. 17, 1899 LIRR abandons passenger service on the Northport Spur.

Dec. 19, 1899 South Brooklyn Railway & Terminal Company sold at foreclosure for
$150,000 to Samuel C. Herriman; is 1.0 mile long and leased to LIRR and
Brooklyn, Bath & West End Railroad. (NYState, RRGaz)

Dec. 30, 1899 Long Island Railroad Terminal Company incorporated to build line from
Laurel Hill, Queens, on LIRR two miles to Newtown Creek; incorporators
include Reon Barnes and Henry V. Palmer, who hope to develop a marine
terminal on 138 acres on Newtown Creek near Grand Street; nothing done
under this charter. (NYT, NYState)

Jan. 29, 1900 New York Joint Committee on Railroads holds hearings on LIRR tunnel.
(RyW)

Feb. 24, 1900 LIRR Pres. William H. Baldwin announces that he expects to receive bids for
the New York & Long Island Terminal Railway’s East River tunnel by Mar.
8. (NYT)

Mar. 8, 1900 LIRR Pres. William H. Baldwin unexpectedly withdraws the New York &
Long Island Terminal Railway’s application for an East River tunnel franchise
before the Municipal Assembly, where it has been deadlocked for over a year;
notes that the project cannot earn a profit, so the LIRR will wait upon
developments of the proposed municipal subway extension to Brooklyn.
(NYT)

Mar. 13, 1900 LIRR Pres. Baldwin reports that New York & Long Island Terminal Railway
has today withdrawn its application for a franchise; still wants tunnel to
Manhattan, but not coupled to Atlantic Avenue law. (MB, NYT)

Mar. 14, 1900 LIRR announces it has decided to proceed with the Atlantic Avenue
Improvement independent of the tunnel to Manhattan. (NYT)

Apr. 7, 1900 Reports continue to circulate that the NYC&HR will merge or make an
alliance with the LIRR. (NYT)

Apr. 1900 Charter of the Atlantic Avenue Elevated Railroad (LIRR subsidiary) expires
for non user. (MB)

May 1, 1900 Charles M. Pratt and Lewis Cass Ledyard of LIRR voting trust write to Pres.
Cassatt with offer to sell up to 140,000 shares of LIRR at par 50, deliverable
by July 10. (MB)

May 2, 1900 LIRR stock hits 82, having risen from 40 over the last 10 or 12 days; rise is
attributed to a pending traffic contract between the LIRR, New York
Connecting Railroad and NYC&HR, but is really caused by the pending sale
to the PRR. (BrklnEgle)

May 3, 1900 Pres. Cassatt accepts the offer of the Pratt Syndicate for LIRR stock; presents
the offer to a special meeting of Road Committee; notes he had been
considering the purchase for some time; presents to directors primarily as a
means to gain access to industrial areas of Brooklyn; Penn Station scheme is
not yet made known to the Board; Cassatt had originally proposed joint
ownership with NYC&HR, and they suggested that New Haven join also;
however Cassatt purchases sole control. (MB)

May 3, 1900 NYC&HR denies that it seeks control of the LIRR. (BrklnEgle)

May 5, 1900 PRR Board approves LIRR purchase; authorizes sale of West Virginia &
Pennsylvania Railroad to B&O for $41,300; subscribes $25,000 to Pan-
American Exposition in Buffalo; approves modification to NY&LB operating
contract lifting restrictions on number of trains CNJ may operate in connection
with its Sandy Hook Route steamboats. (MB)

May 5, 1900 PRR Second VP Charles E. Pugh announces to the press that the PRR has
purchased the LIRR. (NYT)

May 7, 1900 Brooklyn Heights Railroad grants LIRR the right to operate the Prospect Park
& Coney Island Railroad between 9th Avenue & 20th Street and Coney Island
for the racing seasons at the Brooklyn Jockey Club commencing May 20,
1900. (NYState)

May 8, 1900 LIRR Pres. William H. Baldwin leaves for Europe to study tunnel and subway
systems. (NYT)

May 11, 1900 PRR denies rumors that it proposes to borrow $15 million for one year from a
group of New York banks to finance acquisitions of LIRR, B&O, C&O, N&W
and Erie & Western Transportation Company. (NYT)

May 14, 1900 United States Mortgage & Trust Company, agent for LIRR voting trust, makes
first official public announcement of agreement for sale of all its stock to PRR.
(NYT)

May 1900 LIRR Pres. Baldwin lets option on Newbold Lawrence Estate on west side of
6th Avenue between 33rd & 34th Streets lapse as price of $1.6 million is too
high; was to have been site of LIRR underground terminal; two weeks later
site is sold to Morgenthau Syndicate for $2 million and becomes site of Saks
department store. (ASCE)

May 21, 1900 New York Connecting Railroad begins surveying between Harlem River and
Fresh Pond Jct. on the LIRR, now the southern destination instead of
Bushwick. (BrklnEgle)

Spring 1900 William H. Baldwin and Samuel Rea purchase two 25 foot lots on 33rd Street
east of Broadway as site for LIRR underground Manhattan terminal; also
prepare plans for extending up 7th Avenue to 45th Street. (ASCE)

June 2, 1900 Pratt Syndicate signs contract for delivery of 135,851 shares of LIRR stock to
PRR at 50. (MB)

June 4, 1900 First meeting between A. J. Cassatt and LIRR Pres. William H. Baldwin at
New York; Baldwin had just returned from examining London Underground
railroads; Samuel Rea is now in Europe making a more detailed examination.
(RyW)

June 11, 1900 John P. Green, Charles E. Pugh, Sutherland M. Prevost and C.M. Bunting
elected to LIRR Board, replacing the Maxwell & Graves group; Charles M.
Pratt resigns as VP; Bunting is to serve until Samuel Rea returns from Europe;
Green, Pugh and Prevost are named VP’s with same ranking as on PRR. (MB,
RRGaz)

July 17, 1900 Samuel Rea replaces C.M. Bunting as LIRR director; LIRR adopts new
bylaws and regular PRR officers elected to all posts, making it a de facto
Grand Division of the PRR. (MB)

Aug. 6, 1900 Former LIRR VP Benjamin S. Henning (1828-1900) dies. (pastperfectonline)

Sep. 12, 1900 PRR Board agrees to guarantee North River Bridge Company 200,000 cars per
year at $4 per car as its share of traffic to union depot in New York as
requested by Bridge Company; agreement is contingent upon all railroads
joining plan, and most are unwilling to do so; only Reading has made any response, and that is negative; plan calls for LIRR to come in tunnel to point under North River Bridge terminal; Gustav Lindenthal hopes to have bridge built by a syndicate that includes PRR and the Vanderbilts with financing by
Mercantile Trust Company and Kuhn, Loeb & Co. (MB, AJC 2/39, 32/23)

Sep. 12, 1900 LIRR inaugurates an express commuter train to Huntington, making the run
from Long Island City in 1:00. (NYT)

Sep. 13? 1900 LIRR adopts PRR form of organization and certain officers. (NYT)

Sep. 14, 1900 Old LIRR Executive Committee resigns and new Executive Committee
appointed, consisting of August Belmont, Sutherland M. Prevost, John P.
Green, Charles E. Pugh, Samuel Rea, William H. Baldwin and R. Somers
Hayes. (MB)

Oct. 3, 1900 LIRR Pres. Baldwin reports that Board of Rapid Transit Commissioners has
approved Flatbush Avenue-Lower Manhattan tunnel; LIRR charters steamboat
Shinnecock to Joy Steamship Company for the winter. (MB)

Oct. 4, 1900 LIRR releases strip of old right of way of Rockaway Railway Company
between Far Rockaway and Rockaway Beach to George Bullwinkle and
William Scheer. (MB)

Oct. 21, 1900 LIRR Pres. William H. Baldwin announces that PRR will build East River
tunnels on one or more of three routes to bring LIRR into Manhattan; exact
choice will depend on Board of Rapid Transit Commissioners' plans for
subway tunnels to Brooklyn; notes that Pres. Cassatt has given the matter close
attention since his return from Europe and Chief Engineer William H. Brown
is preparing plans; also notes that Paul K. Ames, receiver of Long Beach
Improvement Company, is to develop Long Beach as a resort equal to Atlantic
City, for which LIRR will provide rapid transportation from New York,
similar to that provided by PRR between Philadelphia and Atlantic City.
(NYT)

Oct. 27, 1900 LIRR moves offices of Pres. & Secretary to 128 Broadway in Manhattan.
(RRGaz)

Oct. 29, 1900 Pres. Cassatt meets with Pres. William H. Baldwin of the LIRR, Charles M.
Jacobs, his tunnel expert, and August Belmont and Walter G. Oakman (1845-
1922) of the IRT's Rapid Transit Subway Construction Company regarding the
LIRR's tunnel to 33rd Street. (AJC 32/1)

Nov. 2, 1900 Pres. A. J. Cassatt meets with John D. Crimmins of City Trust Company of
New York, representing Metropolitan Street Railway interests; Crimmins
urges LIRR to locate its terminal between 32nd & 33rd Streets east of 4th
Avenue instead of at 42nd Street. (AJC 32/1)

Dec. 1, 1900 PRR establishes transfer office on 16th floor of American Exchange National
Bank Building at Broadway & Cedar Street in New York under new Assistant
Secretary Robert H. Greff, and is listed on the New York Stock Exchange;
hitherto only listed on Philadelphia Exchange and traded in New York as a
unlisted stock; the LIRR offices move from 23 Nassau Street to the 9th and
parts of the 10th & 11th floors of the same building. (MB, AR, NYT, RyW)

1900 New York & North Shore Railway opens trolley line between Flushing and
Jamaica. (when control by LIRR?)

1900 August Belmont syndicate buys New York & Long Island Railroad with
charter for tunnel between Long Island City and 42nd Street. (Seyfried - Hood
says early 1902 - yes in 1900 was controlled by Col. John J. McCook who
offered it to PRR but rejected because price too high; acq. by Belmont after
1901 - LIRR then got charter for LI Extension RR in 1901 see AJC)

Jan. 4, 1901 Pres. William H. Baldwin informs LIRR Board that he has purchased the
steamboat Hingham at Boston for the Montauk Steamboat Company, Limited.
(MB)

Jan. 15, 1901 LIRR divides Traffic Dept. into Freight and Passenger Depts.; post of Traffic
Manager abolished, and Howard Mapes Smith (1848- ) appointed General
Passenger Agent and W.J. Rose General Freight Agent. (Guide, PRRBio)

Mar. 14, 1901 New York City Mayor Robert A. Van Wyck vetoes the Atlantic Avenue
Improvement Bill, calling it a giveaway to the LIRR; it obligates the city to
pay half the cost or $1.25 million. (NYT)

Apr. 12, 1901 LIRR Board agrees to take PRR's interest in Brooklyn, New York & Jersey
City Terminal Railway. (ASCE)


Apr. 12, 1901 LIRR Board appoints a conference committee with the Brooklyn Rapid Transit
Company and the Rapid Transit Subway Construction Company re tunnel
matters; abolishes post of Traffic Manager and names H.M. Smith General Passenger Agent and W.J. Rose General Freight Agent. (MB)

May 9, 1901 Pres. A. J. Cassatt writes to VP Samuel Rea to make sure that August Belmont
makes 34th Street an express stop on the IRT subway so as to serve new LIRR
tunnel; is not done, and 33rd Street becomes a local stop only. (AJC)

May 21, 1901 New York City approves the extension of the subway tunnel from City Hall to
Flatbush Avenue, Brooklyn. (LIRR AR)

May 23, 1901 Pres. A. J. Cassatt rejects August Belmont's suggestion that LIRR give up its
plan to build an uptown tunnel and have it built by his Rapid Transit Subway
Construction Company; Cassatt wants LIRR to have its own tunnel, preferably
terminating under 42nd Street in front of Grand Central Station. (AJC)

May 28, 1901 PRR signs memo of understanding with August Belmont; PRR and LIRR are
to organize a company to build a tunnel to 33rd Street to pressure owners of
42nd Street tunnel franchise (New York & Queens County Railway? or New
York & Long Island Railroad?) into selling to Belmont at a reasonable price;
Belmont will turn the 42nd Street property over to the LIRR once he gets the
franchise; LIRR will then build to 42nd Street and make connection with the
IRT subway at Grand Central Station. (AJC 32/1)

June 3, 1901 Pres. Cassatt writes to August Belmont demanding that LIRR and not Belmont
build the 42nd Street tunnel; calls for a new conference. (AJC 32/1)

June 18, 1901 Long Island Extension Railroad incorporated in N.Y. with capital of $1 million
to build a tunnel under East River at 33rd Street to 7th Avenue and then up 7th
Avenue to 45th Street; to be operated with rapid transit cars and connected to
LIRR’s Long Island City terminal by elevators; plan calls for tunnel under
33rd Street to two-track subway-type station 80 feet below grade served by
banks of large elevators and another elevator connection to LIRR station in
Long Island City; Samuel Rea, Pres.; was a ruse as per agreement with August
Belmont. (NYState, MB, RRGaz, AJC 32/23)

June 25, 1901 LIRR places leased City of Lawrence of the Norwich & New York
Transportation Company in summer service for the Montauk Steamboat
Company, Limited, after sale of the Montauk to the Algoma Central & Hudson
Bay Railway in Canada. (MB - should be 1902!!)

July 1, 1901 LIRR assumes operation of New York & Rockaway Beach Railway between
New York & Rockaway Beach Jct. and Far Rockaway. (MB, Val)

July 10, 1901 Pres. Baldwin informs LIRR Board that the Brooklyn & Rockaway Beach
Railroad has appealed the court ruling seeking restoration of the use of the
LIRR’s track between East New York and Greenpoint, including the portion
between Cooper Avenue Jct. and Greenpoint that has been abandoned. (MB)

July 10, 1901 LIRR Executive Committee authorizes formation of Northport Traction
Company. (MB)

July 1901 LIRR purchases two tracts with over one mile of waterfront on Newtown
Creek at Long Island City. (RyW)

July 24, 1901 City of New York contracts for extension of IRT subway from City Hall to
LIRR terminal at Flatbush Avenue, Brooklyn. (AR)

Aug. 1901 LIRR announces in will install 100-lb. rails between Long Island City and
Valley Stream on the Montauk Division. (RRGaz)

Aug. 27, 1901 Northport Traction Company incorporated in N.Y. in the interest of the LIRR

Sep. 3, 1901 LIRR deeds Long Island Extension Railroad a right of way at Long Island
City. (MB)

Sep. 21, 1901 Gustav Lindenthal submits his own study for a Hudson River Tunnel to Pres.
Cassatt; believes that the river bottom is not solid enough to support a tunnel
above a depth of at least 115 feet at the center and may have to be 100 feet
deep at the pierhead line; therefore, the grades would be too steep; dismisses
schemes put forward by others for building the tunnel as an "underwater
bridge" supported on piles going down to bedrock (an idea which is initially
incorporated in the PRR's tunnel plan); raises question of tunnel ventilation
and inability to serve local traffic with streetcars from Jersey City Heights; still
urges PRR to build a union station for all railroads on the west bank of the
Hudson under its own control; submits a reduced estimate for fewer tracks on
the bridge to serve only the PRR, B&O, Erie and NYO&W and calls for LIRR
to run into a basement loop under the bridge terminal. (AJC 2/39)

Sep. 27, 1901 Long Island Extension Railroad applies to the New York Rapid Transit
Commission for a franchise for a tunnel from the LIRR in Long Island City to
33rd Street & 7th Avenue and then north to 45th Street & 7th Avenue. (NYState)

Sep. 28, 1901 LIRR agrees with Brooklyn Heights Railroad to operate steam service over the
Prospect Park & Coney Island Railroad between the 39th Street ferry and
Manhattan Beach via Parkville Jct. during the summer season of 1902. (MB)

Fall 1901 Pres. A. J. Cassatt calls meeting of VP Samuel Rea, LIRR Pres. William H.
Baldwin, and tunnel engineer J. Vipond Davies, who had designed LIRR's
proposed midtown tunnel and was a consultant on the old Hudson Tunnel
Railway; presents his ideas for Penn Station; Davies advises that Cassatt's
original plan to put the station at 4th Avenue is impractical because of the
steep grade required to pass under the East River; station site is then moved to
7th Avenue. (ASCE)

Oct. 7, 1901 LIRR secures stock control of Long Island Construction Company; used for
various construction projects, including Montauk and Port Washington
extensions. (MB)

Oct. 14, 1901 Pres. A. J. Cassatt notes to LIRR Pres. Baldwin that the first J. Vipond Davies
plan for Penn Station places the east front on 6th Avenue and is too expensive.
(AJC 32/1)

Oct. 1901 LIRR secures control of Long Island Express Company. (MB)

Oct. 18, 1901 LIRR Board authorizes disposing of equipment of Prospect Park & Coney
Island Railroad. (MB)

Nov. 8, 1901 LIRR contracts for Atlantic Avenue Improvement between Flatbush Avenue
and Atkins Avenue, Brooklyn. (AR)

Dec. 3, 1901 Work begins on Atlantic Avenue Improvement to remove LIRR tracks from
surface of Atlantic Avenue, Brooklyn, between Flatbush Avenue and East
New York. (NYT, RRGaz)

Dec. 13, 1901 Samuel Rea and LIRR Pres. William H. Baldwin present a more detailed
description of New York tunnel project to the press; are more vague about the
new station, but say it will include a large hotel and use very large elevators to
move passengers to and from the platforms; will resemble the Gare du Quai
d'Orsay but be twice the size; the Herald publishes a crude aerial perspective
rendering of the Jacobs & Davies plan, which shows a perimeter screen 5½
storeys tall in the Empire style with mansard roofs surrounding a glass-roofed
center section; the hotel will be on the west side; the main entrance will be at
32nd Street & 7th Avenue, from which a broad ramp will descend to the waiting
room level 18 feet below grade, where a wide gallery will overlook the tracks
another 16 feet down; carriage drives will also descend to the gallery level;
certain elements will be carried over to the final design, but the perimeter
buildings will be lower, in the Roman revival style, and with no hotel and
minimal office space. (NYT, NYHerald)

Dec. 17, 1901 LIRR Pres. William H. Baldwin recommends McKim, Mead & White to VP
Samuel Rea for post of consulting architects on Penn Station, claiming they
are familiar with railroad station work, which they are not; they are, however,
probably the most prestigious firm in New York. (AJC 32/14, McKM&W)

Dec. 24, 1901 LIRR Board authorizes negotiations with PRR for use of Penn Station in lieu
of Long Island Extension Railroad. (MB)

ca. 1901 LIRR provides a private commuter club car Rockaway for the members of the
Rockaway Hunt Club; a total of three successive cars are provided until 1971.
(Keystone)

1901 PRR and LIRR purchase Brooklyn, New York & Jersey City Terminal
Railway Company to control franchise for Brooklyn-Jersey City tunnel.

Jan. 14, 1902 LIRR Pres. William H. Baldwin recommends Bradford L. Gilbert as architect
for Penn Station. (AJC 32/20)

Feb. 13, 1902 LIRR grants PRR trackage rights from Bay Ridge and Long Island City to East
New York, Bushwick, and Flatbush Avenue for freight and passenger trains;
they are never exercised and are cancelled in 1916. (MB)

Feb. 15, 1902 LIRR appoints J. T. Stuart Engineer for special projects. (MB)

Apr. 11, 1902 LIRR appoints George Gibbs Electrical Engineer to develop electric traction
plans; authorizes applying for grade crossing elimination on Manhattan Beach
Branch; Board discusses providing trolley service between Mineola and Far
Rockaway over New York Bay Extension Railroad and extending the Wading
River Branch to Riverhead and abandoning the line between Eastport and
Manor; authorizes Pres. Baldwin to take up matter of abolishing grade
crossings on the Manhattan Beach & Bay Ridge Divisions with the city
authorities. (MB)

Apr. 11, 1902 LIRR Executive Committee authorizes extension of new Holban freight yard
east of Rockaway Jct. (MB)

Apr. 15, 1902 LIRR acquires stock of River & Harbor Transportation Company. (MB)

Apr. 1902 LIRR assumes operation of parlor cars on its lines from Long Island Parlor Car
Coach Company. (MB)

Apr. 17, 1902 Committee on New York Terminal recommends purchase of additional land
west of 9th Avenue to create turn-around yards for LIRR electric MU trains.
(AJC 32/24)

Spring 1902 LIRR relays Jamaica-Valley Stream on the Montauk Division with 100-lb.
rail. (RyW)

May 15 ,1902 Mineola, Hempstead & Freeport Traction Company trolley line opens on Main
& Greenwich Streets between the LIRR at Hempstead Crossing and Scott’s
Dock in Freeport. (Seyfried)

May 29, 1902 Mineola, Hempstead & Freeport Traction Company the LIRR at Hempstead
Crossing and Old County Road in Mineola. (Seyfried)

June 1, 1902 LIRR grants ferry employees an 8% wage increase. (MB)

June 25, 1902 LIRR begins seasonal East End service, including the Hampton Express,
Shelter Island Express, Hamptons Friday Special (all parlor car), and Shelter
Island Friday Special. (NYT)

July 1, 1902 LIRR begins operating Long Island Railroad Company, North Shore,
Northport Jct. to Wading River, under operating agreement; is to be extended
to Brookhaven between Wading River and Manor, which is not carried out.
(Val, MB)

July 1, 1902 LIRR appoints J. Stanley Brown Assistant to Pres. (MB)

July 2, 1902 Nassau County Railway opens trolley line between Sea Cliff and Sea Cliff
Station on LIRR (1.59 mi.). (AR, Seyfried)

July 9, 1902 LIRR contracts with Westinghouse, Church, Kerr & Co. as engineers for
electrification. (MB)

Aug. 29, 1902 Great Neck & Port Washington Railroad, Montauk Extension Railroad
(Bridgehampton-Montauk), and New York Bay Extension Railroad (Valley
Stream-Country Life Press) merged into LIRR under agreement of Aug. 26,
1902. (Val, C&C)

Sep. 3, 1902 Long Island Coal Supply Company dissolved after being acquired by LIRR.
(MB)

Sep. 11, 1902 City of New York signs subway contract no. 2 with IRT for extension of
subway from City Hall to LIRR terminal at Flatbush Avenue, Brooklyn.
(RTinNYC)

Sep. 11, 1902 Mineola, Hempstead & Freeport Traction Company begins trolley service
between Belmont Park and Hempstead with a gap where it crosses the LIRR
West Hempstead Branch. (Seyfried)

Sep. 15, 1902 Marine Engineers Beneficial Association Local No. 33 on LIRR ferries
demands further 30% wage increase. (MB)

Sep. 26, 1902 LIRR General Superintendent W.F. Potter refuses request of Marine Engineers
Beneficial Association for wage increase. (MB)

Oct. 1, 1902 LIRR ferry strike averted at the last minute when all East River ferries except
the 92nd Street agree to a 30% wage increase; LIRR Board proposed
abandoning the James Slip ferry, which operates at a loss. (MB)

Oct. 9, 1902 Future LIRR historian Felix E. Reifschneider (1902-1986) born at Brooklyn,
N.Y. (LIRRInfoBlltn)

Nov. 1902 Charles L. Addison (1868- ) named Superintendent of the LIRR. (PRRBio)

Dec. 4, 1902 Glen Cove Railroad incorporated in N.Y. to build street railroad from Glen
Cove Landing to Sea Cliff; controlled by LIRR. (MB, NYState)

Dec. 8, 1902 Merchants' Association of New York receives reply of Pres. Cassatt to query
of Dec. 5 regarding PRR's intentions as regards LIRR and Montauk Point;
Cassatt states that PRR never had any intention of creating a rival port at
Montauk, as no shipper would pay the extra railroad freight charges; tunnels
are to be for passengers only to get better share of New York passenger market
and develop LIRR suburban and resort traffic; freight will be floated to Bay
Ridge or distributed by water to vessels and piers; Association sends letter
endorsing PRR franchise to Board of Aldermen. (NYT)

Dec. 18, 1902 Long Island City terminal and offices of LIRR destroyed by fire; quickly
replaced by a temporary station. (MB, AR)

Dec. 19, 1902 LIRR Board resolves to remove upper storey of Long Island City terminal and
put on new roof, restoring it as a one-storey building within the same walls.
(MB)

1902 LIRR station at Oyster Bay is extensively remodeled with new platform
canopies by architect Bradford L. Gilbert to accommodate Pres. Theodore
Roosevelt, whose home, “Sagamore Hill,” is nearby. (LIRR)

Feb. 24, 1903 NYC&HR Electric Traction Committee meets with representatives of the New
York City Rapid Transit Commission and the LIRR to agree on a standard
third-rail system, as it is thought that some cars will be used in through service
over both the railroads and subways; the LIRR and the subways and elevateds
have already chosen an over-running third rail. (Middleton/RLHS)

Mar. 16, 1903 Brooklyn, New York & Jersey City Terminal Railway Company dissolved
after PRR and LIRR drop plans for a connection from Jersey City across lower
Manhattan. (LIRR MB, SRea)

Apr. 26, 1903 LIRR opens new Long Island City terminal station to replace the one
destroyed by fire. (AR)

Apr. 27, 1903 Metropolitan Jockey Club opens Jamaica Racetrack near the LIRR. (Trager)

Apr. 28, 1903 LIRR appoints L.V. Morris Engineer, replacing J. T. Stuart; authorizes
negotiating the sale of its south track between Bushwick Jct. and Glendale to
New York Connecting Railroad. (MB)

May 9, 1903 Special New York act creates Brooklyn Grade Crossing Commission and
authorizes the "Bay Ridge Improvement,” a grade crossing elimination
program between Fresh Pond and Bay Ridge, plus Manhattan Beach Branch
on LIRR, and the “Brighton Beach Improvement,” elevating the tracks of the
Brighton Beach line of the Brooklyn Union Elevated Railroad; of the five
Commission members, one is to be a civil engineer and one each is to be
nominated by the LIRR and the Brooklyn Heights Railroad (BRT interests);
the Manhattan Beach Branch of the LIRR is to be relocated onto a joint
embankment with the Brighton Beach elevated line between Avenue M and
Neptune Avenue; the city is to contribute $3.75 million. (Val, NYState, AR)

May 28, 1903 LIRR opens Atlantic Avenue Improvement between East New York and
Atkins Avenue. (AR)

June 1, 1903 South Brooklyn Railway leased to the Brooklyn Heights Railroad Company;
operation by LIRR ends. (NYState)

June 8, 1903 LIRR conveys one track between Glendale and Bushwick Jct. to New York
Connecting Railroad so that the New York Connecting Railroad may be
eligible for a franchise from the New York Board of Rapid Transit
Commissioners; however, the track itself is leased back to the LIRR on May
31, 1904. (MB, NYState)

June 15, 1903 A. L. Langdon (1846- ), formerly with the Cumberland Valley Railroad and
Great Southern Despatch, named General Freight Agent of the LIRR.
(PRRBio)

July 9, 1903 N.Y. Board of Railroad Commissioners approves LIRR application to
eliminate stations on Atlantic Avenue at Bradford and Linwood Streets, to be
replaced by new station on elevated track at Warwick Street. (NYState)

July 20, 1903 LIRR elevated railroad on Atlantic Avenue opens in both directions between
Snediker (or Williams?) and Atkins Avenues. (NYT - official rept says
Manhattan Crossing to borough line - C&C has 5/28/03 - is this a different
section)

Aug. 15, 1903 LIRR completes double-tracking between Valley Stream and Far Rockaway. (C&C)

Sep. 12, 1903 LIRR Executive Committee authorizes withdrawal from the American
Railway Association per diem agreement. (MB)

Sep. 27, 1903 New York & Long Island Traction Company opens a bridge across the LIRR’s
West Hempstead Branch, closing the gap on its direct line between Queens
and Hempstead. (Seyfried)

Oct. 9, 1903 Storm surge and high tide causes the flooding of the Hudson River at New
York City from West Street back to Washington Street; at the PRR’s Cortlandt
Street ferry, some passengers ride back and forth until it is safe to go ashore,
while others are carried to dry land by rowboats or a teamster’s wagon; 1 to 2
inches of water on the floors of the ferry houses; inbound trains on the LIRR
run 0:30 to 1:00 late, and high tides run as far inland as Jamaica; a rockslide
blocks the PRR main line at Marion Station for about 10 minutes, and other
slides block the Bergen Hill Cut on the CNJ’s Newark Branch; a slide at Water
Witch near Atlantic Highlands forces the CNJ to end Sandy Hook Route boat
service a few days early. (NYT)

Oct. 1903 LIRR discontinues rapid transit service between Long Island City and East
New York via Fresh Pond Jct.

Oct. 29, 1903 Kuhn, Loeb & Co. takes $10 million of LIRR Refunding Mortgage bonds and
$10 million of PB&W First Mortgage bonds. (NYT)

Oct. 30, 1903 LIRR Executive Committee approves $45 million 4% Refunding Mortgage
bonds due on Mar. 1, 1949, the same as the Unified Mortgage bonds; $10
million are sold through Kuhn, Loeb & Co. at 95 for a 1% commission;
proceeds to be used for improvements and to reimburse the PRR; the maturity
of this huge debt in 1949 will trigger the company’s bankruptcy. (MB)

Fall 1903 LIRR completes 3rd and 4th track between Woodhaven Jct. and Jamaica Bay
on Rockaway Branch.

Nov. 15, 1903 LIRR opens Division No. 2 of the Atlantic Avenue Improvement. (AR)

Nov. 23, 1903 LIRR elevated section of Atlantic Avenue Improvements opens between
Bedford and Ralph Avenues. (off. rept. has 11/21! Nostrand-Ralph Aves.! -
AR has 11/15)

Dec. 9, 1903 PRR Board authorizes enlargement of South Street Yard in Philadelphia;
guarantees $10 million bonds of LIRR. (MB)

Dec. 18, 1903 Jamaica & South Shore Railroad incorporated in New York under articles
dated Oct. 17 as the reorganization of New York & Rockaway Railroad;
portions between New York & Rockaway Jct. and Springfield Jct. and
between Cedarhurst and Far Rockaway are operated by the LIRR; Cedarhurst
Cutoff not operated; was intended to block construction of competing trolley
line. (Val, C&C)

1903 LIRR completes six-track system between Jamaica and Rockaway Jct. (C&C)


Jan. 7, 1904 George Gibbs's plan for electrification of LIRR west of Jamaica presented to
LIRR Board; Board reports have chartered Montauk Steamboat Company,
Limited, steamboat Shinnecock to Peninsular & Occidental Steamship
Company for use in Florida in winter season to earn extra money. (MB)

Jan. 1904 Executive Committee of Interborough Rapid Transit Company, first New York
subway, discusses car design; the majority prefers chemically-fireproofed
wooden cars; August Belmont and George Gibbs convince them to adopt the
first all-steel passenger car designed by consulting engineer George Gibbs on
the basis of a prototype built at Altoona; IRT orders 300 built by American
Car & Foundry Company; serve as prototypes for first LIRR steel cars
(MP41's). (PR, PaNews)

Jan. 23, 1904 LIRR Executive Committee approves plan for electrification west of Jamaica
on the Atlantic Avenue line and its branches. (MB)

Jan. 29, 1904 LIRR Board approves electrification of Atlantic Avenue and allied lines. (MB)

Feb. 9, 1904 LIRR Pres. William H. Baldwin directs Westinghouse, Church, Kerr & Co. to
begin electrification of lines between Flatbush Avenue and Belmont, Jamaica
and Metropolitan Track, and Woodhaven Jct. and Rockaway Park, including
122 MP41 MU cars and 61 trailers. (MB)

Mar. 1, 1904 LIRR Board approves application to dissolve the Interstate Terminal
Construction Company and New York & Long Island Terminal Railway;
grants Pres. Baldwin one month leave from Mar. 11 to travel in the South;
authorizes Westinghouse, Church, Kerr & Company to proceed with
electrification under contract of July 9, 1902. (MB)

Mar. 1, 1904 LIRR elects William F. Potter director and VP & General Manager; appoints
Charles L. Addison (1868- ) General Superintendent, replacing Potter, and F.
Hartenstein Superintendent of Transportation; title of Lardner V. Morris
(1870-1941) changed from Engineer to Chief Engineer. (MB, RRGaz)

Mar. 31, 1904 LIRR opens third and fourth tracks between Woodhaven Jct. and Hamilton
Beach on Rockaway Beach Branch.

Apr. 1, 1904 John R. Savage (1869-1922), who has worked briefly for the PRR in 1889-
1890 and 1897-1900, and most recently for the Lackawanna Iron & Steel
Company, appointed Chief Engineer of the LIRR. (MB, PRRBio)

Apr. 5, 1904 Committee on capacity of tracks at Penn Station reports revising the plan of
Apr. 17, 1902; recommends four-tracks (Nos. 18-21) with tail switching
exclusively for the use of LIRR MU trains. (AJC 32/24)

Apr. 12, 1904 LIRR Pres. Baldwin reports to Board on the return to the company of the
steamboat Shinnecock after its charter to the Peninsular & Occidental
Steamship Company in Florida. (MB)

Apr. 22, 1904 LIRR agrees with Interborough Rapid Transit Company to change the
connection to the 34th Street el. station from the LIRR ferry house to the
sidewalk. (MB)

May 31, 1904 LIRR agrees with New York Connecting Railroad for trackage rights for its
trains over south track between Bushwick Jct. and Glendale, conveyed to New
York Connecting Railroad on June 8, 1903. (MB)

June 1, 1904 Henry Tatnall named Treasurer of LIRR, replacing Robert W. Smith, retired
for health. (MB)

June 1904 LIRR begins d.c. electrification of lines between Flatbush Avenue and
Rockaway Park. (PR, NYT)

June 19, 1904 Ocean Electric Railway operation between Hammel and Rockaway Park
rerouted to new street track in Rockaway Beach Boulevard with third track on
LIRR between Hammel and Far Rockaway. (elsewhere, Seyfried says 3rd
track Hammel-Far Rockaway opens 6/29!!)

July 1, 1904 LIRR begins operating New York & Rockaway Beach Railway and Long
Island Railroad, North Shore Branch under new leases of same date; lease filed
in N.Y. on July 27. (Val, AR, MB, NYState)

July 1, 1904 LIRR grants trackage rights to Ocean Electric Railway for its trolley cars
between Far Rockaway and Fairview Avenue, Hammel. (Val. MB)

Aug. 16, 1904 LIRR agrees with Manhattan Beach Company and Austin Corbin Estate to
purchase 1,522 shares preferred and 3,500 shares common stock of New York
& Manhattan Beach Railway, valued at $709,000 for $704,000 in stock and
cash. (MB)

Aug. 22, 1904 LIRR agrees with Manhattan Beach Company and Manhattan Beach Hotel &
Land Company, Ltd., for relocating terminal at Manhattan Beach. (MB)

Sep. 8, 1904 LIRR VP William F. Potter informs Board that operations during the last six
months have been unsatisfactory because of large expenditures for
maintenance of way and equipment and increased fuel and wage costs. (MB)

Sep. 1904 Future Superintendent John B. Austin (1873- ) joins the LIRR as Engineer of
Maintenance of Way, having worked for the Great Northern Railway and the
Lackawanna Steel Company. (PRRBio)

Oct. 3, 1904 LIRR subway in Atlantic Avenue opens between Cooper Place and Stone
Avenue; Division No. 3 of the Atlantic Avenue Improvement. ( , AR)

Nov. 12, 1904 Railway World prints the rankings of railroads with numbers of suburban
passengers per year compiled for the International Railway Congress;
Southern Pacific Company at San Francisco is No. 1 with 18,177,000, but this
includes its ferries which have a near-monopoly of cross-bay traffic; Illinois
Central at Chicago is No. 2 with 15,000,000; New Haven at Boston is No. 3 at
13,200,000; Boston & Maine at Boston is No. 4 at 12,500,000; DL&W at New
York is No. 5 at 11,300,000; Reading at Philadelphia is No. 6 at 11,000,000;
Chicago & North Western at Chicago is No. 7 at 8,300,000; NYC at New
York is No. 8 at 7,000,000; Erie Railroad at New York is No. 9 at 6,000,000;
Boston & Albany at Boston is No. 10 at 6,000,000; No. 11 is listed as the
B&O at New York, with 5,600,000, but this must represent the Staten Island
Rapid Transit and Staten Island Ferry, as the B&O proper has no suburban
service at New York; possibly it is the New Haven at New York; PRR at
Philadelphia is No. 12 with 4,000,000; PRR at Pittsburgh is No. 13 with
3,240,000; CNJ is No. 14 at 3,150,000; PRR at New York is No. 15 with
2,350,000; Chicago & Eastern Illinois/Chicago & Western Indiana is No. 16 at
2,300,000; CB&Q at Chicago is No. 17 at 1,280,000; LIRR is No. 18 at
930,000; the LIRR total looks far too low, but it may not include the large
summer-only travel to Long Island resorts; the LIRR’s status will change once Penn Station opens and the Flatbush Avenue Terminal is connected to the IRT subway. (RyW)

Nov. 1904 LIRR begins running tests with steam equipment between Long Island City
and Valley Stream via Far Rockaway and on Whitestone Branch to get
running time and performance data for proposed electric lines. (StRyJrnl)

Dec. 9, 1904 LIRR agrees with Bush Terminal Company for connection at 63rd Street,
Brooklyn; withdraws its opposition on condition that Bush Terminal Company
does not extend its railroad through 1st Avenue between 63rd & 65th Streets
across proposed site of Bay Ridge Yard. (MB)

1904 LIRR establishes a Police Dept. with 8 officers. (LIRRInfoBlltn)

Jan. 3, 1905 William H. Baldwin (1863-1905), Pres. of LIRR and benefactor of African
American higher education, dies of intestinal cancer at his home in Locust
Valley, N.Y.; flags of LIRR ferries are flown at half-staff, and stations are
draped in black (MB, NYT, Seyfried)

Jan. 11, 1905 Public memorial service for William H. Baldwin held at the Church of the
Messiah in New York; Booker T. Washington, whose Tuskegee Institute had
been supported by Baldwin, is among those delivering Bible readings; all PRR
offices and shops close at noon, and all LIRR trains stopped for two minutes at
4:00 PM. (NYT)

Jan. 13, 1905 William Frederick Potter (1855-1905) elected Pres. & General Manager of
LIRR; A.J. Cassatt elected a director, replacing William H. Baldwin, deceased.
(AR, MB)

Jan. 13, 1905 LIRR Board calls for general fare increase; since 1898 number of passengers
has increased by 6.5 million with decrease in ability; road in summer is taxed
beyond ability and in other eight months loses form .044 cents to .05 cents per
mile. (MB)

Jan. 16, 1905 LIRR leases portion of Jamaica & South Shore Railroad between Rockaway
Jct. and Springfield Jct. for one year. (MB)

Jan. 25, 1905 Worst blizzard since 1888 snarls traffic in Northeast Corridor; formed by the
combination of a storm of the Lakes with another coming up the coast; 70
MPH winds and 10 inches of snow at New York; LIRR shuts down in mid-
afternoon; Florida Special arrives in Jersey City 3 hours late; ice interferes
with ferries; NYC is worst hit; last train leaves Grand Central Station at 4:00
PM; eastbound Empire State Express is annulled at Albany, and the eastbound
Twentieth Century Limited is snowbound at Irvington; Bergen Hill Cuts of
both PRR and CNJ are choked with snowdrifts; a PRR locomotive freezes to
the rails. (NYT

Feb. 1, 1905 A.L. Langdon (1846- ) named to new post of Traffic Manager of the LIRR;
Superintendent of Telegraph L.S. Wells also named to new post of Electrical
Superintendent. (MB, PRRBio)

Feb. 1, 1905 LIRR revises fare and service structure, because although the number of
passengers has increased by 6.5 million since 1898, earnings during 8 months
of the year have decreased, and the company is losing 0.5-4 mills per
passenger-mile; discontinues 500-mile book tickets sold at 2 cents per mile
and replaces it with 2 cent summer excursion tickets to east end; limits
commuter zone tickets to points west of Patchogue, Port Jefferson and Medford; eliminates the 12-trip ticket and increases the cost of the 20-trip to 2.2 cents per mile; increases race track special tickets to 50 cents; increases
commuter fares by 20% to be similar to PRR's at Philadelphia but higher than
any other New York railroad; increase Jamaica rapid transit fare from 10 cents
to 15 cents; are to discontinue the James Slip ferry and places another boat on
Annex run to (Wall Street?) to give 15 minute headways during peak hours
only; maintains five boats on 34th Street ferry for maximum 4 minute
headway. (MB)

Feb. 18, 1905 LIRR agrees with New York & Long Island Traction Company for grade
crossing. (MB)

Mar. 9, 1905 Clement A. Griscom resigns as director of LIRR; General Superintendent C.L.
Addison authorized to perform W.F. Potter’s duties as General Manager
during his illness; David C. Green elected director and VP; Samuel Rea named
Pres. pro-tem. (MB)

Mar. 24, 1905 LIRR changes fiscal year from July-June to Jan.-Dec. (MB)

Mar. 30, 1905 Long Island Consolidated Electrical Companies incorporated as holding
company for all LIRR trolley lines in Queens and Nassau Counties, including
Ocean Electric Railway, Northport Traction Company, Nassau County
Railway, Huntington Railroad, Jamaica & South Shore Railroad, Glen Cove
Railroad, and Babylon Railroad. (MB)

Mar. 30, 1905 LIRR agrees with the Brooklyn Heights Railroad, lessee of the Prospect Park
& Coney Island Railroad, to interchange freight cars at Parkville Jct.
(NYState)

Apr. 2, 1905 William F. Potter (1855-1905), Pres. of LIRR, dies at New York after a four-
week illness after only three months in office. (MB)

Apr. 5, 1905 Ralph Peters (1853-1923) transferred from General Superintendent, Southwest
System of Lines West to be President & General Manager of LIRR, replacing
William F. Potter, deceased. (MB)

Apr. 8, 1905 LIRR service to Brooklyn Bridge station via Brooklyn Rapid Transit elevated
connection at Flatbush Avenue ends.

Apr. 10, 1905 Robert E. McCarty (1862-1924) appointed General Manager of Southwest
System replacing Ralph Peters, to Pres. of the LIRR; P.A. Bonebrake named
Superintendent of Pittsburgh Division (PCC&StL), replacing McCarty; J.W.
Coneys named Superintendent of Logansport Division, replacing Bonebrake;
Frank J. Kron named Superintendent of the Marietta Division, replacing
Coneys. (AR, MB)

Apr. 15, 1905 PRR places Long Island City electric power generating station in service,
supplying the electrification for the LIRR and the Penn Station line. (PaNews)

Apr. 21, 1905 PRR announces it will build 180 freight locomotives at Altoona; are also
building two electric locomotives for LIRR. (NYT)

Apr. 25, 1905 LIRR opens 3rd and 4th track on Atlantic Avenue between Woodhaven Jct.
and Autumn Avenue.

Apr. 27, 1905 First contract for LIRR Bay Ridge Improvement awarded. (NYState)

Spring 1905 First Class MP41 electric MU cars delivered to LIRR; first all-steel mainline
passenger cars; George Gibbs design copied from cars of IRT subway.

