Long Island Rail Road Odds & Ends
Prototype photos of differing topics

The engine has been idling or operating under a light load for an extended period of time or it is cold. Notice how the radiator shutter is closed, indicating low engine water temperature. Diesel engines are most efficient at full horsepower and at hot temperatures. With extended idling/low horsepower usage, the cylinder liners tend to glaze up and unburned fuel and lubricating oil builds up in the exhaust system and as the engine exhaust gets hot from hard work, all this build up burns off and usually clears in a few minutes. I run across this all the time.  Info: Paul Kennedy

Sunrise Special Observation
C. 1920's

Sunrise Special tender use:

When the Sunrise Special was towed behind loco #21, did that locomotive or tender stay idle 6 days a week, waiting for the Friday night train? Seems like an expensive allocation of equipment. I'm wondering if she saw commuter service as well. Any thoughts on this?

I would imagine it stayed behind. That tender had been used on other locomotives, including a PRR K4, LIRR 35, and at least one of the leased PRR G5s.

The LIRR stopped running the "Sunrise Special" sometime before 1935. Also, from what I know, in addition to 21 pulling the "Special" was LIRR 35 and PRR K-4s 1589.

There are 3 wood hacks behind the 2 pass cars. LIRR #421 paint scheme indicates it is about the time LIRR sold 3 wood hacks (12, 14, and 29) to Seashore Trolley museum in Maine and a trolley museum in Connecticut. (one of them just came back to LI a few years ago -- #12). I believe this photo is of the freight move of the 5 sold/donated cars to interchange. 
Info: Art Single

LIRR "Training" consist 06/10/09 
Photo: Dietrich Ryan

PRR Gas Car #4670 Transfer Table MP Shops 1935
Archive: Dave Keller

PRR Gas Car #4744 Wading River 1/1932
Photo: George Ayling Archive: Dave Keller

MU #1725 Experimental
aluminum paint Jamaica 
02/1937 Archive: Dave Keller

  What's New

     

Aluminum Passenger paint  scheme 10/27/11
LIRR Usher Cap Badge 07/15/11
CNS&M Trolley at Richmond Hill 06/23/11
P72 #2937 Restoration 06/22/11
Bar Generator Cars 04/26/11
“Ladies Day” sign on side of MU car 4/09/2011
PRR Gas Cars (Doodlebugs) 01/16/2011
LIRR turbine car 1966  01/08/2011
FRA DOTX on LI  12/17/2010
LIRR Event & Promo Buttons 12/13/2010
Cups Glassware Mugs Etc. 12/13/2010
Luzerne Coal 11/09/10
"Climbing the Hill" CS Harbor '54 10/20/10
MTA ads on LIRR Pass Car Sides 9/22/10
LIRR #35 move June 17, 1978 06/15/10
Passenger Interiors 06/15/10
ex-LIRR #400 at BR&W 03/04/10
Lake Okeechobee parlor at WH 3/03/10
Bulova Corp. Woodside 03/02/10
Brick Mystery Bldg at Bliss 12/05/09
Milk Car Mystery Solved 12/03/09
LIRR US Open Golf  07/01/09
K4s Pre/Post Facelift 1947  06/29/08
M1s Testing in Bridgeport 06/29/08
FA at Old Northport Junction 06/21/09
Alco S1-2  White Exhaust 03/25/09
Atlantic Ave Station 10/23/08
Flushing Street Station 10/01/2008
Victory Drumhead  09/27/08
East River Sand Barge 09/20/08
NYCHRR Paul Strubeck's  05/22/08
LIRR Matchbooks  04/16/08
LIRR Gas Turbine Info 03/24/2008
LIRR 1955  Steam Phase Out 03/22/08
LIRR Freight Schedule with NY, NH&H
LIRR 1976 Freedom Train at Belmont
LIRR Wantagh Station Park 03/15/2008
LIRR S1 #421 on Museum  Run 
LIRR MU leased units to SIRT 01/14/08
Mill Neck Station 12/28/07
Penn Station, NY City 11/01/2007
Leased Units on the LIRR 10/04/2007
Sands Street Terminal 10/04/2007
Mr. Met - Watch the Gap 09/20/07
Polo Grounds 1940 09/15/07 
LIRR Milk Cars 07/29/07
LIRR Ping Pong Visitor Center LIE 03/14/07
Newsday "Trouble on the Tracks" 8-22-66 02/14/07
Corona 11/24/06
Alco FA-2 HEP Unit #3100 09/18/06
Connetquot River Photos 07/13/07

