Rockaway Beach Branch

Data/Research: Dave Keller, unless otherwise noted

NY & RB Railway 10/01/1897 Fare Booklet inside 
Archive: Brad Phillips

Uniform Buttons - 1886 - 1898 (eBay scan)

NY & RB Railway 10/01/1897 
Fare Booklet back Archive: Brad Phillips

 
NY & RB Railway - $1000 bond 9/1887
 

Rockaway Beach ETT #37 11/05/1905 Archive: Art Huneke

Rockaway Beach ETT #69 5/25/1913 Archive: Dave Keller

Rockaway Beach Branch- Stations that existed listing north to south:
1. Grand Street
2. Rego Park (on Main Line but ONLY a R. B. branch station stop)
3. Whitepot Jct (at Main Line east of Rego Park) ** Matawok Station
4. Parkside (on RB branch as are all the following locations)
5. Glendale Jct. (Jct. with Montauk branch. Crossed Montauk branch via wooden trestle.)
6. Brooklyn Manor
7. Woodhaven Junction 
8. LIRR electric sub-station (at the southwest side of Woodhaven Jct. station)
9. "OZONE" tower
10. Aqueduct
11. "RACE" signal cabin
12. Howard Beach
13. Hamilton Beach
14. "BEACH" tower
15. Jamaica Bay trestle begins
16. Goose Creek
17. The Raunt
18. "BC" cabin - Broad Channel Drawbridge (swing bridge)
19. "DRAW" tower (Beach Channel)  (Formerly "HJ" tower)
20. Hammels (closed in 1941 when tracks elevated on viaduct)
21. LIRR electric sub-station #5 (inside Hammels wye)
22. "FX" tower (at Hammels station platform: west leg of Hammels wye)
23. Holland (Beach 92nd St.)
24. Steeplechase (later renamed Playland- Beach 98th St.)
25. Seaside (Beach 103rd St.)
26. Rockaway Park (Beach 116th St.)

Far Rockaway Branch - Stations that existed listing west to east:
1. Rockaway Park 
2. Seaside
3. Playland
4. Holland
5. Arverne
6. Straiton Ave. (Arverne)
7. Frank Ave.
8. Edgemere
9. Wave Crest
10. Far Rockaway, Mott Ave.

Grand Street station east of Woodside 1/1915 Archive: Dave Keller

The station opened in May 1928 with two side platforms outside the two Rockaway Beach Branch tracks that bracketed the four-track Main Line, so only Rockaway trains stopped there. After the Rockaway Trestle fire in 1950, the line was closed station by station. Low platforms in service: October 29, 1958. The station closed on June 8, 1962, one day before the Rockaway Beach Branch was abandoned; June 9, 1962.  Nothing remains at the site today.

Rego Park MU Train views W 1952 Photo: Edwards Archive: Keller

Rego Park station view E 1954
Archive: Brad Phillips

Current view E at Rego Park

The Dutch originally colonized New York, shortly afterward in 1652 a group of Englishmen from the Massachusetts Bay Colony came and settled in the Dutch colony. They founded a town they called Newtown, which included Whitepot, which later became Forest Hills. There are two legends that surround the origin of the name Whitepot or Whiteput. The first being The Dutch had named it for the hollow or pit, "put" in Dutch, that was formed by a dry river bed in the area. The second legend is that the land was sold to settlers, by the local Indians, for three white clay pots.

White Pot Jct BUDD RDC1, 2 Railfan extra view N 4/28/57 Photo: Edwards  Archive: Keller

White Pot Jct BUDD RDC1, 2 Railfan extra view S 4/28/57 Photo: Edwards Archive: Keller

White Pot Jct. view E 6/2001

Emery map Woodhaven Blvd to White Pot MP6 11/58
Archive: Dave Keller

 
Eastbound MU passing White Pot Jct. view E 1965 Photo: Richard Makse
See star * location Emery map at MP6 above

White Pot Jct. underjump view W 4/1965 
Photo: Brad Phillips


White Pot Jct. underjump view NW 4/1965 Photo: Brad Phillips

Emery map Rockaway Branch 63rd Drive to Fleet St 11/58 Emery map Archive: Dave Keller

Emery crossed out Matawok Station for incorrect dates only.  Matawok station did exist at that location; see following section.