May 1, 1905 Delegates to the International Railway Congress to be held at Washington are
entertained by American members at New York, where they tour Grand
Central Terminal, the subway and the PRR tunnels and power house; a
luncheon cruise is held on the LIRR steamboat Sagamore, which allows the
delegates to inspect the railroad facilities on the Jersey City and Hoboken
waterfronts. (NYT)

May 4, 1905 New York Terminal Operating Committee makes report to Pres. Cassatt
encompassing full study of station tracks, including layout and track
occupancy; LIRR electric trains assigned to four tracks (two in each direction
with tail switching) at northernmost side of station; other tracks assigned to
PRR through and local trains and LIRR steam trains; capacity estimated at 145
trains per hour or 75 million passengers per year (vs. 109 million peak in
World War II); provisional timetable and track assignments made after
detailed study of Broad Street, Exchange Place and Long Island City stations,
plus terminals of London; Pres. Cassatt studies report overnight and meets
with Committee next day. (SRea)

May 4, 1905 LIRR opens spur from Queens to Belmont Park race track; used only during
racing seasons; the track is located in Elmont, just west of the New York City
line; the track becomes the site of the running of the Belmont Stakes,
established in 1867. (Val, wiki)

May 13, 1905 LIRR assigns MU car No. 1000 to operate in work extra service during the day
between the north end of the Jamaica Bay Trestle and Hammels; this is the
first regular electrical operation on the LIRR. (LIRRInfoBlltn)

May 17, 1905 LIRR begins testing its new MP41 electric MU cars between Aqueduct and
Hammel on the Rockaway Branch. (NYT)

May 1905 LIRR begins grade crossing elimination projects between East New York and
Bay Ridge and between Manhattan Beach Jct. and Manhattan Beach. (Val)

May 19, 1905 Work begins on the Bay Ridge Improvement of the LIRR at Parkville.
(NYState)

June 1905 LIRR inaugurates the Block Island Express leaving Long Island City at 10:42
AM for Amagansett, running non-stop west of Babylon. (Keystone - verify -
how get to Block Is.??)

June 19, 1905 August Belmont announces that he has purchased control of the New York &
Long Island Traction Company; to be jointly-owned by the Interborough
Rapid Transit Company and the LIRR; the IRT is to operate the New York &
Queens County Railway and the LIRR th New York & Long Island Traction
Company. (Seyfried)

June 20, 1905 LIRR and Interborough Rapid Transit Company (IRT subway) agree for Long
Island Consolidated Electrical Companies to acquire from August Belmont &
Co. one half the stock of the New York & Long Island Traction Company
operating in Queens and Nassau Counties for $744,382. (MB)

July 1, 1905 LIRR opens its Marine Repair Shops at Whitestone. (Keystone)

July 7, 1905 LIRR Board authorizes dissolution of Metropolitan Ferry Company, having
paid off mortgage bonds. (MB)

July 7, 1905 LIRR Executive Committee authorizes fencing the old Central Railroad
Company of Long Island right of way between Creedmoor and Flushing as a
possible trolley right of way; the 1879 deed from Egisto P. Fabbri only
conveyed the franchise, and the company is now to acquire the real estate from
his heirs. (MB)

July 17, 1905 5-car test train of LIRR MP41 MU cars hits 57 MPH on tests between Jamaica
and Springfield. (NYT)

July 18, 1905 LIRR holds first road test of MP41 MU cars between Woodhaven Jct. and
Flatbush Avenue, making two round trips; a horse is electrocuted by third rail
at the Shaw Avenue grade crossing. (NYT)

July 19, 1905 LIRR makes first test run of Class MP41MU cars to Rockaway Park. (NYT)

July 26, 1905 LIRR inaugurates electric service (600-volt d.c. 3rd rail) between Flatbush
Avenue, Brooklyn, and Rockaway Park via Woodhaven Jct. with three 7-car
MU trainsets making a total of 12 round trips; also marks opening of subway
section of Atlantic Avenue Improvement between Flatbush Avenue and
Bedford Avenue; electrification cuts 14 minutes from Flatbush Ave.-Far
Rockaway running time; as only room for four short trains in Flatbush Avenue
Station, tunnel service is limited to Rockaway MU trains. (NYT, Seyfried)

Aug. 30, 1905 LIRR inaugurates electric traction from Woodhaven Jct. to Jamaica, offering
Flatbush Avenue-Jamaica MU service. (MB)

Aug. 31, 1905 LIRR grants the New York & Long Island Railroad (Belmont Tunnel) an
easement under its property at Long Island City. (MB)

Aug. 31, 1905 Queens Investing Company agrees to donate land for a new LIRR station at
Broadway, Flushing. (MB)

Sep. 15, 1905 Metropolitan Ferry Company (LIRR) dissolved. (MB, Val)

Sep. 1905 LIRR opens its first model demonstration farm, "Peace and Plenty," near
Wading River to induce farmers to settle the barren parts of Long Island.
(Seyfried)

Sep. 1905 PRR builds second Class AA1 experimental electric locomotives, No. 10002
at Juniata from Westinghouse design; Class AA1, B+B wheel arrangement,
1,240 HP with gearless quill drive; 650 volt d.c.; both No. 10001 and No.
10002 are tested on LIRR but run poorly, oscillating laterally at high speed. ( ,
Bezilla, Keyser has 9/6/1906)

Sep. 30, 1905 Third VP Sutherland Mallet Prevost (1845-1905) dies at his home in
Philadelphia of Bright’s Disease complicated by heart problems after 40 years
of service, four weeks after cutting short a vacation begun in early Aug.;
replaced as LIRR, B&O and Chesapeake & Ohio Railway director by John B.
Thayer, Jr. (PubLdgr, MB, AR)

Sep. 30, 1905 LIRR announces it has ordered 75 steel vestibuled coaches, 25 locomotives
and 2 steel ferry boats; will be used for two round trips of steel equipment on
the lines to Greenport, Oyster Bay and Wading River; the company intends to
phase out wooden passenger cars. (NYT)

Oct. 2, 1905 LIRR electric service extended from Jamaica to Belmont Park, including the
spur from the main line to the Belmont Park Racetrack. (NYState, NYT)

Oct. 16, 1905 LIRR extends electrification from Jamaica to Springfield Jct. (Atlantic
Branch) (NYT, PR, NYState)

Oct. 26, 1905 LIRR Board adopts route of the Montauk Cutoff to reach the North Shore
Yard at Long Island City and a plan for enlarging the yard. (MB)

Nov. 1, 1905 LIRR electric service extended from Belmont Park Jct. to Queens Village.
(verify)

Nov. 5, 1905 LIRR underground terminal at Flatbush Avenue, Brooklyn, opens; completes
Atlantic Avenue Improvement between Flatbush and Atkins Avenues; all
tracks at Flatbush Avenue moved underground. (C&C gives this date as
completion of whole line EXCEPT Flatbush Ave. terminals)

Nov. 11, 1905 Glen Cove Railroad opens trolley line between Glen Cove Landing and Sea
Cliff; controlled by LIRR through Long Island Consolidated Electrical
Companies; has single-phase a.c. electrification. (AR, EngrRcrd)

Nov. 18, 1905 Lester Claude Daniel Tichy (1905-1981), who will design PRR and LIRR
buildings and color schemes, first for Raymond Loewy and then as an
independent architect, born. (SSDI)

Nov. 24, 1905 LIRR Board adopts the location of the Glendale Cutoff between Glendale Jct.
and the main line; have agreed with August Belmont to purchase the Long
Island Electric Railway for $1.225 million, half by the Long Island
Consolidated Electrical Companies and half by the Interborough Rapid Transit
Company. (MB)

Nov. 29, 1905 LIRR files locations of the Montauk Cutoff and the Glendale Cutoff with
Queens County. (MB)

Dec. 1, 1905 LIRR electrification extended from Hammel to Far Rockaway on Rockaway
Branch.

Dec. 11, 1905 LIRR electrification completed from Springfield Jct. to Valley Stream via
Locust Manor (Atlantic Branch), beginning electric MU service from Flatbush
Avenue; LRR discontinues all steam service at Flatbush Avenue Station. (PR,
NYState, LIRRInfoBlltn, NYT - no revenue service to Valley Stream until
5/17/06)

Dec. 12, 1905 Jamaica & South Shore Railroad Board calls for its whole line to be electrified
and operated by the LIRR. (MB)

1905 LIRR completes new ferry terminal at East 34th Street. (C&C)

1905 LIRR reduces length of Manhattan Beach Branch by 0.97 mile by relocation
between Manhattan Beach Jct. and Manhattan Beach. (C&C)

1905 LIRR completes third and fourth tracks between Crescent Street and 
Woodhaven on the leased Atlantic Avenue line of the Nassau Electric Railroad. (C&C - see above)

1905 LIRR constructs freight yards at Rockaway Jct. and Bushwick. (C&C)

1905 Future PRR Chief Electrical Engineer John Van Buren Duer (1882-1967) joins
Gibbs & Hill to work on LIRR electrification. (RyAge)

Jan. 1, 1906 LIRR assumes direct operation of its ferries at New York. (NYState)

Jan. 1, 1906 LIRR, through Long Island Consolidated Electrical Companies, buys 50%
interest in Long Island Electric Railway, operating from the Brooklyn city line
through Jamaica to Queens Village and from Jamaica to Far Rockaway; other
50% is held by Interborough Rapid Transit Company (NY subway). (Moodys,
NYState)

Jan. 1, 1906 James A. McCrea (1875-19233) transferred from Lines West and named
General Superintendent of LIRR, replacing Charles L. Addison (1868- )
named Assistant to Pres. (MB)

Jan. 18, 1906 Pres. Cassatt writes to New York Mayor George B. McClellan protesting
excessive charges for New York Connecting Railroad franchise; negotiations
continue; in letter to New York City Board of Rapid Transit Commissioners,
outlines entire scheme, including electrification of all lines within city limits,
freight line via Bay Ridge and Hell Gate Bridge, Glendale Cutoff, Montauk
Cutoff, Atlantic Avenue Improvement and new LIRR docks on Newtown
Creek. (NYT, Couper, AJC)

Jan. 22, 1906 LIRR signs agreement with the Brooklyn Heights Railroad concerning the Bay
Ridge Improvement. (NYState)

Jan. 1906 LIRR opens double track between Babylon and Oakdale. ( , C&C)

Jan. 31, 1906 LIRR and Transit Development Company (BRT interest) agree to the
reorganization of the Brooklyn & Rockaway Beach Railroad as the Canarsie
Railroad and the resolution of controversies. (NYState)

Feb. 7, 1906 Conveyance of franchise of Central Railroad Company of Long Island to
LIRR confirmed by executors of Egisto P. Fabbri. (Val, NYState)

Feb. 13, 1906 LIRR signs agreement with the City of New York for closing parts of 64th &
65th Streets in Bay Ridge and building a viaduct over 1st Avenue as part of the
Bay Ridge Improvement. (MB)

Mar. 14, 1906 LIRR guarantees bonds of Long Island Consolidated Electrical Companies up
to $10 million. (MB)

Apr. 5, 1906 LIRR Board authorizes paying employees in cash instead of by check. (MB)

Apr. 1906 LIRR electrification extended from Valley Stream to Far Rockaway. (verify)

Apr. 23, 1906 LIRR and Sea Beach Railway agree for an exchange of properties in Bay
Ridge; Sea Beach Railway to convey to LIRR a strip on 65th Street between
2nd Avenue and New York Bay, and LIRR to convey property on 63rd Street
and right of way at 65th Street & 2nd Avenue. (NYState, MB)

May 1, 1906 George C. Bishop (1871- ), formerly Master Mechanic at Logansport Shops,
named Superintendent of Motive Power of the LIRR. (PRRBio)

May 15, 1906 G.C. Bishop named Superintendent of Motive Power of LIRR, replacing Philip
Wallis, resigned. (AR)

May 17, 1906 LIRR expands electric MU service to 194 trains daily; LIRR electrification
opens for revenue service between Springfield Jct. and Valley Stream, with 10
round trips; 30 round trips now operate between Flatbush Avenue and Belmont
Park. (NYT)

June 5, 1906 Canarsie Railroad leases to the New York, Brooklyn & Manhattan Beach
Railway a portion of its road from Vesta Avenue to Atlantic Avenue and all of
its road north of Atlantic Avenue, settling a dispute between the LIRR and
BRT interests than began in 1901. (NYState)

June 8, 1906 Pennsylvania, New York & Long Island Railroad and LIRR petition the Board
of Estimate to close streets necessary for the construction of Sunnyside Yard.
(NYState)

June 21, 1906 LIRR holds its second excursion to acquaint the public with its electric line,
running from Flatbush Avenue to Far Rockaway and returning by way of Far
Rockaway, Valley Stream and Jamaica. (NYT)

June 28, 1906 Stanford White’s funeral procession travels from his house in Manhattan over
the LIRR to his wife’s family church in St. James in Suffolk County.
(Broderick)

July 1, 1906 Ferry rack at LIRR 34th Street station disappears into a sinkhole caused by the
East River Tunnel; guards block reporters' access to tunnel. (NYT)

July 2, 1906 New York City Building Dept. declares two of four LIRR ferry slips at 34th
Street unsafe because of undermining by the East River Tunnel. (NYT)

July 9, 1906 George McAneny confers with VPs Samuel Rea and John B. Thayer and
Assistant to the Pres. William A. Patton on the question of better relations with
the New York newspapers; they consider the option of having Ivy L. Lee and
his Bureau handle press relations in connection with the New York tunnels;
McAneny also wants to play a greater role in this publicity, and Rea favors
giving him space in the PRR-LIRR office on Cedar Street, New York City,
rather than having him give interviews in Edward M. Shepard’s office. (AJC)

July 11, 1906 LIRR Board approves plan of Sunnyside Yard. (MB)

July 19, 1906 Pres. A. J. Cassatt writes to VP Samuel Rea saying that while he hopes that
Penn Station will give the PRR a larger share of east-west traffic, he expects
that it will be increased travel on the LIRR and in the New York-Washington
and New York-Harrisburg corridors that will help recover the costs of the
projects. (AJC)

July 30, 1906 Pres. A. J. Cassatt writes to VP Samuel Rea questioning the company’s
arrangements with George Gibbs; Gibbs was to give his full time to the
PRR/LIRR electrification, except that he may work with one other company as
a consultant but without preparing designs; Cassatt has learned that Gibbs is
now contemplating taking on outside work and has engaged Ernest R. Hill to
assist with those projects; Hill will also devote part time to the PRR for $7,200
a year; Cassatt doesn’t think that Gibbs will neglect the PRR but fears that he
may overload himself. (AJC)

Aug. 1, 1906 LIRR signs new operating agreement with Jamaica & South Shore Railroad.
(NYState)

Aug. 21, 1906 LIRR executes a new contract with the Long Island Consolidated Electrical
Companies; LICE is to issue $10 million in First Mortgage bonds. (MB)

Sep. 11, 1906 First electric MU test train for guests run between Camden and Atlantic City;
the line includes a separate electric terminal of 4 tracks on the south side of
Camden Terminal, a new 6-track storage yard south of the terminal, a separate
2-track elevated electric line passing over the freight lead tracks and running to
a junction with the 7th Street track near Haddon Avenue; a separate 3-track
electric terminal at Tennessee Avenue, Atlantic City, and a new elevated line
crossing the West Jersey & Seashore and Atlantic City Railroad main lines
between Atlantic City and the Meadows; the project is designed to test the
effects of electrification on a high-density main line railroad; average speed is
about 45 MPH with 60 MPH maximum; 650-volt d.c. with third rail and
trolley wire and trolley poles on 7th Street, Camden; power plant at Westville;
62 Class MP1 coaches and 6 MBM1combines are built of wood by J.G. Brill,
American Car & Foundry Company and the Wason Car Manufacturing
Company; the WJ&S temporarily surpasses the LIRR as the longest U.S.
steam railroad electrification; operating costs are 4.11 cents less than steam.
(StRyJrnl, WCoxey, SmokeAbatementRept, Bezilla, Keystone - photo shows
at least 5 tracks at AC)

Oct. 5, 1906 LIRR Board adopts new route for Montauk Cutoff at Long Island City and for
moving North Shore Yard closer to the float bridges. (MB)

Dec. 4, 1906 LIRR and Brooklyn Rapid Transit Company modify their “Agreement of
Alliance” of 1899; BRT consents to the acquisition of the Long Island Electric
Railway and the New York & Long Island Traction Company by the LIRR;
the LIER and NY&LIT are to be extended to the terminus of the BRT’s Fulton
Street Elevated at Liberty Avenue, but no further west. (NYState)

Dec. 17, 1906 PRR announces through Parker & Lee that it will build a model station at
Jamaica on the LIRR with 8 through tracks and 4 stub tracks. (AJC)

1906 Future PRR Chief Electrical Engineer John Van Buren Duer (1882-1967) joins
LIRR. (RyAge)

1906 LIRR notes expenditures on the following projects: six tracking between
Woodside and Winfield, 4-tracking between Winfield and Van Wyck Avenue,
a new ferry terminal at 34th Street, third track between Springfield Jct. and
Valley Stream, second track between Babylon and Oakdale and between
Whitestone Jct. and Main Street, Flushing; new station at Forest Hills. (MB)

1906 Brooklyn Rapid Transit Company electrifies the connecting ramp to the LIRR
at Chestnut Street, permitting it to substitute electric cars for steam trains
between Broadway Ferry and Rockaway Park in joint LIRR service.
(Feinman)

1906 Forest Hills laid out on 600 acres on the LIRR main line in Queens by
developer Cord Meyer II. (Trager)

Apr. 1, 1907 Headhouse of LIRR underground terminal at Flatbush Avenue,
Brooklyn, opens.

Apr. 1907 LIRR opens 3rd and 4th tracks between Woodside and Jamaica

Spring 1907 LIRR opens second demonstration farm, "Prosperity," east of Medford.
(Seyfried)

May 31, 1907 LIRR carries 128,652 holiday passengers, up 28% from 1906. (RRG)

June 3, 1907 Subcommittee on Penn Station Signals & Interlockings reports; calls for
color light signals with red, yellow and green aspects; four interlocking
cabins: "A" at main throat west of station, "B" at the west end of the
LIRR platforms, "C" at the west end of the 33rd Street Tunnel, and "D"
at the west end of the 32nd Street Tunnel. (JMcC 32/24)

June 21, 1907 Pennsylvania, New York & Long Island and LIRR signs agreement with
New York City covering construction of Sunnyside Yard in Queens to
service trains using Penn Station; covers 208 acres with 53 miles of track;
requires closing 50 paper streets. (CorpHist)

June 28, 1907 New York & Long Beach Railroad (Lynnbrook-Long Beach) merged into
LIRR under agreement of June 25, 1907. (Val, C&C)

July 15, 1907 PT&T contracts with Degnon Realty & Terminal Improvement Company
for grading Sunnyside Yard; Michael J. Degnon is builder of Steinway
Tunnel; Degnon Realty & Terminal Improvement Company is organized
by Belmont, LIRR and PRR interests to use spoil from Sunnyside Yard to
fill and develop 700 lots along Dutch Kills Creek. (MB, Seyfried)

Aug. 21, 1907 LIRR ferry crews strike at 12:00 N; service cut to one boat to 34th Street.
(WEJ)

Oct. 1, 1907 LIRR abandons ferry service between Long Island City and James Slip.

Oct. 16, 1907 Collapse of a stock market corner in United Copper causes failure of
Knickerbocker Trust Company and precipitates Panic of 1907; industrial
growth since 1900 had outstripped growth in money supply; causes
retrenchment and abandonment of some PRR/LIRR improvement
projects, including Darby Creek low-grade line, Pennsylvania & Newark
(?) (run and failure of Knickerbocker on Oct. 21!?); (check all Panic dates
- elsewhere corner collapse 10/16?)

Nov. 1, 1907 Pres. McCrea, officers and directors tour Penn Station project and LIRR;
McCrea notes may slow down pace of work because of stringency in
money market. (NYT)

1907 Between 1902 and 1907, freight tonnage on the four Grand Divisions of
Lines East (excluding PB&W, NC, WJ&S and LIRR) increases from 134
million to 172 million (check); gross earnings increase from $112 million
to $148 million; net earnings from $25 million to $35 million.

May 1, 1908 IRT subway extension opens between Bowling Green in lower Manhattan
and Atlantic Avenue, Brooklyn, improving access for LIRR commuters to
the downtown financial district; LIRR and subway platforms are
adjacent at Atlantic Avenue/Flatbush Avenue station, including a never-
used connection for through service.

Spring 1908 Bay Ridge freight yard completed on LIRR.

May 26, 1908 LIRR electrification extended from Queens (or Belmont Park Jct?) to
Hempstead via Garden City. (NYT - check contemporary issue - When
was section from Country Life Press to Salisbury Plain electrified? - to
Clinton Road by end 1912)

May 30, 1908 LIRR and Brooklyn Rapid Transit Company inaugurate joint service
between Rockaway Park and Delancey Street, Manhattan, via
Williamsburg Bridge.

July 1, 1908 LIRR opens merchandise freight terminal at Flatbush Avenue station.

Aug. 5, 1908 LIRR asks commuters to vote on fall timetable. (RRAgeGaz)

Sep. 2, 1908 Long Island Consolidated Electrical Companies sells Babylon Railroad
(removing from LIRR system)

Sep. 12, 1908 LIRR opens four-track embankment through Sunnyside. (Seyfried)

Sep. 30, 1908 LIRR Annex steamer service between Long Island City and Wall Street
makes last run.

Fall 1908 LIRR completes Laurelton-Cedarhurst Cutoff on right-of-way abandoned
in 1880; forms a shortcut between Jamaica and Far Rockaway complete
with third rail electrification; done to block New York & Long Island
Traction Company trolley line; never used for revenue service. (elsewhere
Seyfried has 1904!! - Rea files show open before 5/1908!)

Oct. 1, 1908 PRR and Westinghouse begin a.c. catenary tests of experimental electric
locomotives and MU cars over five miles of Central Extension of LIRR
east of Hempstead Crossing; track is equipped with various methods of
supports for 11,000 volt, 15 cycle, single phase a.c. catenary, including 900
feet of wooden baffles arranged to duplicate clearances in PT&T tunnels;
locomotives tested include No. 10003 with 10-12 LIRR coaches and
experimental Westinghouse motor cars. (ElctRyJrnl - Gibbs letter says
READY to begin 10/8!)

Oct. 8, 1908 George Gibbs begins tests of single-phase AC electric locomotives on
stretch of old LIRR Central Main Line east (letter says west but may be
error - west would have been heavily used - Seyfried says between Garden
City and New Bridge Road - tests were with both 3rd rail and wire,
included 1000 ft of dummy tunnel) of Hempstead Crossing.

Nov. 1908 First Class MP54 electric MU cars delivered to LIRR; later become
standard for PRR.

Nov. 21, 1908 George Gibbs submits final report on Penn Station electrification to
Board of PT&T, accompanied by endorsement from a Motive Power
Committee of PRR Lines East and West, recommending adoption of DC,
third-rail system over Westinghouse single-phase AC catenary, primarily
on grounds of experience with system on LIRR and WJ&S; both Gibbs
and Samuel Rea note superiority of AC system for long-distance lines.
(SR)

Dec. 1, 1908 New building for Railroad Branch of Brooklyn YMCA for LIRR
employees opens at Long Island City; built with a donations from Mrs.
Russell Sage and Helen M. Gould. (County hist. says 12/17/08 - where
12/1?)

Dec. 1, 1908 Westinghouse concludes a.c. catenary tests on LIRR's Central Branch
east of Hempstead Crossing. (EltrcRyJrnl)

Jan. 5, 1909 George Gibbs writes to VP Samuel Rea that his design for the Exit
Concourse of Penn Station was meant to funnel passengers to the subway
lines or else up the Concourse stairs to 8th Avenue and the side streets or
up the carriage ramps; with the failure to begin work on the subways, the
only solution now is to have a direct exit from the Exit Concourse/LIRR
level to the mid-block facing 34th Street, where passengers can reach
crosstown streetcars; an escalator and kiosk type entrance is then built on
this lot opposite the entrance to the General Waiting Room. (SR)

Mar. 1, 1909 LIRR completes Glendale Cutoff between White Pot (Rego Park) and
Glendale Jct., linking Rockaway Beach Branch to Main Line for access to
Penn Station; (no service until June 16, 1910).

Mar. 24, 1909 PRR Board authorizes purchase of additional shares of N&W for up to
90; agrees to advance LIRR $10.5 million for betterments through 1911 in
return for 4% debentures. (MB)

Mar. 26, 1909 LIRR asks for bids for 120 Class MP54 steel MU cars for Penn Station
service; 50 MP54's being tested on steam lines without motors. (NYT)

Apr. 4, 1909 Memorial tablet to late LIRR Pres. William H. Baldwin unveiled at
Tuskeegee Institute in Alabama; features bas relief portrait by Karl
Bitter. (RRAG)

May 12, 1909 LIRR completes double track between Roslyn and Glen Cove.

May 30, 1909 LIRR extends rapid transit service from Williamsburg to Delancey Street,
Manhattan, over Williamsburg Bridge.

July 1909 LIRR resumes work on track elevation between Fiske Terrace and
Manhattan Beach. (RyAgeGaz, )

Sep. 4. 1909 LIRR opens line relocation through Kew Gardens and Forest Hills

Sep. 10, 1909 LIRR Pres. Ralph Peters predicts that LIRR will begin service to Penn
Station by Jan. 1, 1910, a deadline that is not met. (NYT)

Sep. 1909 PRR has bought an experimental farm at Bacon, Del., based on those of
LIRR to promote more intensive agriculture on Delmarva Peninsula.
(RyAgeGaz)

Sep. 1909 Trolley lines open over Queensboro Bridge between 59th Street,
Manhattan, and Long Island City, severely impacting LIRR ferry traffic.

Sep. 30, 1909 VP Samuel Rea approves an escalator leading from LIRR/Exit Concourse
level to a "temporary" kiosk in the line of the private street between 33rd
& 34th Streets; shortens distance to streetcar line on 34th Street, the only
transit line running between Penn Station and the hotel and business
sections of the city. (SR)

Oct. 1909 LIRR establishes first year-round service to Long Beach.

Oct. 28, 1909 Prototype DD1 electric locomotive "odd-DD" Nos. 3996-3997 arrives in
Long Island City from Juniata to begin 15,000 miles of road and
dynamometer car tests on electrified lines of LIRR; 2,000 HP motors and
electrical gear installed at East Pittsburgh Works of Westinghouse. (NYT,
ASCE, RRMP - note RyAge photo shows twin unit No. 3998 - unit that
arr. in Oct. was 2nd 3999)

Jan. 23, 1910 New York Times reports that LIRR will extend electrification to
Port Washington and Long Beach during 1910, to Oyster Bay and
Huntington in 1911 and to Farmingdale and Babylon in 1912.
(NYT)

Apr. 22, 1910 LIRR Board observes 75th anniversary with a trip around the
western end of the system. (NYT)

May 1910 LIRR sends experimental train between Penn Station and Jamaica.
(NYT)

May 15, 1910 Date for opening LIRR service to Penn Station passes as delivery of
steel cars is behind schedule. (NYT)

June 1, 1910 Deadline for LIRR service to Penn Station passes; caused by delays
in delivery of MP54 MU cars. (Seyfried)

June 16, 1910 LIRR extends electric service between Long Island City and
Woodhaven Jct.; begins through electrified service between Long
Island City and Rockaway Beach; first trains over Glendale Cutoff.
( , Seyfried says LIC-Far Rockaway with MU's hauled by locos
between LIC and Hunters Point Avenue)

June 23, 1910 LIRR begins electrified service between Long Island City and
Jamaica. (also opens electric line White Pot Jct-Glendale Jct. (Val -
or on 6/16?? - NYT - check contemporary issue)

June 28, 1910 PRR hosts press tour of Penn Station; notes opening is being
delayed by shortage of cars for both PRR and LIRR. (NYT)

July 24, 1910 LIRR carries 63,000 people to Rockaway Beach on all lines. (NYT)

July 26, 1910 LIRR begins work on Jamaica station track elevation.

July 29, 1910 LIRR Montauk Cutoff opens at Long Island City; freight
connection between freight line between Long Island City and
Jamaica (Montauk Division) and carfloat yards lying north of
approach to East River tunnels. (Val, )

Aug. 1910 "H" (later "HAROLD") Tower placed in service, controlling
Queens approach from LIRR to East River tunnels. ( , Seyfried
says 1 wk. before 9/8)

Aug. 5, 1910 LIRR leases rooms in third floor and attic of Penn Station. (MB)


Aug. 26, 1910 LIRR electrification extended from Valley Stream to Long Beach.

Aug. 30, 1910 First two official LIRR inspection trains operate into Penn Station;
first train runs to Bergen Hill Portal of Hudson River tunnels in
New Jersey, then back to Far Rockaway via Jamaica and returns
via Woodhaven; a PRR special brings officers who wish to join
LIRR tour at Penn Station; trains to run at rate of two per day
through Sep. 2 for employees, officers and guests. (NYT, SR)

Sep. 8, 1910 Pennsylvania Station, New York, opens for LIRR trains at 3:01
AM; 650-volt D.C. electrification extended from Woodside to Penn
Station; first train, a newspaper-only local to Port Washington,
departs at 3:36 AM. first train arrives 4:34 AM; official train
leaves for Jamaica at 9:32 AM; "Tunnel Day" celebrations held in
many Long Island villages; also placed in regular service are "F"
Tower at Long Island City portal and "C" Tower at 33rd Street
tunnel entrance to Penn Station; 196 trains operated in first 24
hours and 35,000 people carried. (NB: press release has 1st at 3:41
and 2nd at 4:41); LIRR operates under temporary trackage rights
and charges an extra 14 cents per trip to cover rental fee; only
LIRR Concourse is open, causing crowding; in evening, 12-course
dinner given in honor of LIRR Pres. Ralph Peters at Garden City
Hotel in Garden City. (SR, MB, NYT, Seyfried)

Sep. 14, 1910 PT&T signs permanent trackage rights agreement with LIRR for
use of Penn Station. (MB)

Oct. 5, 1910 LIRR Pres. Ralph Peters writes to New York Mayor William J.
Gaynor in favor of building future subways as extensions of IRT
and against building the competitive Triborough Subway on the
East Side. (NYT)

Nov. 27, 1910 Pennsylvania Station, New York, opens for PRR trains at 12:01
AM; 100,000 view building; Manhattan Transfer station opens;
PRR ceases operation of New York cab fleet between ferry
terminals and hotels; also placed in regular service are "R" and
"Q" Interlockings at Sunnyside Yard, "D" (later"JO") Tower at
32Nov. 27, 1910 PRR and LIRR inaugurate hourly shuttle service between Penn
Station and Flatbush Avenue, stopping only at East New York and
Nostrand Avenue; done to replace Brooklyn Annex ferry; 30-cent
fare. (NYT)

Nov. 27, 1910 PRR and LIRR inaugurate hourly shuttle service between Penn
Station and Flatbush Avenue, stopping only at East New York and
Nostrand Avenue; done to replace Brooklyn Annex ferry; 30-cent
fare. (NYT)

Dec. 8, 1910 Rep. Cocks of New York attempts to get appropriation for survey
of Fort Pond Bay in Rivers & Harbors Bill; seen as move by PRR,
LIRR and International Mercantile Marine interests to revive
Austin Corbin's plan of developing Montauk as transatlantic port.
(NYT)

1910 John V.B. Duer leaves LIRR and joins PRR as Foremen of
Motormen, training operators of DD1 locomotives. (RyAge)

c. 1910 Ocean Beach, N.Y., developed as a cottage and bungalow resort on
Fire Island; launches run from Bay Shore on LIRR. (Couper)

Jan. 4, 1911 LIRR holds first Board meeting in new offices in Penn Station;
unveils complete set of presidential portraits; authorizes purchase
of Sag Harbor dock, previously leases, from Maidstone Dock &
Improvement Company. (MB)

Mar. 16, 1911 LIRR appoints J.P. Kineon Superintendent of Trolley Lines
retroactive to Feb. 15. (MB)

Mar. 17, 1911 LIRR opens double track between Hicksville and Syosset.

Apr. 1, 1911 LIRR begins operation of first battery car on Bushwick Branch.

Apr. 18, 1911 LIRR Board authorizes sale of parlor car No. 798 to be used to
tranfers inmates to State Hospital at Central Islip. (MB)

May 6, 1911 PT&T contracts with Robert S. Pollack Company for masonry, etc.
for new, enclosed LIRR waiting room at Penn Station; original
waiting room at 7th Avenue end is too small and lacks heat and
toilets and is the source of many complaints; summer business is so
large that passengers would otherwise have to use General Waiting
Room and mingle with long distance passengers. (MB, SR)

May 14, 1911 LIRR opens double track between Broadway and Great Neck.

c. May 28, 1911 Enlarged boarding area opens in LIRR Concourse of Penn Station
to accommodate increasing number of riders; includes extending
area under the skylight by 70 feet and building bridge and
stairways to Platforms 8 & 9 and Tracks 15-17. (SR)

June 1, 1911 LIRR cuts salary of Chief Engineer of Electric Traction George
Gibbs from $5,000 to $3,600 because of lack of electrification work
and grants two month leave to restore health. (MB)

July 1, 1911 LIRR makes new operating agreement with New York &
Rockaway Beach Railway reflecting recent operating losses. (MB)

Aug. 1911 New enclosed LIRR Waiting Room opens under north Train Shed
skylight in Penn Station. (SR)

Sep. 1911 LIRR removes trolley wire for Ocean Electric cars between Far
Rockaway and Hammels; Ocean Electric cars equipped with third
rail shoes.

Nov. 15, 1911 LIRR drops seven trains on main line and others on branches
because of deficit from combined steam and electric operation.
(RyAgeGaz)

Nov. 1911 James A. McCrea appointed General Manager of LIRR.

1911 LIRR traffic at Penn Station more than doubles in first year from
1,422,909 in four months of 1910 to 6,224,429 in 1911; LIRR traffic
at Long Island City falls from 6,332,878 in 1910 to 3,308,938 in
1911. (NYT)

Spring 1912 LIRR opens double track between Glen Cove and Locust Valley.

July 1, 1912 LIRR secures trackage rights over PT&T between Sunnyside Yard
and Penn Station under agreement of June 24, 1912. (Val)

Sep. 10, 1912 LIRR opens new depressed right-of-way through Flushing.

Oct. 22, 1912 LIRR inaugurates electric service from Winfield (Woodside?) to
Flushing and Whitestone Landing on Port Washington Branch.
(RyAgeGaz, NYT)

Dec. 6, 1912 Jamaica & South Shore Railroad (Rockaway Jct.-Far Rockaway)
merged into LIRR under agreement of Dec. 3, 1912. (Val, C&C)

Dec. 31, 1912 Gibbs & Hill issue report on PRR electrification; recommend
11,000 volt AC for lower installation and operating costs;
recommend catenary as more reliable in snow and ice than third
rail but recommend retaining third rail at New York and for
LIRR; assume that Paoli line will be only first step in extensive
system not limited to suburban zone, for which AC is more
suitable.

Feb. 22, 1913 LIRR moves most offices from Long Island City to new Jamaica
Station. (NYT - is from 1/6 - verify)

Mar. 9, 1913 First section of new Jamaica station and track improvements open
on LIRR; architect Kenneth M. Murchison.

Apr. 1913 LIRR puts Wading River model farm up for sale.

Apr. 24, 1913 Oyster Bay Extension Railroad (Locust Valley-Oyster Bay) merged
into LIRR. (C&C, Val)

Spring 1913 LIRR places battery cars in service on West Hempstead Branch.

Aug. 4, 1913 LIRR service between Rockaway Park and Manhattan via BMT
extended from Delancey Street to Chambers Street.

Oct. 21, 1913 Electric service inaugurated on LIRR between Flushing
(Whitestone Jct.) and Port Washington. (NYT)

Jan. 14, 1914 PRR Board authorizes expansion of LIRR concourse at Penn
Station; hires ex-Attorney-General Philander C. Knox as Special
Counsel in threatened antitrust prosecution over ownership of
N&W; Knox had consented to purchases of N&W stock while
Attorney-General. (MB)

Feb. 1914 Henry W. Thornton, General Superintendent of LIRR, selected as
General Manager of Great Eastern Railway in England; later
President of Canadian National Railways.

Feb. 25, 1914 PT&T Board authorizes $30,115 for extension of LIRR Concourse.
(MB)

Mar. 1, 1914 River & Harbor Transportation Company dissolved and
equipment transferred to LIRR. (AR)

Mar. 1, 1914 Henry W. Thornton resigns as Superintendent of LIRR to become General Manager of Great Eastern Railway of England. (LIRR AR)

May 27, 1914 LIRR completes double track between Cold Spring Harbor and
Syosset.

July 1, 1914 LIRR opens Hunters Point Avenue Station in Long Island City;
transfer point to Steinway rapid transit tunnel (later IRT Flushing
line) to 42nd Street, Manhattan.

1914 LIRR trying to sell Montauk Steamboat Company, Limited. (AR)

Jan. 20, 1915 Dick Brothers & Co. issues circular to LIRR stockholders charging
PRR mismanagement and call for proxies at next annual meeting
for an investigation. (NYT)

Jan. 24, 1915 Pres. Rea issues statement denying charges of Dick Brothers & Co.
that PRR is mismanaging LIRR; notes that circular was issued
after PRR refused to buy William A. Dick's 11,000 shares of LIRR
at $50. (NYT)

Mar. 18, 1915 Dick Brothers & Co. serve notice on Pres. Peters that will sue in
ten days unless PRR directors are removed from LIRR Board and
Penn Station contracts ar cancelled and $50 million returned to
LIRR treasury for use as dividends. (NYT)

Apr. 7, 1915 Dick Brothers & Co. file suit in N.Y. Supreme Court for
appointment of receiver for LIRR and injunction against present
Board. (NYT)

Apr. 13, 1915 Annual meeting of LIRR defeats Dick Brothers & Co. proposals;
PRR has won 34,528 votes of independent stockholders vs. 25,317
votes for Dick. (NYT)

June 22, 1915 IRT subway service opens via Steinway Tunnel between 42nd
Street, Manhattan, and Long Island City, permitting easy transfer
to LIRR at its Hunterspoint Avenue station; gives more convenient
access to midtown office district than Penn Station. (Seyfried)

Nov. 9, 1915 LIRR opens Woodside-Winfield realignment. (Seyfried)

1915 LIRR begins trolley operations between Garden City and Clinton
Road over old Central Railroad of Long Island main.

Mar. 15, 1916 Electrified lines of LIRR paralyzed for first time by combination of
ice storm and high winds; whipsawing of ice coated transmission
lines shatters insulators and creates short circuits; by 10:30 AM all
service halted except between Penn Station and Jamaica; that
service fails at 2:00 PM; all service restored by 4:30; one train
stalled on Jamaica Bay trestle has to be rescued by steam
locomotive; three others stranded in Flushing Meadows. (RAG)

Apr. 25, 1916 Pres. Rea testifies in suit brought by Dick Brothers & Co. against
PRR control of LIRR. (NYT)

June 22, 1916 LIRR grants trackage rights to New York Consolidated Railroad
Company between Chestnut Street Jct. on Flatbush Avenue line to
Rockaway Park. (Val)

Mar. 15, 1916 Electrified lines of LIRR paralyzed for first time by combination of
ice storm and high winds; whipsawing of ice coated transmission
lines shatters insulators and creates short circuits; by 10:30 AM all
service halted except between Penn Station and Jamaica; that
service fails at 2:00 PM; all service restored by 4:30; one train
stalled on Jamaica Bay trestle has to be rescued by steam
locomotive; three others stranded in Flushing Meadows. (RAG)

Apr. 25, 1916 Pres. Rea testifies in suit brought by Dick Brothers & Co. against
PRR control of LIRR. (NYT)

June 22, 1916 LIRR grants trackage rights to New York Consolidated Railroad
Company between Chestnut Street Jct. on Flatbush Avenue line to
Rockaway Park. (Val)

1916 LIRR accounts for 73% of traffic at Penn Station, 13,224,258
passengers to 4,924,347 on PRR; LIRR traffic has increased from
1,422,909 passengers in 1910, with most growth coming at expense
of Long Island City, whose passenger count has fallen from
6,332,878 in 1910 to 1,167,087 in 1916; LIRR traffic to Flatbush
Avenue Brooklyn has continued to increase from 13,455,991 in
1910 to 19,666,344 in 1916; area of Penn Station devoted to LIRR
has had to be enlarged and remodeled three times in last seven
years. (NYT)

May 10, 1917 LIRR Pres. Ralph Peters announces the establishment of a training
school for women office workers to release men for war duty.
(Mutual)

June 1917 Camp Upton located at Yaphank, N.Y., on LIRR; LIRR carries 4.4
million passengers there; Camp Mills established east of
Hempstead, later site of Mitchell Field. (Seyfried elsewhere Camp
Upton est. 4/1917)

July 7, 1917 LIRR runs first troop trains to Camp Upton on Long Island.

Sep. 3, 1917 LIRR joint service over BMT between Chambers Street,
Manhattan, and Rockaway Park via Chestnut Street connection
discontinued. (Boland has 9/17, which is day of PSC order?)

Dec. 27, 1917 Pres. Rea writes to ex-New York Docks Commissioner Calvin
Tompkins stating that Penn Station is really a union station, as it
serves LIRR, New Haven and six southern railroads (though no
roads that compete with PRR); is in favor of a joint terminal line
along Hudson River piers (where coincidentally, NYC has near
monopoly and PRR is at disadvantage). (NYT)

1917 LIRR Bay Ridge Improvement completed.

1917 LIRR begins using new Bay Ridge float yard to handle westbound
empties from New Haven to PRR via Hell Gate Bridge; moved via
Long Island City as direct New York Connecting Railroad line to
Fresh Pond Jct. is unfinished. (AR)

1917 LIRR trolley service extended from Clinton Road to Merrick
Avenue (Salisbury Plain?).

Jan. 17, 1918 Through freight service to New England inaugurated via Hell Gate
Bridge at 6:00 AM at request of USRA; includes car floats between
Greenville and Bay Ridge; only one temporary track is in service
between Freemont Street (?) and Fresh Pond Jct. because of
settlement problems; LIRR rebuilds line between Fresh Pond Jct.
and Bay Ridge; operation is by steam. (CE)

Jan. 28, 1918 Interchange tracks between New York Connecting Railroad and
LIRR open at Fresh Pond Jct. (CE)

June 1, 1918 USRA Circular No. 28 divides railroads into seven rather than
three regions; "Eastern Railroads" divided into Eastern, Allegheny
and Pocahontas Regions; Allegheny Region, under Regional
Director Charles H. Markham of the Illinois Central at
Philadelphia, consists of Lines East of PRR and of B&O, Hudson &
Manhattan, LIRR, Reading, CNJ, Western Maryland, P&LE,
B≤ Elisha Lee appointed Federal Manager of PRR portion
with authority over all departments; Lines West placed in Eastern
Region based in New York under Regional Director A.H. Smith,
formerly Pres. of NYC; Markham has no competitive grudge
against the PRR; however, arrangement leaves PRR divided,
severing Lines East and West and turning PRR into a primarily local road. (Hines, SR 97/30)

June 11, 1918 A.W. Thompson, ex-V.P. of B&O, named Federal Manager of
Cumberland Valley and Western Maryland; Ralph Peters named
Federal Manager of LIRR; W. B. Wood named Federal Manager
of GR&I. (last 2 after 6/11? but by 6/24)

June 20, 1918 Ralph Peters resigns as Pres. of LIRR to become Federal Manager.
(NYT)

Aug. 1918 (LIRR? or independent?) abandons Babylon Railroad trolley
between Babylon and Babylon Dock and Babylon and Amityville.