GP38-2 #256 is at Sayville Station
Photo: Joesph Saullo

#272 Oakdale Station
Photo: Joseph Saullo

Cannonball Connetquot River eastbound

Connetquot River eastbound 1970
Photo: Joe Korman

Connetquot River westbound 1968
Photo: J. P. Krzenski, Dave  Keller Archive

LIRR H10s #113 Freight L56 climbing the Hill Cold Spring Harbor 1954 
Photo/Archive: Art Huneke

Ads on outside of LIRR pass train "Newsday" 9/22/10

LIRR C420 with passenger consist in tow passing the  Bulova Building at Woodside Station on August 27, 1975 enroute to Jamaica.  Archive: L. McEnery

"Symbol freight MA-13 passes by the landmark Bulova Building at Woodside Station on July 17, 1967 enroute to service the Winfield team track and industries on the Port Washington Branch. The MA-13 was the only regular freight to use the "Main Line Cutoff" at F Tower; it was crossed over to the Port Washington Branch at WIN after switching cars for Supro Building Supplies on the Winfield team track."  Photo: Richard F. Makse

Cerro Wire Tower, Syosset  being pulled down demolished 09/2004.

The Cerro Wire & Cable Co. on Robbins Lane produced electrical conduit and hot-rolled copper rods from the 1950's through 1986. 

MU #4153 pulling westbound MU train into station, Jamaica, NY – “Ladies Day” sign on side of car: "LADIES YOU GET BARGAIN FARES TO NEW YORK ON WEDNESDAYS"  Winter, 1957 Dave Keller archive

Note old marker lamp lying unattended on platform in foreground!

Metro-North "Cosmopolitan" cars testing on the LIRR  view SW Flushing Meadows  9/24/1972 
Photo: Doug Grotjahn, Archive: Joe Testagrose

August 22, 1969: A late summer afternoon sun lights up FEC's Lake Okeechobee on the rear of LIRR train #22 at the west switch of WH. In that first summer of all lightweight "parlors", #22 was the "City of Everywhere" with surplus sleepers/lounge cars used as parlors cars from at least five different railroads. 
Photo: Richard F. Makse

LIRR turbine car  laid up on the north leg of the wye prior to the sheet metal shed being built for the 2nd turbine that arrived a couple of years later. View NE  c.12/1966
Photo/Archive: Tom Harmon Info: Dave Keller

LIRR turbine car truck detail c.12/1966
Photo/Archive: Tom Harmon

MU #2509 Two car train Princes Bay,  Staten Island 04/28/1973 
Archive: Dave Keller

Back in the early 1970s, the LIRR loaned or leased six (6) MU cars to the Staten Island Rapid Transit for their use. 

These two LIRR MU cars are seen in SIRT service, stopped at Princes Bay station on Staten Island on April 28, 1973.

The LIRR never had any stations that looked like this structure and located in a cut.  Also . . . . check out that shelter shed across from the depot building!  Certainly not “Pennsy style!” Info: Dave Keller

LIRR FA1 #616 westbound at Old Northport Junction on 2/26/77.  Old Northport spur branched off to the left.  All traces of it are long gone.  (William Madden photo, Dave Keller archive)

On September 5, 1965, Black River & Western #400, ex-LIRR 400, switches on the passing siding at Ringoes on the PRR's Flemington Branch. The 400 was sold for scrap in 1963 and made its way to the BR&W in 1965. It's now at the Connecticut Eastern Railroad Museum in Willimantic. This 44 tonner was purchased by the LIRR primarily to switch EX Yard in Flatbush Ave where it was able to negotiate the tight clearances along the platforms. 

BRW60, on the main track at Ringoes, would be the last steam locomotive to operate on LIRR rails when it came to Long Island on November 26, 1967.  Photo: Richard F. Makse

PRR N5 caboose 477604 on LIRR property Hempstead 04/05/34
Photo: George E. Votava
Dave Keller Archive

Syosset c. Summer 1944
Photo: Fred Weber Archive: Dave Morrison

PRR standard design angle iron power poles Woodside Station parking lot view south. 