View NW

Spring switch remains White Pot Jct. MP6.5 view SE 4/1965 Photos: Brad Phillips

The spring switch was installed when they single-tracked the branch to Ozone Park; location #1 on map above. Info: Brad Phillips

MATAWOK

OPENED:  JUNE (?), 1910 WITH OPENING OF GLENDALE CUT-OFF. ORIGINALLY LOCATED 500' SOUTH (RAILROAD EAST) OF TROTTING COURSE LANE CROSSING AND 740' NORTH (RAILROAD WEST) OF MYRTLE AVE. OVERGRADE CROSSING.  LISTED ON ETT #58, EFF: 9/8/1910.  NO INDICATION OF STATION BLDG. PLATFORMS ONLY. STATION POSSIBLY DESTROYED BY FIRE IN EARLY 1913. (Data and LIRR blueprint and photo provenance by Art Huneke)

REPLACEMENT STATION BUILT 1.1 MILES NORTH OF ORIGINAL LOCATION AT FLEET ST. (FORMERLY WHITE POT RD) UNDER-GRADE CROSSING SOUTH OF WHITE POT JCT. (Data and map provenance by Richard F. Makse).  NO TRAINS INDICATED AS STOPPING THERE. DOES NOT APPEAR ON PUBLIC TIMETABLES AT ALL.  LAST LISTED ON ETT #69, EFF. 5/25/13. PERMANENTLY CLOSED.  DISAPPEARS FROM SUBSEQUENT ETTS. Research: Dave Keller
 

Matawok (Forest Hills West): A short-lived station immediately east of the junction (Whitepot Jct.) of the Main Line and Rockaway Beach Line. Station at 66th St. Built for the Matawok Land Co. which was developing Forest Hills West. 400' wooden platforms with access by means of two spans over the Main Line and seven spans over the Rockaway Line. Opened 06/25/1922 and abandoned 07/1925   Vincent Seyfried 

Main Line 4-track Matawok station versus the 2-track Rockaway Beach branch view E c. 1925 Photo: Block Operator Jim Osborne Archive: Ron  Ziel  

The Rockaway branch was originally built in 1880 from the Montauk branch east of Glendale at a spot called Glendale Junction, heading south towards Jamaica Bay.  It crossed the LIRR's Atlantic branch at Woodhaven Jct. via trestle.  The LIRR's FIRST electrification was in place in 1905 between Flatbush Ave., Woodhaven Jct. and Rockaway Park.

The Glendale Cut-off was an electrified extension of this branch placed in service in 1910 northward from Glendale Junction to a connection with the Main Line via the underjump at Whitepot Jct. east of what later became Rego Park.  Electrification was put in place between Glendale Jct. and Woodhaven Jct., bringing thru-electrification to the entire branch and cut-off.

See the photo below. View is north. Tracks in foreground are the Montauk branch.  Embankment in the left background is the recently constructed Glendale Cut-off.  This embankment carried the Rockaway Beach branch northwards to the Main Line at Whitepot Jct. Note the fresh dirt on the embankment.

12/01/1910 LIRR valuation photograph shot at Trotting Course Lane showing the embankment of the newly being constructed Rockaway Beach branch extension towards White Pot Jct.  View NW where Trotting Course Lane is indicated as dotted lines, north of Union Tpke looking towards the Montauk branch about where the siding is located that says "8c" (8 car capacity). See map below. Research/Archive: Dave Keller

Trotting Course Lane crossing of the Rockaway Beach branch on May 1, 1913.  View is looking south (railroad east)  (LIRR valuation photo)  

Emery map Glendale Jct. 11/1958
Note: Trestle location at #18 S62 date 1908 Archive: Dave Keller

MU Train on Rockaway Beach Branch over Montauk Branch at Glendale Junction - View E from Woodhaven Blvd - c. 1958
Archive: Dave Keller

Trestle remains over the Montauk Branch at Glendale Jct. view SW 4/1965
Photo/Archive: Brad Phillips

Glendale Jct. track from Montauk Branch view S  4/1965 Photo/Archive: Brad Phillips

Glendale Junction view south towards Trotting Course Lane crossing and the Interboro Parkway overpass.  Double tracks at left of Rockaway Beach branch.  West leg of connection track to Montauk branch curving in the foreground. Info: Dave Keller

Looking east c. 1958 photo (above left) from the Woodhaven Blvd. overpass, an MU electric train on the Rockaway Beach branch is crossing over the Montauk branch at what was formerly Glendale Junction.  The gated siding at the far left serviced the Standard Tube Co. The siding to the left of the main tracks curved around and serviced the General Electric warehouse, the General Fibre Box Co. and Henry Pape, Inc., stopping just short of Metropolitan Ave.  "JD" tower once controlled the junction and stood to the right of the Montauk branch tracks, approximately where the near telephone pole is shown and was removed in 1910.  A track curved southward off the Montauk branch, making the connection with the Rockaway Beach branch.  There was a team track at this location and at the far right was the former storage yard for LIRR high tension poles.  Service ended on this final portion of the Rockaway Beach branch in 1962, and the distant trestle was destroyed by fire sometime later.  Its remains were visible for decades later.   Research/Archive: Dave Keller