Aug. 30, 1918 LIRR completes double track between Hicksville and Farmingdale.

1918 LIRR completes double track Hicksville-Pinelawn and Floral
Park-Garden City. (AR)

1918 LIRR adds upper decks to ferries Babylon and Hempstead. (AR)

1918 USRA converts 27 LIRR parlor cars and 4 privately-owned club
cars to coaches. (AR)

1918 LIRR removes rail from Laurelton-Cedarhurst Cutoff and uses to
lay second track between Floral Park and Garden City.

Mar. 4, 1919 LIRR Board authorizes abandonment of Huntington Railroad
trolley line. (MB)

Mar. 9, 1919 Frederick Gilbert Bourne ( -1919), LIRR director and Pres. of
Singer Sewing Machine Company, dies. (MB)

Apr. 3, 1919 LIRR Board approves loan to Ocean Electric Railway to permit it
to buy three cars from Huntington Railroad. (MB)

July 1, 1919 James A. McCrea resigns as General Manager of LIRR to be VP of
Bankers Trust Company. (MB)

July, 23, 1919 PRR Board notes further allocation of equipment by USRA: 500
freight cars for LIRR ($1.4 million), 61 locomotives for
Pennsylvania Company lines ($6.1 million), 89 locomotives for
PCC&StL ($6.1 million), and 5 locomotives for GR&I ($302,000);
Board learns that USRA is considering a National Equipment
Corporation; may be better to get financing from them than from
the War Finance Corporation. (MB)

Sep. 23, 1919 LIRR abandons Huntington Railroad trolley line between
Huntington Harbor and Amityville Dock at 12:00 M.; losses had
increased because of automobile competition. (AR, MB)

Oct. 1919 Camp Upton at Yaphank, N.Y., deactivated; LIRR carries
4,385,265 passengers there during course of war. (Seyfried
elsewhere has deactivated 1921!)

Dec. 29, 1919 USRA refuses to approve extras requested by LIRR prior to
signing final agreement. (MB)

Dec. 31, 1919 LIRR refuses to proceed with negotiating final contract with
USRA. (MB)

Feb. 11, 1920 Special Committee on Organization reports on plan for post-USRA
arrangements; believe that growth of country requires executives
at places other than Philadelphia and Pittsburgh; recommend
dividing whole PRR System (excluding LIRR, BC&A, MD&V) into
four regions headquartered in Philadelphia, Pittsburgh, Chicago
and St. Louis, each to be headed by a V.P. with a full staff of
officers; recommend complete decentralization similar to divisional
organization recently developed by manufacturing companies such
as Du Pont and General Motors; each region to be autonomous
with own Treasury, Accounting, Purchasing and Traffic officers;
headquarters staff to coordinate activities as a whole; also
recommend creating a central Personnel Dept. incorporating the
Voluntary Relief Dept. and Pension Dept. (MB)

Feb. 1920 LIRR applies to ICC for fare increase. (AR)

Mar. 1, 1920 End of USRA creates quandary for railroads regarding Daylight
Svings Time; DST continues to be observed in many large cities,
particularly in the Northeast, while the rest of the country,
particularly rural areas and the South and West, revert to
Standard Time; LIRR stays on DST; PRR goes to Standard Time,
but adjusts schedules to reflect DST; CNJ/RDG keeps DST in New
Jersey and Standard Time in Pa., requiring duplicate trains for
certain interstate services; eventually, railroads use Standard Time
for their employee timetables, but change schedules twice a year to
reflect change in publicly observed time. (Guide)

Apr. 13, 1920 All power plant firemen at Camden, all firemen on Philadelphia &
Camden Ferry and all shopmen at Trenton Shops strike; 50% of
shopmen on New York Division strike; total number of strikers
increases to 28% of engine & train employees; over half of all
trains on New York Division annulled; South Amboy struck at 2:00
PM; Phillipsburg struck at 6:00 PM, cutting Poughkeepsie Bridge
route; no perishables floated to New York City; Pres. Rea issues a
statement thanking all those employees who have remained loyal
and college students and others who have volunteered to run
trains; LIRR firemen walk out after morning rush, halting all
steam service and stranding commuters who live beyond the
electrified zone; commuters and college students volunteer to act as
firemen on commuter trains, with dozens of Princeton athletes
serving as PRR firemen. (LC, NYT)

Apr. 14, 1920 Total of 75% of affected classes of employees now on strike; total
number freight cars dispatched now at only 33% of pre-strike
levels; PRR runs 53 of 83 trains out of Penn Station; LIRR runs
about 50% of steam service; Dr. Richard Derby, son-in-law of
Pres. Roosevelt operated a train between Oyster Bay and Jamaica;
87 Princeton undergraduates report for PRR duty at Jersey City;
some volunteer crews threatened; LIRR Pres. Peters promotes
formation of local vigilance committees to protect commuters. (LC,
NYT)

July 1, 1920 PRR increases LIRR's rent for the use of Penn Station from
$13,000 to $20,000 per month.

July 2, 1920 LIRR petitions NY PSC for 10% increase in commuter and school
tickets, with other fares increased proportionately.

Aug. 26, 1920 ICC approves 40% freight rate increase and 20% passenger fare
increase on LIRR; passenger fare increase on LIRR blocked by
N.Y. PSC. (AR)

Sep. 1, 1920 LIRR joins PRR Pension Plan.

Nov. 13, 1920 ICC overrules N.Y. PSC and grants LIRR 20% fare increase but
excepts commuter and school fares, which account for most of
LIRR tickets; LIRR commuter fares remain frozen at 1918 levels
into early 1950s, leading to line's eventual collapse.

Nov. 1920 PRR pension system extended to LIRR. (Guide)

1920 PRR company athletics extended to LIRR.

Jan. 29, 1921 LIRR increases non-commuter fares by 20% one day after Appellate
Court dissolves injunction that had delayed increase for two months at
request of N.Y. PSC; rules that Transportation Act of 1920 cannot be
attacked in state courts. (RyAge)

Mar. 19, 1921 LIRR announces it will impose wage cuts effective Apr. 1 and sets
conferences with employees to begin Mar. 30. (RyAge)

June 23, 1921 Long Island Railroad Company, North Shore Branch, merged into
LIRR. (Moodys)

July 19, 1921 New York & Rockaway Beach Railway merged into LIRR.

Aug. 1, 1921 U.S. Railroad Labor Board orders new shop crafts election on PRR;
rules PRR had no authority to bargain independently on each Region;
also orders LIRR to deal with System Federation No. 90. (RyAge)

1921 Trucks divert 5,000 tons of agricultural produce from LIRR.

1921 LIRR sells ferries Babylon and Hempstead. (AR)

Jan. 2, 1922 Frank E. Haff, Secretary of LIRR, dies at 59. (RyAge)

Feb. 25, 1922 LIRR General Superintendent John R. Savage (1869-1922) dies of
meningitis at New York following an operation. (NYT)

Mar. 30, 1922 PRR places orders with five builders for 190 P70 coaches, 35 PB70
combines, and 25 baggage-mail cars; 20 dining cars are being built at
Altoona, and the LIRR has ordered 50 cars. (PR)

Apr. 1, 1922 Ralph Peters, Jr., promoted from LIRR Superintendent of
Transportation to Assistant Superintendent. (PR)

May 18, 1922 LIRR Board authorizes a new station at Matawok for the Matawok
Land Company; donates one year’s salary of $7,500 to widow of late
Secretary Frank E. Haff, because he “wore out his life in the interests of
the company.” (MB)

June 1, 1922 New York City Transit Commission holds hearing on PRR request to
increase LIRR's rent at Penn Station from $240,000 to $300,000 a year;
PRR says LIRR has 70% use of station for 35% of cost; citing LIRR
growth, PRR has served notice on Lehigh Valley and B&O to vacate
station by 1925. (NYT)

June 5, 1922 LIRR sells Prospect Park & Coney Island Railroad to South Brooklyn
Railway, now part of the Brooklyn Rapid Transit system, under
agreement of May 31. (MB)

June 16, 1922 LIRR Board authorizes Safety Agent to make public relations speeches
around Long Island and disseminate information compiled by the
Association of Railway Executives’ committee on Public Relations.
(MB)

June 30, 1922 New York & Rockaway Beach Railway merged into LIRR. (Moodys)

July 1, 1922 National shop-craft strike begins in attempt to preserve union gains
made under USRA; 256,435 shopmen strike nationwide, or about 75%
of the total; however, only 22,630 or 37% of the PRR shopmen strike;
PRR eventually employs 16.215 extra guards, or one for every 1.5
strikers; little disruption of holiday traffic; PRR takes lead in trying to
break the strike; only 48 strike at Altoona; more severe in Pittsburgh
area, except Conway; unions claim strike is 90% effective at
Pittsburgh, PRR claims 45%; 1,300 men walk out on LIRR; strike also
promises to interrupt flow of coal from non-striking mines in South.
(LC, NYT, RyAge, Davis)

July 1, 1922 PRR increases LIRR's rent for the use of Penn Station from $20,000 to
$25,000 per month. (MB)

July 13, 1922 LIRR Board authorizes the removal of the Chestnut Street rapid transit
ramp abandoned in 1918; authorizes track elevation from Hollis to the
Nassau County line and third and fourth tracks between Hillside
Avenue and Floral Park. (MB)

July 19, 1922 New York & Rockaway Beach Railway merged into LIRR. (Cards
have 6/30)

July 19, 1922 LIRR announces formation of Committee on Public Relations headed
by George Flatow (1895-1968), Publicity Agent. (RyAge)

July 24, 1922 LIRR train from Rockaway stalls in East River tunnel at 8:00 AM,
fouling rush hour traffic for about one hour; LIRR blames battery
trouble; unions blame inadequate inspection by strikebreakers. (NYT)

Aug. 14, 1922 LIRR Board approves removing the shed over Front Street between the
station and ferry slips and removing the frames and loading ramps on
the Annex Dock at Long Island City. (MB)

Aug. 23, 1922 N.Y. Transit Commission approves Apr. 20 agreement raising LIRR’s
rent for the use of Penn Station and approaches from $20,000 to
$25,000 per month. (MB)

Sep. 2, 1922 PRR operates a total of 883 trains and 6,587 cars at Penn Station,
including 40 extras for Labor Day weekend; 300,000 people handled
for new record; LIRR operates 35 extra trains from Penn Station.
(NYT)

Sep. 16, 1922 LIRR Board authorizes track and signal changes at “VA” Interlocking
at Valley Stream; completing Yard “D” west of Jamaica; purchase of
20 Class T54b trailers, 20 Class P54d steam trailers, 40 Class MP54c
MU cars, 10 Class P54a steam coaches, and 2 Class BM62 baggage-
mail cars to replace last wooden passenger equipment; also 6 heavy
passenger locomotives. (MB)

Fall 1922 LIRR begins track elevation through Hollis, Queens, to the Nassau
County line and extension of third and fourth track to Floral Park.
(RyAge)

Nov. 9, 1922 LIRR Board authorizes the purchase of 12-15 Class H6sb 2-8-0's from
the PRR for freight, and the transfer of 6-8 Class G54 4-6-0's from
freight to passenger service; authorizes retirement of turntables at
Manhattan Beach and Sag Harbor and of old “B” Tower at Long Island
City. (MB)

Nov. 21, 1922 West Jamaica Land Company, Limited, dissolved. (LIRR AR)

Dec. 5, 19122 LIRR Board authorizes continued negotiations with the PT&T over the
rent for the use of Penn Station; LIRR accounts for 70% of the
passengers and 34% of the locomotives and cars using the station.
(MB)

Dec. 21, 1922 Pres. Rea tells New York Mayor Hylan and Board of Transit
Commissioners that LIRR traffic is growing too fast to be handled at
Penn Station; urges construction of subway under 34th Street from
Long Island City to 9th Avenue with a new rapid transit line to Jamaica
to take the business from western Queens. (NYT)

1922 LIRR acquires ferry Pennsylvania from ___. (AR)

Jan. 1, 1923 PRR changes basis of LIRR's rent for use of Penn Station from a
flat payment of $25,000 per month to 4-1/2% per year on total cost
of investment in line from "H" ("HAROLD") Tower to Penn
Station. (MB)

Jan. 18, 1923 George LeBoutillier elected VP of LIRR to take work load off Pres.
Peters, who is in failing health. (NYT)

Mar. 24, 1923 Brooklyn Rapid Transit Company reorganized as Brooklyn-
Manhattan Transit Corporation; holding company for subway,
elevated, trolley and bus companies, including South Brooklyn
Railway and track along Atlantic Avenue used by LIRR. (Moodys)

May 1923 Wreck Lead, N.Y., station on Long Beach Branch of LIRR
renamed Island Park. (Guide)

July 14, 1923 Local committee of 100 publishes a report calling for service
improvements on LIRR for commuters; urge that LIRR be made
an operating division of PRR; assigning more electric locomotives
to haul steam trains between Penn Station and Jamaica to reduce
or eliminate change at Jamaica; run trains from eastern points
non-stop west of Jamaica; limit smoking cars to that service and
ban smoking in stations; put mail and express on separate trains.
(NYT)

July 16, 1923 Speaking to Long Island Press Association, VP George LeBoutillier
promises that PRR will make $84 million in improvements on
LIRR over next 10 years; takes aim at Sen. LaFollette and the
Valuation Act of 1913, which forced railroads to spend $63 million
and government $22 million, "merely to satisfy one man's whim
and prove a fallacious theory." (NYT)

July 31, 1923 William E. Canning, Superintendent of LIRR, dies. (AR)

Aug. 2, 1923 Ralph Peters, Jr., named Superintendent of LIRR. (AR)

Sep. 5, 1923 Transit Commission holds hearings on PT&T application to
increase LIRR's rent for use of Penn Station and tunnels from
about $200,000 to $1.8 million, based on increasing use of facilities.
(NYT)

Oct. 9, 1923 Ralph Peters (1853-1923), Pres. of LIRR, dies at Garden City of
heart disease after 49 years of service with PRR. (AR, NYT)

Dec. 5, 1923 Samuel Rea elected President of LIRR, replacing Ralph Peters,
deceased. (AR)

Mar. 31, 1924 LIRR announces it will seek 20-40% fare increase to meet increase
of Penn Station rent from $300,000 to $1.3 million per year and for
grade crossing elimination projects. (NYT)

Apr. 17, 1924 New York Transit Commission announces it is trying to purchase
LIRR Whitestone Branch as part of the subway system. (NYT)

May 1924 LIRR electrifies two additional tracks between Hillside and Floral
Park as part of track elevation; makes four electrified tracks
between Jamaica and Floral Park. (NYT - check contemporary
issue)

May 1924 LIRR abandons passenger service on Bushwick Branch in
Brooklyn.

June 24, 1924 LIRR files for 20% increase of all commuter fares effective July
25, citing income only 3.68% on assessed valuation. (NYT)

July 21, 1924 LIRR announces it is using trucks for LCL service on Port
Washington Branch. (NYT)

Aug. 4, 1924 Association of Long Island Commuters meets in Jamaica Town
Hall to protest LIRR fare increases. (NYT)

Aug. 18, 1924 Long Island Consolidated Electrical Companies sells Northport
Traction Company to local interests, removing it from LIRR
system.

Sep. 22, 1924 Mayor John F. Hylan writes letter commending Transit
Commission for opposing LIRR fare increase; suggests LIRR
revive Bushwick station as a major commuter terminal with
connection to 14th Street Subway to take pressure off Penn Station.
(NYT)

Nov. 15, 1924 LIRR abandons Glen Cove Railroad trolley line between Glen
Cove Landing and Sea Cliff.

Dec. 10, 1924 August Belmont, Jr. ( -1924), LIRR director and founder of IRT
subway system, dies. (AR)

Dec. 31, 1924 Nassau County Railway (LIRR subsidiary) abandons trolley line
between Seacliff Landing and Seacliff Station.

1924 LIRR discontinues passenger service to Manhattan Beach (Fresh
Pond Jct.-Manhattan Beach).

1924 LIRR sells steamer Wyandotte. (AR)

Jan. 23, 1925 New York Transit Commission rejects PRR application for
increasing LIRR's Penn Station rent after extensive hearings since
Aug. 1924. (NYT)

Feb. 19, 1925 Hobart Carson Fash, founder of Long Island Commuters
Association, dies of throat cancer at Brooklyn, which his followers
blame on his extended speaking tours denouncing the LIRR fare
increase. (NYT)

Mar. 3, 1925 Last run of LIRR ferry, 34th Street-Long Island City; LIRR then
dismantles Long Island City ferry house and sells ferries
Manhattan Beach, Southampton and Pennsylvania. (AR)

Mar. 24, 1925 PRR submits revised proposal for raising LIRR's Penn Station
rent by a lower amount. (NYT)

May 16, 1925 E.B. Kessler named Superintendent of LIRR, replacing Ralph
Peters, Jr., resigned. (AR)

May 21, 1925 LIRR begins electric service between Jamaica and Babylon on the
Montauk Branch and opens rebuilding of Central Extension
between Bethpage Jct. and Babylon; steam trains for points east of
Babylon rerouted via Mineola, Bethpage Jct. and Belmont Jct.;
connection built between LIRR main line and former Central
Railroad of Long Island at Bethpage Jct. to permit this service;
former Central Railroad then abandoned between Stewart Ave.,
Salisbury Plains, and Bethpage Jct. (track still down in 1937!!)
(AR)

May 26, 1925 New York City Board of Transportation submits report calling for
purchase of LIRR's Rockaway Beach lines for conversion to rapid
transit.

June 19, 1925 New York, Brooklyn & Manhattan Beach Railway merged into
LIRR. (C&C)

July 4, 1925 New York Transit Commission announces approval of new LIRR
Penn Station agreement increasing rent from $1.8 million to $2.23
million retroactive to July 1, 1923; reduces interest asked from 5%
to 4.5%, denying $2.84 million rent sought by PRR. (NYT)

July 9, 1925 New York Mayor John F. Hylan orders corporation counsel to
continue to oppose LIRR fare increase. (NYT)

July 1925 LIRR makes offer to sell Rockaway Beach lines to New York City

Nov. 3, 1925 New York voters approve $300 million bond issue to apply to
railroad grade crossing elimination; used heavily on LIRR.

Dec. 8, 1925 New York Transit Commission denies PRR application to raise
LIRR's Penn Station rent by $420,000; later agree to fix rent at
$2,232,000, same as in 1925. (NYT)

Dec. 15, 1925 First LIRR diesel, No. 401, Class AA2, a 600 HP GE/Ingersoll-
Rand switcher, leaves Erie Plant for New York. (Hirsimaki)

Dec. 16, 1925 Ingersoll-Rand delivers its fourth diesel switcher, No. 401, to
LIRR.

Dec. 1925 Railroads secure injunction to block enforcement of the Kaufmann
Act mandating electrification within the limits of New York City.
(LIRR AR)

1925 Gov. ___ vetoes a three-year extension of the deadline for railroad
electrification in New York City under the Kaufmann Act. (LIRR
AR)

Early 1926 Montauk Company, one-quarter owned by LIRR, sells land at Fort
Pond Bay to Montauk Beach Development Company for
development. (LIRR AR)

Feb. 25, 1926 Long Island Electric Railway Company sold at foreclosure; passes
out of LIRR system.

Feb. 25, 1926 New York & Long Island Traction Company sold at foreclosure;
passes out of LIRR system; reorganized as Queens-Nassau Transit
Company in March 1926, but franchises taken by private bus
operators.

Mar. 1926 J.G. Brill Company delivers second LIRR diesel #402 after
unsuccessful tests on PRR's Delaware Avenue line.

Apr. 1, 1926 Pullman Company assumes operation of LIRR parlor car service;
19 LIRR parlor cars converted to coaches. (AR)

Apr. 14, 1926 PRR Board authorizes enlargement of LIRR waiting room at Penn
Station. (MB)

Apr. 21, 1926 PT&T Board authorizes construction of cab ramp from 8th
Avenue & 33rd Street ($139,583), enlarging LIRR waiting room
($156,310), passageway from LIRR Concourse to Main Waiting
Room ($26,494), and passageways for LIRR to Platforms No. 9 &
10 ($51,226). (MB)

July 3, 1926 PRR and LIRR run a total of 775 trains totaling 6,124 cars from
New York; 14 extra sections on Northeast Corridor southbound
and 12 northbound; 18 to NY&LB. (NYT)

Aug. 12, 1926 Violent thunderstorms and heavy rains flood East River Tunnels,
forcing a suspension of all LIRR and PRR service at 9:00 PM;
other washouts on LIRR. (NYT)

Sep. 9, 1926 Ocean Electric Railway abandons service over LIRR between
Hammel and Far Rockaway. (AR)

Oct. 20, 1926 LIRR begins electric service between Valley Stream and Mineola
via West Hempstead, between Floral Park and Mineola, (AR - and
between Country Life Press and Salisbury Plains? - no elect in
teens).

Nov. 30, 1926 14 Class __ electric switchers built at Altoona for service on Bay
Ridge Branch delivered to LIRR. (NYT)

Dec. 6, 1926 PT&T authorizes space for concessions in LIRR Waiting Room at
Penn Station. (MB)

1926 LIRR writes off stock of Ocean Electric Railway, Nassau County
Railway and Montauk Steamboat Company, Limited. (AR)

1926 LIRR abolishes Marine Dept. and places vessel operation under
Assistant Superintendent. (AR)

1926 LIRR double-tracks Long Beach Branch between East Rockaway
and Wreck Lead. (AR)

1926 LIRR installs automatic signals and train control on North Side
and Whitestone Branches. (AR)

1926 Extra shops built and concourse widened between LIRR
Concourse and General Waiting Room at Penn Station. (CE)

Jan. 1927 Express business moved from LIRR facility at Long Island City to
new one at Sunnyside Yard. (see 1926)

Feb. 10, 1927 VP George LeBoutillier testifies to New York PSC asking for 20%
increase in LIRR commuter fares, with promise of $57 million
improvement program, including grade crossing eliminations.
(NYT)

Mar. 1927 Electric catenary for New Haven placed in service between Fresh
Pond and New Lots on LIRR.

Apr. 20, 1927 VP George LeBoutillier hosts demonstration run of LIRR's new
diesel tugboat Meitowax. (NYT)

June 1, 1927 Automatic train stop and cab signals placed in service between
"HAROLD" tower and Port Washington and Whitestone on
LIRR.

June 1, 1927 Through, summer-only sleeping car line inaugurated between
Pittsburgh and Montauk; first run-through from PRR points to
LIRR.

June 1, 1927 Montauk Beach Development Corporation formally opens
Montauk Manor, a 178-room hotel; resort is to include golf course
and polo field; LIRR special train brings guests including Pres.
W.W. Atterbury and Pres. P.E. Crowley of NYC. (NYT)

June 1927 Electric catenary for New Haven placed in service between New
Lots and Second Ave, Bay Ridge, on LIRR.

June 24, 1927 Through summer-only weekend parlor car service inaugurated
between Washington and Montauk via LIRR; westbound on
Montauk Special and eastbound on Sunrise Special. (Guide)

June 29, 1927 PT&T leases 837 square feet south of LIRR Waiting Room in Penn
Station to The Savarins, Inc. (MB)

July 1, 1927 PRR operates 35 extra trains out of New York for holiday traffic,
exclusive of LIRR or Jersey shore; runs 66 on July 2, 25 on July 3,
and 75-80 on July 4. (NYT)

July 1, 1927 LIRR places electrification and automatic train control in service
on Port Washington and Whitestone Branches.

July 8, 1927 LIRR completes 11,000-volt A.C. electrification on freight line
between Fresh Pond Jct. and Bay Ridge; electric freight service
with New Haven locomotives begins between Bay Ridge and Port
Morris via Hell Gate Bridge. (AR says open to 2nd Ave in 6/1927;
Bay Ridge yard in 8/1927)

Sep. 17, 1927 PRR operates special race train from Washington and Philadelphia direct to Belmont Park on LIRR for Futurity Stakes. (NYT)

Nov. 23, 1927 George LeBoutillier named to new post of Resident VP at New
York in addition to current post as VP of LIRR; Col. S.H. Church
elected VP. (NYT)

Dec. 31, 1927 LIRR places automatic train control in service between Jamaica
and Babylon.

1927 LIRR sells Montauk Steamboat Company boats.

1927 LIRR retires last wooden passenger car; first U.S. railroad to
operate only steel passenger cars.

1927 LIRR closes model farm at Medford.

Jan. 9, 1928 PRR Board approves $21,500 to enlarge LIRR waiting room in
Penn Station. (MB)

Jan. 31, 1928 Automatic train stop and cab signals placed in service between
Jamaica and Babylon on LIRR. (see 1927?)

Feb. 29, 1928 PT&T Board authorizes $21,500 for enlarging LIRR Waiting
Room. (MB)

Mar. 8, 1928 LIRR hosts officials of North German Lloyd Line in inspection of
Fort Pond Bay at Montauk as potential transatlantic port. (NYT)

Apr. 9, 1928 LIRR announces 4% dividend payable May 1, first since 1896;
amounts to payment of $1.364 million to PRR. (NYT)

May 1928 VP George LeBoutillier speaks in favor of building a new LIRR
terminal in the Queens Plaza area for Port Washington and
Rockaway trains and removing them from Penn Station; would
connect with a new spur of BMT/IRT system for access to
Midtown. (NYT)

May 17, 1928 PRR begins operating race train from Philadelphia direct to
Belmont Park on LIRR, stopping at West Philadelphia and
Trenton, for season ending June 9. (NYT)

June 11, 1928 ICC issues decision upholding railroads in Hell Gate Bridge Case;
finds no demonstrated public interest or economies in NYC access
to Long Island; holds PRR and LIRR are a single system and have
rights to long-haul on all freight originating on their lines; thus
defeated, Port of New York Authority ends attempts to compel
railroads to adhere to its Comprehensive Plan; turns to developing
bridges and tunnels which ultimately end need for elaborate joint
railroad facilities in port's core.

June 20, 1928 ICC rejects Port of New York Authority application for all-rail
joint rates between LIRR and points on NYC and western lines via
Hell Gate Bridge at rate no higher than by car float. (NYT)


Oct. 1, 1928 PRR assumes direct operation of LIRR; LIRR combined with New
Jersey General Division (New York-Liddonfield) to form a quasi-
region called "New York Zone" under VP. George LeBoutillier
and a single General Manager, J.F. Patterson, and General
Superintendent R.C. Morse with full PRR regional staff; LIRR
General Superintendent C.D. Baker transferred to PRR
headquarters. (MB, NYT)

1928 LIRR relays Laurelton-Cedarhurst Cutoff to protect right-of-way
and grade crossing rights.

Apr. 28, 1929 The Rainbow established between Chicago and New York
(eastbound only) on 20:50 schedule; named for Rainbow Division
of American Expeditionary Forces in a contest won by John E.
Danielson, an LIRR brakeman; The Red Knight established
between New York and Chicago (westbound only) with a late night
departure for theater-goers; running time of "The Spirit of St.
Louis" cut from 25:00 to 24:00 to match The American; Cincinnati
Limited cut to 17:00; new Chicago-Washington sleeper placed on
The Gotham Limited; Buckeye Limited reequipped as exclusive
Cleveland-New York train and observation car added; Philadelphia,
Washington and Atlantic City sleepers removed from the Buckeye
Limited and placed on a new Cleveland-Pittsburgh train, The
Manhattan; The Broadway Limited and certain other Blue Ribbon
Trains begin operating on Daylight Saving Time for the first time;
Quaker City Express renamed The New Englander and extended
from Philadelphia to New York via New York-Pittsburgh subway.
(Mutual, Guide, NYT)

July 9, 1929 Penn Station handles 213 PRR trains, 466 LIRR, 20 New Haven,
and 13 LV, or total of 712; total of 5,742 cars. (RyAge)

July 15, 1929 PRR and Philadelphia Rapid Transit Company (Mitten interests -
or recently purchases by PRR? Peoples & Philadelphia RT
separate?) open "Pennsylvania Motor Coach Terminal" in New
York between 33rd and 34th Streets opposite Penn Station on lot
containing LIRR entrance kiosk that was originally intended for
future lease as site for office building; depot is a simple one-story
brick building used by Peoples Rapid Transit Company lines to
Philadelphia and a number of suburban lines to New Jersey. (NYT,
RyAge)

Oct. 14, 1929 ICC examiner recommends PRR's application to increase LIRR
rent paid for use of Penn Station be denied, but that "reasonable"
terms be considered. (NYT)

Dec. 9, 1929 ICC issues its "final" consolidation plan with a five-system East;
PRR to be stripped of all loosely-controlled roads except the LIRR;
fifth system to be created from LV, Wabash, N&W, Wheeling &
Lake Erie, Pittsburgh & West Virginia, C&O of Indiana, and
Seaboard Air Line; the four trunk lines unite against it. (was
probably released several wks later)

1929 Peak year for LIRR; 118.9 million passengers carried.

1929 New York City completes Cross Bay Boulevard causway across
Jamaica Bay to Rockaway; causes 10% drop in LIRR passenger
traffic to Rockaways.

Jan. 2, 1930 LIRR declares 6% annual dividend. (PR)

Jan. 15, 1930 LIRR files answer to PSC inquiry on poor service; says it is burdened
by short-distance travel within Brooklyn and Queens that should be
accommodated by the city transit system and suggests that the city take
over more service within city limits. (PR)

Feb. 6, 1930 LIRR announces it has sold its experimental farm at Medford, built in
1907. (PR)

Feb. 27, 1930 LIRR places ad in papers stating its intent to order new cars and
increase train length to 11 and 12 cars; has equipped five cars with 3-2
seating as an experiment. (NYT)

Feb. 28, 1930 VP George LeBoutillier testifies to New York PSC and Transit
Commission hearing that LIRR would rather stand to lose passengers
than expend capital to provide facilities to eliminate overcrowding.
(NYT)

Mar. 18, 1930 ICC rejects the revised 1928 contract for the LIRR’s use of Penn
Station. (ICC, RyAge)

Mar. 27, 1930 ICC refuses to approve $1.5 million annual rent increase for LIRR's use
of Penn Station.

Apr. 9, 1930 LIRR announces that it has surpassed the PRR as a passenger carrier in
1929; carried 118,888,128 passengers vs. 113,713,797 on PRR;
however, average revenue per passenger on LIRR is 23.4 cents vs.
$1.18 on PRR. (NYT)

Apr. 10, 1930 ICC authorizes the LIRR to abandon its Whitestone Branch. (ICC)

Apr. 1930 New York PSC and Transit Commission rule that LIRR must operate
15-car trains to provide all riders with seats by June 15, 1931; also
lengthen platforms at Penn Station and increase number of morning
rush hour trains into Penn Station by Sep. 1, 1930. (NYT)

May 1930 LIRR refuses the order of the New York Transit Commission that it run
15-car trains and buy 100 new cars. (RyAge - check NYT)

May 22, 1930 Dinner celebrating 25th anniversary of LIRR electrification held in
Savarin Restaurant of Penn Station; George Gibbs is the main speaker.
(PaNews)

June 22, 1930 Jamaica East track elevation opens on the LIRR. (PaNews)

June 23, 1930 Starting today, the LIRR operates trains every two weeks through Aug.
18 for the Boys Club of New York to their summer camp at Jamesport,
L.I.; many of the boys are from the Lower East Side. (PaNews)

June 24, 1930 LIRR wins E.H. Harriman Medal for railroad safety, which is presented
at a ceremony at the New York Union League. (PaNews, NYT)

July 1930 LIRR operates 30,854 regular passenger trains for the month, plus
2,551 extras and 527 express and milk trains, or an average of 1,100
passenger trains a day. (PaNews)

July 16, 1930 LIRR announces it has placed in service 40 ex-PRR P54 trailers
converted to MU cars. (NYT)

Aug. 29, 1930 LIRR appeals to courts to block ruling of Transit Commission and
Public Service Commission re operating 15-car trains and lengthening
platforms at Penn Station. (NYT)

Oct. 4, 1930 Fort Wayne Division team beats the LIRR team for the PRR System
baseball championship at the Cricket Field at Altoona. (PaNews)

Nov. 3, 1930 On rehearing, ICC reaffirms the LIRR’s right to abandon the
Whitestone Branch, but the abandonment is to be deferred to permit
consideration of an alternative service as part of the transit system.
(ICC)

Dec. 17, 1930 LIRR signs new agreement for the use of Penn Station for 20 years
from Jan. 1, 1931 at 5¾% on valuation, excluding the building above
track level, and 20% of operating expenses and taxes. (MB)

Dec. 27, 1930 PRR files with ICC to increase LIRR's rent for Penn Station by $1
million or $90,000 less than last application, allowing for a 5.75%
return. (NYT)

Feb. 1931 LIRR opens new freight station at Willetts Point Boulevard in the
Corona (Flushing) Meadows. (PaNews)

Apr. 18, 1931 New York City Board of Estimate declines the LIRR’s offer to give the
Whitestone Branch to the city for a rapid transit line. (ICC)

June 13, 1931 New Shinnecock Canal drawbridge opens on LIRR, permitting K4s's to
operate to Montauk. (PaNews)

June 16, 1931 New York Transit Commission and Nassau County village officials
association file with ICC against PRR increasing LIRR rent for use of
Penn Station from 4% to 5½% on investment. (NYT)

June 16, 1931 LIRR and Bee Line, Inc., begin rail-bus excursions to Jones Beach
through Aug. 28. (RyAge)

June 17, 1931 ICC authorizes the LIRR to abandon the Whitestone Branch, as the city
has refused to take it for a rapid transit line. (ICC)

June 20, 1931 City of New York files with ICC protesting increase of LIRR rent for
using Penn Station. (NYT)

Sep. 9, 1931 VP George LeBoutillier outlines LIRR plan to restore passenger service
and electrify the old Central Railroad line from Hempstead Crossing to
Babylon and eliminate stub branch into Hempstead. (NYT)

Jan. 4, 1932 U.S. Supreme Court upholds abandonment of the LIRR’s Whitestone
Branch on appeal of the New York Transit Commission. (RyAge)

Jan. 13, 1932 PRR Board consents to sale of LIRR Rockaway Branches from White
Pot Jct. and Far Rockaway to Rockaway Park to New York City for
transit line; plan is eventually carried out in 1955; authorizes
abandoning the 110-foot turntable at Hollidaysburg. (MB)

Jan. 27, 1932 LIRR notes that offer to give Whitestone Branch to city for inclusion in
subway system is withdrawn because of city's original rejection. (NYT)

Feb. 8, 1932 ICC approves revised terms for the LIRR’s use of Penn Station and
tracks. (ICC)

Feb. 15, 1932 Last run of passenger trains on Whitestone Branch of LIRR and line
abandoned between Flushing and Whitestone Landing (4.14 miles). ( ,
C&C)

Feb. 15, 1932 ICC overrules New York Transit Commission and approves higher
rents for LIRR use of Penn Station. (NYT)

Mar. 9, 1932 PRR Board authorizes a loan of $2 million to the LIRR; authorizes
abandoning “NA” Block Station at Hannah, Pa. (MB)

Mar. 10, 1932 LIRR signs a new contract for the use of Penn Station. (MB)

May 1, 1932 VP-Chicago Thomas B. Hamilton (1865-1939) retires after 44 years of
service; he has been responsible for the ore docks at Cleveland and the
PRR’s entry into Detroit; LIRR General Manager George LeBoutillier
also named acting General Manager of the New York Zone in addition
to being VP-New York, replacing Jesse F. Patterson (1871-1935),
relieved because of illness. (MB, PR, RyAge)

June 23, 1932 LIRR restores Sunrise Special running eastbound Thursdays and
Fridays and westbound Mondays only, instead of daily as last year;
Montauk Special and Sunday Montauk trains Nos. 4011-4012 not
restored because of poor patronage last year. (PR)

Aug. 9, 1932 LIRR places prototype double-decker MU car on display at Penn
Station; built at Altoona; seats 120 vs. 76 in regular car. (Mutual, NYT)Aug. 9, 1932 LIRR places prototype double-decker MU car on display at Penn Station; built at Altoona; seats 120 vs. 76 in regular car. (Mutual, NYT)

Aug. 13, 1932 First, experimental double-decker MU trailer enters revenue service on
LIRR on Port Washington and Babylon lines; has 120 seats and an
aluminum body. (Mutual, NYT)

Sep. 9, 1932 PRR and LIRR implement new weekend round trip fares at 45% saving
over regular round trip fare. (NYT)

Sep. 28, 1932 PRR Board authorizes a $1 million loan to the LIRR; authorizes
dissolving the Massillon & Cleveland Railroad. (MB)

Oct. 1, 1932 LIRR begins store-door collection and delivery service at New York
City, contracting with Railway Express Agency. (PR. NYT)

Oct. 3, 1932 Special court upholds LIRR's Penn Station rent increase; rules that ICC
has final jurisdiction. (NYT)

1932 LIRR hauls 91,713,868 passengers, down 18,569,569 from 1931.
(NYT)Jan. 11, 1935 Retired LIRR Agricultural Director Hal B. Fullerton (1857-1935) dies
at Patchogue, N.Y. (PR)

Jan. 16, 1933 A.C. electrification completed between New Brunswick and Trenton,
permitting first long-distance electric service between New York and
Philadelphia; 11,000-volt a.c. catenary replaces 650-volt third rail
between Sunnyside and Manhattan Transfer; d.c. retained between
Sunnyside and Bergen tunnel portal for LIRR and wire trains; first
electric train No. 207 leaves New York 9:00 AM behind P5a No.4757,
inaugurated by Mayor John P. O'Brien (1873-1951) and VP George
LeBoutillier and arrives at Broad Street Station at 10:57 AM; first
eastbound trip, No. 214, leaves Philadelphia 1:00 PM behind No. 4764;
only four round trips of Clockers electrified on Jan. 16; will expand as
locomotives are delivered; expect all trains to be electrified on Feb. 1.
(CE, NYT, Middleton, Mutual - Westing has Sunnyside-MT on
1/23/32)

Feb. 7, 1933 LIRR places the first, westbound Far Rockaway elevated track and
high-level platform in service on the Valley Stream track elevation.
(RyAge)

Mar. 15, 1933 LIRR temporarily suspends passenger service between Port Jefferson
and Wading River and substitutes a bus connection through May 15.
(A-sheet)

Apr. 10, 1933 U.S. Supreme Court rejects the argument of the New York Transit
Commission and refuses to overturn the lower District Court ruling
which declined to set aside the ICC’s approval of the LIRR’s new Penn
Station rent contract. (RyAge)

May 1, 1933 PRR and LIRR begins store-door pick up and delivery for all shippers,
both carload and LCL, in New York City area. (PR, NYT)

May 1, 1933 LIRR establishes lower round trip fares as an experiment to retain
passengers; previous cut-rate round trip tickets were only good within
the New York City limits; also introduces a 10-trip bearer ticket, a 12-
trip weekly commuter ticket, and a 20-trip monthly ticket; LIRR
passengers have fallen from 118 million in 1930 to 91 million in 1932.
(PR)

May 2, 1933 LIRR places the eastbound Far Rockaway track in service on the
Valley Stream track elevation. (RyAge)

May 14, 1933 LIRR renames Steeplechase Station at Beach 99th Street "Playland".
(A-sheet)

May 15, 1933 LIRR restores passenger service between Port Jefferson and Wading
River. (A-sheet)

May 20, 1933 ICC order permits LIRR to substitute automatic cab signals for
automatic train stop between "HAROLD" Tower and Port Washington
and between Jamaica and Babylon. (RyAge)

June 12, 1933 LIRR begins testing a lightweight Austro-Daimler rubber-tired railcar
between Jamaica and Babylon. (NYT)

June 25, 1933 LIRR inaugurates summer Sunday "Fishermen's Special" between New York and Great South Bay. (PR - indicates this was at least second year)

June 25, 1933 LIRR begins special low $1.50 excursion fares to Greenport and
Montauk on Sundays through Sep. 17; also offered Saturdays between
July 8 and Sep. 2, and Wednesdays between July 12, and Aug. 30;
advertised as “Travel the Blues Away - Go Somewhere - See
Something - Visit the East End of Long Island.” (PR, NYT)

June 27, 1933 LIRR places Montauk and Long Beach tracks in service on the Valley
Stream track elevation. (RyAge)

July 9, 1933 LIRR carries 107,200 passengers to and from Rockaways, Long Beach
and Jones Beach, up 14% from same weekend last year. (NYT)

July 15, 1933 Grand Central Parkway opens from Kew Gardens to the border of
Nassau County, and the Northern State Parkway opens from there to
Mineola, improving motor vehicle access between New York City and
Long Island points in competition with the LIRR; the parkways are part
of a series planned by Robert Moses (1888-1981), Pres. of the Long
Island Park Commission. (NYT)

July 1933? LIRR begins low-fare service between New York and Jones Beach
with a bus transfer at Wantagh. (PR)

Aug. 1, 1933 LIRR continues its experimental low fares of May 1 for the rest of the
year. (RyAge)

Aug. 1, 1933 N.Y. PSC orders the LIRR to continue to operate passenger service
between Port Jefferson and Wading River between May 15 and
October 15 annually. (ICC)

Aug. 18, 1933 Queens Boulevard Line of New York City’s Independent subway
(IND) opens from 8th Avenue under 53rd Street and the East River to
Roosevelt Avenue in Queens; provision is made for a connection to the
LIRR from the 63rd Drive station to White Pot Jct. for rapid transit
service on the LIRR to the Rockaways; the line also offers the first non-
transfer service between Penn Station and the developing East Side
office district. (Feinman)

Aug. 23, 1933 Ernie Adamson, a lawyer and LIRR commuter writes to Coordinator
Joseph B. Eastman urging that LIRR be merged into PRR as a division
to save money, including executive salaries and Penn Station rent.
(NYT)

Sep. 5, 1933 Federal Coordinator Eastman forwards suggestion for merger of LIRR
into PRR, which is being urged by a New York lawyer named Ernie
Adamson, to Pres. W.W. Atterbury for comment. (NYT, Latham)

Sep. 26, 1933 Pres. Atterbury replies to Federal Coordinator Joseph B. Eastman that
PRR will eventually absorb LIRR under consolidation plan, but "time
is not ripe"; no economies to be gained through duplicate salaries, and
Penn Station would have to be paid for in any event; also questions
Eastman's authority to force any merger. (NYT)

Oct. 3, 1933 Federal Coordinator Joseph B. Eastman refuses Ernie Adamson's
request for merger of LIRR into PRR; says as the PRR is almost the
only stockholder, a merger is a matter of PRR management policy.
(NYT)

Oct. 29, 1933 LIRR operates last Montauk excursion of the season. (PR)

Dec. 3, 1933 LIRR expands service in the electrified zone, adding 71 trains to give
every-15 minute service between Penn Station and Jamaica and Flatbush Avenue and Jamaica, and every half hour service between 12:00 M and 6:00 AM. (PR, RyAge)

Dec. 3, 1933 LIRR establishes station at Massapequa Park. (A-sheet)

Dec. 22, 1933 New York City files with Board of Estimate to purchase LIRR
Rockaway lines for $10.3 million; contingent upon PRR eliminating
grade crossings prior to transfer. (NYT)

Dec. 29, 1933 New York City Board of Estimate approves contract for purchase of
LIRR Rockaway Beach lines for $10 million; not approved by outgoing
Mayor O'Brien before leaving office.