Visible on several different portions of the LIRR. Along the main line between Harold and Mineola, the Port Washington Branch, the Montauk Branch to RVC/Freeport, and even on the abandoned Rockaway Beach Branch. 

North Shore Line CNS&M (Chicago North Shore & Milwaukee) Cincinnati Car Co. built 1924 as observation trailer car/converted to coach and in storage at Richmond Hill, LI April, 1964. It was owned by the Trolley Museum of NY and in 1974 it was sent to Wisconsin Electric Ry Museum who sold the car in 1984 to the Escanaba & Lake Superior RR in Wells, MI where still resides today. Info/Archive: Jim Gillin

Ushers worked at all 3 major LIRR terminals: NY Penn, Flatbush Ave and Jamaica.  Duties: Announce trains arriving and departing over the loudspeaker.

Use a long-handled stick to change the train numbers and times on the platform boards at Jamaica.

Answer customer questions regarding trains leaving and arriving (This was in addition to the ticket clerks on duty inside the info booth at NY Penn)

Knowledgeable as to which tracks/ trains were to be arriving on and departing from. Photo/Archive/Research: Dave Keller

This car is in the "as-built" color scheme. The modernization numbers (red and yellow circles) were applied when these cars were new "as delivered" in 1955-56, to make the public aware that each was a fresh, new car for their riding pleasure. Note that the modernization number on the new Pullman-built cars like this one (red circle with yellow rim and numbers) is the color-opposite of that used by LIRR on the older cars which were overhauled by the railroad shop (tile floors, vinyl 3/2 walkover seats, recessed liteing fixtures, new outer doors) and given yellow circles with red rim and numbers when they were shoved back into service (usually with a new number, like 7000 added to the old original number, so, for example, ping #2 became #7002). The modernization numbers lasted about 15 years, until the next repaint. Art Single

This car s not owned by HVRM, but rather by Island Rail Preservation LLC. It is on lease to the museum. The car roof is brunswick green roof, with the color matched to PRR drift cards for an exact match as I painted it. The underbody, per LIRR spec, is gloss black. Mike Koehler

There were other reasons they were not popular. At Hunterspoint Ave., they would shut down on cue due to lack of ventilation. The generator would frequently catch on fire too.  

One bar generator was regularly assigned trains 605/658 for many years and was actually operated as a bar in the afternoon. Pt. Jeff had four regular bar cars, plus bar carts which would detrain at Huntington. Train 664 did have a bar into the C3 era, but unsure if it still operates.

BTW: The Special Service Department always made a net profit (and I believe still does). While Metro North continues to operate bar cars, they were de-emphasized on the LIRR (along with true parlor cars) so the carrier could concentrate on their "core business".
Info:  Ben Jankowski

Here are some photos I took of the move of LIRR G-5 #35 out of Eisenhower Park in East Meadow, LI on June 17, 1978 Some of you may recognize a few of the people in the photos. I could not even drive that day. I was only out of the hospital a short time after having my appendix removed. My Mother drove me because I had to see and photograph this event. Photo/Info: Jim Gillin

For 2 summers while I was in college, I worked across the street from #35, at General Applied Science Labs in the building that had earlier been the Meadowbrook Country Club. Part of the property was the old Meadowbrook Station, which GASL used for storage of gas tanks (like welder's tanks). 

I spent many of my lunch hours on nice days sitting over by 35, and on crummy days prowling around the grounds and inside the station and office buildings. Close by here was the bridge over nothing, which is shown on a number of websites now. I think it was for an old access road within the country club property. The road under the LIRR bridge had long ago been filled in with dirt, but the bridge was/is still visible.

Goodwin Gallagher Sand & Gravel retail facility on the East River about 1/4 mile north of the Queensboro Bridge. Goodwin - Gallagher "mined" sand from Port Washington and the sand was used to pave New York City streets. Upon receiving the images, I subsequently created a webpage:

Goodwin Gallagher Sand & Gravel provides further details; Locomotives Roster, Tugboat Roster, etc. 

The four stacked industry behind everything, is the Manhattan Power Plant on York & 75th Streets.

I've also been in contact with Judith Byrdie, who is historian of the Roosevelt Island Historical Society, and confirms that is the steeple of the Chapel of the Good Shepard , the white porched structure is the "Alms Homes". She has seen other images looking east in the Astoria Historical society that shows a frontal view of the sand dealer, but no one has responded to my inquiries as yet to obtain an copy of the image. 