BROOKLYN MANOR

Brooklyn Manor to Manhasset ticket Form 1H Archive: Brad Phillips

"Multi-branch" printed tickets (i.e., forms 1 H) were very rare; usually these tickets were written using blank stock (LH-261/262).  Working the extra board as a ticket clerk from 1965 - 1973 I sold tickets at many LIRR stations and never saw one except for the World's Fair tickets in 1964-65, which almost all stations had due to the large volume of traffic to the fair.  I have a Sag Harbor to East Hampton printed ticket, so there were some over time but not very many.  I'm guessing there was a regular traveler(s) from Brooklyn Manor to Manhasset which prompted the agent to order the ticket stock.  It was pretty much up to the local ticket seller to determine if a printed ticket was justified. Info: Brad Phillips

Woodhaven Jct. only had a connection between the two branches with a curved track in the southwest quadrant of the junction.  MU trains running southbound along here to Brooklyn would cross the Atlantic branch, clear the switch south of the station, then reverse direction and head westward to Flatbush Avenue.  This procedure would be reversed to head BACK to Penn Station.  

An MU electric train is heading northbound (railroad westbound) at the 1939-40-era Woodhaven Jct. station.  View is northeast (W. J. Edwards photo, Dave Keller archive and data)

Emery map Woodhaven Jct. pre-1942 when the Atlantic branch was at street level. Archive: Dave Keller

Emery map Woodhaven Jct. post-1942 1942 when the Atlantic Branch was placed  beneath the street. Archive: Dave Keller

Woodhaven Jct. view W connecting ROW to Atlantic Branch  4/1965 
Photo: Brad Phillips

An MP54 MU car and train is on the Atlantic Avenue - Rockaway Beach cutoff at Woodhaven Junction.  This view looking southeast from the Atlantic branch towards the Rockaway Beach branch was shot sometime c. 1955 judging by the two different paint schemes visible on the cars.  The last car is dark gray with orange end doors and the next to last car is in Tichy scheme.  In the left background can be seen the rear of "OZONE" tower.  An empty right-of-way shows where the westbound track once was.  Both eastbound and westbound trains at this point in time shared the one remaining track as service was greatly reduced after the 1950 trestle fire which dead-ended this branch at Hamilton Beach.  Service was eventually cut back to Ozone Park and all operations ceased in 1962.  (Bill Rugen photo, Art Huneke archive, Dave Keller data)

 WT Tower - Woodhaven Jct. - Atlantic Branch 4/24/1918 Archive: Dave Keller

HAVEN Tower - Woodhaven Jct. View W 4/1938 Archive: Jeff Erlitz

Super view looking west from the upper level Rockaway Beach Branch platform at Woodhaven Junction in April 1938, just a year and a half before the shoo-fly tracks were placed in service for the Atlantic Avenue grade crossing elimination project. Haven Tower and Interlocking are front and foremost but you can see Woodhaven station in the distance and a bunch of automatic block signals that are still lower quadrant semaphores on bracket masts. Most of the signals in this interlocking had been converted from lower quadrant semaphore to position light between 1930 and 1935. Haven was formerly known by its telegraph call letters, WT, and was renamed HAVEN on 4/15/1937.

The Saxby & Farmer 32-lever mechanical interlocking machine came out of service on 2/29/1940. It was replaced on that day by a temporary US&S 6-lever Style TC (table top) interlocking machine. Info: Jeff Erlitz

Woodhaven Junction station, looking east from about WT Tower, just east of Napier Avenue (today's 97th Street) on 4/3/1916. That's automatic block signal A59 mounted on the Rockaway Beach Branch overpass. Almost 20 years later, on 9/18/1935, that signal was relocated east 425 feet and converted from lower quadrant semaphore to position light. Over on the right is Sub-Station #3, one of the original 1905 electrification sub-stations. Info: Dave Keller

Woodhaven Jct. Station view N 4/1965 Photo: Brad Phillips

Woodhaven Jct. view N 4/1965 
Photo: Brad Phillips

Woodhaven Jct. view NW from Rockaway Branch 05/23/1939 Archive: Art Huneke

Woodhaven Jct. station view N 4/1965 Photo: Brad Phillips

Woodhaven Junction and Brooklyn (Flatbush Ave.) ticket

Rockaway Beach Timetable New York to Woodhaven Jct. 9/1934 Archive: Brad Phillips