1933 LIRR carries 79,947,258 passengers vs. 91,713,868 in 1932. (NYT)

1933 LIRR discontinues trolley service between Garden City and Salisbury
Plain; (also MU service between Salisbury Plain and Mitchell Field??)

1933 LIRR completes track elevation and new station at Valley Stream.
(C&C)

1933 LIRR pays last dividend. (Trains)

Jan. 26, 1934 Mayor La Guardia returns proposed agreement for purchase of LIRR
Rockaway Beach lines to the Board of Estimate.Feb. 26, 1934 Second blizzard strikes New York area; LIRR badly hit by big drifts that cripple electrified zone. (RyAge)

Apr. 2, 1934 ICC denies the LIRR’s application to abandon the branch between Port
Jefferson and Wading River. (ICC)

Apr. 21, 1934 Centennial of LIRR celebrated with a luncheon to George LeBoutillier
at the Hotel Pennsylvania. (NYT)

Apr. 23, 1934 LIRR installs “Historical Map Showing Years in which Lines of the
Long Island Rail Road Were Built” in the LIRR Waiting Room of Penn
Station; has lights in six colors and illustrations of local landmarks and
tourist attractions. (PR)

June 1, 1934 LIRR places its first 5 air conditioned passenger cars in service on 13
trains, including the Cannon Ball and Hampton Express. (PR)

June 16, 1934 R.C. Morse, General Superintendent of New Jersey General Division,
is named General Manager-New York Zone, replacing George
LeBoutillier, who remains VP-New York; R.R. Nace from Engineer of
Maintenance of Way of New Jersey General Division to Chief
Engineer of Maintenance of Way-New York Zone; W. Y. Cherry from
Superintendent of Motive Power-New Jersey General Division to
General Superintendent of Motive Power-New York Zone; J. F. Henry
to Superintendent of Cincinnati Division, replacing R.C. Barnard,
named General Agent at Cincinnati; E.E. Ernest to Superintendent of
LIRR, replacing Henry; C. W. Van Nort to Superintendent of Freight
Transportation-Central Region, replacing Ernest; E. S. Reed to
Superintendent of the Erie & Ashtabula Division, replacing Van Nort.
(MB, PR)

June 24, 1934 New LIRR schedules feature some air-conditioned Pullman parlor cars
and coaches on long runs; to run “Fishermen’s Trains” on Sundays.
(RyAge)

July 16, 1934 LIRR begins second season of low-fare combined rail-bus service
between New York and Jones Beach; bus connection made at Wantagh.
(PR)

Aug. 2, 1934 LIRR forms a separate Board of Adjustment. (RyAge)

Aug. 21, 1934 LIRR applies to the ICC to abandon the old Laurelton-Cedarhurst
Cutoff (5.79 miles); rails removed later in the year. (NYT, C&C)

Sep. 14, 1934 Former LIRR Traffic Manager & General Freight Agent A.L. Langdon
(1846-1934) dies at New York. (RyAge)

Sep. 15, 1934 LIRR operates an excursion train of coaches and sleeping cars to
Montauk for connection with the chartered Hudson River Day Line
steamboat Peter Stuyvesant for persons watching the international
yacht races off Newport. (RyAge)

Sep. 27, 1934 PRR announces the formation of the PRR- LIRR Maintenance of Way
System Board of Adjustment for maintenance of way employees;
independent Maintenance of Way Employes Union replaces old
Employe Representation Plan. (PR, NYT)

Oct. 1934 PRR and Brotherhood of Railroad Shop Crafts of America form the
PRR-LIRR Shop Crafts System Board of Adjustment. (PR)

Dec. 27, 1934 LIRR exhibits an aluminum MU car with “alumaneal” finish for
insulation at Jamaica. (RyAge)

Jan. 19, 1935 LIRR opens track elevation at Middle Neck Road in Great Neck. (PR)

Jan. 23, 1935 Heavy snowstorm hits New York City area; LIRR suffers delays of
over one hour in electrified territory, further aggravating passengers
already exercised about fare issue; all service at Flatbush Avenue
terminal suspended between 8:30 and 9:42 PM. (NYT, RyAge)

Feb. 18, 1935 N.Y. Assemblyman Maurice A. Fitzgerald of Queens introduces
resolution for investigation of LIRR and its relationship with PRR.
(NYT)

Mar. 28, 1935 PRR and LIRR form seventh Board of Adjustment with Brotherhood of
Railroad Signalmen of America. (PR)


Apr. 1, 1935 J.A. Appleton named General Manager-New York Zone, replacing
R.C. Morse, named acting VP-Eastern Region, in place of C.S. Krick,
who is ill; J.C. White named Superintendent of LIRR; Daniel M
Sheaffer named Assistant to VP in Charge of Operations; E.E. Ernest
named Chief of Passenger Transportation, replacing Schaeffer (NYT);
J.C. White named Superintendent of LIRR, replacing Ernest; W.D.
Wiggins named Acting Chief Engineer (what date)

Apr. 22, 1935 National Mediation Board begins elections for representation of shop
crafts on LIRR, after holding LIRR is a separate railroad; union
majority on LIRR can thus not be swamped by non-union majority on
whole PRR system and opens door to piecemeal re-unionization. (LC)

May 1, 1935 Martin W. Clement elected Pres. of LIRR, succeeding W.W. Atterbury.
(PR)

May 23, 1935 New Greyhound bus terminal opens at 242 West 34 th Street between
7th & 8th Avenues in New York City on the cross-block site of the
smaller terminal of 1929; located just west of the Penn Station escalator
kiosk leading to the LIRR Concourse; building in the art moderne style
by Thomas W. Lamb (1871-1942) with a curved front of glossy
enameled steel panels costs only $140,000 and stands in stark contrast
to the Classical bulk of Penn Station across the street; used by
Pennsylvania Greyhound Lines and a number of independent
companies. (NYT, BusTrans)

May 27, 1935 National Mediation Board announces result of LIRR shop crafts
elections; machinists, blacksmiths, helpers and apprentices choose
Brotherhood of Railroad Shop Crafts of America; boilermakers, sheet
metal workers, carmen and electricians choose AFL unions.
(LbrChron)

June 3, 1935 PRR and LIRR employees hold flower show in YMCA auditorium in
Penn Station. (NYT)

July 18, 1935 Long Island Consolidated Electrical Companies, LIRR’s traction
holding company, dissolved. (MB)

Aug. 30, 1935 PRR files new fare schedule for LIRR with N.Y. Transit Commission;
to raise fares 15-20% on Oct. 1. (NYT)

Aug. 31, 1935 LIRR files for 15-20% increase in commuter fares, effective Oct. 1.
(RyAge)

Sep. 11, 1935 Nassau County Village Officials’ Association votes to oppose LIRR
fare increase. (RyAge)

Sep. 14, 1935 Last run of LIRR passenger service between Mineola and West
Hempstead, ending loop service; passenger service discontinued to
avoid state-mandated elimination of grade crossings.

Sep. 22, 1935 New York City announces that it will host a World’s Fair in 1939 to be
located in Flushing Meadow, a wetland used as a dump for coal ashes
(for a description of its pre-fair condition, see Fitzgerald’s The Great
Gatsby) that is easily reached by the LIRR, rapid transit and express
highways. (Feinman)

Oct. 24, 1935 At far increase hearing LIRR VP George LeBoutillier testifies that
LIRR faces $1 million passenger train deficit in 1935. (NYT)

Oct. 24, 1935 At far increase hearing LIRR VP George LeBoutillier testifies that
LIRR faces $1 million passenger train deficit in 1935. (NYT)

Nov. 1, 1935 Pittsburgh Division Superintendent H.T. Frushour (1882-1958)
appointed Superintendent of LIRR, replacing J.C. White, who becomes
General Manager-Western Region; D.K. Chase to Superintendent of
the Eastern Division; C.F. Lingenfelter to Superintendent of the Toledo
Division, replacing Chase; J. T. Ridgely to Superintendent of the
Columbus Division, replacing Lingenfelter; W.W. Patchell from
special duty to Superintendent of the Indianapolis Division, replacing
Ridgely. (PR, RyAge)

Nov. 1935 Between 8:00 AM and 9:00 AM, 78 PRR trains enter and leave Penn
Station, not counting those on the LIRR, or one every 46 seconds.
(RyAge)

Dec. 6, 1935 First modern escalator and first other than original one from the LIRR
Concourse to 34th Street, opens between Platform 7 and the west side
of the Exit Concourse in Penn Station. (CE)

Dec. 25, 1935 Former General Manager of LIRR and New York Zone Jesse F.
Patterson (1871-1935) dies at New York Hospital at age 65 after a long
illness. (PR, NYT)

Apr. 18, 1936 ICC, with Joseph B. Eastman casting the deciding vote, rejects the
railroads’ appeal to delay the passenger fare cut; the LIRR files a
further appeal. (RyAge)

May 13, 1936 New York State Transit Commission sues to force LIRR to implement
ICC fare cuts to 2 cents per mile. (NYT)

May 20, 1936 ICC rules that LIRR is subject to its fare reductions to 2 cents a mile;
LIRR had planned to continue charging 3 cents per mile in both
coaches and parlor cars, which are intrastate. (NYT)

May 25, 1936 New York State Transit Commission files for injunction against LIRR
charging more than 2 cents per mile fare in New York City after June 1
under state law barring a railroad from charging more than its parent
company; LIRR responds that it is an intrastate railroad not subject to
ICC rates and that law was crafted to apply to it and it alone. (NYT)

June 1, 1936 Mayor La Guardia reverses his earlier stand and instructs New York
City Board of Transportation to arrange new contract for purchase of
LIRR Rockaway Beach lines; conversion cost of $24 million prevents
purchase during remainder of the Depression; La Guardia also hopes to
“recapture” the BMT Culver Line and Liberty Avenue Elevated for the
new Independent (IND) system. (NYT, )

June 1, 1936 ICC reduces base passenger fare from 3.6 cents to 2 cents per mile and
Pullman fares to 3 cents per mile; half cent per mile Pullman surcharge
dropped; cut was pushed by B&O and its affiliates, whereas PRR and
NYC favored fare of 2.5 cents; PRR implements cuts on its New Jersey
commuter service, but not LIRR; the fare cut brings an immediate
increase in ridership. (NYC AR, NYT, RyAge)

June 4, 1936 New York Supreme Court grants temporary injunction forcing LIRR to
reduce fare within New York City to 2 cents per mile. (NYT)

June 10, 1936 Courts stay an injunction sought by the New York Transit Commission
to force the LIRR to implement the 2 cents per mile fare pending a
hearing. (RyAge)

June 10, 1936 Loren S. Wells (1868- ), Electrical Engineer of the PRR Stystem and a
main figure in the first electrifications on the LIRR, is honored with a
lunch at the Engineers Club. (PR)

June 15, 1936 LIRR files final brief with PSC and Transit Commission for commuter
fare increase. (PR)

June 18, 1936 New York Appellate Court rules that LIRR must implement 2-cents per
mile fare system-wide, effective July 1. (NYT)

June 19, 1936 New York Appellate Court grants a temporary stay for LIRR
implementing the 2-cent per mile fare. (NYT)

June 22, 1936 LIRR files appeal with the Court of Appeals from the Transit
Commission’s ruling to compel a reduction of fares within New York
City limits from 3 cents a mile to 2 cents a mile. (PR)

June 23, 1936 New York Court of Appeals orders LIRR to begin issuing refund
coupons to riders within New York City paying more than 2 cents per
mile after June 30, pending final arguments. (NYT)

July 8, 1936 New York Court of Appeals orders LIRR to implement 2-cents per
mile fare in conformity with ICC reduction of June 1. (NYT)

July 9, 1936 LIRR announces it will begin 2-cent per mile fare within New York
City at midnight but will not redeem refund coupons at this time.
(NYT)

July 13, 1936 N.Y. Supreme Court orders the LIRR to implement the 2 cents per mile
fare on July 18. (RyAge)

July 18, 1936 LIRR cuts all fares to 2 cents a mile after N.Y. Supreme Court denies a
stay. (PR)

July 21, 1936 New York State Transit Commission and NY PSC deny LIRR request
for 15% increase within city and 20% outside city limits; claim loss of
revenue is from sources other than commutation; LIRR is chided for
not expanding with population, even though the island is saturated with
rail lines. (NYT)

July 22, 1936 Association of Long Island Commuters urges that a state Long Island
Transit Authority take over LIRR in lieu of granting fare increase; bill
for such an authority failed at the end of last session. (NYT)

July 28, 1936 Pres. M. W. Clement announces that the LIRR will abide by the rulings
of the Transit Commission and PSC in the commuter fare case. (PR)

Sep. 20, 1936 LIRR places 80 additional trains in service, mostly off-peak, for a daily
total of 844. (PR, RyAge)

Oct. 1, 1936 LIRR raises its 12-trip and 60-trip tickets to 2 cents a mile; cuts Penn
Station surcharge from 15 cents to 5 cents for Brooklyn passengers
only. (PR, NYT)

Nov. 14, 1936 New York Transit Commission serves the LIRR with an order to show
cause why it should not be prosecuted for contempt of court for
charging more than 2 cents per mile within New York City limits;
LIRR both round up fares to nearest 5 cents or charges flat 10-cent fare
between all stations on Brooklyn-Jamaica rapid transit service and on
Flushing line. (NYT)

Dec. 15, 1936 Fact-finding committee representing the Port Authority, PRR, New
Haven, CNJ and Lehigh Valley Railroad reports on the proposed
Greenville-Bay Ridge Tunnel to a policy committee of VP’s of the four
railroads and the General Manager of the Port Authority; a single-track
tunnel with the capacity of 5,000 freight cars a day will cost $57
million; 1935 interchange between the railroads lying south of
Greenville and the LIRR was 670,448 cars, vs. 1.026 million in 1928;
total saving would be $1.08 million a year vs. $4.46 million in
severance wages and retirement of unamortized equipment; 29% of the
traffic could be expedited by as much as 6 hours. (PtAuth, Bard)

Dec. 29, 1936 ICC authorizes LIRR to issue $10 million 4% Refunding Mortgage
bonds guaranteed by PRR. (NYT)

Dec. 31, 1936 IND subway line opens underneath Queens Boulevard from the 53rd
Street tunnel to the Union Turnpike, running roughly parallel to the
LIRR main line and offering a nickel fare. (Trager)

1936 LIRR completes track elevation between St. Albans and Springfield.
(C&C)

Jan. 27, 1937 PRR Board authorizes a 200-ton concrete coaling station at Warren,
Pa.; rebuilding Dock Street freight station in Philadelphia; approves the
retirement of the engine house, turntable, etc. at Coalport, N.J.;
abandoning Warehouses B & C at Buffalo; abandoning old type LIRR
train control on Tracks 12-21 at Penn Station; abandoning shelter sheds
at the old Cincinnati Union Passenger Station. (MB)

Mar. 1, 1937 Port Authority receives a report on “Suburban Transit for Northern
New Jersey” which envisions a branch of the Hudson & Manhattan
Railroad running south via the CNJ to Staten Island over the Bayonne
Bridge, and extending the H&M Uptown line north to 51st Street and
through a new tunnel under the Hudson River and on to Paterson over
the Erie Railroad main line, intersecting all the railroad north of it;
future expansions include a tunnel between the CNJ at Communipaw
and the LIRR at Atlantic Avenue, and a connection from the LIRR at
Sunnyside to Grand Central Terminal; the cost would be $187.5
million, and the projects would not be self-sustaining, requiring
subsidies that no one has power to levy. (PtAuth, Bard)

July 3, 1937 Marine Parkway Authority opens the Marine Parkway and bridge from
Flatbush Avenue, Brooklyn, to Rockaway Point, improving vehicular
access to the Rockaways in competition with LIRR. (TBTA)

July 4, 1937 LIRR inaugurates the Long Island Seabreeze, a summer Sunday-only
excursion train from Penn Station to Montauk with a two-hour sail to
New London and back on The Yankee; $2 round trip fare; runs through
Sep. 6. (PR)

July 28, 1937 ICC authorizes the LIRR to abandon the outer part of the Manhattan
Beach Branch between Avenue J and Manhattan Beach, last used in
July 1925. (ICC)

Aug. 6, 1937 LIRR opens station at site of New York World’s Fair for construction
workers. (RyAge)

Aug. 16, 1937 LIRR opens first temporary station on site of New York World’s Fair
in Flushing Meadows to serve the new administration building and
employees who have previously been located in the Empire State
Building. (PR)

Dec. 27, 1937 LIRR places two experimental double-deck MU cars (motor-trailer) in
service. (Mutual)

1937 LIRR sells the remaining 2.85 miles of the Manhattan Beach Branch.
(C&C)

Jan. 1, 1938 Formal agreement takes effect covering New Haven's operation of New
York Connecting Railroad, including trackage rights over LIRR
between Fresh Pond Jct. and Bay Ridge; agreement dated Dec. 29,
1939. (MB, C&C)

Jan. 10?, 1938 LIRR places two more double-deck MU cars in service, running on
eight trips to Port Washington, Hempstead and Babylon; are 80 feet
long and 136 seats, vs. 72 feet and 120 seats on prototype. (RyAge)

Jan. 24, 1938 William Pedrick, Jr. (1870-1938), former Passenger Traffic Manager of
PRR and LIRR at New York and Special Representative of the
Passenger Dept. at New York, dies. (Guide)

June 16, 1938 Parks Commissioner Robert Moses gets the New York City Board of
Estimate to approve his $23 million plan for depressing and/or covering
the LIRR tracks in Atlantic Avenue between East New York and
Jamaica, eliminating all intermediate stops except Woodhaven Jct.
(NYT)

July 4, 1938 PRR announces deal to sell the Long Island City Power House to
Consolidated Edison in return for reduced rates for 290 million
killowatt-hours of power annually for the PRR and LIRR
electrificaitons. (NYT - Condit has contract 6/15)

July 18, 1938 LIRR agrees to a compromise plan whereby railroads will pay 15%
rather than 50% of the cost of grade crossing eliminations; Robert
Moses had wanted the railroads to be relieved of all costs. (NYT)

Aug. 12, 1938 New York Transit Commission begins hearings on elimination of LIRR
grade crossings on Atlantic Avenue between East New York and
Jamaica; taxpayer and civic groups are opposed. (NYT)

Sep. 21, 1938 The hurricane peaks at New York City between 4:00 and 5:30 PM, with
winds of 75 MPH; at 2:30 a washout cuts the LIRR line at Manhasset,
and all North Shore Branch service is suspended at 4:00 PM; flooding
also closes the line between Jamaica and Springfield Gardens and the
Rockaway Branches; the brunt of the storm closes the LIRR’s South
Shore line east of Speonk; a westbound train derails between
Westhampton and Quogue, when the rails spread beneath it; the New
Haven suspends all service east of Stamford at 3:55; at 5:20 the storm
surge floods the Erie station of the Hudson & Manhattan tubes, cutting
service between the northern and southern limbs of the system; the high
tides block the various railroad ferry slips, and the Weehawken
terminal of the West Shore is flooded; the storm strikes east of the PRR
lines, which suffer only minor disruption. (NYT)

Sep. 22, 1938 The LIRR restores all service at 9:00 AM except for the Rockaway
Branches and east of Speonk; the New Haven reopens as far east as
New Haven; the Yankee Clipper arrives at Grand Central Terminal at
1:40 AM after a 12:40 passage and busing east of New Haven. (NYT)

Sep. 22, 1938 ICC authorizes the LIRR to abandon its line and all service between
Port Jeffeson and Wading River; passenger service is now summer-
only. (ICC)

Sep. 23, 1938 All New Haven service is still out beyond New Haven and Hartford;
LIRR is out east of Amagansett. (NYT)

Oct. 7, 1938 New York Transit Commission approves the plan for the elimination of
LIRR tracks on Atlantic Avenue between East New York and Jamaica.
(NYT)

Oct. 18, 1938 LIRR opens track elevation over Sunrise Highway at Lynbrook. (NYT)

Oct. 31, 1938 Last run of LIRR passenger service between Port Jefferson and Wading
River and line abandoned (10.5 miles) effective Nov. 1. (Guide, AR)

Nov. 24, 1938 Contracts let for the Queens ventilator tower of the Queens-Midtown
Tunnel at Borden Avenue in an area once occupied by part of the LIRR
Long Island City terminal. (NYT)

Dec. 14, 1938 PRR Board authorizes a new Savarins restaurant, bar and cocktail
lounge in the LIRR Concourse of Penn Station and enlarging the
Savarins bar in the Arcade at Penn Station; PRR makes a $12,000
contribution to the regular YMCA of Philadelphia to compensate for
the closing of the PRR YMCA in West Philadelphia. (MB)

1938 LIRR abandons Manhattan Beach Jct.-Sheepshead Bay. (RyAge - C&C
has sold in 1937)

1938 LIRR terminal building at Long Island City is demolished for
construction of Queens Midtown Tunnel; the few remaining rush-hour
trains continue to load at the open platforms.

Mar. 8, 1939 PRR Board authorizes combining “D-6" Tower with “ARSENAL”
Tower south of 30th Street Station; installing a loudspeaker system in
the LIRR Concourse of Penn Station and on the platforms at
Pennsylvania Station, Newark; purchasing land for an additional two
tracks from Broad Street, Elizabeth, to the Waverly Jumpover;
remoting the mechanical interlocking at Bernice, Ill., from Maynard,
Ind.; retiring “HEARN” Interlocking at Delmar and the station at
Woodside, Del. (MB)

Mar. 23, 1939 ICC approves the abandonment of the LIRR’s Sag Harbor Branch in 40
days. (ICC)

Apr. 30, 1939 New LIRR station at the Fairgrounds opens for regular revenue service;
designed in a streamlined style by the LIRR’s architect, Irwin L. Scott;
has 6 tracks with 4 platforms and a 7th track for through PRR trains;
platforms are laid out for the mass loading and unloading of shuttle
trains to and from Penn Station, which are advertised as 10 minutes for
10 cents; LIRR MU cars used in shuttle service are decorated with the
Fair’s Trylon & Perisphere logo; designed by the firm of Harrison &
Fouilhoux, the Trylon is a 610-foot three-sided obelisk, and the
Perisphere is a 180-foot diameter spherical exhibit building; future
PRR VP James P. Newell is in charge of the construction of the PRR-
LIRR World’s Fair facilities. (RyAge, Guide, PR, MB)

May 3, 1939 LIRR discontinues passenger service between Bridgehampton and Sag
Harbor and abandons the Sag Harbor Branch (4.39 miles). (Guide)

May 8, 1939 PT&T Board authorizes loudspeaker system on LIRR Concourse at
Penn Station; $34,743 for air conditioning Savarins lunch room in the
Arcade. (MB)

May 25, 1939 New barber shop designed by Raymond Loewy opens on south side of
LIRR Concourse in Penn Station. (CE)

June 1939 New York City Parkway Authority opens Cross Bay Boulevard parallel
to LIRR line across Jamaica Bay to Rockaway. (TBTA)

July 1, 1939 Savarins restaurant and cocktail lounge opens on LIRR Concourse of
Penn Station; air conditioned and designed by Raymond Loewy. (CE)

Aug. 1939 LIRR begins track elevation between Far Rockaway and Rockaway
Park. (C&C)

Sep. 15, 1939 C.E. Adams appointed Superintendent of LIRR, replacing H.T.
Frushhour. (PR)

Sep. 29, 1939 Peter H. Woodward (1873-1939), Special Representative of PRR and
LIRR Passenger Dept. at New York, dies at Brightwaters, Long Island,
after 32 years service. (PR)

Oct. 30, 1939 New York World's Fair closes for 1939 season; PRR/LIRR hauls 15.7
million passengers to Fair or one of every four visitors. (AR)

Nov. 1, 1939 LIRR discontinues local rapid transit service between East New York
and Jamaica to permit removal of two tracks and placing the line in a
tunnel.

Jan. 31, 1940 PRR refuses to provide commuter service from Penn Station via Hell Gate
Bridge to Parkchester, a new high-rise community being developed by
Metropolitan Life Insurance Company in the Bronx, claiming Penn Station
is already too congested with LIRR traffic during rush hour. (CE)

Apr. 24, 1940 PRR Board authorizes construction of a new restaurant, bar and cocktail
lounge for The Savarins, Inc., on the LIRR Concourse at Penn Station. (MB)

Apr. 29, 1940 PT&T Board authorizes $49,000 for the following new shops on the LIRR
Concourse at Penn Station: Nedicks Stores, Inc. (hot dog stand), Cushman's
Sons, Inc., Barrett Nephews & Co. and extension of Doubleday, Doran Book
Shop; $20,424 additional for new Savarins restaurant, bar oand cocktail
lounge on the LIRR Concourse. (MB)

May 11, 1940 LIRR resumes “straight to the gate” World’s Fair service from Penn Station
on 10-minute headway; an additional 8 sets totaling 96 rebuilt MU cars are
placed in service, in addition to the 96 rebuilt last season. (PR)

May 13, 1940 LIRR begins this season’s service to Belmont Park Race Track; carries
269,351 passengers through June 8, vs. 183,329 in 1939. (Mutual)

June 1, 1940 Brooklyn-Manhattan Transit Corporation (BMT) conveys its bus, elevated,
and subway properties, including stock of South Brooklyn Railway and
Nassau Electric Railroad track in Atlantic Avenue that is operated as LIRR's
Brooklyn line, to the City of New York for $175 million in city bonds;
operated by the Board of Transportation of the City of New York. (Moodys,
Trager)

June 10, 1940 LIRR begins this season’s race track train service to Aqueduct Race Track
of the Queens Jockey Club through June 29. (Mutual)

June 23, 1940 LIRR extends “synchronized service” to the Babylon, Hempstead, West
Hempstead, Long Beach, Far Rockaway and Rockaway Park lines; trains
leave Penn Station and Flatbush Avenue, Brooklyn, at regular intervals on or
after each hour; 32 trains added to weekday and 117 trains to Sunday
schedule. (Mutual)

June 26, 1940 PRR Board authorizes construction of an air conditioned Milk Bar for the
Union News Company on the Exit Concourse and rearranging ticket
windows on the LIRR Concourse at Penn Station. (MB, CE)

Sep. 2, 1940 Roosevelt Raceway opens as a harness track on the Hempstead Plain on
Long Island, a source of traffic for the LIRR. (wiki)

Sep. 18, 1940 ICC approves new LIRR contract for use of Penn Station at lower rent
retroactive to Jan. 1, 1936.

Oct. 9, 1940 PRR Board approves $595,000 for the construction of an experimental Class
Q1 4-6-4-6 duplex freight locomotive; 4 new shops on the south side of the
LIRR Concourse of Penn Station; abandoning 3 miles of the Morrison Cove
Branch between Curry and Henrietta. (MB, Hirsimaki)

Oct. 1940 LCL interchange between LIRR and New Haven formerly handled in cars
via Fresh Pond Jct. now trucked between Long Island City and Harlem
River station, saving 24-48 hours; LCL interchange between PRR and
NYS&W now trucked between Jersey City and Edgewater. (LCL)

Oct. 23, 1940 PRR Board authorizes signaling eastbound freight tracks in both directions
between "ZOO" and "OVERBROOK" and remoting "VALLEY" and
"WOODBINE" Interlockings from "OVERBROOK"; converting 12 gas-
electric rail cars to diesel engines; building a tobacco stand and flower stand
at the 7th Avenue end of the LIRR Concourse at Penn Station; abandoning
9.26 miles of the Bellwood Branch from 1.76 miles north of Bellwood to 0.6
miles south of Blandburg; approves retirement of Wanatah, Ind., station.
(MB, VPO)

Oct. 27, 1940 New York World's Fair closes for second and final season; the last day is a
record, with 550,962 visitors, but the Fair is a commercial disappointment,
attracting only 44.9 million visitors in two seasons, instead of the projected
100 million; LIRR carries 9.5 million fair passengers in 1940, down from
15.7 million in 1939; PRR/LIRR carry one of every five visitors; PRR
historic equipment is dispersed to Meadows, Trenton, Wilmington and
Canton Shops; later stored at Northumberland, Pa.; British Coronation Scot
train cannot be returned to England because of the war and is placed in
storage at the B&O's Mount Clare Shops; locomotive is returned in 1942
and cars in 1946. (NYT, Mutual, B&O Mag, Shrlnr, Trager)

Nov. 15, 1940 Queens-Midtown Tunnel opens at New York City; east portal located near
LIRR Long Island City terminal. (TBTA)

Nov. 25, 1940 Camp Upton at Yaphank, N.Y., and LIRR branch reopen for the first
trainees. (NYT, brookhavennatlab)

Dec. 9, 1940 LIRR establishes stop at "Republic" east of Farmingdale for Republic
Aircraft Corporation; soon to be major war plant.

Jan. 20, 1941 LIRR elevated line opens between Hammel and Rockaway Park; space
under steel and concrete elevated becomes a new boulevard.

May 14, 1941 PRR Board rescinds authorizations of Sep. 1939 for conversion of 40 P70
coaches to Scheme 4 and 61 to Scheme 6 and instead approves $1.8 million
for converting 41 P70's into P56's and 49 P70's to P84's; also orders
converting 4 more diners into 2 twin-units with kitchen/lunch counter cars
(for The Congressional?); rescinds 1940 authorization to rearrange the ticket
offices and Oyster Bar at the LIRR waiting room at Penn Station. (MB)

May 14, 1941 PRR Board authorizes extending eastbound receiving yard at Enola for 125-
car trains; rearranging the ticket office and building a buffet for The
Savarins, Inc., off the LIRR Waiting Room at Penn Station; rearranging the
engine terminal at Sodus Point to accommodate Class I1s 2-10-0's;
abandoning 2.7 miles of the Essler Branch from the Lyons Run Branch near
Saunders, Pa., to end-of-track; retiring the interlocking at Converse, Ind.
(MB)

May 28, 1941 Pennsylvania Tunnel & Terminal Railroad Board approves four new shops
on the south side of the LIRR Concourse in Penn Station and new buffet for
The Savarins, Inc., in LIRR waiting room. (MB)

June 28, 1941 LIRR operates first “golf outing” special to the Brentwood Country Club;
$3.00 fare includes round trip and use of links and clubhouse. (RyAge)

July 14, 1941 Future LIRR and MTA head Peter Eugene Stangl (1941- ) born at
Waterbury, Conn. (wiki)

Aug. 21, 1941 LIRR announces it has retained J.G. White Engineering Corporation to study
all facets of its operation. (RyAge)

Oct. 11, 1941 Union News Company's Milk Bar, designed by Raymond Lowey, opens at
intersection of LIRR Concourse and Exit Concourse of Penn Station. (CE)

Nov. 15, 1941 Lardner V. Morris (1870-1941), former Chief Engineer of LIRR, dies at
Bristol, Pa. (RyAge)

1941 LIRR shortens the Evergreen Branch by 0.36 mile in line relocation. (C&C)

Jan. 1942 Morris Park Employes’ Band organized on LIRR; provides lunch-time
concerts and dances every two weeks. (PR)

Feb. 9, 1942 NY Supreme Court bars NYC, LIRR and SIRT from increasing fares within
limits of New York City. (RyAge)

Feb. 10, 1942 LIRR raises fares except in New York City, where it is still in litigation.
(PR)

Apr. 10, 1942 LIRR opens track elevation between Hammels and Far Rockaway; concrete
viaduct is designed to rapid transit standards. (C&C, George, Feinman)

May 21, 1942 Modernized LIRR ticket office and concourse designed by Raymond Loewy
opens in Penn Station.

June 13, 1942 Four German Abwehr (military intelligence) saboteurs land from U-202 at
Amagansett, N.Y., as part of "Operation Pastorius" (ironically named for
Franz Daniel Pastorius, the German Quaker founder of Germantown); U-202
grounds just offshore and is only able to escape when the tide comes in; the
saboteurs are equipped with four crates of explosives and supplies and
$95,000 in cash; targets include the Hell Gate Bridge and Horseshoe Curve,
along with dams and light-metal plants supplying airplane parts; they board
the first LIRR train to Jamaica after burying the supplies in the dunes; leader
Georg John Dasch, hoping to go AWOL in America, lets a Coast Guard
patrolman who discovers him escape; the patrolman alerts others who soon
ocate the cached explosives and clothing; a second party of four saboteurs is
put ashore at Ponte Vedra Beach, Fla. by U-584. (AtlntcMo, Offley)

June 15, 1942 J.G. White Engineering Corporation issues 8-part report commissioned by
LIRR; blames railroad's decline on commuter fares frozen since 1918, high
taxes and competition from subsidized city rapid transit and automobiles;
suggests $30 million in improvements. including 141 miles of new
electrification, but only if can obtain higher fares and lower taxes. (Rept.)

June 26, 1942 New Savarins Buffet opens on north side of LIRR Waiting Room in Penn
Station in space occupied by old ticket office; designed by Raymond Loewy.
(CE)

Nov. 16, 1942 LIRR drops all train names for the duration of the war, including The
Cannon Ball. (Guide)

Dec. 1, 1942 LIRR issues its first press release on women workers, noting that 185 are
now employed. (PR)

1942 LIRR shortens the Hempstead Branch by 0.24 mile in line relocation. (C&C)

Jan. 1943 LIRR has added 40 women engine wipers at Morris Park; now has over 200
women in jobs formerly held by men. (RyAge)

Feb. 3, 1943 John Howes Burton, Pres. of a New York cotton goods firm, calls for
building a new LIRR terminal on the East Side on 4th Avenue between 33rd
& 34th Streets. (RyAge)

Mar. 1943 War Production Board removes rail from unused LIRR line between
Salisbury Plain and Bethpage Jct.; had been left in place to retain title to
right of way. (RyAge)

June 1, 1943 LIRR Consulting Electrical Engineer Hobart Rawson retires; joined the
LIRR in Nov. 1905; recently was in charge of air raid protection and
wardens at Penn Station. (PR)

June 1943 PRR advertising campaign on LIRR promises service improvements,
including electrification of Oyster Bay Branch, in return for fare increases
and tax relief.

June 20, 1943 Designer Norman Bel Geddes (1893-1958) submits proposal for a large
display promoting Long Island and the LIRR in Penn Station; is a much
smaller version of his "Futurama" for General Motors at the 1939 World's
Fair, with a large relief map of Long Island to be viewed from above and a
model railroad and dioramas below; PRR is not interested as it wants to tie
any improvements to the LIRR to tax relief and fare increases. (CE-NY)

Oct. 2, 1943 LIRR completes the Rockaway track elevation project at a cost of $11.65
million. (C&C)

Oct. 13, 1943 PRR Board authorizes widening the 33rd Street entrance to the LIRR
Concourse at Penn Station and refinishing the north wall of the LIRR
Concourse from the IRT to the Pennsylvania Drug Company. (MB)

Oct. 14, 1943 N.Y. Supreme Court of Appeals rules that LIRR, NYC and SIRT are entitled
to the Jan. 1942 fare increase awarded by ICC on commuters within New
York City, reversing lower court that gave the Transit Commission veto
power over ICC ruling. (RyAge)

Dec. 20, 1943 PRR contracts with George A. Fuller Company for four new stores west of
the Doubleday book store on south side of LIRR Concourse and extension of
ticket office in southwest corner of General Waiting Room of Penn Station.
(CE)

1943 LIRR abandons the Bethpage Branch, Bethpage Jct. to Old Bethpage (1.56
miles). (C&C)

May 1944 LIRR installs public address system on platforms of Jamaica Station to help
eliminate the confusion of “change at Jamaica.” (RyAge)

May 16, 1944 Pennsylvania Tunnel & Terminal Railroad Board approves widening
entrance from 7th Avenue Subway and refinishing north wall of LIRR
Concourse in Penn Station. (MB)

June 14, 1944 PRR Board authorizes the purchase of the equipment of the Little Miami
Railroad; expanding the parcel room and Savarins buffet on the LIRR
Concourse of Penn Station; approves the retirement of part of the Morgans
Run Branch at Osceola Mills and the baseball park at Fort Wayne. (MB)

July 1, 1944 LIRR Atlantic Avenue Improvement opens between East New York and
Morris Park, including tunnel between Shepherd Avenue and 120th Street.
(C&C)

Sep. 14, 1944 Hurricane moves up about 50 miles off the east coast hitting New York City
with 95 MPH winds; storm surge interferes with railroad marine operations,
putting low-lying terminals at Jersey City and Hoboken under water and
floating ferries above the height of the ferry bridges; over 400 killed.; three
storm-driven surges batter the Jersey Shore resorts, destroying the Garden
Pier and Heinz Pier and about half of the Boardwalk at Atlantic City and
rushing as far inland as the railroad station; also heavy damage along 
the Delmarva Peninsula; storm makes landfall on eastern Long Island; PRR’s
Norfolk-Cape Charles steamboats suspended because of high winds and
trains detoured via Washington; electric transmission line blown down
across PRR tracks east of Trenton, shorting all electrical facilities and
signals between Trenton and Princeton Jct.; LIRR’s Rockaway trestle is
under two feet of water and many washouts on Long Island; Grand Central
Terminal closed between 8:00 PM and 11:45 PM by flood waters; floods at
New Haven cut service on the Shore Line between New York and Boston.
(RyAge, Gregory, Schwartz, Butler)

Sep. 10, 1945 LIRR announces it has placed car-washing machines in service at Richmond
Hill and Babylon Yards. (PR)

Sep. 29, 1945 Baldwin Locomotive Works completes switcher second No. 403 for the LIRR.
(Kirkland)

1945 Busiest year for Penn Station, New York; 109,349,114 passengers; 3/5 from
LIRR; busiest station in U.S.

Jan. 23, 1946 LIRR trainmen vote for United Mine Workers of America District 50 as
bargaining agent over BRT by a vote of 573-460; John L. Lewis was trying to
expand membership to other workers by promising he could win better
settlements. (NYT, RyAge)

Mar. 1, 1946 J.C. White (1888-1963) appointed Vice President-New York and VP of LIRR,
replacing George LeBoutillier (1876-1952), retired after 50 years service;
(same date? E.W. Smith named VP-Eastern Region, J.A. Appleton named VP-
Central Region replacing Smith, Paul E. Feucht named VP-Western Region;
H.H. Pevler named General Manager-Central Region, W.W. Patchell named
General Manager-Western Region.) (These dates combined - check cards)

June 12, 1946 PRR Board approves northward expansion of Bay View Yard; authorizes an
additional $91,000 for coal-burning turbine locomotive consortium; authorizes
purchase of Montour Railroad and Youngstown & Southern Railway from
Consolidation Coal Company; Pres Clement reports that a war shortage of
electrical material has led to a car shortage on the LIRR with many standees.
(MB)

June 12, 1946 PRR Board authorizes the purchase of 11 more 6,000 HP passenger diesels;
four new shops on the south side of the LIRR Concourse between the barber
shop and book store in Penn Station; $146,900 to raise overhead bridges at
North Side, Pittsburgh to clear larger locomotives; approves retirement of the
station at Bunker Hill, W.Va., on the Martinsburg Branch. (MB)

Summer 1946 LIRR restores summer parlor car service to East End resorts. (NYT)

Aug. 3, 1946 LIRR MU train rams a freight locomotive head-on at Port Washington;
conductor killed and 25 injured. (RyAge)

Aug. 22, 1946 UMW District 50 postpones LIRR trainmen’s strike at very last minute to Sep.
24. (RyAge)

Sep. 14, 1946 LIRR restores names to East End resort trains: the Peconic Bay Express to
Greenport and the Cannon Ball, Hampton Express, Shinnecock Express, South
Shore Express, and New York Express to Montauk. (Guide)

Sep. 23, 1946 UMW District 50 again postpones LIRR trainmen’s strike for four weeks at
the last minute. (RyAge)

Dec. 2, 1946 Fire destroys 1,200 feet of LIRR Jamaica Bay trestle, interrupting service for a
week.