The photo was taken 06/06/1917 and according to Judith Byrdie, was originally part of the Transit Museum holdings as the neg identification codes match other negs and images used by the Transit Museum surveyors. She believes they were either surveyors photos for the subway tunnel projects or works in progress recordings.

The 1920 issue of "MVUS" (Johnson's Merchant Vessels of the US) lists 4 powered vessels for Goodwin-Gallagher Sand and Gravel Corp., 551 Fifth Avenue, NY

Collection: Roger McEnery, Research: Philip M. Goldstein

Luzerne Coal Co. was east of East New York Station and just west of the old Warwick Street station on the elevated viaduct at Warwick Street marked "X'.

R. Emery map indicate siding and switch connecting it to the main were removed in 1942 along with Warwick Street station.
Info/Map: Dave Keller

Shea Stadium is to the left, just across the street. To the right is where the scrap cars were kept. I've heard they cut up cars here, and shipped the pieces in gondolas to Naporano.
Photo: Tim Darnell  05/1976

The branch came off the Pt. Wash line, just east of Shea Stadium station.
Info: Tim Darnell

Looking north from just north of the Port Wash Branch.  Shea Stadium to your left, Roosevelt Ave and IRT ahead. Taken I believe in 1978. 
Info/Photo/Collection: Art Huenke

Across the street, facing northeast.

P-74B #7523 Pullman-Std. Built 1926
Photo: Tim Darnell c. 1976-77

Roosevelt Ave bridge under the #7 line, facing southwest. The track in the foreground is the remains of the old Whitestone branch, looking towards the old 1964 World's Fair site.

The work train is eastbound on the Port Washington branch.
 Info: D.Keller/T. Darnell 
Photo: Tim Darnell

LIRR 2181 in the scrapline at Corona. 
Prior EL 1310 previously DL&W 310.
 3 cabooses  C-94, C-52, and C1. Photo: Tim Darnell c. 1976-77

DD1 with the string of milk cars with caption is by Harold Fagerberg From: Electric Heritage of the Long Island Rail Road: 1905-1975 by Ron Ziel with John Krause

 
LIRR Milk Car #3000 Builder's Photo
Archive: Steven Lynch  

The LIRR Milk Car Mystery  Solved
BY WALTER WOHLEKING

Milk Train Elec Eng Runs Except Sundays LIRR ETT #117 1932
PRR brought milk cars thru PENN to Sunnyside
Research/Archive: Art Huneke
Note: Daily setouts to Sheffield Farm

The Sheffield Farms cars are a publicity photo of cars built for Sheffield by General American Refrigerator Car Company in 1928 Source: Carstens Publications
From: Electric Heritage of the Long Island Rail Road: 1905-1975 by Ron Ziel with John Krause

 
Sheffield Farms Milk Truck 
Greenwich Village, NY City

Milk Train Elec Eng Runs Sundays LIRR ETT #117 1932
PRR brought milk cars thru PENN to Sunnyside
Research/Archive: Art Huneke  

The Grandview Dairy car  is a builder’s photo, judging by the typical masking of all background and the roster shot of a nice, shiny, new car. 
Source:  Carstens Publications
From: Electric Heritage of the Long Island Rail Road: 1905-1975 by Ron Ziel with John Krause

 Grandview Dairy car,  was a Pfaudler tank car. Pfaudler started making these cars in the 1920s.  My December, 1930 ORER shows 105 cars in the GPEX, 40 foot (inside dimension), 6,000 gallon milk tank car series numbered 700-804.

No outside dimensions are given for the cars, but the inside length between tanks with bulkheads in place was 40 feet, the inside width was a little over 8'9" and the inside height was 7'7". A note states, "Cars in this series are passenger equipped, having glass lined tanks and are used for transportation of milk in bulk, capacity 6,000 gallons." While no capacity data is probvided in this ORER, subsequent issues list "95,000 lbs."
Research: Walter Wohleking 

Manhattan area maps 1925, Plate165, IRT 159th Street
This layout of the Polo Grounds stadium is an earlier version.  
The last and final version that everyone remembers is as it looks AFTER it was rebuilt. Info: Dave Keller