Woodhaven Junction and Mineola ticket 10/14/42

Woodhaven Jct. view south ("railroad east.") from Ozone Tower towards Ozone Park 6/1962 ( red arrow on info/map left: Dave Keller) 
Photo: Brad Phillips


Ozone Tower (closed) view N ("railroad west.") 07/1958 Photo: Art Huneke

Ozone Tower view N c.1961 Photo: Dick Makse 
Archive: Brad Phillips

The C-279 forms (C-278 for steam territory) were revised many times over the years as stations changed.  Interestingly, there were no Rockaway names on the C-279's for years after the 1950's abandonment of the Rockaway service via Valley Stream.  Then, about 1961, they dropped East Williston and Meadowbrook and added the Rockaway stations.  Note they did not list Ozone Park, and Woodhaven was already there for the Atlantic Division.  Info/Archive: Brad Phillips

Rockaway Beach cash receipt reverse c.1962 Archive: Brad Phillips

Brad Phillips Woodhaven sign (now with RR Museum of LI).  

The LIRR's Atlantic branch tracks were placed under Atlantic Ave. and the old rapid transit station stops eliminated.  One such stop was at Woodhaven.  With the discontinuance of that station stop, the Woodhaven Junction stations on both the Atlantic and Rockaway Beach branches were renamed "Woodhaven" sometime during 1940-41 and although the actual junction remained in service until June 8, 1962, the "Junction" portion of the name was dropped. 
Data: Dave Keller

OZONE PARK  - JCT. OF ATLANTIC AND  ROCKAWAY  BEACH BRANCHES.  (FORMERLY TOWER #91. ABOVE STATION BUILDING AT GRADE ON WEST  SIDE OF TRACKS. TAYLOR 28 LEVER MECHANICAL MACHINE 
IN SVC:  12/1906.  OUT OF SVC:  5/8/30 AND RAZED WITH OZONE PARK GRADE CROSSING ELIMINATION.)

RK Interlocking blueprint revised 6/19/1924

The RK Interlocking diagram shows a single slip crossover 9-15-19, which permitted moves between the Rockaway Beach and Atlantic Branch.

1884: Original station constructed.  5/5/1930: Westward station facilities out of service due to account grade crossing elimination. Temporary low level platform north of new track 1 and 800’ east of former location in service.
12/15/30: 2nd elevated station in service.  Eastward facilities relocated north of former location. Westward facilities relocated south of former location.
1930-31: Elevated structure built. 6/08/1962: Closed/discontinued as station stop. 6/09/1962 Branch abandoned: Still standing: 2003  Research: Dave Keller

Shortly after we rode the final train to Ozone Park on June 8, 1962, my good friend Dick Makse contacted the NY City Transit Authority (by then the owner of the abandoned line) and inquired about purchasing relics which would otherwise have been left to rust or be discarded.  For the consideration of $1.03 (yes, $1.03), the Authority awarded Dick a written contract selling him various signs, signals and hardware.  His Dad being the owner of Winfield Trucking, a trip to the Liberty Avenue interlocking tower in Ozone Park was quickly made to pick up the waiting material.

Having several duplicate items, Dick graciously offered me an assortment of signs (Woodhaven and Ozone Park being the most significant).  The only hitch: getting them from Woodside to my home in Amityville.  Being too young to drive (legally, anyway), my only option was the train.  The Woodhaven sign and some other small items weren't too difficult; they were heavy and awkward, but manageable on the long walk to the Woodside station.  The Ozone Park sign, however, was the typical PRR keystone cast iron sign, about 5 feet in length, and weighed about 150 lbs.  A separate trip, and handling equipment, for that sign alone would be required.

Dick's Dad had a small dolly which did the trick.  You should have seen the looks on people's faces as I carted the rusty sign through Winfield and down to the LIRR platform at Woodside.  Loading the sign on the train from the high-level platform was no problem but the dolly had to come too.  I diligently propped-up the sign and dolly in a vestibule, the trainman being unusually patient during the trip to Amityville.  Then it was down the steps to the low-level platform at Amityville.  At this point, the patient trainman offered no help and it took me about 5 minutes to get the sign and dolly safely off the train in one piece.  The amused and unbelieving stares of commuters made the whole tedious process worthwhile!  Then another mile-plus hike to my home and down 15 steps to the basement.  