Feb. 1, 1947 LIRR bans employees from reserving regular seats for card players. (NYT)

Mar. 6, 1947 LIRR exhibits first of 10 new double deck MU cars; cars prove unpopular
because of cramped face-to-face seating; also difficult to clean. (NYT,
Keystone)

Mar. 7, 1947 LIRR files with N.Y. PSC for 25% increase in commuter fares, promising
$17.6 million worth of service improvements.
Mar. 10, 1947 N.Y. PSC report on the LIRR finds its passenger cars inadequate and too old.
(Condit)

Mar. 11, 1947 NY PSC orders LIRR to file plan for better equipment utilization by Apr. 1;
orders hearings on company's ability to buy 49 new cars. (NYT)

Apr. 4, 1947 A PRR spokesman calls Robert R. Young’s plan to buy the LIRR and connect
it with New Jersey a “pipe dream.” (NYT)

Apr. 28, 1947 In labor elections on LIRR, Brotherhood of Railroad Trainmen elected as
bargaining agent over old United Mine Workers District 50; in system shops
crafts election, CIO retains four of nine crafts, Brotherhood of Railroad Shop
Crafts of America (the old company union) wins one with runoffs in four;
AFL unions eliminated; the LIRR was the only railroad to be organized by the
UMW. (NYT)

May 19, 1947 Robert Regnault Nace (1882-1947), Chief Engineer of the LIRR and New
York Zone since 1928, dies at St. Elizabeth’s Hospital, Elizabeth, N.J. (NYT)

June 15, 1947 J.G. White Engineering Corporation issues supplemental report to LIRR;
inflation has made cost of further electrification prohibitive, but recommends
dieselization. (Rept)

July 9, 1947 NY PSC grants first LIRR commuter fare increase since 1918, effective July
14 through June 30, 1948; grants only 20% increase and increase of base fare
from 2.2 cents per mile to 2.5 cents, plus elimination of lower round-trip fare;
increases LIRR revenue by $4 million, vs. $5 million requested by company.
(AR)

July 14, 1947 LIRR begins new station at New Hyde Park. (NYT)

July 27, 1947 LIRR announces order of five diesels to combat smoke nuisance. (NYT)

Aug. 1, 1947 Breakdown of LIRR double-decker MU car train on Far Rockaway run stalls
25 trains in East River Tunnel. (NYT)

Aug. 10, 1947 LIRR installs 4 electric fans to cool platforms at Penn Station. (NYT)

Sep. 2, 1947 Fire damages LIRR Jamaica Bay trestle; service restored Sep. 3. (NYT)

Sep. 9, 1947 LIRR opens first post-war electric substation at St. Albans, Queens. (NYT)

Sep. 27, 1947 Freedom Train is displayed on the LIRR at Vanderveer Place between
Avenues H & I in Brooklyn. (NYT)

Sep. 28, 1947 Freedom Train is displayed at the LIRR’s Jamaica Station. (NYT)

Nov. 5, 1947 PRR directors inspect New York Division and LIRR lines to Babylon,
Huntington and Oyster Bay. (MB)

Dec. 26, 1947 Record blizzard dumps up to 30 inches of snow in New York area; 80 killed;
LIRR paralyzed for 48 hours; PRR operates 93% of passenger trains but stops
freight service entirely; trains on NY&LB delayed 30-40 minutes by a stalled
locomotive at Long Branch. (MB, RyAge)

Jan. 28, 1948 Pres. Clement reports to Board that they are suggesting that passenger
business of LIRR is for sale; reports two trainsets being rebuilt for The Senator
and one for Chicago-Detroit service; propose to build two new trainsets for
The Congressional, convert 100 cars from ice to mechanical air conditioning
and rebuild 120 coaches for Northeast Corridor service; notes because of
recent severe weather, freight tonnage is down by average of 80%, length of
passenger trains has been reduced, and 20 extra sections per day have been
required west of Harrisburg. (MB)

Feb. 16, 1948 PRR relieves Philadelphia commuter congestion by operating all Wilmington
trains with locomotives from Old Broad Street between 4:30 and 6:00 PM;
releases 7,000 seats in MU's for reassignment to Paoli, Norristown, and West
Chester lines; since 1937, ridership on Paoli Line has increased 216%,
Wilmington 217%, West Chester 206%, Norristown 219% vs. 135% on LIRR;
PRR plans to modernize 50 MU cars. (PR, MB)

Feb. 1948 Opinion Research, Inc., retained to study PRR dining car service and
conditions on LIRR. (MB)

Mar. 1, 1948 LIRR appoints David E. Smucker General Manager and Harry A. Weiss
Traffic Manager of LIRR to coordinate public relations to counter poor public
image on Long Island; J.D. Morris appointed Superintendent of Pittsburgh
Division replacing Smucker. (MB)

Mar. 16, 1948 General Attorney Edward A. Kaier (1908-1981) named Director of Public
Relations of PRR and LIRR reporting to the Pres. Clement; Board also
considers hiring Arthur W. Page, ex-VP of AT&T, as public relations
consultant for LIRR. (MB)

May 14, 1948 Pennsylvania Tunnel & Terminal Railroad Board approves four axial fans
over platform 10 to alleviate heat; authorizes four new shops on south side of
LIRR Concourse at Penn Station originally approved in 1941 but delayed by
war. (MB)

June 1, 1948 VP-New York Zone and VP of LIRR J.C. White named VP in Charge of
Purchases, Stores & Insurance, replacing Charles D. Young, retired after 48
years service; Herman H. Pevler named VP of LIRR and VP-New York;
Walter W. Patchell to General Manager-Central Region, replacing Pevler; J.P.
Newell to General Manager-Western Region, replacing Patchell. (MB)

July 1, 1948 N.Y. PSC grants LIRR an additional 25% increase in commuter fares over
those of 1947.

July 29, 1948 LIRR holds “Family Day” for employees’ families at Morris Park Shops,
including cab rides for kids. (RyAge)

Sep. 1948 LIRR introduces microwave control for substations, switches and signals;
microwave link established between Jamaica and Floral Park; system
developed by Sperry Gyroscope Company and Union Switch & Signal.

Oct. 15, 1948 J.G. White Engineering Company issues a supplemental report on the LIRR;
calls for raising fares, cutting taxes, and state subsidies or purchase. (Condit)

Nov. 9, 1948 LIRR applies to N.Y. PSC for 20.97% increase in commuter fares; opposed by
organized commuter groups. (NYT, RyAge)

Dec. 22, 1948 PRR Board authorizes construction of new freight warehouse between 12th &
16th Streets, Pittsburgh; air conditioning and modernizing 114 passenger cars;
appoints committee to deal with LIRR financial crisis. (MB)

Dec. 1948 Twenty-six new double-decker MU cars now in service on LIRR.

1948 LIRR posts $6.02 million loss; largest in its history, although earnings are also
at record high.

1948 New York PSC grants LIRR a further fare increase of 5% for total of 25% but
still temporary.

Jan. 12, 1949 PRR committee on LIRR reports that $39.3 million in LIRR bonds mature on
Mar. 1, whiles cash on hand is down to $100; PRR Board agrees that no hope
of restoring LIRR to profitability; PRR to stop making up LIRR deficit; agrees
to purchase LIRR bonds maturing on Mar. 1, 1949. (MB)

Jan. 13, 1949 LIRR notifies PRR Board of its inability to redeem its bonds. (MB)

Jan. 26, 1949 PRR Board authorizes construction of four experimental 5,000 HP electric
locomotives capable of hauling 150 cars without helpers; advises LIRR to seek
legal relief and authorizes American Contract & Trust Company to buy LIRR
bonds; reports on-time performance now up to 76%. (MB)

Feb. 1949 Fairbanks, Morse & Co. outshops its first model H16-44 1,500 HP road
switcher No. 1503, upgraded from 1,500 HP to 1,600 HP during construction;
after demonstration runs, it is sold to the LIRR in June 1950. (Kirkland)

Mar. 1, 1949 PRR disavows LIRR debts. (AR)

Mar. 1, 1949 NY Public Service Commission grants LIRR a further temporary 25% fare
increase, effective Mar. 6.

Mar. 2, 1949 LIRR files for Section 77 bankruptcy. (AR)

Mar. 14, 1949 U.S. District Court names David E. Smucker of the PRR and lawyers Hunter
L. Delatour of Great Neck and James D. Saver of Bayshore, both friends of the
judge, as trustees of the LIRR. (NYT)

Mar. 23, 1949 VP in Charge of Operations J.M. Symes reports to PRR Board that two
accidents have been caused by axles breaking on Baldwin Centipedes; 8¼-
inch axles carry 64,600 lb/ loads; all removed from service and rebuilt with 9-
inch axles; reports 1,000 laid off on LIRR and improvement program stopped;
total PRR investment in LIRR is $143,8 million. (MB)

Apr. 11, 1949 David E. Smucker and Hunter L. Delatour confirmed as trustees of LIRR;
Smucker, of PRR, is named Chief Operating Officer; court rejects
appointment of James D. Saver as third Trustee. (AR)

May 1, 1949 PRR discontinues direct operation of LIRR; New York Zone abolished and
remaining PRR lines returned to Eastern Region; New Jersey General Division
renamed New York General Division (posts remain vacant); headquarters of
New York Division moved from Jersey City (office building vacated) to Penn
Station, New York; C.F. Trowbridge appointed Assistant to VP in Charge of
Operations; H.C. Griffith promoted to Chief Electrical Engineer. (MB)

June 21, 1949 Nassau County Transit Commission presents review of LIRR condemning its
relationship with PRR. (MB)

July 9, 1949 LIRR purchases its former business car Jamaica, No. 7532, from the PRR.
(MrkrLmp)

Sep. 7, 1949 LIRR trustees file with the court to buy 8 2,000-HP Fairbanks-Morse “C-
Liner” diesels for use on its non-electrified lines. (NYT)

Sep. 10, 1949 Last run of LIRR Greenport parlor car on Peconic Bay Express. (Guide)

Oct. 10, 1949 New modern station opens at Burlington, N.J., near Keim Boulevard about a
half mile south of the old station at Broad & High Streets; new standard design
is also used on the LIRR; old station with attached "BU" Tower removed from
service; switch at "BU" for south end of single track remoted from "MJ"
Interlocking at north end of single track. (CE, WJRls)

Nov. 1, 1949 LIRR adopts new color scheme of slate gray with dark green undercarriage
and aluminum roofs in place of Tuscan red; unveiled on an MU car; all 1,333
passenger cars are to be done by Nov. 1952. (RyAge)

Dec. 1949 NY Public Service Commission appoints William Wyer (1895-1977) as
consulting engineer to study the LIRR; Wyer specializes in railroad
reorganization and has recently presided over the reorganization of the CNJ.

Dec. 22, 1949 LIRR wreck at Sunnyside; motorman W. Shelton blamed. (NYT)

Jan. 6, 1950 LIRR drops keystone herald and replaces with a new herald with "LI" in
futura lettering in a circle; also drops Tuscan red in favor of new grey and
green paint scheme, both devised by Lester C. Tichy (1905-1981). (herald
dated from first appearance in Guide)

Feb. 17, 1950 Head-on collision of two LIRR commuter trains on gauntlet track at
Rockville Centre kills 32; eastbound train passed stop signal; motorman J.
Kiefer held on charge of second degree manslaughter. (NYT)

May 7-8, 1950 Fire destroys 1,800 feet of LIRR trestle over Jamaica Bay on Rockaway
Branch, ending service between Hamilton Beach and Hammel; Rockaway
Park service continues via Valley Stream and Far Rockaway; the fire ends
loop service on the New York & Far Rockway RPO, which then runs in a
straight line between Penn Station and Rockaway Park. (MB, George, NYT,
Long/Dennis)

May 13, 1950 LIRR resumes weekend Fisherman's Special to Canoe Place and Montauk for
the summer season. (NYT)

May 31, 1950 LIRR asks Federal Court to abandon Rockaway Branches after trestle fire.
(NYT)

June 8, 1950 New York PSC approves abandonment of LIRR station at Atlantic Avenue
on Long Beach Branch and relocate East Rockaway station. (NYT)

June 12, 1950 LIRR dedicates first of eight Fairbanks, Morse & Co. CPA20-5 2,000 HP "C-
Liners"; guests include Lester Tichy, who has designed new the LIRR color
scheme; No. 2001 makes first trip on Cannon Ball. (RyAge)

June 1950 LIRR discontinues use of Tuscan red and keystone herald to declare
independence from PRR; new herald is a circle with LI; paint scheme is two-
tone gray and green; later charcoal gray and orange; designed by Lester C.
Tichy. (RyAge) (see 2/50)

June 1950 LIRR acquires Fairbanks, Morse & Co, H44-16 1,600 HP road switcher
demonstrator No. 1503; 8 more units follow in 1951. (Kirkland)

June 27, 1950 U.S. Court of Appeals permits LIRR to hire Coverdale & Colpitts as
consulting engineers for property survey over opposition of counties. (NYT)

July 17, 1950 LIRR opens track elevation at Rockville Centre, scene of Feb. 17 wreck.
(NYT)

Aug. 5, 1950 LIRR passenger train runs switch at Huntington Station and rams standing
freight train; 46 hurt. (NYT)

Aug. 1950 LIRR files with ICC to abandon Jamaica Bay trestle and portion of Rockaway
Beach Branch between Hamilton Beach and Beach 84th Street; also proposes
sale to New York City.

Sep. 26, 1950 J. Kiefer, motorman at fault in LIRR Rockville Centre wreck, acquitted of
manslaughter in second trial; first trial had ended in mistrial. (NYT)

Nov. 22, 1950 Babylon express rear-ends Hempstead local at Richmond Hill on LIRR
killing 79; motorman E.J. Pokorney disregarded signals. (NYT)

Nov. 23, 1950 Mayor-elect Vincent Impelliteri of New York appoints committee, including
Robert Moses, to investigate LIRR in wake of accident; calls for removal of
David E. Smucker and H.L. Delatour as Trustees and ending all ties to PRR
(NYT); to consider buying LIRR Rockaway Park line for city subway system.
(George)

Nov. 24, 1950 Gov. Thomas E. Dewey demands the resignation of David E. Smucker and
H.L. Delatour as LIRR Trustees. (NYT)

Nov. 29, 1950 David E. Smucker and H.L. Delatour resign as Trustees of LIRR under
pressure from Gov. Dewey; to be effective upon appointment of successors.
(NYT)

Dec. 8, 1950 Maj. Gen. William H. Draper (1894-1974) appointed sole LIRR Trustee,
pending ICC approval; consulting engineer William Wyer (1895-1977),
proposed by commuter groups, declines nomination. (NYT)

Dec. 14, 1950 Empty LIRR train halts 75 feet short of crashing head-on into standing
Brooklyn train at Valley Stream; no injuries. (NYT)

Dec. 22, 1950 Maj. Gen. William H. Draper takes office as sole LIRR Trustee; D.E.
Smucker and Hunter L. Delatour resign. (AR)

Dec. 22, 1950 Long Island Real Estate Board proposes withdrawing LIRR from Penn
Station and building transfer station over Sunnyside Yard. (NYT)

1950 Fairbanks, Morse & Co. outshops its first CPA24-5 2,400 HP “C Liner”cab
units as demonstrator Nos. 480-481; at this time, no other builder offers 2,400
HP from a single engine; runs in tests on the LIRR; sold to the New Haven in Apr. 1951. (Kirkland)

Jan. 6, 1950 LIRR drops keystone herald and replaces with a new herald with "LI" in
futura lettering in a circle; also drops Tuscan red in favor of new grey and
green paint scheme, both devised by Lester C. Tichy (1905-1981). (herald
dated from first appearance in Guide)

Jan. 4, 1951 NY PSC reports to Gov. Dewey on LIRR wreck at Richmond Hill; finds ICC
safety provisions inadequate and blasts PRR's "absentee" management.
(NYT)

Jan. 6, 1951 PRR calls NY PSC charges of LIRR mismanagement unfair and blames PSC
for permitting no fare increase between 1918 and 1947. (NYT)

Feb. 2, 1951 BRT sickout peaks with 50 railroads and 110 cities affected; White House
denounces strike as threat to national security; NYC cancels New York
commuter service on Hudson, Harlem & Putnam Lines; PRR cuts New York
commuter service by 50%, LIRR normal; at 12.15 AM, LV suspends all
passenger service. (NYT, RyAge)

Feb. 4, 1951 Long Island Railroad Commission makes final report, renewing call for
public LIRR Transit Authority; Gov. Dewey disagrees with public ownership
and asks trustees to work on a plan retaining private ownership. (NYT, MB)

Feb. 18, 1951 Walter S. Franklin to LIRR stockholders calls for return to private ownership;
blames bankruptcy on regulation and taxation by the state. (NYT)

Feb. 19, 1951 LIRR establishes separate Safety Dept. in wake of last year's accidents.
(NYT)

Mar. 7, 1951 Gov. Dewey calls for continuing LIRR under private ownership with tax and
regulatory concessions. (NYT)

Mar. 11, 1951 NY PSC grants 12.5% increase of intrastate fares except LIRR and New
Haven commuter service. (NYT)

Mar. 27, 1951 ICC orders LIRR to install two-speed control system Long Island City to Port
Washington and Babylon-Montauk; system cuts speed to 12 MPH when
entering occupied block; also orders automatic block to replace manual block,
Great Neck-Port Washington. (NYT)

Mar. 31, 1951 New York passes laws creating Long Island Transit Authority and instructing
it to provide a plan for rehabilitation of LIRR. (NYT, Moodys)

Apr. 12, 1951 NY PSC grants LIRR 20% fare rise. (NYT)

May 15, 1951 Robert Moses committee recommends New York City purchase LIRR
Rockaway lines for $7 million and convert to part of subway system;
otherwise should apply to ICC to force LIRR to rebuild Jamaica Bay trestle.
(NYT)

May 24, 1951 LIRR announces it has completed installation of automatic train stop between
Brooklyn and Jamiaca. (NYT)

June 22, 1951 Last run of a DD1 electric locomotive on LIRR. (Ziel)

June 24, 1951 LIRR switches 11 trains from Penn Station to Long Island City or Hunters
Point Avenue to save money. (NYT)

June 30, 1951 Gov. Thomas E. Dewey, ignoring recommendation of Long Island Railroad
Commission, appoints Long Island Transit Authority to investigate if LIRR
can continue operating under private ownership now or in future; Trustee
William H. Draper (1894-1974), investment banker George Emlen Roosevelt
(1887-1963) and Tracy S. Voorhees (1890-1974), a Brooklyn lawyer, named
to head Authority. (NYT)

Aug. 29, 1951 Long Island Transit Authority issues first report on plan for reorganizing
LIRR; denies PRR is to blame for LIRR's condition. (NYT)

Sep. 2, 1951 After conferences with Citizens Transit Commission and LIRR Trustee
Draper, Mayor's Transportation Board agrees to buy LIRR Rocakway lines
for $8.5 million; to be leased back to LIRR for operation until city is ready to
connect to subway system. (NYT)

Sep. 4, 1951 Trustee William H. Draper announces a $14 million LIRR improvement
program for 1951-52, including trippers and automatic speed control, 13
Fairbanks, Morse C-Liner locomotives, and new passenger cars. (RyAge)

Sep. 8, 1951 Transport Workers Union (TWU) boss Mike Quill denounces city purchase
of LIRR Rockaway lines as "biggest steal since Boss Tweed." (NYT)

Sep. 12, 1951 LIRR demonstrates automatic new speed control system between Long Island
City and Port Washington for members of Long Island Transit Authority;
placed in service Sep. 22. (RyAge)

Sep. 13, 1951 New York City Board of Estimate approves purchase of LIRR Rockaway
lines; Quill fails to prove charges that price is too high; Robert Moses calls
Quill a "blatherskite." (NYT)

Sep. 14, 1951 O.G. Judd, in report to Nassau County Board of Supervisors, holds that Gov.
Dewey's plan for returning LIRR to private ownership is unworkable. (NYT)

Sep. 1951 LIRR receives an order of 4 Fairbanks, Morse & Co. CPA24-5 “C Liner”
2,400 HP cab units. (Kirkland)

Sep. 22, 1951 LIRR places automatic speed control system in service between Long Island
City and Port Washington. (NYT)

Oct. 14, 1951 LIRR announces it has placed in service four 2,400 HP Fairbanks-Morse "C-
Liner" passenger diesels; eight 1,600 diesels are to be in service by end of
month, replacing last steam locomotives in passenger service; last four leased
PRR K4s's returned in Oct. (NYT, Ziel)

Oct. 1951 First phase of LIRR dieselization completed; last leased steam locomotives
returned to PRR.

Oct. 30, 1951 William H. Draper resigns as LIRR Trustee; supporters blame resignation on
lack of cooperation by PRR; Draper believes he should not be both LIRR
trustee and Chairman of Long Island Transit Authority. (NYT, MB)

Nov. 7, 1951 William Wyer appointed LIRR Trustee, replacing William H. Draper. (NYT)

Nov. 15, 1951 Outgoing LIRR Trustee William H. Draper reports that deficit for first three
quarters of 1951 is up $1.8 million over same period in 1950. (NYT)

Nov. 19, 1951 On last day allowed under Bankruptcy Act, PRR files its plan for
reorganization of LIRR; calls for new bonds to be issued to pat debts; line to
operate as a private company, eliminating tax and regulation by N.Y. PSC.
(MB, NYT, RyAge)

Dec. 3, 1951 William Wyer, a specialist in railroad reorganization, assumes post of Trustee
of LIRR, replacing William H. Draper, Jr. (AR)

Dec. 4, 1951 William Wyer appoints J. Frank Doolan, fired Executive VP-Operations of
New Haven, as Chief Operating Officer of LIRR, replacing David E.
Smucker; General Manager Frank H. Simon made Assistant to Chief
Operating Officer, and post of General Manager abolished. (RyAge)

Dec. 6, 1951 Pres. Walter S. Franklin, speaking to New York Railroad Club, cites LIRR as
a railroad wrecked by regulation. (NYT)

Jan. 1, 1952 Long Island Transit Authority makes informal report to Gov. Dewey calling
for authority ownership and operation by PRR or some other corporation,
with PRR's return on investment subordinate to LIRR earnings and taxes;
calls PRR’s reorganization plan “illegal and unacceptable” as it removes the
LIRR from all state regulation; reports that while it has increased income by
over $4 million, the increase is exceeded by loss to inflation; cannot earn
enough to pay taxes. (NYT, RyAge)

Jan. 1, 1952 David E. Smucker, formerly with LIRR and now Assistant Chief Engineer,
named Pres. of DT&I. (check)

Jan. 17, 1952 LIRR asks for a “penny-a-day” fare increase to cover Jan. 1 wage increase;
William Wyer says an 11% increase would pay all interest and taxes, and a
26% increase would give a 5-3/4% rate of return. (RyAge)

Feb. 11, 1952 LIRR announces it has engaged color designer Howard Ketcham (1902-1982)
to redesign interiors of passenger cars. (NYT)

Mar 5, 1952 Gov. Thomas E. Dewey asks Legislature to grant Long Island Transit
Authority power to reorganize LIRR under Chapter 77. (NYT, RyAge)

Apr. 1, 1952 Post Office shifts bulk mail from LIRR to trucks. (NYT)

Apr. 2, 1952 Gov. Thomas E. Dewey signs act giving Long Island Transit Authority power
to operate LIRR. (NYT)

Apr. 8, 1952 LIRR orders 20 MU cars with 128 seats from Pullman-Standard; Class
MP70T; called "Wyer cars" or "Cadillacs" for smooth riding; first LIRR cars
with fixed, face-to-face 3-2 seating. (Keystone)

Apr. 28, 1952 LIRR inaugurates automatic speed control between Jamaica and Babylon.
(NYT)

May 23, 1952 William Wyer threatens to abandon LIRR passenger service east of
Smithtown, Patchogue and Riverhead to stem operating losses. (NYT)

June 16, 1952 BLE strikes LIRR at 4:00 AM over demand to retain national agreement
covering operating rules, seniority and difference between freight and
passenger service. (RyAge, NYT)

June 17, 1952 LIRR strike ends at 5:00 PM after both parties agree to new work rules to be
written by on management and one union representative. (RyAge)

June 18, 1952 LIRR resumes full service with morning rush hour. (NYT)

July 26, 1952 LIRR begins to poll commuters on preferences for design of proposed new
cars; have three 63-foot cars fixed as samples; new cars are to be 80-feet.
(NYT)

Aug. 15, 1952 LIRR Trustee William Wyer announces assignment of all 63 double-deck
cars to off-peak trains to increase available seats. (NYT)

Aug. 1952 LIRR commuters view mockups of new MU cars in three different schemes
to vote on interior arrangements and colors. (Keystone)

Aug. 18, 1952 Long Island Transit Authority files its plan for LIRR reorganization with
ICC; calls for Authority to buy LIRR by payment of $20 million in bonds to
PRR (vs. total PRR investment in LIRR of over $100 million); PRR is
opposed. (NYT)

Sep. 2, 1952 LIRR releases results of commuter poll on car design; 45% favor reversible
seats, 54.6% fixed back-to-back seating; company picks second choice of 128
seats per car over first choice of 148 for more leg room; cars are to have
cream ceilings, blue-green walls, blue upholstery and red tile in aisles. (NYT)

Sep. 5, 1952 LIRR contracts to sell portions of Rockaway Beach and Far Rockaway
Branches within the Borough of Queens to the New York City Transit
Authority for $8.5 million; Jamaica Bay trestle to be rebuilt for rapid transit
service. (Feinman, George)

Oct. 15, 1952 PRR applies to ICC for fare increase on LIRR equal to covering operating
costs; NY PSC has denied increases from 1918 to 1947. (NYT)

Oct. 29, 1952 LIRR Trustee William Wyer applies to court to have his engineering firm
complete six studies of LIRR aimed at reducing deficit. (NYT)

Nov. 3, 1952 LIRR consultant report favors replacement of Patchogue-Montauk service
with buses. (NYT)

Nov. 28, 1952 Federal court denies LIRR Trustee William Wyer's request to have his firm
make LIRR engineering studies. (NYT)

Dec. 1, 1952 ICC begins hearings on LIRR reorganization; PRR states interest in LIRR is
$112 million; says could be self-supporting with fare increase and tax relief.
(NYT)

1952 Track elevation opens through Laurelton and Rosedale east to Nassau County
line on LIRR. (AR)

Jan. 1, 1953 LIRR begins rehabilitating MU cars at rate of 17 per month. (NYT)

Jan. 1, 1953 Assistant Chief Engineer David E. Smucker, formerly with LIRR, becomes
Pres. of Detroit, Toledo & Ironton Railroad. (MB)

Jan. 8, 1953 At ICC hearing on LIRR reorganization, PRR Pres. W.S. Franklin testifies
PRR has lent LIRR $13.5 million between 1935 and 1949 and received only
$7.5 million in return; blames bankruptcy on low fares. (NYT)

Jan. 29, 1953 LIRR Trustee William Wyer announces start of car modernization program.
(NYT)

Feb. 8, 1953 Plan for modernizing LIRR equipment presented to Trustee William Wyer;
calls for rehabilitation of 558 MU cars and purchase of 112 new ones; 431 of
oldest MU cars to be retired with abandonment of Rockaway Branch;
combination of old and new cars is cheapest alternative. (NYT)

Mar. 11, 1953 LIRR Traffic Manager Harry A. Weiss named Passenger Traffic Manager;
K.M. Potter named Freight Traffic Manager. (Guide)

Mar. 27, 1953 NY PSC authorizes LIRR to discontinue Country Life Press-Mitchell Field
MU shuttle on 30 days notice. (NYT)

Apr. 21, 1953 At ICC hearings on LIRR reorganization, Long Island Transit Authority
Chairman George Emlen Roosevelt says the Authority may withdraw or
change its reorganization plan unless PRR acts quickly on its $20 million
buyout offer. (NYT)

Apr. 22, 1953 PRR Board considers abandonment of all LIRR passenger service between
Patchogue and Montauk. (MB)

Apr. 23, 1953 LIRR asks for average 25% fare increase. (NYT)

Apr. 28, 1953 ICC recesses LIRR reorganization hearings until June 15; PRR and Long
Island Transit Authority open talks to reach compromise. (NYT)

May 15, 1953 Last run of LIRR passenger service between Country Life Press and Mitchell
Field except for Roosevelt Raceway specials; last 5-cent ride in New York
area, as shuttle uses a separate bus-type fare box. (ARRT, )

May 22, 1953 New York City accepts payment of $8,806,000 from LIRR in settlement of
$13,025,235 in back taxes. (NYT)

June 2, 1953 NY PSC begins probe of LIRR car safety and maintenance; of 1,314 cars
inspected, 945 are defective and 455 are dirty; as many as 30% of commuters
are standees. (NYT)

June 10, 1953 Long Island Transit Authority informs ICC it will have to abandon its LIRR
reorganization plan unless courts void tax pact made by William Wyer with
New York City and lets LIRR repossess $5.5 million already paid; charges
Wyer with sabotaging Authority's reorganization plan. (NYT)

June 11, 1953 New York City completes purchase of LIRR Rockaway Beach lines east of
Whitepot Jct. and Far Rockaway with final payment of $7.65 million: LIRR
continues to operate between Far Rockaway and Rockaway Park pending
rebuilding of trestle. (George)

June 15, 1953 New York City Transit Authority assumes operation of all subway, elevated
and bus lines from old Board of Transportation of the City of New York;
includes ownership of South Brooklyn Railway and of track along Atlantic
Avenue, Brooklyn, used by LIRR. (Moodys)

June 15, 1953 New York Chapter of R&LHS holds steam excursion on LIRR between
Jamaica and Greenport. (ARRT)

July 3, 1953 Brief wildcat strike by trainmen snarls LIRR holiday traffic. (NYT)

July 9, 1953 Federal court approves final LIRR tax settlement with New York City and
permits payment of $2.047 million, down from original $8.8 million
settlement; money comes from sale of Rockaway Branch to city; Long Island
Transit Authority wanted taxes paid in long term bonds to conserve all cash
for improvements. (NYT)

Sep. 23, 1953 PRR offers to implement $30 million, six-year rehabilitation of LIRR if ICC
approves previous PRR reorganization plan; Long Island Transit Authority
has no comment. (NYT)

Oct. 7, 1953 LIRR places first two of 20 new Pullman-Standard Class MP70T MU cars in
service on 5:25 from New York to Babylon after press tour to Garden City
and Hempstead; run in trains with double-deckers; cars are in Tichy paint
scheme of slate gray with off-white roofs; soon prove unpopular because of
cramped, uncomfortable seating and lack of toilets or baggage racks. (NYT,
Keystone)

Oct. 23, 1953 PRR offers $30 million LIRR improvement program over six years if ICC
approves its reorganization plan. (NYT)

Nov. 4, 1953 LIRR Trustee William Wyer calls for 10% commuter fare increase to pay for
car rehabilitation. (NYT)

Nov. 5, 1953 ICC resumes hearing on LIRR reorganization with PRR presenting its plan.
(NYT)

Nov. 20, 1953 LIRR Trustee William Wyer asks court permission to abandon service
between Patchogue and Montauk. (NYT)

Nov. 24, 1953 At ICC hearing on PRR's LIRR reorganization plan, Long Island Transit
Authority Chairman George E. Roosevelt opposes on grounds public cannot
pay fare increase. (NYT)

Nov. 27, 1953 ICC examiner approves 25% increase in LIRR commuter fares as necessary
to eliminate passenger deficit. (NYT)

Dec. 11, 1953 NY PSC rejects Trustee William Wyer's application for LIRR fare hike.
(NYT)

Dec. 17, 1953 NY PSC asks ICC to dismiss PRR's application for LIRR fare increase,
saying it is intrastate, not interstate. (NYT)

Dec. 18, 1953 At final ICC hearing on LIRR reorganization, New York Attorney General
Goldstein calls PRR plan illegal and against public interest. (NYT)

1953 Long Island Transit Authority withdraws plan to take over LIRR without
paying any compensation.

Jan. 13, 1954 New York Legislature introduces bill to ask Congress to remove LIRR from
ICC jurisdiction and place under NY PSC. (NYT)

Jan. 30, 1954 LIRR settles with BRT to avert strike; grants passenger trainmen 6-day week.
(NYT)

Mar. 24, 1954 VP in Charge of Finance David Bevan reports on the state of the funded debt,
working capital, dividends and cash; excluding the LIRR, the PRR has
reduced its funded debt by 25% since 1939, but about 70% of those bonds
will be coming due within 20 years; the current trend is to rely on equipment
trusts instead of bonds, but equipment trusts cannot be refinanced; suggests
refunding the Consolidated Mortgage bonds in 1960 by a new $35 million
bond issue by the Pennsylvania Company, plus $14 million in cash; urges
building up cash reserves; the General Mortgage bonds will have to be
refunded in 1965 with a new bond issue; Bevan also notes that the PRR’s
working capital has declined sharply since 1944; the PRR pays 50% more out
of net income as dividends than the average Class I railroad. (MB)

Apr. 1, 1954 Gov. Dewey signs bill barring railroad abandonments without consent of NY
PSC in effort to block abandonment of LIRR east of Patchogue. (NYT)

May 5, 1954 ICC refuses PRR request for immediate 25% fare increase on LIRR; returns
case to NY PSC with order to act within 60 days. (NYT)

May 13, 1954 Gov. Dewey orders Long Island Transit Authority to come up with plan for
ending LIRR bankruptcy, including keeping fare increase under 25%,
providing at least $50 million for improvements, and ending impasse between
ICC and NY PSC over who has last word on LIRR rates. (NYT)

May 25, 1954 Long Island Transit Authority releases LIRR reorganization plan; to be run as
redevelopment corporation for 12 years with $58.7 million spent on
improvements; fares to rise by average of 20%; to operate tax-free for 9
years; PSC to have jurisdiction over fares; PRR to operate LIRR without
profit and lend it $5.5 million. (NYT)

May 31, 1954 Pres. Walter S. Franklin retires after 39 years service; becomes President of
LIRR to aid reorganization; succeeded as president by James M. Symes
(1897-1976). (MB)

June 7, 1954 Gov. Thomas E. Dewey calls special session of N.Y. Legislature to amend
1951 redevelopment corporation law to cover LIRR reorganization. (NYT)

June 15, 1954 Gov. Thomas E. Dewey signs Railroad Redevelopment Act, approving LIRR
reorganization and giving it status of a railroad redevelopment corporation;
funds $65 million in capital improvements on LIRR over 12 years, plus tax
relief, in return for moratorium by PRR on debt recovery; Democratic
amendments defeated; New York City administration of Mayor Robert F.
Wagner (1910-1991) is bitterly opposed because of loss of tax revenues and
threatens court challenge to law. (NYT)

June 16, 1954 Thomas M. Goodfellow (1907-1981), Superintendent of Pittsburgh Division,
named General Manager of LIRR and Superintendent-Special Duty-Central
Region; N. L. Fleckenstine to Superintendent of the Pittsburgh Division,
replacing Goodfellow; J. F. Piper to Superintendent of the Panhandle
Division, replacing Fleckenstine; Howard C. Kohout to Superintendent of the
Susquehanna Division, replacing Piper. (MB, NYT)

Aug. 12, 1954 LIRR certificate of incorporation amended as a railroad redevelopment
corporation under 1951 New York law and ICC terminates trusteeship of
William Wyer; PRR loans LIRR $5.5 million to be repaid over 12-year
course of redevelopment; PRR foregoes interest on $61,74 million of LIRR
debt it holds and all dividends on stock; 20% fare rise goes into effect;
Thomas M. Goodfellow takes over as General Manager; 12-year, $60.3
million rehabilitation program begins. (AR, NYT, Moodys)

Aug. 15, 1954 J.A. Schultz appointed LIRR Director of Public Relations. (NYT)


Aug. 18, 1954 New LIRR Board elected with nine holdovers and five Long Island residents,
George E. Roosevelt, T. Voorhees, G. Cushman, A.T. Roth and J.I. Straus as
new "public members" appointed by Gov. Dewey; W.S. Franklin elected
Pres. and Thomas M. Goodfellow VP & General Manager; Democrats blast
reorganization as Republican sell-out to big business as part of campaign to
win governorship in fall elections; Board votes to buy 100 new MU cars. (NYT)

Sep. 8, 1954 LIRR orders 125 cars from Pullman-Standard, including 25 Class P72 steam
coaches and 100 MP72 MU cars; are improved versions of "Wyer cars" of
1952-53, with 123 reversible seats in 3-2 arrangement, but with air
conditioning, toilets, parcel racks and fluorescent lighting. (Keystone)

Oct. 14, 1954 LIRR's Morris Park Shops turns out first remodeled passenger car in state
program to rehabilitate 696 cars.

Nov. 8, 1954 LIRR begins two weeks of tests with Budd RDC demonstrator on various
branches; has two on order for next spring for service between Babylon and
Patchogue. (NYT)

Dec. 22, 1954 PRR Board approves trackage rights on the Detroit, Toledo & Ironton
Railroad between Springfield and South Charleston, Ohio; reports the PRR
has reacquired 60,000 shares of LIRR that had been sold to Walter F.
O’Malley after the LIRR bankruptcy in 1949 to remove them from the PRR’s
consolidated tax return. (MB)

Jan. 11, 1955 Bomb explodes in coin locker in LIRR Concourse in Penn Station. (NYT)

Feb. 23, 1955 New York Supreme Court upholds constitutionality of 1954 railroad
reorganization law, turning back a challenge from New York City and
permitting LIRR rehabilitation to proceed. (NYT)

Mar. 8, 1955 Another bomb explodes in a coin locker on the LIRR Concourse of Penn
Station. (NYT)

Mar. 30, 1955 First LIRR RDC begins operating four round trips between Babylon and
Southampton in experimental East Ender service; first three round trips carry
total of only 37 people; BRT local threatens a strike over operation without a
brakeman. (NYT)

Apr. 18, 1955 New York City drops court campaign to block LIRR reorganization. (NYT)

May 1955 LIRR orders an additional 55 P72 steam coaches and 40 MP72 MU cars.
(Keystone)

May 23, 1955 LIRR holds press run of five new air conditioned P72 cars to Greenport;
Tichy scheme is abandoned in favor of a dark gray body and dark green roof.
(Keystone)

May 24, 1955 LIRR places first five air conditioned P72 passenger cars in service. (NYT)

June 14, 1955 LIRR announces it will retire last 12 steam locomotives by fall. (NYT)

July 7, 1955 New York PSC orders LIRR to eliminate grade crossings through Hicksville.
(NYT)

July 1955 LIRR extends East Ender RDC service to Easthampton.

July 21, 1955 LIRR stages excursion to mark 50th anniversary of first electric run of July
26, 1905; persons who made original run are invited along with local
dignitaries; train with a surviving MP38 and four MP72 new cars leaves
Flatbush Avenue at 11:35 AM; at Jamaica, old MP38 is officially retired by
having a big red X painted across car number; guests then transfer to first of
new air conditioned MU's for trip to Garden City and return to Brooklyn.
(NYT)

Aug. 2, 1955 BRT votes to strike LIRR over wages and work rules. (NYT)

Aug. 4, 1955 LIRR trainmen vote for wildcat strike after national officers opt for
mediation. (NYT)

Aug. 15, 1955 LIRR announces it will new switches and signals at Jamaica to permit rush
hour express trains to operate through station against current of traffic to
increase capacity. (NYT)

Aug. 31, 1955 TWU Pres. Mike Quill orders strike against PRR; calls for shorter work
week, 25-cent increase; promises not to block LIRR traffic with picket lines
in Penn Station. (NYT)

Sep. 7, 1955 Second LIRR RDC begins operating in East Ender service between Mineola
and Riverhead. (ARRT has 9/12, Mon.)

Sep. 12, 1955 BRT stages slowdown against LIRR during morning rush hour, delaying
90,000 commuters up to 117 minutes. (NYT)

Sep. 1955 LIRR receives 10 1,600 HP Alco road switchers, permitting full dieselization.

Sep. 22, 1955 LIRR and BRT sign new agreement settling dispute; includes 6-cent increase
and shortened assignments. (NYT)

Oct. 2, 1955 LIRR discontinues passenger service between Ozone Park and Hamilton
Beach and between Far Rockway and Rockaway Park on the Rockaway
Branch, prior to conversion to part of city subway system; stations at
Hamilton Beach, Goose Creek and The Raunt are eliminated. (George,
Feinman)

Oct. 8, 1955 LIRR retires two steam locomotives, Class G5 No. 35 and No. 39, in special
ceremony at Hicksville; No. 39 runs with one car for Boy Scouts Jamaica-
Hicksville; No. 35 runs with one car for Boy Scouts Riverhead-Hicksville,
where trains meet nose-to-nose; cars are then returned by Alco RS-3's No.
1555, replacing No. 35, and No 1556, replacing No. 39; steam locomotives
remain coupled and are run light to Morris Park. (NYT, ARRT)

Oct. 10, 1955 Last run of LIRR steam locomotive in revenue service as G5s No. 50 runs
Oyster Bay to Long Island City. (Ziel)

Oct. 16, 1955 G5s No. 35 heads Branford Electric Railway Association fan trip to
Woodside, Maspeth, Fresh Pond, Bay Ridge, Jamaica, Babylon, Hicksville,
Port Jefferson, and back to Jamaica; last run of an LIRR steam locomotive.
(NYT, ARRT)

Nov. 22, 1955 LIRR announces 5-cent per trip fare increase, effective Dec. 6, 1955; seventh
increase since 1947.

Dec. 8, 1955 Pullman-Standard completes delivery of first lot of 125 new passenger cars to
LIRR under rehabilitation plan. (NYT)

Dec. 15, 1955 New York PSC holds hearings on most recent LIRR fare increase; commuter
groups protest have risen 150% since 1947. (NYT)

Dec. 31, 1955 Walter S. Franklin resigns as President of LIRR; succeeded by Thomas M.
Goodfellow. (AR)

Feb. 11, 1956 Thomas M. Goodfellow announces that LIRR has added 17,000 seats in last
18 months; 170 cars rebuilt and all 222 cars on order to be delivered by Apr.
1956. (NYT)

May 17, 1956 LIRR discontinues experimental East Ender RDC service to Riverhead and
Easthampton; cars later reassigned to Babylon-Patchogue "Scoot" service.

May 21, 1956 LIRR Class G5 No. 35 hauled by truck to Nassau County Park in Salisbury to
be stationary exhibit. (NYT)

June 5, 1956 LIRR Class G5 No. 38, last LIRR steam locomotive, delivered to Carriage
House Museum in Stony Brook, N.Y. (NYT)

June 6, 1956 LIRR grants first commuter a complimentary cab ride under its "engineer-for-
a-day" program. (NYT)

June 6, 1956 LIRR cancels plan to drop most service on West Hempstead Branch. (NYT)

June 24, 1956 LIRR speeds up schedules of 688 trains by up to 17 minutes; increases off-
peak service frequency on Hempstead Branch from one hour to half hour as
experiment; increases use of air conditioned cars to 50% on weekdays and
70% on weekends. (NYT)

June 28, 1956 New York City Transit Authority (Independent Subway) begins operating
over former LIRR Rockaway Beach Branch from Aqueduct to Rockaway
Park and the Beach 25th Street/Wavecrest Station in Far Rockaway.
(Feinman, George)

Summer 1956 LIRR now has enough first class business to run two parlor cars on No. 443
from Jamaica to Montauk. (NYT)

July 10, 1956 LIRR begins installation of reverse signaling between Jamaica and
Hicksville; to be completed in 1957.

Aug. 13, 1956 BRT hits LIRR with one-day "slowdown" in jurisdictional dispute with
International Brotherhood of Electrical Workers; 60,000 commuters delayed
up to 40 minutes. (NYT)

Dec. 14, 1956 LIRR announces 5.4% fare increase effective Jan. 3; eighth increase since
1947.

Jan. 10, 1957 North Shore Commuters Association meets with New York Gov. Harriman to
urge placing LIRR in hands of a public authority instead of current
reorganization. (NYT)

Jan. 24, 1957 Gov. Harriman urges state investigation of LIRR management.