IRT 9th Avenue Line:  3-car train northbound leaving 155th St . station at 8th Ave. , passing Polo Grounds (in background) and entering the Harlem River Bridge – NY, NY – 3/10/40 (This train ran between Rector Street and Burnside Avenue)  George E. Votava Photo, Dave Keller Archive

IRT 9th Avenue Line:  Station at 155th St. and 8th Avenue, Polo Grounds – NY, NY – 4/27/40  (View looking NE towards the Harlem River Bridge.  Polo Grounds stadium at the left.  It appears we have a sand-lot game in progress in the foreground!)  
George E. Votava Photo, Dave Keller Archive

IRT 9th Avenue Line:  Motor #3041 on 3-car shuttle between 155th St . and Burnside Ave. at Polo Ground station – 155th St. and 8th Ave. – NY, NY – 6/28/40  (View looking NW.  Polo Grounds stadium in background.  “N. Y. Giants” sign visible at rear.)
 George E. Votava Photo, Dave Keller Archive  

  IRT 3-car shuttle EL train at the Polo Grounds station was taken in 6/28/40, the 9th Ave. portion of the EL structure at the left of the photo was already out of service two (2) weeks but was not yet into the demolition stage.  That would explain why the area looks so abandoned when it should be full of people and cars, etc. Info: Dave Keller Archive  

IRT 9th Avenue Line:  Close-up scan of entrance to Polo Grounds stadium from negative of scan #3  above.  Showing “N. Y. Giants” sign behind 155th St. station. (View looking NW) George E. Votava Photo, Dave Keller Archive

Elevated Line Polo Grounds truncated line 1950's  Info: David Pirmann

These photos and more at David Pirmann's site: www.nycsubway.org

The 9th Ave. EL was torn down in 1940. The 2nd Ave. EL  lasted until 1942.  Info: Joe Hagan 

The short portion that is of the truncated section.  See photos above. Dave Keller

Unification of the privately owned transit lines with the Independent City-Owned Rapid Transit Railroad (IND System) occurred in June of 1940. Municipal operation of the IRT would begin on June 12th, 1940, two weeks after the City of New York took over the BMT. As part of the Unification deal, the 2nd Ave. El north of 59th Street and the 9th Ave. El in Manhattan would close forever at 12:01am on June 12th, 1940. There were no special ceremonies held for the closing of these lines. The last train on the 9th Ave. El, a 7 car train filled with 500 people, left South Ferry at 11:14pm, arriving at 155th Street at 12:06am. Free transfers at 155th St , Manhattan , and 161st St. in the Bronx , were made available to the Independent's Concourse line when the El closed. The only remaining portion of the 9th Ave El, the "Polo Grounds Shuttle" to Burnside Ave (later 167th Street), closed for about 1½ hours at the close of 9th Ave. El service, to prepare this portion of the line for its new service pattern. Source: David Pirmann's site: www.nycsubway.org

The shuttle ran from Burnside Ave. in the Bronx , stopping at Sedgwick Ave., Bronx , then on to the Polo Grounds at 155th St. and 8th Avenue.  I believe ALL service on that line ended in 1958.  It was only there to service the Giants games and then they left NY and there was no immediate need to keep the EL.  Info: Dave Keller

The "Polo Grounds Shuttle", as it was called, saw little patronage because of the redundant IND Concourse Line running so closely nearby. In addition, the New York Central's Putnam Division stopped running, and in 1957, the Giants played their last season in the Polo Grounds. With so little ridership, the "Polo Grounds Shuttle" ceased operation at 11:59pm on August 31st, 1958. Source: David Pirmann's site: www.nycsubway.org

The Mets began playing there in 1962, but no one had planned for that back in 1958.  They might have left the EL standing and shuttle running had they known this was going to happen.

But, they had the underground  IND train as late as those 1940 photos and it connected between there AND Yankee stadium as well as with the rest of NYC, so there really was no need for the EL  Historical input: Dave Keller

BMT Terminal at Sands Street , Brooklyn – 1939  (View looking NE)  Collection: Dave Keller

Collection: Brooklyn Public Library

Collection: Brooklyn Public Library

View looking east.  Fulton Street EL line to the Fulton Street Ferry visible under the loop.  View also shows the  long, covered walkway to connect to the bridge station.  