Over the next month I scraped, sanded, and then painted the sign with my best attempt at PRR red and gold.  It looked great in my basement model train room.

A few years later I was off to college, marriage, the US Navy, and a business career which moved me from Long Island to several states and, eventually and finally, to California.  The signs gathered dust at my parent's Amityville home for 20 years.  Then, on relocating to California with a change of job, I took the signs with me.  Finally, after another 25 years in my garage and realizing that I'd never have the proper place to display them, I sent them back home to the Railroad Museum of Long Island in Riverhead where they reside today.  Having not been back to Long Island for almost 20 years to see for myself, I'm hoping they're on display for visitors to enjoy.  Courtesy of Dick Makse and Brad Phillips

 Ticket Ozone Park to East  New York  8/30/1955 Archive: Brad Phillips

After the 1950 trestle fire there was NO transit service to Rockaway Park OR to Far Rockaway.  The LIRR stopped at Hamilton Beach, making stops at Ozone Park and Aqueduct Racetrack.  After 1955, the LIRR terminated ALL their trains at Ozone Park until service was completely ended in 1962.

The city built a junction called Liberty Junction, at the BMT's Fulton Street line along Liberty Ave. just south of the LIRR's Ozone Park station, with the upper BMT EL line continuing eastward to Lefferts Blvd. and the lower IND EL line curving south and becoming their Rockaway line, running along the LIRR's former ROW from this point southwards, across the new Jamaica Bay trestle and curving off at what was once Hammel's wye with one line curving westward to Rockaway Park and one line curving eastward to Far Rockaway, Mott Ave., along the LIRR's former viaduct.

ROW Ozone Park track Level View S 5/1970 with Annotations Info/Archive: Dave Keller

Woodhaven-Ozone Park-Aqueduct Stations per G.O. 201 - 5/08/1955  Archive: Jeff Erlitz

Adams Crossover Switches, from Timetable #2 dated 5/8/1955. Note that just to the right (railroad east) of Aqueduct station the four tracks reduced back to two.

This c. 1910 view shows the old Aqueduct station when still at grade.  Looking north (railroad west) the racetrack structures are at the right. Built in 1883, this old wooden station didn't look all that large, however it was replaced by a substantial concrete high-level platform which opened on 9/24/40 to accommodate the many horse racing patrons who flocked here by train during racing season. (Art Huneke collection, Dave Keller data)

 
Ticket  Aqueduct to Woodside

Old crossing of Centerville Ave. (the name is incorrect on the official LIRR photo) located just north of the Aqueduct Race Track. view NE 10/21/1910 
Archive: Dave Keller

 
Pitkin Avenue bridge view  E - Aqueduct
LIRR valuation photo 3/11/1954

It's race day in 1949 and an MU electric train heading northbound (railroad westbound) is making the station stop at Aqueduct.  Note the color scheme of the last car:  Tuscan Red with bright aluminum-painted roof.  View is northeast.  (W. J. Edwards photo, Dave Keller archive and data)

Aqueduct ticket to Penn Station

Ticket  Aqueduct Race Track to Brooklyn
Archive: Brad Phillips

Note: The photo (above center) is an official LIRR valuation image.  When these images were taken a sign was placed visibly so the exact date and location of the image was preserved on the film, eliminating any question later on as to when and where the image was taken.  This photo not only shows the date, but the mileage via the linkage system. Info: Dave Keller

RACE CABIN

AQUEDUCT RACEWAY (TEMPORARY BLOCK STATION WITH NO FIXED SIGNALS IN SERVICE DURING RACING SEASON ONLY. EAST SIDE OF TRACKS AND 380' SOUTH [RAILROAD EAST] OF EAST END OF AQUEDUCT STATION. IN SVC: 6/14/54 PER G.O. #2228; OUT OF SVC: 7/10/54 PER G.O. #102; 8/30/54 TO 9/21/54 PER G.O. #105; 6/13/55 TO 7/9/55 PER G.O. #204; 8/29/55 TO 9/20/55 PER G.O. #212.) 

RACE Cabin: View N (railroad W) towards the 1940 Aqueduct station 6/26/1955  Photo: Bill Rugen Archive: Dave Keller

By 1954 and 1955, when "RACE" cabin was in operation, the tracks ended at Hamilton Beach on the north shore of Jamaica Bay and the trackage from Aqueduct south to the end-of-track that wasn't torn up was used to store raceway trains during racing season. Thru trains no longer ran south of Aqueduct at this period in time.

"CL" on the crossover indicated in the red circle indicates a "Center Locked Crossover." 