Feb. 12, 1957 New York Assembly defeats Democratic move for legislative investigation of
LIRR but passes resolution for PSC to conduct investigation. (NYT)

Mar. 4, 1957 N.Y. PSC begins investigation of January 5.4% fare increase on LIRR.
(NYT)

Apr. 24, 1957 LIRR treats blind six-year old Raymond Kajowski to a cab ride in C-Liner
diesel No. 2008 between Jamaica and Woodlawn. (Trains)

May 9, 1957 Brotherhood of Railroad Trainmen call off strike threat after PRR and LIRR
agree to improve conditions in tunnels. (NYT)

May 26?, 1957 LIRR begins a popular program of one-day “Getaway Tours” of Long Island;
provides New York City residents with inexpensive outings to a variety of
tourist attractions in Nassau and Suffolk Counties using a combination of
dedicated cars on regular LIRR trains and chartered buses. (MTA 2007 -
verify in NYT)

June? 1957 LIRR assigns its open-platform business car Jamaica to the Cannon Ball.
(MrkrLmp)

June 28, 1957 LIRR resumes parlor car service to East End resorts with two cars; by 1967,
LIRR acquires 37 heavyweight parlor cars, most from PRR. (Trains - some
sources say 1955)

Summer 1957 LIRR now operates 4 to 5 parlor cars on No. 443 from Jamaica to Montauk
up from 2 in 1956; also runs parlors on two other trains to Montauk and
Greenport on Fridays and Mondays. (NYT)

July 14, 1957 LIRR announces it will install 24 high-capacity fans in Penn Station to cope
with heat. (NYT)

Sep.? 1957 LIRR Pres. Thomas Goodfellow offers his predictions for 2007 for a time
capsule to be buried at the New York State Fair; says LIRR will be the safest,
most comfortable way in and out of New York City but commuters will still
complain; predicts the survival of the cry “change at Jamaica.” (Trains)

Nov. 13, 1957 New York PSC approves LIRR's Jan. 1957 5.4% fare increase as consistent
with rehabilitation needs. (NYT)

Dec. 3, 1957 New York PSC begins investigation of LIRR management; consultants
endorse continuing control by PRR. (NYT)

Dec. 9, 1957 Motormen’s Benevolent Association begins a partial strike against the New
York subway system in jurisdictional dispute with Mike Quill’s TWU; NYC
and LIRR trains are crowded, and LIRR closes three local stations in Queens
because of crowds; other craft unions join the strike on Dec. 10. (Headlights)

Dec. 24, 1957 Brotherhood of Railroad Trainmen stages "sick-out" against LIRR on
Christmas Eve over issue of extra holiday duty; evening rush stopped for two
hours between 5:00 and 7:00 PM. (NYT)

1957 LIRR applies "Dashing Dan" herald to all passenger cars. (Keystone)

Apr. ? 1958 Gov. Harriman signs a law returning regulation of LIRR fares to the PSC,
reversing a provision of the 1954 redevelopment program. (Trains - check
NYT)

May 20, 1958 Forty LIRR trains delayed in evening rush hour after cars uncouple at Penn
Station. (NYT)

June 1958 New York Transit Authority extends service on its ex-LIRR Rockaway line
from Beach 25th Street/Wavecrest to Mott Avenue in Far Rockaway.
(Feinman)

June 22, 1958 LIRR speeds up 32 trains on Oyster Bay and Hempstead Branches by 1 to 5
minutes. (NYT)

Summer 1958 LIRR leases 12 parlor cars from PRR for East End service. (NYT)

Sep. 1958 LIRR receives first five of 30 ex-B&M 1935 lightweight coaches, purchased
at $6,300 each; rebuilt from 84 seats to 117 seats. (NYT)

Nov. 24, 1958 LIRR cuts service on Ozone Park Branch from two to one rush hour round
trip. (George)

Late 1958 LIRR buys two parlor cars from DL&W to supplement cars leased from PRR
for East End service. (NYT)

Dec. 1958 LIRR begins rebuilding 14 of 30 ex-B&M coaches into bar cars.

Feb. 2. 1959 LIRR officially adopts new slogan "The Route of the Dashing Commuter"
and a new herald featuring "Dashin' Dan", a cartoon executive in a suit with a
briefcase running to catch a train; all cars to be relettered by Apr. 24; "Dashin'
Dan" had been used since 1957 on letterheads and annual reports, but had not
been applied to rolling stock. (NYT)

Mar. 15, 1959 New York State transportation advisor Robert Purcell submits report to Gov.
Rockefeller; plan calls for eliminating state and local taxes, having Port
Authority purchase 400 new commuter cars using $20 million state loan and
$60 million borrowed from private sources, and set up bi-state transportation
agency; NYC and New Haven support report, LIRR neutral; suggestion to
revise Full Crew Law is later killed by Republicans in Legislature. (NYT)

Mar. 20, 1959 Gov. Nelson Rockefeller of New York submits six bills to state legislature to
overhaul commuter rail service; include basing taxes on earnings ratio,
waiving certain requirements of existing full-crew law, authorizing the Port
of New York Authority to purchase new cars for the NYC, New Haven, and
LIRR, and creating a new bi-state agency with New Jersey. (NYT)

Apr. 24, 1959 LIRR celebrates 125th anniversary at Riverhead. (NYT)

Apr. 24, 1959 LIRR authorizes installation of CTC and speed control between Hicksville
and Northport. (MB)

Summer 1959 LIRR now leases 18 parlor cars from PRR for East End service; has 16,617
parlor car riders. (NYT)

Nov. 19, 1959 LIRR asks New York PSC permission to raise fares by 4.6%; yield $2.3
million per year. (NYT)

Dec. 8, 1959 New York PSC approves 4.3% fare increase for LIRR. (NYT)

Feb. 1960 LIRR begins track elevation at Floral Park.

Feb. 19, 1960 LIRR introduces bar service as an experiment on 5:03 from Hunters
Point Ave. to Port Jefferson using a portable bar set up between seats.
(NYT)

Summer 1960 LIRR now leases 22 to 24 parlor cars from PRR for East End service,
up from 12 in 1958. (NYT)

July 10, 1960 Brotherhood of Railroad Trainmen strike shuts down LIRR at 12:10
AM; engineers and firemen honor picket lines; BRT also sets up
pickets at to Penn Station and at Sunnyside Yard causing delays in PRR
and New Haven service. (NYT)

Aug. 3, 1960 Gov. Nelson Rockefeller announces an end to the 4-week LIRR strike;
BRT wins five-day week but accepts 2.5 cent per hour pay cut; engineers and firemen also get five-day week. (NYT)

Aug. 4, 1960 LIRR resumes service after promising no reprisals. (NYT)

Aug. 11, 1960 LIRR asks NY PSC for 6.4% fare increase. (NYT)

Aug. 12, 1960 Long Island Expressway opens from Queens Midtown Tunnel to Old
Westbury, parallel to the main line of the LIRR. (NYT)

Sep. 1, 1960 TWU and System Federation No. 152 of AFL strike against PRR over
remaining disputed points: union demand for more rigid job
classifications and an end to farming out repair work to equipment
manufacturers; following a strategy honed over many years on the New
York subways, Quill sets strike just before the Labor Day weekend to
cause maximum inconvenience; first strike to completely shut down
PRR; Reading places extra cars on its Jersey City-Philadelphia trains;
all New Haven trains run into Grand Central; LIRR trains terminate at
Woodside, Elmhurst or Hunters Point Avenue for subway connections
to Manhattan; Red Arrow Lines and Philadelphia Transportation
Company put on extra trains and buses for Philadelphia commuters;
PRR furloughs all but 5,000employees. (PrsDpt, MB, NYT,
BlltnAlmnc)

Sep. 8, 1960 Brotherhood of Railroad Trainmen sues all AAR railroads for $10
million in damages; charges the AAR strike insurance plan established
in Aug. 1959 violates antitrust laws; LIRR had received $50,000 per
day in strike insurance.

Sep. 12, 1960 Hurricane Donna grazes the Outer Banks of N.C., before coming
ashore on Long Island as a Category 2 storm; batters Philadelphia and
New York with 90-MPH winds; 6.56 inches of rain at Philadelphia;
service disrupted on four LIRR branch lines; New Haven suspends all
through trains for part of the afternoon. (Schwartz, BlltnAlmnc, NYT)

Oct. 8, 1960 Gov. Rockefeller dedicates LIRR track elevation at Freeport. (NYT)

Dec. 7, 1960 LIRR announces it will apply to discontinue one of two round trips to
Greenport and substitute three bus trips between Huntington and
Greenport. (NYT)

Dec. 15, 1960 Long Island Expressway extension opens to Hicksville; severely
impacts LIRR passenger, and particularly freight, traffic. (NYT)

1960 LIRR replaces its 1910-vintage open cast iron train gates at Penn
Station with solid walls and stainless steel doors. (Trains)

Jan. 5, 1961 Ralph G. Richardson (1885?-1961) retired PRR special agent at New
York and former LIRR official, dies at New York. (NYT)

Feb. 28, 1961 LIRR introduces "breakfast car" on 5:39 AM from Port Jefferson; same
car operates on 5:41 from Hunters Point Avenue to Port Jefferson as
LIRR's first full bar car; a 30-foot block of seats removed for
permanent bar area; total of 13 bar cars placed in service during 1961.
(NYT)

Mar. 9, 1961 PRR sells 24 heavyweight parlor cars to LIRR for East End resort
service at $3,500 each. (VPO)

May 1961 LIRR, PRR and Union Pacific Railroad begin shipping spent nuclear
fuel from Brookhaven National Laboratory on Long Island to a
reclamation facility in Idaho Falls. (RyAge)

June 8, 1961 LIRR Pres. Goodfellow reports that the Town of Brookhaven has
refused to consent to substituting rail-bus service on the East End.
(MB)

June 30, 1961 PRR informs the LIRR that it will terminate the present Penn Station
agreement effective Jan. 1, 1962. (MB)

July 1961 ICC condemns Plan V piggyback rates in effect for last year and a half
on Erie Lackawanna and Nickel Plate, whereby they serve Long Island
by trucks in competition with LIRR on grounds it is non-compensatory.
(RyAge)

July 29, 1961? Last run of LIRR Roosevelt Raceway specials; last passenger trains
operating over former Central Railroad of Long Island line east of
Country Life Press. (probable date as is last day of the racing session;
resumed Sep. 29; by Nov. 1 was served by bus from Mineola - NYT)

Sep. 1961 LIRR carries 33,695 passengers in East End parlor car service this year,
up from 5,690 in 1955. (Trains)

Nov. 7, 1961 New York voters approve state guarantee of $100 million special Port
Authority bonds to be used to buy new cars for LIRR, NYC, and New
Haven under Commuter Railroad Equipment Program. (NYT)

Nov. 28, 1961 PRR signs revised agreement with LIRR covering trackage rights and
rent at Penn Station. (MB)

1961 LIRR rebuilds 26 heavyweight parlor cars for its new "Weekend Chief"
first class service to East End resorts.

Jan. 1, 1962 LIRR appoints Frank Aikman, Jr. (1910-1987), VP-Chief Engineer;
James A Schultz VP-Public Relations; and Henry A. Weiss (1909-
1964) VP-Passenger, expanding executive staff. (NYT)

Feb. 8, 1962 LIRR Board authorizes bar car service on the Port Washington Branch.
(MB)

Feb. 19, 1962 LIRR institutes connecting bus service between Huntington and
Greenport (three round trips to Greenport and an additional three round
trips to Riverhead) and cuts rush-hour Greenport train back to
Ronkonkoma; single midday mail train remains between Ronkonkoma
and Greenport. (NYT)

Feb. 28, 1962 LIRR approves lease of 60 MU cars from the Port Authority for 30
years. (MB)

Mar. 8, 1962 LIRR approves contract with the Huntington Coach Corporation for 5
years of Huntington-Greenport bus service to replace East End trains.
(MB)

Mar. 9, 1962 LIRR starts issuing "Dashing Dan's Diary" newsletter to commuters.
(NYT)

Apr. 1, 1962 Robert A. Patterson appointed Secretary-Treasurer of the LIRR,
replacing John Nicholas Kanzler, retired. (MB)

Apr. 6, 1962 New York enacts amendment to constitution permitting $100 million
state guarantee of Port Authority bonds to be used to buy new
equipment for NYC, LIRR and New Haven commuter service. (NYT)

May 1, 1962 Tri-State Transportation Committee proposes five demonstration
projects: a park-and-ride station at Jersey Avenue, New Brunswick on
PRR; express service on NYC's Harlem Division; new Penn Station-
Stamford local service on New Haven; increased service on LIRR's
Port Washington branch and mechanical fare collection on LIRR.
(TSTC, NYT)

June 8, 1962 Last run of LIRR passenger service between Rego Park and Ozone
Park on Rockaway Beach Branch. (George)

June 14, 1962 LIRR Board authorizes the purchase of 14 second-hand coaches from
the Reading, Maine Central and Bangor & Aroostook Railroads. (MB)

June 1962 LIRR acquires three ex-Bangor & Aroostook lounge cars for bar car
service; also eight coaches from the Maine Central and three from the
Reading. (RyAge, Wayner)

June 1962 LIRR now operates the Cannon Ball as an all-parlor car weekend
express from Hunters Point Avenue to Montauk with ex-Lehigh Valley
diner Tuscarora Club and open platform ex-office car Jamaica.
(Trains)

June 28, 1962 LIRR opens track elevation at Floral Park at 8:45 AM. (NYT)

July 1, 1962 New York City begins payments of $240,0000 per year to LIRR to
defray cost of maintaining 34 stations within city limits. (NYT)

July 5, 1962 LIRR applies for 3 cent fare increase in Suffolk County to pay for
maintaining stations; New York City and Nassau County have agreed
to pay for maintenance. (NYT)

July 17, 1962 N.Y. PSC denies LIRR a fare increase pending further study. (NYT)

July 23, 1962 Suffolk County agrees to temporary plan to pay for maintenance of 54
LIRR stations. (NYT)

Aug. 9, 1962 Gov. Rockefeller announces state will buy 30 new air-conditioned MU
cars from Pullman-Standard; to be leased to LIRR next summer. (NYT)

Sep. 13, 1962 LIRR Board authorizes purchasing 6 coaches and 2 1,500 HP Alco
road switchers from the Delaware & Hudson Railroad; have leased 30
MU cars from the Port Authority. (MB)

Sep. 1962 LIRR completes moving its Accounting and Treasury Dept. employees
from Philadelphia to Jamaica. (MB)

Nov. 13, 1962 LIRR announces that it has sold air rights over approach to Bay Ridge
Yard between Second & Fourth Avenues for a high-rise apartment
complex. (NYT)

Dec. 19, 1962 LIRR appoints Bernard G. Bowen its Terminal Superintendent at New
York. (MB)

Mar. 14, 1963 LIRR Board authorizes purchasing 21 Alco C-420 road switchers to
replace 21 Fairbanks Morse locomotives. (MB)

June 13, 1963 LIRR Board approves a revised 5-year contract with the Huntington
Coach Corporation calling for 3 buses for Huntington-Greenport
service and 4 buses for Amityville-Montauk. (MB)

June 23, 1963 LIRR has two observation cars in operation on the Cannon Ball and
Weekender. (NYT)

June 23, 1963 LIRR begins second bus-rail service with bus connection between
Amityville and Montauk. (NYT)

July 10, 1963 LIRR opens a new World’s Fair station for the 1964-1965 fair on the
site of the 1939 station. (NYT)

July? 1963 LIRR orders 21 Alco Century 420's to replace an equal number of
Fairbanks Morse H-44-16's and give the road an all-Alco roster.
(Trains)

Aug. 27, 1963 Gov. Rockefeller dedicates first 10 of 30 new LIRR air conditioned
Class MP75 MU cars bought under Commuter Railroad Equipment
Program; cars are similar to NYC cars built in 1962; are charcoal gray
with orange window stripe; called "World's Fair" or "Zip" cars. (NYT,
Keystone)

Aug. 29, 1963 LIRR places first train of MP75 MU cars in service between Penn
Station and Babylon; total order is of 30 cars with the slogan “Your
Steel Throughway to the Fair Gateway.” (Keystone, RyAge)

Aug. 31, 1963 Last run of Brooklyn & Jamaica RPO on LIRR. (Kay)

Aug. 31, 1963 PRR stops operating freight car float service at New York for the LIRR
under contract; buys the two LIRR tugs Garden City and Meitowax and
8 car floats for $291,500 and conducts the business itself. (MB)

Sep. 1, 1963 Tax relief provisions of the LIRR redevelopment law expire. (MB)

Sep. 1, 1963 PRR begins operating car float service between New Jersey and Long
Island City. (MB)  LIRR use?

Sep. 3, 1963 George Emlen Roosevelt (1887-1963), member of the Long Island
Transit Authority and public director of the LIRR, dies. (MB)

Nov. 19, 1963 LIRR announces that 1,000 conductors and trainmen will be given
course in customer relations. (NYT)

Nov. 25, 1963 At 12:00 noon, at the time of Pres. Kennedy’s funeral, the NYC stops
its trains for 2 minutes; at the same time, a Paoli local halts at Narberth
for one minute, while conductor Harry R. McAllister plays taps for
Pres. Kennedy; the PRR stops all trains for 1 minute at 1:00 PM; the
LIRR stops all trains between 12:30 and 1:00 PM; non-essential PRR
employees are given time off to watch the funeral on television; the
Kennedy family models the murdered president’s obsequies on those
held for Pres. Lincoln, and they are the first to be broadcast by
television nationwide in real time. (NYT)

Dec.? 1963 LIRR receives first of order for 22 Alco Century 420 2,000 HP road
switchers. (Trains - verify NYT?)

Jan. 9, 1964 LIRR Board authorizes enlargement of Montauk Yard because of
increase in parlor and bar car traffic; appoints committee to study what
will happen when redevelopment authority expires on Sep. 1, 1966.
(MB)

Jan. 9, 1964 Stuart T. Saunders elected to LIRR Board, replacing James P. Newell,
resigned. (MB)

Jan. 25, 1964 Tri-State Transportation Committee begins one-year test of automatic
machines for fare collection on LIRR at Forest Hills and Kew Gardens.
(TSTC)

Mar. 12, 1964 LIRR Board authorizes additional funds for CTC between Huntington
and Smithtown; buys nine used parlor cars from PRR. (MB)

Apr. 22, 1964 New York World's Fair opens at Flushing Meadow, Queens on site of
1939-40 fair; organized by Robert Moses; LIRR runs special shuttle
trains from Penn Station; LIRR also has own exhibit, the only railroad
company to do so, although its main feature is a kiddie park train ride;
civil rights demonstrators from the Congress for Racial Equality
(CORE) stage a “stall-in” blocking roads and subways leading to the
fair and on the grounds; 299 arrested. (Guide, Trager, NYT)

Apr. 22, 1964 LIRR sets fares in multiples of 5 cents. (NYT)

May 2, 1964 PRR begins running special weekend excursion trains to New York for
World's Fair from Washington-Wilmington with conventional trains
and from Philadelphia-Bristol with “Silverliners”; package fare
includes LIRR connection and fair admission.

May 10, 1964 LIRR begins 10th season of weekend tours of Long Island attractions.
(NYT)

May 14, 1964 LIRR Board notes World's Fair traffic has proved disappointing; now
project only 5 million riders instead of 16 million. (MB)

May 14, 1964 Stuart T. Saunders resigns as a director of the LIRR. (MB)

July 1, 1964 Tri-State Transportation Committee begins test of automatic fare
collection on LIRR at Forest Hills and Kew Gardens stations; also
begins demonstration project on NYC Harlem Division between North
White Plains and Brewster; off-peak service increased, skip-stop
service introduced, and six trains each way made to run non-stop
between North White Plains and New York; bypassed local stations
complain. (TSTC, NYT)

Aug. 29, 1964 New York City awards Westinghouse Electric Corporation a contract to
create a computer simulation of LIRR operations. (NYT)

Sep. 9, 1964 LIRR opens track elevation at Babylon. (NYT)

Sep. 10, 1964 LIRR announces a new contract with the Brotherhood of Railroad
Trainmen, including an increase and a 5-day week. (NYT)

Sep. 10, 1964 LIRR Board authorizes new station at Main Street, Flushing. (MB)

Sep. 12, 1964 LIRR opens track elevation at Hicksville. (NYT, Trains)

Sep. 15, 1964 Shop craft unions set strike; PRR reaches agreement with its 15,000
shop craft employees, exempting PRR and LIRR from strike; other
companies settle before the Sep. 23 deadline. (NYT)

Sep. 25, 1964 N.Y. PSC denies LIRR’s 4.9% fare increase set for Oct. 6, as it requires
more analysis. (NYT)

Sep. 28, 1964 New York Gov. Nelson Rockefeller appoints a special five-man
committee on the LIRR headed by William J. Ronan to report on what
should be done with the LIRR when the 12-year development
corporation expires in Aug. 1966; this means the end of tax relief for
the PRR and of the moratorium on $61 million debt of LIRR to PRR.
(NYT)

Oct. 20, 1964 Special five-man committee appointed by Gov. Rockefeller tours
LIRR. (MB)

Oct. 24, 1964 Robert F. Kennedy, running for the Senate in New York, announces he
no longer opposes Penn Central merger and urges Nicholas deB
Katzenbach, his successor as Attorney General, to drop opposition;
urges merger to include New Haven and LIRR. (NYT)

Nov. 10, 1964 New York PSC approves 4.9% fare increase on LIRR, effective Nov.
16. (NYT)

Nov. 12, 1964 LIRR Board authorizes extending CTC from Hicksvile to Northport.
(MB)

Nov. 16, 1964 LIRR raises passenger fares 4.9%. (MB)

Nov. 20, 1964 Shop crafts stage wildcat strike on LIRR; disrupt morning rush hour.
(NYT)

Dec. 4, 1964 LIRR VP-Passenger Henry Austin Weiss (1909-1964) dies of a heart
attack just after addressing a sales meeting at the Marriott Motor Inn in
Philadelphia; started with PRR in 1929. (MB, AR, NYT)

Dec. 30, 1964 Harold M. Throop becomes General Manager-Passenger of LIRR,
replacing VP-Passenger Henry A. Weiss, deceased. (MB)

Feb. 15, 1965 LIRR begins one-year experimental shuttle bus between Hunters Point
Avenue station to 51st Street & 3rd Avenue. (NYT)

Feb. 16, 1965 LIRR reports $2.15 million deficit for 1964; worst since 1954. (NYT)

Feb. 1965 New York State Committee on LIRR reports to Gov. Rockefeller;
recommends that state purchase LIRR from PRR and create a special
authority to operate it; also make $200 million improvements including
new 500 new MU cars and the extension of electrification to Speonk,
Ronkonkoma and Port Jefferson, high level platforms and automatic
fare collection. (NYT)

Feb. 25, 1965 Gov. Rockefeller endorses his committee’s report and proposes that
state buy LIRR from PRR at a "reasonable price"; urges creation of an
authority to operate and modernize LIRR. (NYT)

Mar. 1, 1965 LIRR terminates Voluntary Relief Dept. and LIRR Employes Mutual
Relief Association injury benefits but retains death benefits at amount
earned as of Feb. 28, 1965; converts to ordinary life insurance policies.
(MB)

Mar. 11, 1965 LIRR Board authorizes retirement of portion of Hempstead Branch
between Mineola and Hempstead Crossing. (MB)

Mar. 15, 1965 First three PATH cars, Nos. 600, 100 & 601, hit 74 MPH in high-speed
tests on LIRR four-track main line between “WIN” Tower in Winfield
and Jamaica; train is towed by GG1's between “HUDSON” and
“HAROLD” Towers through Penn Station on Mar. 14 and 16.
(Headlights)

Apr. 1, 1965 Howard J. Bellis named Director of Personnel of LIRR. (MB)

Apr. 30, 1965 New York State officials announce they will meet with PRR regarding
the purchase of the LIRR. (NYT)

May 10, 1965 Saunders confirms PRR and NYC officials have been meeting with
New England officials on question of preserving New Haven's
passenger service; announces PRR is negotiating sale of LIRR. (NYT)

May 15, 1965 One of Penn Station eagles unveiled at Hicksville station of LIRR;
acquired through the efforts of a local high school Latin teacher. (NYT,
VPF)

May 1965 Engineering firm of Stone & Webster, Inc., appraises salvage value of
LIRR at $94.8 million; replacement cost is $400 million at present
prices; ICC value is $256.6 million. (RyAge)

June 2, 1965 N.Y. State announces that the PRR has agreed to sell the LIRR for $65
million based on the road’s salvage value, vs. $76.1 million debt owed
to PRR by LIRR; PRR will continue to receive $500,000 a year for use
of tunnels and Penn Station; PRR will retain Bay Ridge branch and air
rights over Long Island City freight yards; agreement negotiated by
Gov.Rockefeller’s secretary William J. Ronan (1912- ); new state
agency will take over when 12-year rehabilitation program ends in
Aug. 1966. (NYT, RyAge)

June 18, 1965 All RPO service discontinued on LIRR: Montauk & New York, Port
Jefferson & New York, and Greenport & New York. (Kay)

July 15, 1965 LIRR Board authorizes sales of property to Metropolitan Commuter
Transportation Authority and of Bay Ridge Branch to PRR; thanks
Pres. Thomas M. Goodfellow for performance during transition period.
(MB)

Sep. 2, 1965 Metropolitan Commuter Transportation Authority officials make
seven-hour inspection tour of LIRR. (NYT)

Nov. 9, 1965 Failure of a power plant in Ontario near Niagara Falls precipitates 13-
hour blackout in New York and New England at 5:24 PM; PRR
catenary power, which comes from New Jersey, is unaffected, but
power to work Penn Station switches comes from New York and fails;
LIRR third rail also fails, but trapped passengers rescued by GG1's or
PRR MU's; PRR spikes switches and begins limited service at 8:05
PM, when Broadway departs; full service restored at 7:20 AM on Nov.
10; 800,000 subway riders are trapped underground. (NYT, Pennsy,
RyAge, Trager)

Nov. 10, 1965 PRR restores full service to and from New York at 7:20 AM; NYC
resumes at 10:00 AM; New Haven does not resume until later in the
day, and LIRR offers only token service. (RyAge, NYT)

Nov. 15, 1965 Metropolitan Commuter Transportation Authority announces plan to let
LIRR trains run over BMT subway tracks between Brooklyn and lower
Manhattan. (NYT)

Dec. 22, 1965 PRR agrees to sell LIRR to state of New York for $65 million in cash,
concessions and tax relief and makes first $10 million down payment
pending approval by ICC; PRR acquires the Bay Ridge freight line and
air rights over Sunnyside Yard; PRR surrenders $75.7 million in LIRR
debt and interest to Metropolitan Commuter Transportation Authority;
LIRR receives 99-year lease of operating rights into Penn Station at
$800,000 per year. (NYT, Moodys, Trains)

Dec. 27, 1965 Pennsylvania Tunnel & Terminal Railroad Company approves
agreement to acquire Bay Ridge Branch and part of Evergreen Branch
from LIRR and grant MCTA an option on East River Tunnels. (MB)

Jan. 1, 1966 Mike Quill’s Transport Workers Union begins a crippling New York
subway and bus strike at 5:00 AM; strike coincides with liberal
Republican Mayor John V. Lindsay's (1921-2000) first day on the job;
Quill is provoked by Lindsay’s upper-class WASP manners and his
reformer’s refusal to play politics-as-usual; 20,000 riders switch to
LIRR, requiring partitions to separate LIRR and PRR portions of Penn
Station and control crowds; lines stretch for blocks outside Penn
Station and Grand Central with two-hour waits to board trains. (NYT,
Pennsy, Hood)

Jan. 4, 1966 Brotherhood of Railroad Trainmen threatens to halt LIRR service
saying trains are overcrowded and unsafe; PRR gets injunction to block
TWU picketing at Penn Station and Sunnyside Yard. (NYT)

Jan. 7, 1966 LIRR carries 350,000 passengers, most of whom use special shuttle
trains between Penn Station and Jamaica. (NYT)

Jan. 20, 1966 Special meeting of LIRR stockholders approves sale to State of New
York; Metropolitan Commuter Transportation Authority hands PRR a
$55 million check for the balance due, and PRR delivers all 1,099,827
shares; all old officers and directors resign; operation by Metropolitan
Commuter Transportation Authority begins; five MCTA members
elected LIRR directors; William J. Ronan elected to new post of LIRR
Chairman; Pres. Thomas Goodfellow and all other officers remain.
(MB, NYT)

Jan. 20, 1966 LIRR begins a new 99-year lease for the use of Penn Station and
tunnels: $581,000 in first year and $800,000 per year after that, plus
and additional $12,500 for each 850,000 passenger carried above a
benchmark of 53,322,542 per year. (Moodys)

Jan. 25, 1966 Sen. Robert F. Kennedy announces that Dept. of Housing & Urban
Development has approved a $925,000 grant with $253,000 in
matching funds from New York State for an experimental gas-turbine
car for LIRR; car to have twin 535 HP jet engines by Garrett
Corporation housed in a Budd Pioneer III-type car body; program to be
administered by Tri-State Transportation Commission. (NYT)

Apr. 27, 1966 MCTA announces that proposed 63rd Street subway tunnel will contain
third track for LIRR access to a new terminal on the East Side. (NYT)

Aug. 11, 1966 MCTA announces new 63rd Street tunnel will have two tracks for the
LIRR and two for the subway instead of only three tracks. (NYT)

Aug. 19, 1966 MCTA Chairman William J. Ronan announces specifications for 500
new LIRR MU cars capable of 100 MPH. (MTA, NYT)

Aug. 30, 1966 MCTA Chairman William Ronan announces $300 million, three-year
program of improvements on LIRR, including high-level platforms
being built at 9 stations and extension of electrification to Huntington;
Gov. Nelson Rockefeller says it will make the LIRR “the finest
commuting facility ... in the world.” (MTA, NYT)

Sep. 12, 1966 Budd GT-1 gas-turbine car begins eight months of tests on LIRR
between Bethpage and Ronkonkoma; car is the original “Pioneer III”
prototype equipped with two Garrett Corporation 535 HP gas turbines.
(Cinders, NYT, Trains)

Jan. 1967 LIRR adopts a modern program of budgetary and management
controls, including a more efficient use of electronic data processing.
(MTA AR)

Feb. 23, 1967 Gov. Rockefeller unveils a full-size mockup of the interior and a
quarter-scale model of the exterior of new design for LIRR MU cars.
(NYT, MTA AR)

Apr. 1967 Metropolitan Commuter Transportation Authority authorizes the
construction of a double-deck tunnel under the East River at 63rd Street;
to have two tracks for the subway and two for the LIRR; designed for
80 MPH running. (MTA AR)

Apr. 24, 1967 Port Authority reports on tests of a GM bus equipped to run on both
roads and railroads; to be used for service to Kennedy Airport over
LIRR; will run as a bus through the Queens Midtown Tunnel to Long
Island City, then on the LIRR’s Montauk Branch, and then by road to
the airport. (NYT)

May 1967 LIRR receives a $40.8 million federal urban mass transportation grant
to modernize its electrification system and extend electrification to
Huntington. (Headlights)

June 1, 1967 Frank Aikman, Jr. (1910-1987), who began on the PRR in 1934, named
Pres. & General Manager of LIRR, replacing Thomas Goodfellow, who
is elected President of the American Association of Railroads. (NYT)

June 11, 1967 Speaking on NBC’s Searchlight program, William J. Ronan announces
a plan to build a new terminal for the LIRR on the East Side between
42nd & 59th Streets east of Madison Avenue. (NYT)

June 12, 1967 MCTA announces it will build new LIRR terminal on the East Side
near Grand Central to be reached by the new 63rd Street Tunnel and
another at Broad & Wall Street to be reached by the BMT subway from
Brooklyn. (NYT)

June 13, 1967 Housing & Urban Development Dept. grants $22.6 million to LIRR;
first substantial Federal money for the Metropolitan Commuter
Transportation Authority’s $47 million plan for extending
electrification from Mineola to Hicksville and Huntington and
purchasing 620 new M.U. cars. (NYT, Moodys)

June 27, 1967 Tests of gas-turbine “Pioneer III” car No. GT-1 on LIRR end after
logging 18,095 miles; car is returned to the Budd Company. (NYT)

July 16, 1967 Shop-craft strike halts all rail service nationwide; reaches the New
York area in the afternoon, stranding many commuters; LIRR remains
open. (NYT)

Aug. 27, 1967 MCTA awards Budd Company the contract for 270 MU cars (later
called Class M-1 “Metropolitans”) for LIRR capable of speeds of 100
MPH; cars are designed by a consortium of Parsons, Brinkerhoff,
Quade & Douglas, Gibbs & Hill, Louis T. Klauder & Associates and
the design firm of Sundberg-Ferar. (NYT, Trains)

Sep. 11, 1967 Engineers stage wildcat strike against LIRR over revised work
schedules that cut overtime pay, crippling morning rush hour. (NYT)

Sep. 12, 1967 LIRR engineers return to work under court order. (NYT)

Sep. 1967 LIRR begins rehabilitating its old double-decker cars. (MTA AR)

Oct. 1967 LIRR acquires 14 ex-NYC main line coaches, which are rebuilt with
106 seats, and a parlor car, which is rebuilt into a bar-coach.

Nov. 1, 1967 LIRR inaugurates "Silver Streak"; commuter train from Northport to
Hunters Point Avenue without stop at Jamaica; uses five of 15 ex-NYC
long distance coaches rebuilt with 3-2 seating; first diesel train on the
LIRR to skip Jamaica. (NYT - MTA AR has Oct.)

Nov. 3, 1967 LIRR inaugurates second "Silver Streak" between Jamaica and
Farmingdale. (NYT)

Nov. 26, 1967 Sag Harbor & Scuttle Hole Railroad, a proposed Long Island tourist
line being promoted by railroad enthusiast and LIRR historian Ron
Ziel, runs a steam excursion with Black River & Western 2-8-0 No. 60
between Jamaica and Montauk. (Trains)

Jan. 1, 1968 LIRR discontinues all checked baggage service.

Feb. 7, 1968 Two granite eagles from Penn Station facade placed on pedestals at
Seventh Avenue entrance to new station; other eagles are disposed of as
follows: one to Cooper Union where sculptor Adolph A. Weinman
studied, one to National Zoo, four to Fairmount Park Commission for
installation at four corners of Market Street Bridge, two to O'Hara
Gymnasium of U.S. Merchant Marine Academy at Kings Point, LI, one
to LIRR station at Hicksville, one to Valley Forge Military Academy in
Wayne, one to Vinalhaven, Maine, site of quarries, and one to
Hampden-Sydney College in Va. (PD/PCPost)

Feb. 11, 1968 New Madison Square Garden, 29-story Penn Plaza Building, and
subterranean Penn Station completed; Bob Hope and Bing Crosby
headline "The New Madison Square Garden Salute to the USO", the
first show in the new Garden; Hope opens with a quip about the "crazy
set of trains in the basement"; new Concourse serves tracks 7-16 for
Northeast Corridor trains, with access to tracks 1-6 for New Jersey
locals off to side; LIRR concourse serves tracks 17-21; total cost of
Madison Square Garden and rebuilding Penn Station is $116 million;
the old Madison Square Garden at 49th Street & 8th Avenue is
demolished, and the site remains a huge parking lot until the 1980s.
(PD, PCPost, Guide, Condit, Trager)

Feb. 28, 1968 Gov. Nelson A. Rockefeller and MCTA Chairman William J. Ronan
announce a $2.9 billion “Program for Action” to expand subways and
commuter railroads; includes new LIRR station at 48th Street and 3rd
Avenue in Manhattan, reached by 63rd Street tunnel, which will also
carry a new subway connection from Queensboro Plaza to the Sixth
Avenue and Broadway lines; a super-express bypass for the Queens
Boulevard Subway running along the LIRR from 41st Avenue to Forest
Hills; LIRR spur to Kennedy Airport, and a Second Avenue Subway
running from 34th Street into the Bronx on the old New York,
Westchester & Boston Railway right-of-way. (NYT, Feinman)

Mar. 1, 1968 New York’s Metropolitan Transportation Authority (MTA) goes into
operation as a super-authority exercising control of the Triborough
Bridge & Tunnel Authority, and city transit agencies with the old
Metropolitan Commuter Transportation Authority (which only
controlled the LIRR); William J. Ronan (1912- ) Chairman; the merger
also strips Triborough Bridge & Tunnel Authority Chairman Robert
Moses (1888-1981) of his position after 44 years as a power in building
New York’s roads and parks; the authority covers New York City and
Nassau, Suffolk, Westchester, Putnam, Dutchess, Rockland and Orange
Counties, with a population of 12 million. (NYT, Trager, MTA AR)

May 1968 LIRR resumes direct service to the rebuilt Belmont Park Race Track,
with a modernized Belmont Park station using tokens and turnstiles.
(MTA AR)

June 16, 1968 N.Y. Legislature passes the “Grand Design Bill” appropriating $60
million of bond revenue for the first phase of the MTA’s “Program for
Action”; includes the 63rd Street subway-LIRR tunnel, the 2nd Avenue
Subway between 34th and 126th Street connecting to the old New York,
Westchester & Boston; the Queens express bypass, subway lines along
the Long Island Expressway and to southeastern Queens and extensions
in Flatbush Avenue and Linwood Streets, Brooklyn, improvements to
the LIRR including at Penn Station, Flatbush Avenue and Jamaica, a
rail line to JFK Airport, electrification of the Harlem Line between
North White Plains and Brewster, and high-level platforms on LIRR
and ex-NYC lines. (PL, MTA AR)

June 1968 LIRR begins buying lightweight Pullman and lounge cars from PRR,
NH, B&O, etc., to replace heavyweight cars in East End parlor car
service.

July 1, 1968 Trackmen's strike cripples LIRR morning rush hour; seeking wage
parity with N.Y. subway workers; regular service resumes next day
under court order, (NYT)

July 1, 1968 Brotherhood of Railway Carmen announces it is postponing its strike
against the LIRR set for July 4. (NYT)

July 5, 1968 LIRR cancels six evening rush hour trains because of an engineers’
sick-out. (NYT)

July 25, 1968 Brotherhood of Railway Carmen launches work slowdown in Dunton
Shops of LIRR causing severe car shortages and train cancellations.
(MTA AR, NYT)

Aug. 1, 1968 MTA orders an additional 350 M-1 "Metropolitan" MU cars for LIRR
from the Budd Company, bringing total to 620; largest passenger car
order in U.S. history; is to replace all pre-World War II cars. (NYT)

Aug. 6, 1968 LIRR charges carmen who inspect equipment at Dunton Shops with
deliberate slowdown; over next 10 days causes cancellation of up to 61
trains per day. (NYT)

Aug. 7, 1968 Brotherhood of Railway Carmen announces it is resisting efforts of
company foremen to put defective cars into service and that they are
not engaged in a deliberate slowdown at Dunton Shops, as the number
of LIRR rush hour train cancellations worsens. (NYT)

Aug. 8, 1968 Led by State Sen. Norman F. Lent, 60 LIRR commuters who have been
frustrated by the cancellation of two locals serving their station at
Island Park stand on the tracks to force an express to stop and let them
board. (NYT)

Aug. 8, 1968 LIRR receives No. 229, the last of eight new Alco C-420 2,000 HP
diesels, in an MTA scheme of blue bodies and yellow noses, bringing
total to 30; new units are first with cab radios; are the last C-420's built.
(Kirkland, Trains)

Aug. 12, 1968 LIRR cancels a total of 53 rush hour trains because of equipment
shortages caused by the work slowdown at Dunton Shops, or over 25%
of service. (NYT)

Aug. 15, 1968 LIRR cancels a total of 57 rush hour trains, 33 in the morning and 22 in
the evening. (NYT)

Aug. 16, 1968 Federal court orders LIRR carmen to end slowdown; cancellations
continue. (NYT)

Aug. 18, 1968 Passenger on a westbound LIRR train in Queens killed by a 16 year old
boy shooting from trackside. (NYT)

Aug. 19, 1968 LIRR and carmen agree to mediation; men want end to layoffs;
company wants to move to a seven-day, three-shift operation from a
five-day, two-shift one. (NYT)

Aug. 29, 1968 LIRR announces it has purchased 15 60-seat coaches from the Kansas
City Southern Railway, which had just ended passenger service; 10 cars
are placed in service on a Montauk train that evening without
repainting to ease the car shortage over the Labor Day weekend; all
cars are to be placed in service on Sep. 3. (NYT, Trains)

Sep. 11, 1968 LIRR receives a second U.S. DOT grant of $727,344 for further testing
of its dual-service gas turbine car. (NYT, MTA AR)

Sep. 1968 LIRR receives first 11 of 16 sleepers from PRR and Kansas City
Southern to be used in east end parlor service.

Sep.? 1968 LIRR ends operation of the last of its heavyweight parlor cars on East
End resort service. (would be date of tt change 9-10/68 PRRFAX)

Sep. 1968 LIRR places 15 60-seat lightweight coaches from the Kansas City
Southern in Montauk service. (MTA AR)

Sep. 1968 LIRR retires heavyweight observation car No. 2000 Jamaica; parlor-
observation car No. 2038 Setauket renumbered No. 99 and renamed
Jamaica for use as a business car. (MrkrLmp, Blardone)

Oct. 8, 1968 William J. Ronan of MTA announces plan to build a rail link between
Penn Station and Kennedy Airport using old LIRR Rockaway Branch
right of way. (NYT)

Oct. 10, 1968 In a report on the LIRR, a panel of Democratic State Legislators
recommends the firing of William J. Ronan as head of the MTA.
(NYT)

Oct. 1968 LIRR acquires B&O’s ex-Capitol Limited observation Napanee;
renamed Amagansett for east end parlor service. (Wayner)

Oct. 1968 LIRR opens new stations at Wantagh and Seaford as part of a grade
crossing elimination. (MTA AR)

Oct. 17, 1968 First two of new Budd M-1 "Metropolitan" MU cars for LIRR
displayed at Sunnyside Yard for crews; like the “Metroliners,” the M-1
cars have been rushed into production without adequate prototype
testing and are plagued by bugs; most are quickly taken out of service
for corrective work. (NYT, Trains)

Oct. 19, 1968 LIRR obtains a show-cause order to bar the BRT from interfering with
the acceptance and testing of the M-1 “Metropolitan” cars. (NYT)

Oct. 21, 1968 Federal Court bars the unions from interfering with the testing and
revenue service of the LIRR’s new M-1 “Metropolitan” MU cars.
(NYT)

Oct. 22, 1968 LIRR opens Wantagh-Seaford grade crossing elimination.