Sands Street Terminal Brooklyn , NY
by Dave Keller

In the early days of the Elevated railway system in New York City, small steam engines of the Brooklyn Bridge Railway, and later the Brooklyn Rapid Transit (BRT) pulled trains from the Park Row terminal in Manhattan, traversing the famous Brooklyn Bridge, finally entering the massive Sands Street terminal building in Brooklyn at the middle level.  Some years, later, the steam engines were replaced with all electric trains, and the BRT went bankrupt, re-emerging as the Brooklyn Manhattan Transit (BMT).  The Fulton Street EL line of the BMT ran trains over the bridge, utilizing the two terminals.

Another BMT EL, the Myrtle Avenue line, came into the terminal building on the upper level, entering in on one side to discharge passengers at platforms adjacent to the loop track which ran outside the building, so the train could run around the loop, then, stopping at another set of platforms on the other side of the building, pick up passengers before re-entering and passing through the building for the return trip.

The Fulton Street El which utilized the middle level of the structure also had a spur that ran on the west side of the terminal, under the above mentioned loop, and, after making a connection at Sands Street with access to the large structure via a long, covered walkway, continued on towards the Fulton St. Ferry.  In later years, as the Fulton Street line already ran trains over the bridge, and the Fulton St. Ferry was discontinued, the elevated line under the loop was no longer required and was demolished.

Besides running trolleys at street level, the B&QT (Brooklyn & Queens Transit), a subsidiary of the BMT created to operate all their street lines, also ran cars at the middle level of the Sands Street terminal and over the Brooklyn Bridge , operating on the outer tracks.

The 1939 view, below, looking northeast (due to the situation of the tracks and terminal in relation to the bridge, the loop side of the building facing west) shows a Peter Witt-type streetcar headed eastbound off the bridge, approaching the terminal building. (The connected trolley pole always trailed behind the car.)

 

This massive terminal in Brooklyn , as well as the Park Row terminal in Manhattan , was demolished in 1944 and that ended any EL train service over the Brooklyn Bridge .  Trolleys continued to run over the bridge until 1949, using more modified and smaller trolley stations.  Thereafter, the bridge only accommodated automobile and pedestrian traffic.  

PRR Station, NY City Arcade Walkway, view west
Photo: www.nyc-architecture.com

OPERATION CHANGEOVER  10/08/1955

THE   DAY   THE   MUSIC   DIED  OCTOBER   16,   1955

Follow the links above to aRRt's Archives for more final steam action

LIRR Gas Turbine Tour Special
11/13/1977 Sign up Form

Then it was followed up by a second car, GT2, for which they built a covered shed at the end of the Ronkonkoma wye.

" YOUR MAIN LINE to the MAINLAND"

NY Cross Harbor Railroad
A website dedicated to the NY Cross Harbor Railroad's past and present, featuring rosters, photos, maps and history's as well as operations of this once great short line in the heart of the Brooklyn Waterfront. A fabulous site on this industrial rail line.  By Paul Strubeck

Flushing Bridge Street station and crossing (now Northern Blvd. )  on the Whitestone branch. Archive: McEnery  Info: Dave Keller

I’d say shot at the conversion date from Tichy to Goodfellow Gray with Dashing Dan, around 1962.  You’ll notice in this shot how the lead car is nice freshly painted and the Tichy car with white roof is kind of worn.

These cars needed a paint job but the LIRR hadn’t gotten around to them as yet.

Can’t be any earlier than 1962, because that was the date the LIRR FIRST began the grey with Dan logo.

All the automobiles are all 50s with a 40s under the viaduct . . . . .  So you can’t go by that.  The conversion DID NOT occur in the 1950s. Info: Dave Keller

LIRR #9934 M3 Interior 11/01/09 
Photo: Neil Feldman

MP41 MU car - interior view - c. 1938 (note double end doors to vestibule and seating arrangement similar to EL cars of the time, as these cars were originally intended to perform dual service between the LIRR and the BRT. Also notice the hanging straps along both sides of the car for the standing-room-only crowd and the wooden slats on the floor! 
Archive: Dave Keller

LIRR #2798 Push Pull 2700-series ZIP car Oyster Bay 09/25/84
Archive: Dave Keller

M1 P-9547  Photo: Neil Feldman

P72 #2924  Photo: Neil Feldman

LIRR M7 Seating Photo: Mike McDermet

LIRR Kiosk front view Bethpage State Park 
US Open 2009 05/25/09 Photo: Al Castelli