This photo shows the linkage to the right of  the crossover track running from the crossover switch to the left behind the photographer, heading north towards Aqueduct station, then scooting under the rails then heading north again inside the tracks for a short distance, then scooting under the rails to continue north along the left side of the track to connect with the crossover switch.  

The switch lever / handle was located between the tracks where you see the red arrow.  The switch tender and/or block operator would throw this lever and it would operate BOTH ends of the crossover switches at the same time; like two switches on a Lionel O-gauge train layout working in conjunction with each other as you throw one and they both operate.  Info: Art Huneke  

Also, if you note that "RACE" cabin does not appear on Emery's map, that's because the cabin was in existence in 1954-55.  The Emery map depicts the track layout as it appeared in 5/1959.  Info: Dave Keller

RAMBLERSVILLE:  Opened: ? At 160th St. Closed: 4/1913 when station stop relocated north 0.2 miles. Renamed “Howard Beach”:  4/1916
Both locations called Ramblersville until the name changed in 1916 


Ramblersville Station Engine D16b (4-4-0) before superheating added beginning in 1914, after which it was re-classed D16sb.   Photo at the "newer" location as both were called Ramblersville until the name changed in 1916. 9/1913   Research: Dave Keller  Archive: Bill Mangahas

Howard Beach to Ozone Park ticket Form 135 c.1916-19
Archive: Brad Phillips

Note: Old round dater die stamp from Ozone Park. Info: Dave Keller

An MU electric train is seen here at the Hamilton Beach station.  This 1949 view is looking northeast.
(W. J. Edwards photo, Dave Keller archive and data)

This view, taken the same day as the image above, was shot closer to the station platform.  (W. J. Edwards photo, Dave Keller archive and data)

A northbound (RR westbound) MU train is passing "BEACH" tower at Hamilton Beach on July 27, 1947.  If you look above the fourth car in the train, you can make out the power lines crossing from the west side of the tracks on land to the east side of the tracks on the Jamaica Bay trestle.  View is southeast.  (George E. Votava photo, Dave Keller archive and data)

Hamilton Beach station looking south towards "WD" tower and Jamaica Bay on March 14, 1932.  "WD" stood for "West EnD of Trestle" and was changed to "BEACH" tower about 5 years later.  In the distance the power poles can be seen switching from the west side of the tracks to the east side of the tracks along the Jamaica Bay trestle.  (Dave Keller data and archive)

"BEACH" tower at Hamilton Beach in its last days in 1950.  This view is looking northeast.  The tower still sports the PRR Keystone-style call letters.  (Dave Keller data and archive)

On the Sunday night of May 7, 1950 at approximately 10:00PM, a devastating 1,800' fire on the Jamaica Bay Trestle, south of Hamilton Beach, was destroyed by either sparks or a cigarette that was tossed from the train. The damage was estimated at $1 million. The railroad, then in bankruptcy, could not and would not rebuild it. With the subsequent cutting back of rail service to just north of the tower, BEACH was placed out of service on July 16, 1951.

Rockaway Beach Branch Termination Notice due to the 1950 Jamaica Bay Trestle fire. Archive: Bill Mangahas

NY Times May 9th, 1950

Courtesy: David W. Dunlap
The New York Times

On June 11, 1952, the LIRR sold the damaged trestle and ROW across Jamaica Bay to the NY City Transit Authority, while continuing to access Rockaway Park via Valley Stream and Far Rockaway, Mott Ave.  The NYCTA rebuilt the trestle in a more substantial manner, built some new stations and installed their own signal system and tracks.  Per General Order #216, effective October 3, 1955, the LIRR ceased all operations between Far Rockaway, Mott Ave. and Rockaway Park (Beach 116th St.).  The NYCTA took over operation on this segment of track, rebuilt some of the former LIRR stations, rebuilt the yard and platforms at the Rockaway Park (Beach 116th St.) terminal and severed the elevated structure and tracks over Mott Ave. in Far Rockaway, so as to allow no further connection with the LIRR's facilities on the east side of Mott Ave.  The NYCTA built a new depot at Mott Ave. terminal which opened on Jan. 16, 1958.  (Research: Dave Keller)
Hamilton Beach - View S 1/22/55   Photo: Arthur Myrick Archive: Bill Mangahas

Opened: 1900  Out of service: 5/23/50 with abandonment of Jamaica Bay trestle after fire of 1950
G.O. #1728, Effective: 5/23/50: "The Raunt Station and station facilities, out of service." 