Oct. 26, 1968 Railroad Enthusiasts run an excursion from Jamaica to Oyster Bay and
Montauk to mark the retirement of the LIRR’s last heavyweight parlor
cars. (NYT)

Oct. 28, 1968 MTA holds first public display of first four M-1 "Metropolitan" MU
commuter cars for LIRR, followed by a press trip through Queens;
Gov. Rockefeller criticizes fixed seats; a total of 620 to be built to
replace entire old MU fleet. (NYT)

Nov. 21, 1968 LIRR announces new schedules; first major change in 20 years;
Brotherhood of Railroad Trainmen opposes as schedules reduce
overtime. (NYT)

Nov. 22, 1968 Federal Court issues an injunction against the BRT interfering with the
new LIRR schedules; the union fears the new schedules will cut total
overtime pay by $200,000. (NYT)

Nov. 24, 1968 Brotherhood of Railroad Trainmen strikes in protest of new schedules,
shutting down LIRR. (NYT)

Nov. 26, 1968 BRT ends strike against LIRR; MTA agrees to eliminate crew
reductions, assign work by seniority, and have only trainmen operate
cars doors; BLE work stoppage prevents restoration of service. (NYT)

Nov. 27, 1968 Court orders BLE back to work on LIRR. (NYT)

Dec. 2, 1968 LIRR morning rush delayed up to 50 minutes by unfamiliarity with
new schedule and supervisor's illness; delays and cancellations
continue through Dec. 10, partly because of employees' unfamiliarity
with new schedules and partly equipment failures from cold weather.
(NYT)

Dec. 12, 1968 LIRR BRT leader Pryor urges commuters to join in "rebellion" against
MTA over the new timetable. (NYT)

Dec. 1968 LIRR’s inoperative passenger cars average 145 at any time, and
sometimes as many as 288 of 1,100 cars are out of service. (Trains)

Dec. 1968 LIRR acquires four ex-Florida East Coast lightweight coaches and
observation-lounge Lake Okeechobe, which is renamed Apaquoque for
east end parlor service. (Wayner)

Dec. 18, 1968 Gov. Rockefeller charges unions are sabotaging the “new” LIRR;
assures them all job cuts will be by attrition. (NYT)

Dec. 19, 1968 LIRR BRT Chairman Pryor calls for a 60-day cooling off period; calls
Ronan Gov. Rockefeller’s “fair haired boy” and LIRR Pres. Aikman
Ronan’s “puppet.” (NYT)

Dec. 22, 1968 LIRR BRT Chairman Pryor challenges Ronan’s statement that the first
8 M-1 MU cars will be ready on Dec. 30 and charges they still have
electrical and mechanical problems. (NYT)

Dec. 27, 1968 Presidential emergency board appointed in the dispute between the
LIRR and the Brotherhood of Railroad Trainmen and UTU over wages;
the unions are demanding a 10% increase, increased overtime pay and
shorter hours. (NYT)

Dec. 30, 1968 LIRR places first eight M-1 "Metropolitan" MU cars in revenue
service, Babylon to New York; operate in married pairs and reach 80
MPH; cars are to be delivered at rate of 28 per month starting in Feb.
1969; Pryor calls the move a “public relations gimmick” and again
charges the MTA with mismanaging the LIRR. (NYT)

Jan. 2, 1969 Brotherhood of Railway Carmen says it will not strike LIRR for 90
days if there is a public investigation of LIRR mismanagement. (NYT)

Jan. 7, 1969 A LIRR commuter arrested for "theft of service" after he refuses to
show ticket to protest unlighted, unheated car; five more commuters
arrested for similar protest on Jan. 10. (NYT)

Jan. 8, 1969 LIRR and BLE settle dispute over Nov. 1968 schedule change that
deprived engineers of much overtime; dissatisfied men may choose any
assignment based on seniority. (NYT)

Jan. 10, 1969 First phase of presidential emergency board hearings on the dispute
between the Brotherhood of Railroad Trainmen and the LIRR ends.
(NYT)

Jan. 22, 1969 MTA Chairman William Ronan and UTU local Pres. Harold J. Pryor
both jeered by 1,000 irate commuters at a public hearing on LIRR
service at Garden City when they try to offer explanations for the
LIRR’s poor service. (NYT)

Jan. 29, 1969 Federal inspectors say carmen's charges that LIRR uses unsafe
equipment or has falsified inspection records are groundless. (NYT)

Feb. 7, 1969 LIRR and carmen agree to joint fact finding study of car shortage.
(NYT)

Feb. 9, 1969 Worst blizzard in seven years hits New York area; LIRR shut down and
most Penn Central service canceled or delayed; normal service not
restored until Feb. 13; as late as Feb. 19, LIRR has 345 cars out of
service with storm-related damage; 43 people killed in New York City,
and parts of the city are left snowbound for over three days. (NYT,
Trager)

Feb. 13, 1969 Tri-State Transportation Commission reports that Dept. of Housing &
Urban Development has released $11.4 million for New York area
commuter improvements, including new PATH station at Journal
Square, Aldene Plan, LIRR electrification, and 35 new "Jersey Arrow"
MU cars. (NYT)

Feb. 28, 1969 Federal court bars carmen from striking LIRR on Mar. 3. (NYT)

Mar. 17, 1969 MTA Chairman William J. Ronan announces reorganization of LIRR
management; J. Taylor named Chief of Operations; A. Van Wart VP-
Personnel. (NYT)

Mar. 24, 1969 LIRR applies to ICC for more favorable division of freight revenue;
says 60% of loss is caused by freight service; threatens to discontinue
freight service entirely. (NYT)

Apr. 24, 1969 Federal court orders BRT to pay LIRR $100,000 for damages sustained
in Nov. 1968 strike; holds strike was in violation of court order. (NYT)

May 12, 1969 LIRR train stalls at Jamaica during evening rush, blocking all but Port
Washington Branch trains for two hours. (NYT)

June 3, 1969 LIRR and UTU reach agreement averting strike; union gets 8% wage
increase retroactive to Oct. 1968. (NYT)

June 3, 1969 New York City Board of Estimate approves LIRR/subway tunnel under
East River at 63rd Street. (NYT)

June 13, 1969 LIRR Pres. Aikman charges carmen are deliberately slowing repair
work at Dunton Shops, resulting in equipment shortages and
cancellations; notes electrical and air conditioning problems with M-1
"Metropolitan" cars which keep large numbers in shop for repairs.
(NYT)

June 23, 1969 Two LIRR trains collide in Penn Station; 75 injured; train misrouted to
wrong track began backing and struck second train; engineer of first
train dismissed for rules violations. (NYT)

June 25, 1969 LIRR holds publicity tour to show off "new" parlor car service to East
End resorts; service to feature "minimaid" attendants; cars are
refurbished 1950s-era long-distance cars which replace old
heavyweight parlors. (NYT)

July 9, 1969 LIRR begins canceling about ten trains each way during rush hours
because of equipment shortages. (NYT)

July 10, 1969 Budd Company announces it will send 25 technicians to LIRR to help
maintain M-1 "Metropolitan" cars. (NYT)

July 15, 1969 LIRR has only 543 cars in service, vs. 643 needed to cover all
schedules; 16 trains are annulled, and 138 of 639 trains are late.
(Trains)

July 19, 1969 MTA Chairman William J. Ronan meets with five LIRR commuter
groups to hear complaints about service. (NYT)

July 1969 LIRR car repair slowdowns end through intercession of Gov.
Rockefeller and MTA head William Ronan; Ronan personally holds
closed-door meetings with Harold J. Pryor of the UTU and Anthony F.
D’Avanzo of the Carmen; effects of slowdown continue into Sep. 1969.
(NYT, Trains)

July 22, 1969 LIRR Pres. Aikman and Budd Company officials meet with Ronan to
discuss problems with M-1 "Metropolitan" cars. (NYT)

Aug. 1, 1969 LIRR Pres. & General Manager Frank Aikman (1910-1987) takes early
retirement under pressure for poor service and labor relations; replaced
by PRR alumnus Walter Lincoln Schlager, Jr. (1918-1976), formerly
maintenance and operations officer for the Transit Authority; change
was supposedly engineered by Nelson Rockefeller; Long Island
political leaders are still clamoring for Ronan's resignation. ((NYT)

Aug. 1, 1969 LIRR ends free passes for over 3,800 Penn Central employees,
including 800 who commute to work over LIRR. (NYT)

Aug. 2, 1969 LIRR commuters announce formation of Long Island Better
Transportation Party; threaten to work against Gov. Rockefeller's
reelection if the LIRR is not improved. (NYT)

Aug. 5, 1969 LIRR reaches agreement with carmen; will expand training program for
car crews; carmen agree to M-1 cars being refitted by Budd employees
at a leased facility near Shea Stadium, providing MTA guarantees that
Budd will train men in repair of M-1 cars rather than have them sent to
Budd in the future; carmen end slowdowns. (NYT, Trains)

Aug. 7, 1969 In speech before the Long Island Association of Commerce & Industry
at Garden City, Gov. Rockefeller states LIRR commuter service will be
"the finest in the country" within 60 days. (NYT, Trains)

Aug. 11, 1969 LIRR begins plan to run fewer trains with more cars per train as best
response to car shortages; rush hour cancellations peak at 26 trains.
(NYT)

Aug. 12, 1969 Last run of ex-NYC locals No. 404-405 between Boston and Albany,
down to a single coach. (A-sheet, Trains)

Aug. 13, 1969 Two LIRR trains collide in East River tunnel blocking the tube for
most of the day; 20 injured. (NYT)

Aug. 14, 1969 Over one-third of LIRR trains run late. (Trains)

Aug. 1969 LIRR acquires 7 or 14 ex-New Haven sleepers and 2 ex-Union Pacific
lounge cars.

Sep. 1969 By now, 70% of the 142 LIRR M-1 “Metropolitan” MU cars that have
been delivered are available for service. (Trains)

Sep. 19, 1969 LIRR agrees with Budd Company to train 700 electrical workers and
carmen to repair M-1 "Metropolitan" cars. (NYT)

Sep. 23, 1969 LIRR restores 7:55 AM from Babylon, known as the "phantom train"
because it has been canceled every day for almost four months. (NYT)

Oct. 7, 1969 Gov. Rockefeller announces that LIRR is "officially the finest
commuter railroad in the country"; many commuters ridicule the claim.
(NYT)

Nov. 22, 1969 LIRR and Budd Company announce a six-month test of gas
turbine/electric car GT-2 as possible prototype for non-stop service
between New York and non-electrified zone. (NYT)

Nov. 24, 1969 Gov. Rockefeller and Mayor John V. Lindsay preside over
groundbreaking for the 63rd Street LIRR-subway tunnel, which will
not see its first subway train until1998. (NYT)

Nov. 25, 1969 MTA begins construction on the 63rd Street Tunnel between Manhattan
and Long Island City; has two tracks for the subway on the upper level
and two for the LIRR to the proposed 3rd Avenue & 48th Street
Transportation Center on the lower level; the tunnel consists of
prefabricated concrete tubes lowered into a trench and covered; work
begins in Queens and on Welfare Island in both directions; it will be a
long time before any part is usable. (Feinman)

Dec. 15, 1969 LIRR revises train and crew assignments to reduce congestion at Penn
Station that is responsible for late trains. (NYT)

Dec. 22, 1969 MTA Chairman William J. Ronan announces that LIRR has lost $16
million in 1969; largest loss yet. (NYT)

Dec. 27, 1969 Six LIRR commuter groups unite to push for William J. Ronan's
dismissal, an end to fare hikes, and full state subsidy for all commuter
railroad deficits. (NYT)

1969 LIRR retires last heavyweight parlor cars. (SunriseTrail-NRHS)

Jan. 13, 1970 Gov. Rockefeller requests state loan of $8.5 million to cover LIRR's
1969 deficit. (NYT)

Jan. 30, 1970 MTA imposes fare increase on LIRR as part of the growing 1970s
inflationary spiral. (NYT)

Feb. 9, 1970 MTA head William Ronan attributes decline in LIRR service to
breakdowns in Budd M-1 "Metropolitan" MU cars; particularly
problems with electric couplers; 254 of 270 cars have been delivered.
(NYT)

Feb. 9, 1970 LIRR commuter B.H. Mandel sues LIRR and MTA for $50,000 for
causing "commuter neurosis" and "severe psychological injury" by
poor service. (NYT)

Feb. 12, 1970 Study of 200 LIRR commuters reveals that majority suffer from
psychosomatic problems brought on by stress associated with poor
service. (NYT)

Mar. 17, 1970 Special LIRR-UTU panel issues report recommending that freight
operations be performed by a separate legal entity. (NYT)

Apr. 11, 1970 Gas-turbine car experiments on LIRR halted for four weeks because
problems with exhaust system resulted in heat buckling the interior of
car. (NYT)

Apr. 28, 1970 LIRR begins using M-1 "Metropolitan" cars on Brooklyn-Jamaica line,
whose clearances were too tight to admit some other modern
equipment. (NYT)

June 1970 LIRR completes platform alterations at Flatbush Avenue Terminal,
permitting post-1946 cars to operate between Jamaica and Brooklyn for
the first time. (Keystone)

June 19, 1970 Transportation Secretary John A. Volpe announces $20 million grant to
LIRR to cover two-thirds of the cost of 120 M-1 "Metropolitan" cars.
(NYT)

July 1970 LIRR acquires two Erie Lackawanna observation lounge cars, formerly
used on the Phoebe Snow, for East End parlor car service; renamed
Aquebogue and Asharoken. (Wayner)

Sep. 10, 1970 MTA retains Parsons, Brinckerhoff, Quade & Douglas and Gibbs &
Hill to make plans for high-speed LIRR line from Penn Station to
Kennedy Airport via Rego Park and the old Ozone Park-Rockaway
line.

Oct. 6, 1970 MTA head William Ronan attends launching at Port Deposit, Md. of
first of four sections of two-level 63rd Street tunnel under East River;
upper level is to be for subway and lower for new LIRR line from Long
Island City to an uptown east side terminal; sections are to be floated
into place and set in trench in river bottom. (NYT)

Oct. 13, 1970 Gov. Nelson Rockefeller presides over opening ceremony for extension
of LIRR electrification from Mineola to Huntington on Port Jefferson
Branch. (NYT)

Oct. 19, 1970 MTA begins regular electric revenue service to Huntington on LIRR's
Port Jefferson Branch; elimination of "change at Jamaica" saves 15
minutes from most schedules. (NYT)

Oct. 23, 1970 Four shop crafts unions shut down LIRR for 10 hours in surprise strike.
(NYT)

Dec. 9, 1970 UTU, Clerks, MofW employees and hotel workers unions begin
nationwide rail strike in defiance of the government; all PRR lines
affected; LIRR continues to run except into Penn Station. (NYT)

Dec. 28, 1970 Transformer fire at Penn Station halts LIRR service west of Woodside
during morning rush hour; 50,000 commuters delayed and 23,000
crowd onto subway at Woodside. (NYT)


1970 LIRR completes high-level platforms at all stations in the electrified
zone, as the new M-1 “Metropolitan” MU cars lack steps. (MTA AR)

1970 MTA drops the LIRR “Dashing Dan” herald in favor of its own “M.”
(MrkrLmp)

Jan. 1971 LIRR gas turbine car tests end; reveal problems with engine; plans for
large fleet of electric-turbine cars eventually shelved. (see below)

Jan. 24, 1971 LIRR Ronkonkoma train derailed by switch deliberately set for Pilgrim
State Hospital spur at Brentwood; 37 injured, 1 trainman fatally. (NYT)

Mar. 1, 1971 Penn Central begins routing freight for Long Island via Hell Gate
Bridge to eliminate car floating in New York harbor; first step in
elimination of labor-intensive floating operations; all LIRR car-floating
discontinued. (Cinders)

Mar. 17, 1971 Nationwide signalmen’s strike halts all commuter service at New York
except for PATH and LIRR; CNJ manages to operate three commuter
trains, one each from Hampton, Raritan and Bay Head Jct., to its closed
station at Broad Street, Newark, with supervisory personnel; passengers
can walk to the PRR station for PATH trains; trains run with two GP7's
or RS3's and up to 16 cars; strike lasts two days. (Railpace)

Mar. 20, 1971 Gov. Rockefeller calls for $2.5 billion transportation bond issue;
projects include electrifications to Brewster on the Harlem Line and
Port Jefferson on the LIRR and connecting the LIRR to the 63rd Street
tunnel. (NYT)

Mar. 22, 1971 LIRR begins five-day experiment, replacing its 18 bar cars with
portable bar units to eliminate problems collecting tickets in bars.
(NYT)

Apr. 5, 1971 MTA begins helicopter patrols over LIRR and Penn Central line to
combat vandals and trespassers under one-year $117,500 federal grant.
(MTA AR, Trains)

Apr. 17, 1971 LIRR introduces a new form of ticket not easily counterfeited; has large
week number and sex of holder; with current non-punch system, many
riders avoid paying fare. (NYT)

May 14, 1971 LIRR takes delivery of last four of order of 620 M-1 “Metropolitan”
cars. (NYT)

May 1971 LIRR receives a $7.7 million federal urban mass transportation grant to
improve 50 miles of road. (Headlights)

May 17, 1971 Brotherhood of Railroad Signalmen begin strike at 6:01 AM, shutting
down all U.S. railroads for two days for a 54% wage hike: LIRR
continues to operate, except into Penn Station; Ringling Bros. Circus
moves animals and equipment through Lincoln Tunnel under their own
power after strike strands circus train in Kearny Yard. (NYT)

May 25, 1971 LIRR places first push-pull train in service on diesel lines; equipment
consists of 44 former MP72 MU cars converted to T72 trailers with 6
converted Alco FA or EMD F units as control cabs on rear ends; cab
units are unpowered and merely provide control cabs and head-end
generators for lighting and heat. (Keystone, Trains, MTA AR)

June 28, 1971 MTA orders 200 more M-1 cars for LIRR and ex-NYC commuter
lines. (NYT - MTA AR has 150)

July 9, 1971 Empty LIRR train being run by Penn Central crew to yard rams LIRR
train in Penn Station during evening rush; 53 injured. (NYT)

Aug. 1, 1971 LIRR reduces the number of smoking cars from 50% to no more than
two per train in response to rider preferences. (NYT)

Aug. 12, 1971 New York Times poll finds most LIRR riders think service has
improved; top speed raised from 60 MPH to 80 MPH; still problems
with M-1 cars. (NYT)

Sep. 24, 1971 ICC Examiner approves increasing the LIRR’s share of freight
divisions by 2.82%; means an additional $1.75 million in revenue for
the LIRR. (MTA AR)

Oct. 18, 1971 Adelphia University begins offering business administration courses on
LIRR morning and evening commuter trains on the Hunters Point
Avenue-Port Jefferson line; riders can earn a master's degree in two
years. (NYT)

Dec. 18, 1971 LIRR opens new $1.2 million power control room at Jamaica,
governing all electrified trackage. (NYT)

1971 LIRR extends Platform No. 10 at Penn Station and improves lighting.
(MTA AR)

1971 LIRR installs a new car washer at the Babylon Yard. (MTA AR)

1971 LIRR restructures its freight service with one long “hauler” train that
carries cars between Jamaica and Suffolk County, from which short
“peddler” trains make local pick-ups and deliveries. (MTA AR)

Jan. 5, 1972 LIRR announces a new fare structure including a 20% increase, zone
method of fares, and elimination of 10-trip ticket. (NYT)

Jan. 21, 1972 MTA approves new LIRR fare structure, effective Jan. 29. (NYT)

Jan. 29, 1972 LIRR obtains restraining order against UTU strike set for midnight.
(NYT)

Feb. 29, 1972 Last revenue run of LIRR double-decker MU cars

June 10, 1972 LIRR and BLE reach agreement granting large pay increase in return
for eliminating many traditional work rules; all employees will now
work a straight 8-hour day. (NYT)

June 11, 1972 New York Dock Railway reopens in South Brooklyn, using rail
connection with LIRR in place of car floats, which only three railroads
still offer. (NYT)

June 25, 1972 LIRR discontinues Sunday-only passenger train on spur to Kings Park
(Mental) Hospital on Port Jefferson Branch. (NYT)
 
June 26, 1972 LIRR implements new timetable eliminating change at Jamaica for
many riders but imposing it on others; shortens some running times and
simplifies departure times from branch terminals; disruption of familiar
commuting patterns brings many complaints. (NYT)

Aug. 15, 1972 New York City Transit Authority begins construction of the Archer
Avenue Line in Jamaica to replace the Jamaica Avenue Elevated from
127th to 169th Streets with a new subway and a combined terminal for
the Jamaica Avenue (J) and Queens Boulevard (E) trains adjacent to the
LIRR’s Jamaica Station; the proposed but never-built Queens super-
express line is to use the upper level of the Archer Avenue Subway,
although the IND E train is rerouted to the upper level. (NYC Transit
Facts&Figs, Feinman)

Oct. 10, 1972 Two sections of the joint subway-LIRR 63rd Street Tunnel joined under
the East River, completing the portion under the river; the cost has been
$70 million, but it lacks connections at either end. (MTA AR)

Oct. 25, 1972 Former LIRR business car and later parlor-observation car Jamaica
delivered to the Wantagh Preservation Society as a static exhibit.
(MrkrLmp)

Nov. 30, 1972 LIRR shut down by strike of 5,000 non-operating employees
demanding a 36% pay increase. (NYT)

Jan. 6, 1973 Striking LIRR non-operating unions offer to cut wage demands from
28% to 26%. (NYT)

Jan. 9, 1973 LIRR strike talks deadlock again and are suspended. (NYT)

Jan. 17, 1973 Secretary of Labor-designate Peter J. Brennan (1918-1996) announces
he has arranged for LIRR strikers to return to work effective Jan. 19 for
90 days to allow talks to continue; will receive 6% increase retroactive
to Jan. 1, 1972. (NYT)
 
Jan. 19, 1973 LIRR strikers return to work; nine Alco switchers suffer cracked engine
blocks because of idleness; LIRR borrows five GP-7's from Bangor &
Aroostook for freight service. (Trains)

Jan. 20, 1973 LIRR reopens after seven-week strike, longest yet against a commuter
railroad; service is subject to delays caused by accumulation of rust on
tracks; first passengers get free ride on 12:10 AM to Jamaica. (NYT)

Jan. 22, 1973 LIRR resumes full service; ridership down 25-30% and management
expects 10% to abandon the use of the LIRR permanently. (NYT)

Feb. 9, 1973 Penn Central restores full service; first LIRR train resumes service to
Penn Station at 12:36 AM. (NYT)

Mar. 13, 1973 Railroads and non-operating unions agree to 18-month contract calling
for 4% increase in wages and 6.7% in fringe benefits; Penn Central,
LIRR, and other northeast bankrupts not party to agreement

Mar. 15, 1973 LIRR passenger train crashes into standing locomotive at Lake
Ronkonkoma; 1 killed, 26 injured. (NYT)

Mar. 21, 1973 New York State Human Rights Division holds fourth day of hearings
on complaint by Carol Wagner, a schoolteacher, that she was not hired
as a trainman by LIRR because she is a woman, not because she is only
five feet tall. (NYT)

Apr. 11, 1973 LIRR admits that many male trainmen do not meet the 5'-7" height
requirement; demotes short trainmen to other jobs. (NYT)

Apr. 18, 1973 LIRR and non-operating unions reach tentative agreement ending the
possibility that the strike will resume; settle on basis of 26% pay
increase over 30 months.

May 21, 1973 A wheel falls off a 1927-vintage LIRR “Ping-Pong” P54 coach at the
end of an 8-car diesel train bound from Speonk to Hunters Point
Avenue east of Woodside at about 9:00 AM; the car derails; 38
passengers injured and trains delayed up to 1½ hours. (NYT, Cinders)

July 7, 1973 Neighborhood residents voice opposition to MTA's plan for a new
LIRR terminal at 48th Street and 3rd Ave. and urge connection from
new 63rd Street tunnel to Grand Central Terminal. (NYT)

July 26, 1973 Gov. Rockefeller reveals details of his transportation program,
including Second Avenue Subway in New York City, new Flatbush
Ave. terminal for LIRR, 400 gas turbine commuter cars. (NYT)

Aug. 7, 1973 LIRR opens track elevation through Amityville, Copiague and
Lindenhurst. (MTA AR, NYT)

Sep. 1973 LIRR begins installing welded rail on Port Jefferson Branch. (NYT)

Sep. 8, 1973 LIRR reassigns 75 engineers and trainmen who do not meet new
physical requirements established in wake of Carol Wagner ruling.
(NYT)

Oct. 1, 1973 LIRR revises schedules to take advantage of M-1 cars' higher speed.

Oct. 31, 1973 MTA completes high-level platforms on West Hempstead Branch; last
LIRR electric line to be so equipped; permits assignment of M-1
"Metropolitan" cars to all electric lines and retirement of older MU
cars. (MTA AR, NYT, Cinders)

Dec. 16, 1973 LIRR begins offering half-fares on Sundays to attract automobile
riders. (NYT)

Dec. 17, 1973 Ice storm hits the New York area coating surfaces with over an inch of
ice; shuts down LIRR as third rails and cars freeze; 240,000 passenger
delayed up to 10 hours, many trapped in trains whose doors, light and
heating systems are unable to operate; delays continue for three days;
New Haven's New Canaan Branch is shut down for three days by ice
on the rails and catenary; GG1's are required to tow "Metroliners" for
several days; the ice storm later serves as the backdrop for an Ang Lee
movie of the same name set in New Canaan. (NYT, Trains)

Dec. 27, 1973 Inter-Agency Task Force issues report on New York-New Jersey
commuter service; recommends direct service from Erie Lackawanna
to Penn Station via new connections at Kearny and Secaucus; also
recommends delaying a new 48th Street rail tunnel under the Hudson
leading to a new midtown terminal at 50th St. & Broadway with a
possible connection to the terminal under 3rd Avenue between 48th &
53rd Streets being proposed by the MTA for the LIRR; new line would
cost $836 million.

Jan. 1, 1974 LIRR removes second man from the cabs of passenger diesels.

Jan. 4, 1974 In a sign of the 70s, a federal judge orders the reinstatement of two
LIRR conductors fired in Aug. 1973 for wearing long hair. (NYT)

Jan. 26, 1974 Federal judge orders LIRR to reinstate second man in cab of passenger
diesels pending negotiations with BLE. (NYT)


Mar. 26, 1974 MTA reports that half-fare Sundays have increased ridership by 61%
on Penn Central and 49% on LIRR.

Mar. 27, 1974 New York State Human Rights Commissioner rules that LIRR's 5'-7"
height limit for train crews is illegal discrimination because it bars 95%
of female applicants. (NYT)

May 19, 1974 New LIRR timetable adds 47 weekday trains with fewer changes at
Jamaica. (Cinders)

May 20, 1974 LIRR begins major schedule changes, including zone changes;
increases the number of weekday trains from 665 to 714 and speeds up
most runs; improvements made possible by replacement of older
equipment by 770 "Metropolitan" cars; last non-air conditioned cars
retired; 1960s MU cars have motors removed for diesel push-pull
service; new multi-colored train destination signs and public address
speakers installed at Penn Station. (MTA AR, NYT)

June 2, 1974 New York Times survey finds most LIRR riders now satisfied with
improvements made since 1966. (NYT)

July 22, 1974 LIRR makes schedule adjustments, including six new trains, to meet
complaints of overcrowding and too frequent stops on branch lines.

July 31, 1974 MTA Chairman David Yunich announces the MTA will complete a
study in six months to see if LIRR should be brought into Grand
Central Terminal or a new terminal at 3rd Avenue and 48th Street.
(NYT)

Nov. 9, 1974 Maureen Shoreys, a 38-year old former nun, becomes first woman to
enter LIRR's engineer-training program. (NYT)

Nov.? 1974 New York cancels about half of its transit projects because of galloping
inflation, including the lower-level LIRR tracks in the 63rd Street
Tunnel and the new LIRR Transportation Center at 48th Street & 3rd
Avenue. (Cinders)

Dec. 1, 1974 LIRR passenger Dr. Robert S. Donnenfeld is dragged to his death after
getting his leg caught in an M-1 “Metropolitan” car door at Huntington
Station; raises concern about automatic door design; family sues for
$10 million, but eventually settles out of court for $1.2 million in 1980.
(NYT)

1974 LIRR studies extension of electrification from Huntington to Port
Jefferson. (MTA AR)

1974 LIRR now has 19 demotored FA or F units in service as “cab/power
cars” and 90 demotored MU cars in push-pull service on its diesel
lines; an additional 33 coaches and 4 cab cars have been authorized.
(MTA AR)

Jan. 1975 MTA confirms that the projected East Side terminal for the LIRR is
being deferred for at least six years; original plan was for LIRR trains
to use the new 63rd Street Tunnel to a $300 million underground
terminal at 3rd Avenue & 48th Street; project is actually shelved for 30
years, when it is changed to bring the LIRR into Grand Central
Terminal. (NYT)

Jan. 25, 1975 MTA announces it will have its first four gas-turbine cars in service by
summer; also has dropped plans for COFC/TOFC service on LIRR as
too expensive.

Mar. 1975 Construction begins on the connections to the eastern end of the 63rd
Street LIRR-subway tunnel in Queens. (MTA AR)

Mar. 31, 1975 LIRR increases the price of drinks in bar cars from $1.35 to $1.75.
(NYT)

Apr. 5, 1975 MTA announces LIRR has lost 7.4 million riders since 1966. (NYT)

June 1975 LIRR converts two MP72 MU cars to PP72B push-pull parlor cars for
East End resort service; nine more cars converted for 1976 season;
called "The Sunrise Fleet"; some operate as commuter clubs in winter.
(Keystone)

June 28, 1975 LIRR opens track elevation between Merrick and Bellmore. (MTA AR,
NYT)

Sep. 1, 1975 MTA increases LIRR fares by average of 23%; Harlem and Hudson
fares by 25%; city transit fares increase from 35 cents to 50 cents.
(NYT, Trager)

Oct. 11, 1975 Tri-State Regional Planning Commission releases five-year
transportation plan; calls for electrification of 60 miles of LIRR and
NY&LB to Red Bank, restoration of commuter service on West Shore
line, and connections at Kearney and Secaucus to permit EL trains to
run to Penn Station. (NYT)

Oct. 1975 MTA announces that it will develop a master plan for rebuilding the
transportation hub at the LIRR’s Flatbush Avenue terminal, including
replacement of the original above-ground building with a smaller
structure and expanding the underground part. (MTA AR)

Oct.? 1975 LIRR orders its first EMD diesels, 20 GP38's, to be delivered in 1976.
(Trains)

Nov. 7, 1975 LIRR introduces safety check calling for conductors to walk length of
train along platforms after closing doors in response to dragging death
in 1974. (NYT)

Nov. 19, 1975 LIRR Pres. Walter L. Schlager announces that all automatic doors with
be tested and redesigned to eliminate safety hazard at cost of $1.2
million. (NYT)

Jan. 1976 LIRR receives first-ever EMD locomotives, 22 GP38-2's, Nos. 250-
271. (MTA AR, Railfan)

Jan. 1976 LIRR places the first of 22 2,000 HP GP-38-2's in service. (MTA AR)

Jan. 1976 MTA begins construction of a subway tunnel under the LIRR tracks at
Jamaica that is to link the Archer Avenue Subway with the projected,
but never built, Southeast Queens Line, which is to run along the LIRR
right-of-way from Springfield Gardens. (MTA AR)

Feb. 2, 1976 Sudden snowstorm and freezing temperatures hit New York
metropolitan area; power at Penn Station is cut off for 45 minutes after
a train snags the catenary wires, delaying 70 trains from New Jersey up
to 3 hours; 80,000 LIRR commuters delayed by frozen switches.
(NYT)

Feb. 20, 1976 ICC grants 67 railroads a 4.7% rate increase effective Mar. 6; most
Western railroads and LIRR do not join. (NYT)

May 24, 1976 LIRR increases service to the Hamptons and Montauk from 3 to 6
round trips and discontinues bus service (5 round trips) between
Babylon and Montauk; buses could not handle resort crowds and are
replaced by across-the-platform connection to diesel trains at Babylon;
doubles number of bus trips between Babylon, Riverhead and
Greenport. (NYT)

June 1, 1976 New York City Planning Commission approves amusement arcade in
LIRR Concourse of Penn Station. (NYT)

June 1, 1976 MTA expands its bus-rail Uniticket from 5 LIRR stations to 43. (NYT)

June 7, 1976 Power failure stalls LIRR train in East River Tunnel for 75 minutes,
trapping 6,000 riders. (NYT)

June 1976 MTA places Bicentennial logo on all LIRR, Hudson, Harlem and New
Haven line cars. (NYT)

June 17, 1976 Four GE gas turbine-electric dual-service MU cars, similar to M-1
“Metropolitans,” make first revenue run from Oyster Bay to Penn
Station, eliminating the traditional "change at Jamaica"; break through
a large banner stretched across the track as pass from non-electrified to
electrified zone at East Williston; cars, along with second set being
built by Garrett Corporation of California, are to be tested for a year on
LIRR, Hudson, Harlem and Port Jervis lines. (Trains, RyAge, NYT)

June 30, 1976 Derailment in Penn Station delays 60,000 LIRR commuters for up to a
hour during evening rush hour. (NYT)

July 6, 1976 Robert K. Pattison, 54, formerly General Manager of the Metropolitan
Region of Conrail, named Pres. & General Manager of LIRR, replacing
Walter Schlager, Jr. (1918-1976), resigned for health. (NYT)

July 7, 1976 Water in East River Tunnel causes short circuit and signal failure,
delaying 15 LIRR trains during evening rush hour. (NYT)

July 8, 1976 Conrail appoints General Manager-Western Region Kenneth E. Smith
General Manager of Metropolitan Region, replacing Robert K. Pattison
named Pres. & General Manager of LIRR. (NYT)

Aug. 4, 1976 Former LIRR Pres. Walter L. Schlager, Jr. (1918-1976) dies at
Plandome, N.Y., at age 58. (RyAge)

Aug. 9, 1976 LIRR adds extra equipment to carry vacationers from Montauk and
Fire Island fleeing Hurricane Belle. (NYT)

Sep. 7, 1976 At the urging of passenger Gordon Werner, LIRR continues operating
its Friday evening-Monday morning Montauk trains beyond the Labor
Day weekend as long as there are sufficient passengers. (NYT)

Sep. 11, 1976 MTA opens new rail-bus intermodal transit center at Great Neck on
LIRR. (NYT)

Oct. 14, 1976 MTA announces LIRR has ordered 37 locomotives from EMD for
$16.1 million with money from 1974 bond issue; 6 GP-38-2 2,000 HP
passenger locomotives, 23 1,500 HP dual service locomotives and 8
1,000 HP switchers. (NYT, MTA AR)

Oct. 15?, 1976 LIRR Director of Special Services Walter McNamara retires after 33
years of service; was responsible for developing East End parlor car
service from 2 cars when he joined in 1955 to 21 cars in 1976. (NYT)

Oct. 1976 MTA begins a major facelift for the LIRR Concourse in Penn Station,
including the removal of the last plywood gates and partitions left over
from the demolition of the old station, new lighting, seating and
flooring, new stainless steel train gates for Tracks 13-16, and rebuilding
the waiting room. (MTA AR)

Oct. 18, 1976 LIRR suspends service on Long Beach Branch for five hours a day to
permit replacing trestle pilings at Reynolds Channel. (NYT)

Fall 1976? Black River & Western Railroad secures 20-year lease on LIRR G5 4-
6-0 No. 35 from the Nassau County Museum; to be restored at Ringoes
Shops for excursion service. (Railfan)

Jan. 1977 LIRR places 4-car gas-turbine-electric set built by the Garrett
Corporation of Torrance, Calif., in revenue service. (MTA AR)

Jan. 17, 1977 Record -1° F temperatures in New York City area cause delays on
LIRR up to 2:30; in the afternoon rush, one tube of the East River
Tunnels is blocked by an ice-encrusted downed wire; frozen switches
and ice on third rail also affect ex-NYC and ex-New Haven lines.
(NYT)

Feb. 5, 1977 Frozen switches again delay LIRR commuters by up to 30 minutes.
(NYT)

Feb. 22, 1977 William Wyer (1892-1977), former CNJ Pres. and management
consultant to LIRR and other railroads, dies at age 81. (Trains)

Mar 8, 1977 LIRR takes delivery of first two of eight EMD SW1001 switchers;
order also includes 23 MP15AC’s and six GP38-2's, which will replace
all Alco locomotives except eight C420's purchased by the MTA in
1968. (Trains, MTA AR)

Mar. 17, 1977 LIRR train breaks down near “HAROLD” Tower during evening rush
hour, delaying thousands of passengers for up to two hours;
stationmaster at Penn Station continued to dispatch trains, adding to
backup. (NYT)

Mar. 23, 1977 Freight train derailment in Queens delays 27,000 LIRR commuters up
to 3 hours. (NYT)

Apr. 20, 1977 LIRR replaces last Alco RS-3 in revenue service. (Trains)

May 1977 Last of 37 new EMD diesels delivered to the LIRR. (MTA AR)

May 25, 1977 Fire in substation east of Jamaica halts 16 evening rush hour trains on
LIRR for more than 2 hours. (NYT)

May 26, 1977 N.Y. Gov. Hugh Carey (1919-2011) announces that $5.8 million in
state funds will be used to upgrade LIRR track between Speonk and
Bridgehampton. (NYT)

June 16, 1977 N.Y. Gov. Hugh Carey, Mayor Abraham Beame and MTA Chairman
Harold L. Fisher swing the first sledgehammers to begin demolition of
the old LIRR Flatbush Avenue station in Brooklyn. (NYT)

June 30, 1977 July 2 strike against LIRR averted when most unions agree to
mediation. (NYT)

July 5, 1977 MTA Chairman Harold L. Fisher calls LIRR the “best railroad in the
nation,” although many commuters would disagree. (NYT)

July 8, 1977 MTA Board approves making Grand Central Terminal the East Side
terminal for the LIRR instead of a new station at 48th Street & 3rd
Avenue, although the city has no money for either project. (NYT)

July 1977 MTA Board approves Grand Central Terminal as the terminal point of
the LIRR 63rd Street Tunnel and abandons the plan for a Transportation
Center at 48th Street & 3rd Avenue. (MTA AR)

Aug. 23, 1977 Two eastbound LIRR trains in succession suffer electrical failures in
tunnel east of Penn Station, causing 2:30 delays. (NYT)

Sep. 11, 1977 New York City Transit Authority ends service on the Jamaica Avenue
elevated line between Queens Boulevard and 168th Street; done to
permit revitalization of the Jamaica shopping district; line is later
relocated to the south in a new subway alignment closer to the LIRR.
(Headlights)

Oct. 3, 1977 MTA receives $280 million in Federal funds to be used to extend LIRR
through the lower level of the 63rd Street tunnel and other projects.
(NYT)

Oct. 1977 Ex-DL&W Phoebe Snow observation Aquebogue runs as a private club
car on the LIRR’s 5:14 PM train from Hunters Point Avenue to
Speonk. (Cinders)

Oct. 23, 1977 LIRR labor talks deadlock over train-manning issue. (NYT)

Nov. 11, 1977 N.Y. Supreme Court issues injunction against threatened LIRR strike
on grounds that workers are public employees and may not strike under
the Taylor Law. (NYT)

Nov. 21, 1977 14 unions ratify new contracts with LIRR providing for wage increase
and no-layoff guarantee; UTU continues its challenge on crew size.
(NYT)

Nov. 28, 1977 Nassau County Board of Supervisors approves 20-year lease of LIRR
G5 4-6-0 No. 35 to the Black River & Western Railroad and Long
Island-Sunrise Trail Chapter of NRHS after two and a half years of
negotiations; the locomotive is currently a static display at East
Meadow. (Railfan, Cinders)

Dec. 24, 1977 After a three-year dispute with the LIRR, Amtrak agrees to repair the
main escalator to the LIRR Concourse in Penn Station. (NYT)

Jan. 20, 1978 Worst blizzard since Feb. 1969 strikes New York area; 13 inches fall in
the city and more in the suburbs; drifts cover third rail on the Port
Jefferson Branch, resulting in the restoration of diesel-powered trains
west of Huntington; at 8:00 AM, LIRR cancels all but a few diesel-
powered trains; Conrail experiences delays up to 3:00 on its Hudson,
Harlem and New Haven Lines and operates limited service in New
Jersey. (NYT, Trains)

June 1978 LIRR East End parlor car service is being re-equipped with electric-
heat cars rebuilt from MU coaches; two trains still run with
conventional cars, including ex-B&O observation Amagansett on
Shelter Island Express to Greenport. (Cinders)

June 17, 1978 LIRR G5 4-6-0 No. 35 is taken by truck from an East Meadow. N.Y.,
park to the Black River & Western Railroad in Ringoes, N.J. for
restoration. (Trains)

July 28, 1978 MTA fires LIRR Pres. Robert K. Pattison over poor performance in
winter and consultant’s report that finds management “bad”; replaced
by former military officer and Grumman Corporation official Francis S.
Gabreski, who has no railroad experience; Gov. Hugh Carey pushed for
the firing because the poor state of the LIRR threatened to become an
issue in the fall election. (NYT)

1978 Federal Railroad Administration issues its report, A Prospectus for
Change in the Freight Railroad Industry; it estimates $5.4 billion in
deferred maintenance accumulated over the last decade; it calculates
the capital shortfall for the period 1976-1985 at $13-15 billion,
exclusive of Conrail and the LIRR; the choice for government will be
nationalization and subsidy or deregulation (Gallmore - verify NYT?)

June 1979 With the exception of one ex-DL&W Phoebe Snow observation-
lounge, LIRR East End parlors are all in the 2010-2020 series rebuilt
from 1955-56 MU coaches. (Cinders)

Oct. 1979 LIRR idled for one week by UTU strike over wages. (Trains)

Dec. 8, 1979 UTU strikes LIRR at 12:01 AM. (NYT)

Dec. 14, 1979 Pres. Carter appoints an Emergency Board and orders the striking LIRR
trainmen back to work. (NYT)

Dec. 17, 1979 LIRR service restored after UTU strike ended by presidential order.
(NYT, Shappell)

Jan. 14, 1980 Presidential Emergency Board recommends granting LIRR workers
12% wage increase over 3 years; rejected by MTA and New York City,
who fear that all public employees will demand the same. (NYT)

Jan. 1980 Armed police are put on LIRR trains for the first time to cope with an
increase in muggings and stonings. (NYT)

Feb. 7, 1980 N.Y. DOT announces $10 million program for more parking lots at
LIRR stations. (NYT)

Feb. 8, 1980 In order to thwart a UTU strike set for Feb. 13, the MTA reincorporates
the LIRR as a “public-benefit subsidiary corporation” which will
supposedly bring it under the state’s Taylor Law barring strikes by
public employees instead of the U.S. Railway Labor Act; UTU mounts
a court challenge. (NYT)

Feb. 1980 MTA amends the articles of incorporation of the Long Island Rail Road
Company (LIRR), converting it to a public benefit corporation. (MTA
AR)

Mar. 4, 1980 Federal courts rule that LIRR employees have a right to strike and are
not subject to the Taylor Law that bars strikes by public employees.
(NYT)

Mar. 1980 LIRR completes track improvements, including welded rail, on Port
Washington Branch. (NYT)

Mar. 21, 1980 Heavy rain and gale-force winds halt all LIRR evening rush hour
service out of Penn Station for 20 minutes. (NYT)

Apr. 1, 1980 Trackmen represented by the Teamsters Union strike the LIRR; part of
a power struggle between the Teamsters and the UTU. (NYT)

Apr. 3, 1980 LIRR resumes service after trackmen call off 31-hour strike; number of
morning rush-hour passengers 75% of normal; chaos ensues during
evening rush as many commuters who stayed in the city during the
strike try to get home; MTA closes entrances to Penn Station at several
intervals to control crowds. (NYT)

Apr. 7, 1980 LIRR expands rush hour service to and from Queens, where no LIRR
trains have stopped since the transit strike began on Apr. 1. (NYT)

Apr. 10, 1980 MTA announces that LIRR and Conrail will add extra stops in Queens
and the Bronx to accommodate people affected by the transit strike;
LIRR reports busiest day since strike began, with ridership up 39%;
ridership on Hudson, Harlem and New Haven Lines up 17%. . (NYT)

Apr. 11, 1980 LIRR and operating unions reach tentative contract settlement
providing a 24% increase over 3 years. (NYT)

Apr. 1980 Main Line Steam Foundation moves LIRR G5 4-6-0 No. 39 from
museum at Stony Brook to Riverhead for restoration for excursion
service. (Railfan)

Apr. 1980 LIRR completes conversion of last old MU cars to diesel coaches; 11
are rebuilt as parlor cars and 4 as bar-generator cars. (MrkrLmp)

Apr. 29, 1980 MTA proposes 10-50% fare increases on LIRR and Conrail lines rather
than curtail service to meet $57.5 million deficit; estimates it may lose
225.8 million fares per year as result of increase. (NYT)

June 1980 LIRR runs ex-Phoebe Snow observation Asharoken on summer Shelter
Island Express to Greenport, leaving Jamaica at 4:58 PM; otherwise,
older parlor cars are replaced with 11 rebuilt former MU cars. (Cinders)

July 1, 1980 LIRR and Conrail increase New York state commuter fares by 7% to
45%; Conrail New Jersey lines by 17%; New Haven Line increase
postponed pending ICC approval. (NYT)

July 17, 1980 MTA orders program to repair air conditioning in Conrail and LIRR
cars starting July 21; Conrail program does not begin on schedule.
(NYT)

Aug. 5, 1980 Robert Diamond, 20, an engineering student, descends into the old
LIRR Atlantic Avenue Tunnel, after seven months of research; tunnel
is reached by a manhole at Court Street built during World War I; the
area around the manhole had been filled, and Diamond is able to
proceed only 12 feet when stopped by carbon monoxide gas; the
Environmental Protection Dept. ventilates the area, and Diamond stays
in the tunnel for an hour and a half before being told the air is still
unsafe. (NYT, BRHA)

Aug. 29, 1980 Two LIRR commuters arrested for refusing to show tickets because air
conditioning was not working on eastbound train to Babylon. (NYT)

Sep. 3, 1980 “Strike” of LIRR commuters, who refuse to show tickets to protest
deteriorated conditions, draws an estimated 10% participation; strike
organizer Richard Kessel claims 50%; no arrests made. (NYT)

Sep. 8, 1980 LIRR commuters claim they were kept on an evening train to Port
Washington while police were called to control passengers who refused
to show their tickets. (NYT)

Sep. 15, 1980 Federal appeals court rules that LIRR employees are subject to New
York State’s Taylor Law that bars strikes by public employees. (NYT)

Sep. 15, 1980 MTA Citizens Advisory Committee reports that LIRR’s performance
has declined drastically during July and Aug. because of deferred
maintenance; number of late trains up 70% and number of abandoned
trains up 172%. (NYT)

Sep. 1980 Black River & Western Railroad announces it is withdrawing from
plans to rebuild LIRR G5 No. 35, which remains in storage on Long
Island. (Cinders)

Sep. 18, 1980 N.Y. Supreme Court orders MTA to restore off-peak discount fares on
LIRR. (NYT)

Sep. 19, 1980 LIRR orders that passengers are not to be locked on trains if they refuse
to show tickets. (NYT)

Oct. 15, 1980 Federal Railroad Administration reports it has found safety defects in
107 of 177 LIRR cars that had been inspected without notice. (NYT)

Nov. 1, 1980 LIRR begins system whereby riders merely show tickets instead of
having them punched. (NYT)

Dec. 27, 1980 Brooklyn Borough President Howard Goldin’s (sp?) office says it is
pursuing the idea of further exploring the old LIRR Atlantic Avenue
Tunnel; later Robert Diamond (possibly 1981?) is able to break into the
body of the tunnel and find it undisturbed. (NYT, BRHA

Feb. 26, 1981 LIRR Pres. Francis S. Gabreski is forced to resign after worst winter
service disruptions ever; Daniel T. Scannell named acting Pres. (NYT)

Mar. 1, 1981 Long Island Consumer Action, Inc., calls for a committee of
commuters, union officials and railroad experts to find a replacement
for ousted LIRR Pres. Francis S. Gabreski. (NYT)

Mar. 6, 1981 Equipment breakdowns delay 95,000 LIRR commuters, 2,000 are
stranded for 3 hours in the East River Tunnels. (NYT

Apr. 9, 1981 LIRR unveils completion of lengthening Platform No. 10 at Penn
Station for 10 cars to 12 cars; Platform No. 10 handles 40% of the
LIRR’s business. (NYT)

June 1981 LIRR’s former B&O observation car (Dana?) renamed Morris Park;
runs on Friday-only Peconic Bay Express; LIRR runs 11 other parlor
cars rebuilt from MU coaches. (Cinders)

July 1, 1981 LIRR VP Daniel T. Scannell warns that there will be little
improvement until 70 new cars arrive in May 1983. (NYT)

July 3, 1981 Off-duty New York City policeman shoots and kills a 19-year old who
attacked him and seriously injured an LIRR conductor at the Amityville
station. (NYT)

Aug. 7, 1981 ICC rules that the LIRR’s surcharge on all freight moved since 1874 is
unjustified and should be refunded with interest, which would cost the
company $70 million. (MTA AR)

Aug. 13, 1981 Robin H. H. Wilson, 45, Senior VP of Trans World Airlines, Inc.,
named Pres. of LIRR, replacing Francis S. Gabreski, resigned. (NYT)

Fall 1981 LIRR enjoys its best on-time performance in three years, thanks to an
acceleration of the M-1 overhaul program. (MTA AR)

Jan. 6, 1982 ICC modifies its 1981 decision on the LIRR’s freight surcharge; now
requires that the LIRR refunds only to other railroads for payments
after Dec. 27, 1977, or about $26 million instead of $70 million. (MTA
AR)

May 5, 1982 LIRR dedicates new freight car repair shop at Holban Yard in Hollis.
(Railpace)

July 1982 LIRR has begun repainting its diesel line coaches in light gray with a
blue stripe below the belt rail. (Railpace)

1982 MTA orders 142 M-3 MU cars for Metro-North Commuter Railroad
and 174 for the LIRR. (MTA AR)

1982 Brooklyn Historic Railway Association formed to restore the old LIRR
Atlantic Avenue Tunnel. (BRHA)

Feb. 11, 1983 Two-day blizzard drops record 21.3 inches of snow at Philadelphia; 22
inches at New York; 23 inches at Baltimore; disrupts evening rush
hour; Northeast Corridor remains open; 11 deaths recorded; LIRR
electric service halted at 11:00 PM, but service is maintained using
diesel push-pull equipment. (Cinders, Railpace, WrldAlmnc)

Apr. 5, 1983 LIRR unveils the first two of a total MTA order of 316 M-3 MU cars at
Penn Station. (Railpace)

Apr.? 1983 MTA introduces a new paint scheme for LIRR M-1 “Metropolitan”
MU cars, eliminating the blue window stripe and adding a yellow nose
for greater visibility. (Cinders)

May 16, 1983 LIRR’s “PORT” Tower in Freeport closed. (Railpace)

May 19, 1983 LIRR resumes seasonal “Sunrise Fleet” trains to Montauk. (Railpace)

1983 LIRR equips 21 diesel train coaches with M-1 style 3-2 seating. (MTA
AR)

Jan. 12, 1984 Door opens on LIRR Train No. 1207 while traveling at high speed;
several passengers nearly fall out; an inspections reveals 10 other M-1
MU cars with faulty door components. (Railpace)

Mar. 2, 1984 LIRR dedicates the new $13 million William Sheridan car repair shop
at Richmond Hill. (Railpace, MTA AR)

Apr. 6, 1984 LIRR resumes Friday-only Cannonball No. 14, Hunterspoint Avenue
to Montauk. (Railpace)

Apr. 24, 1984 LIRR celebrates 150th anniversary with a trip of refurbished M-1 MU
cars from Flatbush Avenue to Garden City for a celebration. (Railpace)

May 25, 1984 LIRR resumes summer “East End” service to Montauk with Trains
Nos. 12, 18 & 20. (Railpace)

July 1, 1984 LIRR begins operating the Bay Ridge Branch, having purchased it from
Conrail. (Railpace)

Aug.? 1984 Cracks are discovered in the underframes of the new Metro-North and
LIRR Budd M-3/M-3a MU cars; cars are to be fixed at Budd’s expense.
(Railpace)

Sep. 1984 LIRR tests BRE-Leyland railbus on the Oyster Bay Branch and
between Jamaica and Long Island City on the Montauk Branch.
(Railpace)

1984 LIRR repurchases the Bay Ridge Branch from Conrail to rehabilitate it
and preserve local freight service. (AR)

Jan. 1, 1985 LIRR closes Elmhurst station on the Port Washington Branch.
(Railpace)

Jan. 1985 Evergreen Branch of the LIRR is out of service. (Railpace)

Early 1985 LIRR closes B-Yard, a 4-track yard at the west end of Penn Station, in
order to build the connection to the John D. Caemmerer Yard. (MTA
AR)

Feb. 4, 1985 LIRR begins work on the connection between Penn Station and the new
West Side Storage Yard. (Railpace)

Feb. 8, 1985 LIRR Pres. Robin H.H. Wilson resigns to return to become Pres. of
Western Airlines; Bruce C. McIver named Pres. pro-tem. (NYT,
Railpace)

Mar. 18, 1985 LIRR begins renovations of its part of Penn Station. (NYT)

Mar. 29, 1985 LIRR-New York Cross Harbor Railroad Bay Ridge Yard dedicated
with special train run from Jamaica. (Railpace)

May 1985 LIRR completes trackwork revisions at Penn Station to permit access to
the new John D. Caemmerer West Side Yard; “B” Yard is raised 12
feet to connect to the tracks leading to the new yard. (Railpace)

Aug. 1985 LIRR reaches agreement with Transit America, Inc., over defective
third rail shoes on the M-3 cars, which were supposed to arrive in 1983.
(MTA AR)

Aug. 27, 1985 LIRR places the first of 174 new Budd/Transit America M-3 MU cars
in service on an early morning run from Babylon to New York;
deliveries have been delayed by design problems with the third rail
paddles, Transit America, Inc.’s financial shakiness and other
difficulties. (Railpace)

Sep. 10, 1985 First Budd /Transit America M-3 MU cars placed in service on LIRR.
(MTA)

Sep. 27, 1985 Remnants of Hurricane Gloria flood SEPTA’s Norristown Branch and
take down catenary on the West Chester Branch west of Media; LIRR
shut down east of Ronkonkoma and Patchogue. (Railpace)

Nov.? 1985 LIRR closes “POND” Tower at Fresh Pond Jct. (Railpace)

1985 LIRR closes the waiting room of the Flatbush Avenue Terminal. (NYT)

1985 LIRR places its first 72 M-3 MU cars in service. (MTA AR)

1985 LIRR acquires Conrail’s Bay Ridge Branch from Fresh Pond Jct. to
Bay Ridge for $3 million provided by the State of New York; New
York Cross Harbor Railroad establishes a new float bridge at the
Brooklyn Army Terminal to reestablish car float connections with
Conrail at Greenville. (Railpace)

Jan. 9, 1986 LIRR assigns uniformed police to its trains for the first time in its
history to deal with unruly passengers. (NYT)

June 9, 1986 LIRR opens second track between Syosett and Huntington. (Railpace)

July 7, 1986 LIRR demonstrates an automatic ticket machine that takes credit cards
at Penn Station. (NYT)

Aug. 11, 1986 LIRR begins drug and alcohol testing of operating employees after
courts block further appeals. (NYT)

Sep. 12, 1986 Pres. Reagan creates an Emergency Board to settle the LIRR dispute.
(NYT)

Oct. 27, 1986 LIRR closes stations at Pine-Aire and Republic; opens high-level
platforms at Wynandanch and Brentwood; Deer Park station moved
two miles to the east. (Railpace)

Dec.? 1986 LIRR completes West End Concourse at Penn Station, including exit to
33rd Street & 8th Avenue; 150-foot passage serves 4 platforms and is
hung from the columns of the Farley Post Office. (Railpace, NYT)

Jan. 3, 1987 Arson fire destroys LIRR station at Plandome, N.Y. (Railpace)

Jan. 18, 1987 BLE begins an 11-day strike against the LIRR. (NYT, Railpace)

Jan. 22, 1987 A foot of snow falls at Philadelphia; downed wires halt SEPTA service
on the Media, Marcus Hook and Airport Lines; snow creates additional
headaches for commuters trying to cope with the struck LIRR.
(Railpace, NYT

Jan. 27, 1987 Congress approves legislation to impose a 60-day cooling-off period in
the LIRR strike. (NYT)

Jan. 31, 1987 LIRR resumes service after 11-day strike. (NYT)

Feb. 23, 1987 LIRR station at Southampton College renamed Southampton Campus-
Long Island University. (Railpace)

Apr. 1, 1987 State of New York phases out $20 million annual subsidy for LIRR’s
Freight Division. (AR)

Apr. 30, 1987 LIRR extends electrification from Hicksville to Bethpage on Main
Line. (NYT)

June 3, 1987 Metropolitan Transportation Authority VP Daniel T. Scannell
announces the Amtrak and the LIRR Boards have approved a draft
agreement to operate Penn Station jointly; LIRR will get a 99-year
lease on the lower level for $45 million and make $70 million in
renovations, including air conditioning; Amtrak and LIRR will
combine to build a $90 million control center. (NYT

June 22, 1987 LIRR opens first phase of John D. Caemmerer coach yard on west side
of Manhattan adjoining Penn Station to reduce deadheading equipment
through East River tunnels; extends electrification from Bethpage to
Farmingdale. (Railpace)

June 22, 1987 LIRR closes “BETH” Tower at Bethpage. (Railpace)

July 27, 1987 LIRR places Phase II of the West Side Yard in service. (Railpace)

Sep. 9, 1987 LIRR opens new station at Wyandanch. (Railpace)

Sep. 14, 1987 LIRR extends electrification from Farmingdale to Brentwood.
(Railpace)

Sep. 22, 1987 Philip Morris Company is revealed to have paid for full-page ads
against the Metropolitan Transportation Authority’s campaign to ban
smoking on LIRR and Metro-North Commuter Railroad. (NYT)

Oct. 15, 1987 Former LIRR __ Frank Aikman, Jr. (1910-1987) dies. (SSDI)

Oct. 19, 1987 LIRR formally dedicates the John D. Caemmerer West Side Yard.
(Railpace)

Oct. 26, 1987 LIRR opens last phase (Phase IV) of the John D. Caemmerer West Side
Yard; now 31 tracks serving over 800 cars daily. (Railpace, AR)

Nov. 13, 1987 LIRR retires old Ronkonkoma coach yard and opens new 9-track MU
car yard; “CI” and “RONKONKOMA” Block Stations closed and all
operations between Hicksville and Greenport controlled from
“DIVIDE” Tower at Hicksville. (Railpace)

Nov. 16, 1987 LIRR opens new Ronkonkoma and Central Islip stations. (Railpace)

Dec. 1, 1987 BLE begins a wildcat strike against the LIRR. (Railpace)

Dec. 1987 Contractor for LIRR’s Hillside Maintenance Complex defaults; LIRR
assumes management. (AR)

Dec. 28, 1987 LIRR extends electrified service to Ronkonkoma with two rush-hour
round trips. (Railpace)

1987 LIRR opens West End Concourse at Penn Station, forming a direct link
to the 8th Avenue subway. (AR)

Jan. 18, 1988 LIRR begins full electric service from Brentwood to Ronkonkoma on
Main Line; cuts running time to Penn Station from 1:37 to 1:11 and
eliminates “change at Jamaica”; all through service east of
Ronkonkoma to Yaphank, Riverhead and Greenport replaced by diesel-
powered "scoots" from Ronkonkoma; improved service attracts many
riders from the outer ends of the North Shore and Montauk lines; on the
first day, the line attracts 2,000 new riders, and ridership more than
doubles by the end of the year; at the same time, 12 new morning rush
trains are added to the schedule with 10,240 more seats to Penn Station.
(PTJ, AR)

Feb. 15, 1988 Metro-North Commuter Railroad and LIRR ban all smoking on
commuter trains in response to a Congressional directive; an LIRR
passenger is arrested for kicking and slapping two trainmen who tell
him to put out his cigarette. (Railpace, AR, NYT)

Mar. 20, 1988 LIRR completes reverse signaling on the Port Washington Branch.
(Railpace)

Apr. 3, 1988 New York Times runs an article, “So What’s behind the Mess at Penn
Station?” citing the temporary partitions and clutter caused by asbestos
removal; homeless camping in the LIRR Concourse; contrasts this with
other renovated stations in the Northeast Corridor. (NYT)

Apr. 1988 New York Public Development Corporation announces that it will
demolish the LIRR’s Flatbush Avenue Terminal above ground to begin
its Atlantic Terminal project. (NYT)

Apr. 21, 1988 LIRR runs first piggyback test train for newsprint to Newsday.
(Railpace)

May 9, 1988 LIRR opens new “LEAD” drawbridge over Reynolds Channel between
Island Park and Long Beach. (Railpace)

July 15, 1988 Roosevelt Raceway harness track on Long Island, once served by the
LIRR, closes. (wiki)

July 24, 1988 LIRR cuts in new signal system between “NASSAU” and “DIVIDE”
Towers. (Railpace)

Aug. 5, 1988 Amtrak, MTA and LIRR formally sign agreement negotiated in 1987
for construction of a modern centralized control system for the tracks in
and leading to Penn Station; Amtrak leases certain space in Penn
Station for 99 years for $44.4 million giving it greater control over the
areas it occupies. (AR, NYT)

Oct. 17, 1988 LIRR reveals its $73 million plan to renovate its part of Penn Station;
to begin in Dec. 1989 and end in Nov. 1993 working only between 9:00
PM and 5:00 AM; expand area from 56,000 to 73,000 sq. ft.; are to
remove 19 concessions from the main LIRR Concourse, including
Nedicks, Howard Johnson’s and the bookstore in order to widen it and
rebuild the main boarding area; to run two north-south concourses to
serve the tracks, one at the 7th Avenue end and one in the center of the
building; new escalators and elevators for handicapped passengers.
(NYT)

Dec. 11, 1988 New Archer Avenue subway opens to a new Jamaica Center rail-bus
terminal at Archer Avenue; the two-track lower level carries a relocated
Jamaica el line, while the two-track upper level carries the E train of
the Queens Boulevard line; an intermediate station at Sutphin
Boulevard is adjacent to the LIRR’s Jamaica Station, creating a close
subway connection for the first time. (NYC Transit Facts&Figs,
TransitDigest)

1988 LIRR completes new 7th Avenue subway mezzanine at Penn Station.
(AR)

1988 LIRR signs new 99-year lease with Amtrak for use of Penn Station,
giving LIRR control of concessions on the LIRR Concourse and joint
operation of East River Tunnels. (AR - may be 1987)

1988 LIRR completes reverse signaling between “HAROLD” and Jamaica
and on the Port Washington Branch. (AR? - see 1990)

1988 LIRR begins work on a second pedestrian bridge at Jamaica Station
with elevators for the handicapped and elderly. (AR)

Feb. 21, 1989 LIRR implements 3-minute headway between Jamaica and
“HAROLD” Tower during the morning rush hour. (Railpace)

Feb. 26, 1989 LIRR places new interlocking at the east end of Jamaica in service;
connects the main line with tracks into the new Hillside maintenance
facility. (Railpace)

Feb. 26, 1989 LIRR conducts clearance tests of the East River Tunnels for the
possible use of double-decker cars. (Railpace)

Apr. 2, 1989 Charles W. Hoppe, Senior VP of Booz-Allen & Hamilton, Inc., named
Pres. of the LIRR, replacing Bruce McIver. (MTA AR)

Sep. 1, 1989 LIRR Pres. Bruce McIver resigns and is replaced by Peter Stangl as
Pres. pro-tem. (Railpace)

Sep. 12, 1989 LIRR suspends plans for track reconstruction at Jamaica Station.
(Railpace)

Oct. 11, 1989 LIRR retires its last two ALCO C-420's, which are sent to Naporano
for scrapping. (Railpace)

Oct. 29, 1989 New York City Transit Authority begins subway service through the
upper level of the 63rd Street Tunnel under the East River, on which
construction had begun in 1969, by rerouting the F Train; line dead-
ends at 21st Street/Queensbridge in Long Island City pending
connection to the Queens Boulevard line; lower level for LIRR tracks
remains unconnected. (Railpace, MTA)

Nov. 5, 1989 LIRR cuts in new signal system between Jamaica and “HAROLD.”
(Railpace)

Jan. 14, 1980 Presidential Emergency Board recommends granting LIRR workers
12% wage increase over 3 years; rejected by MTA and New York City,
who fear that all public employees will demand the same. (NYT)

Jan. 1980 Armed police are put on LIRR trains for the first time to cope with an
increase in muggings and stonings. (NYT)

Feb. 7, 1980 N.Y. DOT announces $10 million program for more parking lots at
LIRR stations. (NYT)

Feb. 8, 1980 In order to thwart a UTU strike set for Feb. 13, the MTA reincorporates
the LIRR as a “public-benefit subsidiary corporation” which will
supposedly bring it under the state’s Taylor Law barring strikes by
public employees instead of the U.S. Railway Labor Act; UTU mounts
a court challenge. (NYT)

Feb. 1980 MTA amends the articles of incorporation of the Long Island Rail Road
Company (LIRR), converting it to a public benefit corporation. (MTA
AR)

Mar. 4, 1980 Federal courts rule that LIRR employees have a right to strike and are
not subject to the Taylor Law that bars strikes by public employees.
(NYT)

Mar. 1980 LIRR completes track improvements, including welded rail, on Port
Washington Branch. (NYT)

Mar. 21, 1980 Heavy rain and gale-force winds halt all LIRR evening rush hour
service out of Penn Station for 20 minutes. (NYT)

Apr. 1, 1980 Trackmen represented by the Teamsters Union strike the LIRR; part of
a power struggle between the Teamsters and the UTU. (NYT)

Apr. 3, 1980 LIRR resumes service after trackmen call off 31-hour strike; number of
morning rush-hour passengers 75% of normal; chaos ensues during
evening rush as many commuters who stayed in the city during the
strike try to get home; MTA closes entrances to Penn Station at several
intervals to control crowds. (NYT)

Apr. 7, 1980 LIRR expands rush hour service to and from Queens, where no LIRR
trains have stopped since the transit strike began on Apr. 1. (NYT)

Apr. 10, 1980 MTA announces that LIRR and Conrail will add extra stops in Queens
and the Bronx to accommodate people affected by the transit strike;
LIRR reports busiest day since strike began, with ridership up 39%; ridership on Hudson, Harlem and New Haven Lines up 17%. (NYT)

 Apr. 11, 1980 LIRR and operating unions reach tentative contract settlement
providing a 24% increase over 3 years. (NYT)

Apr. 1980 Main Line Steam Foundation moves LIRR G5 4-6-0 No. 39 from
museum at Stony Brook to Riverhead for restoration for excursion
service. (Railfan)

Apr. 1980 LIRR completes conversion of last old MU cars to diesel coaches; 11
are rebuilt as parlor cars and 4 as bar-generator cars. (MrkrLmp)

Apr. 29, 1980 MTA proposes 10-50% fare increases on LIRR and Conrail lines rather
than curtail service to meet $57.5 million deficit; estimates it may lose
225.8 million fares per year as result of increase. (NYT)

June 1980 LIRR runs ex-Phoebe Snow observation Asharoken on summer Shelter
Island Express to Greenport, leaving Jamaica at 4:58 PM; otherwise,
older parlor cars are replaced with 11 rebuilt former MU cars. (Cinders)

July 1, 1980 LIRR and Conrail increase New York state commuter fares by 7% to
45%; Conrail New Jersey lines by 17%; New Haven Line increase
postponed pending ICC approval. (NYT)

July 17, 1980 MTA orders program to repair air conditioning in Conrail and LIRR
cars starting July 21; Conrail program does not begin on schedule.
(NYT)

Aug. 5, 1980 Robert Diamond, 20, an engineering student, descends into the old
LIRR Atlantic Avenue Tunnel, after seven months of research; tunnel
is reached by a manhole at Court Street built during World War I; the
area around the manhole had been filled, and Diamond is able to
proceed only 12 feet when stopped by carbon monoxide gas; the
Environmental Protection Dept. ventilates the area, and Diamond stays
in the tunnel for an hour and a half before being told the air is still
unsafe. (NYT, BRHA)

Aug. 29, 1980 Two LIRR commuters arrested for refusing to show tickets because air
conditioning was not working on eastbound train to Babylon. (NYT

Sep. 3, 1980 “Strike” of LIRR commuters, who refuse to show tickets to protest
deteriorated conditions, draws an estimated 10% participation; strike
organizer Richard Kessel claims 50%; no arrests made. (NYT)

Sep. 8, 1980 LIRR commuters claim they were kept on an evening train to Port
Washington while police were called to control passengers who refused
to show their tickets. (NYT)

Sep. 15, 1980 Federal appeals court rules that LIRR employees are subject to New
York State’s Taylor Law that bars strikes by public employees. (NYT)

Sep. 15, 1980 MTA Citizens Advisory Committee reports that LIRR’s performance
has declined drastically during July and Aug. because of deferred
maintenance; number of late trains up 70% and number of abandoned
trains up 172%. (NYT)

Sep. 1980 Black River & Western Railroad announces it is withdrawing from
plans to rebuild LIRR G5 No. 35, which remains in storage on Long
Island. (Cinders)

Sep. 18, 1980 N.Y. Supreme Court orders MTA to restore off-peak discount fares on
LIRR. (NYT)

Sep. 19, 1980 LIRR orders that passengers are not to be locked on trains if they refuse
to show tickets. (NYT)

Oct. 15, 1980 Federal Railroad Administration reports it has found safety defects in
107 of 177 LIRR cars that had been inspected without notice. (NYT)

Nov. 1, 1980 LIRR begins system whereby riders merely show tickets instead of
having them punched. (NYT)

Dec. 27, 1980 Brooklyn Borough President Howard Goldin’s (sp?) office says it is
pursuing the idea of further exploring the old LIRR Atlantic Avenue
Tunnel; later Robert Diamond (possibly 1981?) is able to break into the
body of the tunnel and find it undisturbed. (NYT, BRHA)

Feb. 26, 1981 LIRR Pres. Francis S. Gabreski is forced to resign after worst winter
service disruptions ever; Daniel T. Scannell named acting Pres. (NYT)

Mar. 1, 1981 Long Island Consumer Action, Inc., calls for a committee of
commuters, union officials and railroad experts to find a replacement
for ousted LIRR Pres. Francis S. Gabreski. (NYT)

Mar. 6, 1981 Equipment breakdowns delay 95,000 LIRR commuters, 2,000 are
stranded for 3 hours in the East River Tunnels. (NYT)

Apr. 9, 1981 LIRR unveils completion of lengthening Platform No. 10 at Penn
Station for 10 cars to 12 cars; Platform No. 10 handles 40% of the
LIRR’s business. (NYT)

June 1981 LIRR’s former B&O observation car (Dana?) renamed Morris Park;
runs on Friday-only Peconic Bay Express; LIRR runs 11 other parlor
cars rebuilt from MU coaches. (Cinders)

July 1, 1981 LIRR VP Daniel T. Scannell warns that there will be little
improvement until 70 new cars arrive in May 1983. (NYT)

July 3, 1981 Off-duty New York City policeman shoots and kills a 19-year old who
attacked him and seriously injured an LIRR conductor at the Amityville
station. (NYT)

Aug. 7, 1981 ICC rules that the LIRR’s surcharge on all freight moved since 1874 is
unjustified and should be refunded with interest, which would cost the
company $70 million. (MTA AR)

Aug. 13, 1981 Robin H. H. Wilson, 45, Senior VP of Trans World Airlines, Inc.,
named Pres. of LIRR, replacing Francis S. Gabreski, resigned. (NYT

Fall 1981 LIRR enjoys its best on-time performance in three years, thanks to an
acceleration of the M-1 overhaul program. (MTA AR)

Jan. 6, 1982 ICC modifies its 1981 decision on the LIRR’s freight surcharge; now
requires that the LIRR refunds only to other railroads for payments
after Dec. 27, 1977, or about $26 million instead of $70 million. (MTA
AR)

May 5, 1982 LIRR dedicates new freight car repair shop at Holban Yard in Hollis.
(Railpace)

July 1982 LIRR has begun repainting its diesel line coaches in light gray with a
blue stripe below the belt rail. (Railpace)

1982 MTA orders 142 M-3 MU cars for Metro-North Commuter Railroad
and 174 for the LIRR. (MTA AR)

1982 Brooklyn Historic Railway Association formed to restore the old LIRR
Atlantic Avenue Tunnel. (BRHA)

Feb. 11, 1983 Two-day blizzard drops record 21.3 inches of snow at Philadelphia; 22
inches at New York; 23 inches at Baltimore; disrupts evening rush
hour; Northeast Corridor remains open; 11 deaths recorded; LIRR
electric service halted at 11:00 PM, but service is maintained using
diesel push-pull equipment. (Cinders, Railpace, WrldAlmnc)

Apr. 5, 1983 LIRR unveils the first two of a total MTA order of 316 M-3 MU cars at
Penn Station. (Railpace)

Apr.? 1983 MTA introduces a new paint scheme for LIRR M-1 “Metropolitan”
MU cars, eliminating the blue window stripe and adding a yellow nose
for greater visibility. (Cinders)

May 16, 1983 LIRR’s “PORT” Tower in Freeport closed. (Railpace)

May 19, 1983 LIRR resumes seasonal “Sunrise Fleet” trains to Montauk. (Railpace)

1983 LIRR equips 21 diesel train coaches with M-1 style 3-2 seating. (MTA
AR)

Jan. 12, 1984 Door opens on LIRR Train No. 1207 while traveling at high speed;
several passengers nearly fall out; an inspections reveals 10 other M-1
MU cars with faulty door components. (Railpace)

Mar. 2, 1984 LIRR dedicates the new $13 million William Sheridan car repair shop
at Richmond Hill. (Railpace, MTA AR)

Apr. 6, 1984 LIRR resumes Friday-only Cannonball No. 14, Hunterspoint Avenue
to Montauk. (Railpace)

Apr. 24, 1984 LIRR celebrates 150th anniversary with a trip of refurbished M-1 MU
cars from Flatbush Avenue to Garden City for a celebration. (Railpace)

May 25, 1984 LIRR resumes summer “East End” service to Montauk with Trains
Nos. 12, 18 & 20. (Railpace)

July 1, 1984 LIRR begins operating the Bay Ridge Branch, having purchased it from
Conrail. (Railpace)

Aug.? 1984 Cracks are discovered in the underframes of the new Metro-North and
LIRR Budd M-3/M-3a MU cars; cars are to be fixed at Budd’s expense.
(Railpace)

Sep. 1984 LIRR tests BRE-Leyland railbus on the Oyster Bay Branch and
between Jamaica and Long Island City on the Montauk Branch.
(Railpace)

1984 LIRR repurchases the Bay Ridge Branch from Conrail to rehabilitate it
and preserve local freight service. (AR)

Jan. 1, 1985 LIRR closes Elmhurst station on the Port Washington Branch.
(Railpace)

Jan. 1985 Evergreen Branch of the LIRR is out of service. (Railpace)

Early 1985 LIRR closes B-Yard, a 4-track yard at the west end of Penn Station, in
order to build the connection to the John D. Caemmerer Yard. (MTA
AR)

Feb. 4, 1985 LIRR begins work on the connection between Penn Station and the new
West Side Storage Yard. (Railpace)

Feb. 8, 1985 LIRR Pres. Robin H.H. Wilson resigns to return to become Pres. of
Western Airlines; Bruce C. McIver named Pres. pro-tem. (NYT,
Railpace)

Mar. 18, 1985 LIRR begins renovations of its part of Penn Station. (NYT)

Mar. 29, 1985 LIRR-New York Cross Harbor Railroad Bay Ridge Yard dedicated
with special train run from Jamaica. (Railpace)

May 1985 LIRR completes trackwork revisions at Penn Station to permit access to
the new John D. Caemmerer West Side Yard; “B” Yard is raised 12
feet to connect to the tracks leading to the new yard. (Railpace)

Aug. 1985 LIRR reaches agreement with Transit America, Inc., over defective
third rail shoes on the M-3 cars, which were supposed to arrive in 1983.
(MTA AR)

Aug. 27, 1985 LIRR places the first of 174 new Budd/Transit America M-3 MU cars
in service on an early morning run from Babylon to New York;
deliveries have been delayed by design problems with the third rail
paddles, Transit America, Inc.’s financial shakiness and other
difficulties. (Railpace)

Sep. 10, 1985 First Budd /Transit America M-3 MU cars placed in service on LIRR.
(MTA)

Sep. 27, 1985 Remnants of Hurricane Gloria flood SEPTA’s Norristown Branch and
take down catenary on the West Chester Branch west of Media; LIRR
shut down east of Ronkonkoma and Patchogue. (Railpace

Nov.? 1985 LIRR closes “POND” Tower at Fresh Pond Jct. (Railpace)

1985 LIRR closes the waiting room of the Flatbush Avenue Terminal. (NYT)

1985 LIRR places its first 72 M-3 MU cars in service. (MTA AR)

1985 LIRR acquires Conrail’s Bay Ridge Branch from Fresh Pond Jct. to
Bay Ridge for $3 million provided by the State of New York; New
York Cross Harbor Railroad establishes a new float bridge at the
Brooklyn Army Terminal to reestablish car float connections with
Conrail at Greenville. (Railpace)

Jan. 9, 1986 LIRR assigns uniformed police to its trains for the first time in its
history to deal with unruly passengers. (NYT)

June 9, 1986 LIRR opens second track between Syosett and Huntington. (Railpace

July 7, 1986 LIRR demonstrates an automatic ticket machine that takes credit cards
at Penn Station. (NYT)

Aug. 11, 1986 LIRR begins drug and alcohol testing of operating employees after
courts block further appeals. (NYT)

Sep. 12, 1986 Pres. Reagan creates an Emergency Board to settle the LIRR dispute.
(NYT)

Oct. 27, 1986 LIRR closes stations at Pine-Aire and Republic; opens high-level
platforms at Wynandanch and Brentwood; Deer Park station moved
two miles to the east. (Railpace)

Dec.? 1986 LIRR completes West End Concourse at Penn Station, including exit to
33rd Street & 8th Avenue; 150-foot passage serves 4 platforms and is
hung from the columns of the Farley Post Office. (Railpace, NYT)

Jan. 3, 1987 Arson fire destroys LIRR station at Plandome, N.Y. (Railpace)

Jan. 18, 1987 BLE begins an 11-day strike against the LIRR. (NYT, Railpace)

Jan. 22, 1987 A foot of snow falls at Philadelphia; downed wires halt SEPTA service
on the Media, Marcus Hook and Airport Lines; snow creates additional
headaches for commuters trying to cope with the struck LIRR.
(Railpace, NYT)

Jan. 27, 1987 Congress approves legislation to impose a 60-day cooling-off period in
the LIRR strike. (NYT)

Jan. 31, 1987 LIRR resumes service after 11-day strike. (NYT)

Feb. 23, 1987 LIRR station at Southampton College renamed Southampton Campus-
Long Island University. (Railpace)

Apr. 1, 1987 State of New York phases out $20 million annual subsidy for LIRR’s
Freight Division. (AR)

Apr. 30, 1987 LIRR extends electrification from Hicksville to Bethpage on Main
Line. (NYT)

June 3, 1987 Metropolitan Transportation Authority VP Daniel T. Scannell
announces the Amtrak and the LIRR Boards have approved a draft
agreement to operate Penn Station jointly; LIRR will get a 99-year
lease on the lower level for $45 million and make $70 million in
renovations, including air conditioning; Amtrak and LIRR will
combine to build a $90 million control center. (NYT)

June 22, 1987 LIRR opens first phase of John D. Caemmerer coach yard on west side
of Manhattan adjoining Penn Station to reduce deadheading equipment
through East River tunnels; extends electrification from Bethpage to
Farmingdale. (Railpace)

June 22, 1987 LIRR closes “BETH” Tower at Bethpage. (Railpace)

July 27, 1987 LIRR places Phase II of the West Side Yard in service. (Railpace)

Sep. 9, 1987 LIRR opens new station at Wyandanch. (Railpace)

Sep. 14, 1987 LIRR extends electrification from Farmingdale to Brentwood.
(Railpace)

Sep. 22, 1987 Philip Morris Company is revealed to have paid for full-page ads
against the Metropolitan Transportation Authority’s campaign to ban
smoking on LIRR and Metro-North Commuter Railroad. (NYT)

Oct. 15, 1987 Former LIRR __ Frank Aikman, Jr. (1910-1987) dies. (SSDI)

Oct. 19, 1987 LIRR formally dedicates the John D. Caemmerer West Side Yard.
(Railpace)

Oct. 26, 1987 LIRR opens last phase (Phase IV) of the John D. Caemmerer West Side
Yard; now 31 tracks serving over 800 cars daily. (Railpace, AR)

Nov. 13, 1987 LIRR retires old Ronkonkoma coach yard and opens new 9-track MU
car yard; “CI” and “RONKONKOMA” Block Stations closed and all
operations between Hicksville and Greenport controlled from
“DIVIDE” Tower at Hicksville. (Railpace)

Nov. 16, 1987 LIRR opens new Ronkonkoma and Central Islip stations. (Railpace)

Dec. 1, 1987 BLE begins a wildcat strike against the LIRR. (Railpace)

Dec. 1987 Contractor for LIRR’s Hillside Maintenance Complex defaults; LIRR
assumes management. (AR)

Dec. 28, 1987 LIRR extends electrified service to Ronkonkoma with two rush-hour
round trips. (Railpace)

1987 LIRR opens West End Concourse at Penn Station, forming a direct link
to the 8th Avenue subway. (AR)

Jan. 18, 1988 LIRR begins full electric service from Brentwood to Ronkonkoma on
Main Line; cuts running time to Penn Station from 1:37 to 1:11 and
eliminates “change at Jamaica”; all through service east of
Ronkonkoma to Yaphank, Riverhead and Greenport replaced by diesel-
powered "scoots" from Ronkonkoma; improved service attracts many
riders from the outer ends of the North Shore and Montauk lines; on the
first day, the line attracts 2,000 new riders, and ridership more than
doubles by the end of the year; at the same time, 12 new morning rush
trains are added to the schedule with 10,240 more seats to Penn Station.
(PTJ, AR)

Feb. 15, 1988 Metro-North Commuter Railroad and LIRR ban all smoking on
commuter trains in response to a Congressional directive; an LIRR
passenger is arrested for kicking and slapping two trainmen who tell
him to put out his cigarette. (Railpace, AR, NYT)

Mar. 20, 1988 LIRR completes reverse signaling on the Port Washington Branch.
(Railpace)

Apr. 3, 1988 New York Times runs an article, “So What’s behind the Mess at Penn
Station?” citing the temporary partitions and clutter caused by asbestos
removal; homeless camping in the LIRR Concourse; contrasts this with
other renovated stations in the Northeast Corridor. (NYT)

Apr. 1988 New York Public Development Corporation announces that it will
demolish the LIRR’s Flatbush Avenue Terminal above ground to begin
its Atlantic Terminal project. (NYT)

Apr. 21, 1988 LIRR runs first piggyback test train for newsprint to Newsday.
(Railpace)

May 9, 1988 LIRR opens new “LEAD” drawbridge over Reynolds Channel between
Island Park and Long Beach. (Railpace)

July 15, 1988 Roosevelt Raceway harness track on Long Island, once served by the
LIRR, closes. (wiki)

July 24, 1988 LIRR cuts in new signal system between “NASSAU” and “DIVIDE”
Towers. (Railpace)

Aug. 5, 1988 Amtrak, MTA and LIRR formally sign agreement negotiated in 1987
for construction of a modern centralized control system for the tracks in
and leading to Penn Station; Amtrak leases certain space in Penn
Station for 99 years for $44.4 million giving it greater control over the
areas it occupies. (AR, NYT)

Oct. 17, 1988 LIRR reveals its $73 million plan to renovate its part of Penn Station;
to begin in Dec. 1989 and end in Nov. 1993 working only between 9:00
PM and 5:00 AM; expand area from 56,000 to 73,000 sq. ft.; are to
remove 19 concessions from the main LIRR Concourse, including
Nedicks, Howard Johnson’s and the bookstore in order to widen it and
rebuild the main boarding area; to run two north-south concourses to
serve the tracks, one at the 7th Avenue end and one in the center of the
building; new escalators and elevators for handicapped passengers.
(NYT)

Dec. 11, 1988 New Archer Avenue subway opens to a new Jamaica Center rail-bus
terminal at Archer Avenue; the two-track lower level carries a relocated
Jamaica el line, while the two-track upper level carries the E train of
the Queens Boulevard line; an intermediate station at Sutphin
Boulevard is adjacent to the LIRR’s Jamaica Station, creating a close
subway connection for the first time. (NYC Transit Facts&Figs,
TransitDigest)

1988 LIRR completes new 7th Avenue subway mezzanine at Penn Station.
(AR)

1988 LIRR signs new 99-year lease with Amtrak for use of Penn Station,
giving LIRR control of concessions on the LIRR Concourse and joint
operation of East River Tunnels. (AR - may be 1987)

1988 LIRR completes reverse signaling between “HAROLD” and Jamaica
and on the Port Washington Branch. (AR? - see 1990)

1988 LIRR begins work on a second pedestrian bridge at Jamaica Station
with elevators for the handicapped and elderly. (AR)

Feb. 21, 1989 LIRR implements 3-minute headway between Jamaica and
“HAROLD” Tower during the morning rush hour. (Railpace)

Feb. 26, 1989 LIRR places new interlocking at the east end of Jamaica in service;
connects the main line with tracks into the new Hillside maintenance
facility. (Railpace)

Feb. 26, 1989 LIRR conducts clearance tests of the East River Tunnels for the
possible use of double-decker cars. (Railpace)

Apr. 2, 1989 Charles W. Hoppe, Senior VP of Booz-Allen & Hamilton, Inc., named
Pres. of the LIRR, replacing Bruce McIver. (MTA AR)

Sep. 1, 1989 LIRR Pres. Bruce McIver resigns and is replaced by Peter Stangl as
Pres. pro-tem. (Railpace)

Sep. 12, 1989 LIRR suspends plans for track reconstruction at Jamaica Station.
(Railpace)

Oct. 11, 1989 LIRR retires its last two ALCO C-420's, which are sent to Naporano
for scrapping. (Railpace)

Oct. 29, 1989 New York City Transit Authority begins subway service through the
upper level of the 63rd Street Tunnel under the East River, on which
construction had begun in 1969, by rerouting the F Train; line dead-
ends at 21st Street/Queensbridge in Long Island City pending
connection to the Queens Boulevard line; lower level for LIRR tracks
remains unconnected. (Railpace, MTA)

Nov. 5, 1989 LIRR cuts in new signal system between Jamaica and “HAROLD.”
(Railpace)