"The Raunt" 1933 view N
Archive: Brad Phillips


MU 12 car train Jamaica Bay trestle "The Raunt" 7/27/1947 view E Archive: Dave Keller

Freshly-painted double-deck car #1294 is pulling a railfan extra southbound at the station at The Raunt.  This station stop was located on a tuft of land in Jamaica Bay.  In this view looking north in October, 1948, from the pedestrian crossover, we see this train consisting of the double-deck car at the head end, a regular passenger car and an open-air, gondola car coupled at the rear to allow railfans to take photos while the train was in motion.  (Bill Rugen photo, Art Huneke archive, Dave Keller data)

Many of the windows are open on this northbound MU train as it approaches the station stop at The Raunt on July 27, 1947.  View is south.  (George E. Votava photo, Dave Keller archive and data)

MU Double Decker #1294 Railfan Extra southbound at Station "The Raunt" 10/31/48 view N Archive: Dave Keller

"The Raunt" view S
Archive: Brad Phillips

Looking north we see the station stop for The Raunt on June 8, 1933.  Again, note the many narrow, rickety boardwalks connecting the various structures.  (Dave Keller data and archive)

Opened: 1900  Out of service: 5/23/50 with abandonment of Jamaica Bay trestle after fire of 1950
G.O. #1728, Effective: 5/23/50: "Broad Channel Station and station facilities, out of service."  Research: Dave Keller

Broad Channel station and facilities were taken out of service on 5/23/50 because the station was one of the stops along Jamaica Bay where the trestle connected several isolated land-masses and, due to the fire, the station no longer served any purpose to the LIRR.

Above right: These places at Broad Channel, Goose Creek and The Raunt were strictly saloons and inns. The sign on the rear left building may read "Palm Garden" and was either the restaurant portion of the saloon, or a Bier Garten. The buildings are separate from each other, so may be two different business concerns. The signs posted by the pedestrian stairs in front of the "Palm Garden" and on the opposite side of the tracks at platform's edge read:  "No Trespassing.  No Crossing Tracks. Use the Bridge."  The rowboats were for rent, as this was basically a fishing stop. Info: Dave Keller

"DRAW" tower at the south end of the bay at the Beach Channel swing bridge had an altercation with a derailed train and looks like it didn't come out as the winner.  This 1946 view is looking northeast.  The tower was demolished shortly afterwards and replaced by a cabin, also called "DRAW". After train service over the trestle was ended after the destructive fire of May, 1950, "DRAW" cabin was once again relocated but this time to a point inside the east end of the wye at Hammel.  (Dave Keller data and archive)

"DRAW" Tower 1/03/1946 Collection: Emery-SUNY Stony Brook 

"HJ" tower ("DRAW" tower after 4/30/37) and swing bridge - Hammel (Hammels)- c. 1917
Note: Towerman fishing from upper window! Archive:  Dave Keller  

Also note that "HJ" tower and "DRAW" tower are indicated as two separate locations, because HJ tower, which later became DRAW tower was destroyed in a train wreck in 1946 and replaced by a cabin AND a SECOND replacement DRAW tower (cabin, actually) was constructed some years later ON LAND inside the wye at Hammel. Info: Dave Keller

MPB54 at "HJ" tower 7/21/1928 
Collection: Emery-SUNY Stony Brook 

MPB54 1374 (?) (ACF, 8/1913) decided to take a drink on Saturday, 7/21/1928 at Beach Channel swing bridge (HJ Interlocking). Train 1318, operating a "Loop" service from Flatbush Avenue to Far Rockaway & Valley Stream via the Bay did not stop at home signal 1 & 2 and the first car plunged into the channel. No one was killed in this accident but 16 men were injured. Apparently, there were no women in the first car because it was a smoking car. The motorman claimed he had left Flatbush Avenue feeling sick to his stomach, saw the stop-signal and open bridge but simply didn't stop. He was arrested afterwards while still in the hospital. Fortunately, the water was at or very near low tide at that moment and was only about 30' deep. This occurred at 8:21 am at the height of the rush hour. This is 1928 so the work week was still six days. Apparently, the railroad was tied up in knots for a few hours after this. The newspaper account stated that even Montauk trains were affected and that all Rockaway service was operated via Valley Stream until the wreck got cleared that afternoon. Research: Jeff Erlitz

Hammel Station colorized postcard 
postmark  8/09/1907

HU Tower Hammel's Wye view NE c. pre-1932 Archive: Mike Boland

Hammel's Wye c.1924 Map: Gary Kleinedler
The Keystone  Archive: Dave Keller

FX Tower  Ocean Electric Trolley Nos. 30, 7 at Hammel's Wye  8/04/1921 
Archive:  Dave  Keller

Hammel's Station Archive: Seyfried/Boland

Aerial view NW of Hammel's Wye and Jamaica Bay - c. 1935 when the tracks were still at grade. The elevated viaduct was built in 1940. Archive: Dave Keller

When the LIRR owned the ROW the tracks came off the Jamaica Bay trestle (double track on one structure) and entered the elevated viaducts.  When the trestle was destroyed and the NYCTA acquired the ROW, they rebuilt the trestle to what you see here:  two separate, parallel structures with some tracks above and some tracks below. Info: Dave Keller

Hammel Sub-station #5 - View NE c.1918 Archive: Art Huneke

The Substation #5 and battery house contained two rotary converters and the world's largest
battery (7 KW) completed in 1906.  It was not for rolling stock repairs, though it had a siding for power equipment where the mobile temporary substation car was often kept. (location #10 map left).

The  battery building, on the right, was installed in 1899 to provide backup power for the LIRR's first electric venture, Rockaway's Ocean Electric trolleys which shared the LIRR tracks. The Queensborough Light, Heat and Power Company (LILCO and LIPA's predecessor) had just opened its power plant in the Bayswater section of Rockaway and it was considered unreliable. The battery, it was felt, would provide continuous power for the trolleys.

Ocean Electric Co. trolley No. 30 (above) is leaving the LIRR's tracks at FX tower, Hammel's and entering its own tracks and right-of-way for the trip westbound towards Neponsit.  Trolley No. 7 behind it is headed east towards the LIRR's station at Far Rockaway, Mott Ave.  Notice car No. 7  has no trolley pole extended.  These trolleys ran on LIRR tracks between this point and Far Rockaway, Mott Ave. using third rail shoes.  At FX tower they then continued on to Neponsit via their own tracks and right-of-way using poles connecting to overhead trolley wires.  This August 4, 1921 view is looking northeast.  Hammel's station building and large covered platform shed is visible behind the 2nd trolley car. This joint service lasted only a few more years and the tower was demolished in 1925. (Dave Keller data and archive)
 

The acquisition of the Ocean Electric Ry. by the LIRR judging by the quantity of shares transferred and capitol value of $350,000 indicated. 7/25/1923

September 9, 1926 Ocean Electric Railway abandons service over LIRR between Hammel and Far Rockaway. The LIRR writes off stock of Ocean Electric Railway, Nassau County Railway and Montauk Steamboat Company, Limited.

Emery Map Hammel's Wye post-1942  5/1959 Archive: Dave Keller

The tracks were at grade as they came off the wooden trestle across Jamaica Bay and Emery has noted the point where they go up to be atop the viaduct.  You'll also notice that the viaduct began SOUTH of the old substation (#2 in the map above).

You can also see that there were only two tracks on the trestle and two tracks on the viaduct:  one northbound and one southbound (railroad westbound and railroad eastbound).  

 
Hammel's Wye view NW c. 1955 
Photo: Brad Phillips

Left leg W to Rock Park, 
Right leg N to Jamaica Bay
LIRR electric sub-station #5 at right just before the bay, Relocated "DRAW" cabin as a result of 
G. O. #1728 in center Info: Dave Keller
 

The station at Hammel's had a very large shelter shed constructed trackside to accommodate the massive crowds that took the train to and from the beach during the summer months.  This view, taken on July 21, 1916 shows the inside of a portion of that shelter shed and the news stand.  Picket fences and picket fenced gates held back the crowds until train time.  (Dave Keller data and archive)

Hammel's station and wye looking NE prior to construction of "FX" tower -c.  1905  (Dave Keller data)

A steam locomotive is pulling a Rockaway Park-bound train along the west leg of the wye at Hammel's station.  In this view looking northeast, "FX" tower is dead-center.  This tower protected the LIRR tracks at the junction point of the Ocean Electric Railway trolley line when there was joint operation to Far Rockaway, Mott Ave. and return.  The trolleys ran via overhead wire and trolley pole until on the LIRR tracks at which point they switched over to third rail shoes to power them.  This tower was placed in service on April 19, 1907 and had a Johnson 16-lever mechanical interlocking machine.  It was taken out of service for the winter on October 10, 1922.  Not sure if it reopened the following summer.  It was permanently placed out of service and razed on April 20, 1925. (Dave Keller data)

Looking northeast on November 10, 1927, we see the Beach 84th St. crossing just in front of the station and large shelter shed at Hammel's.  In the left background is LIRR electric sub-station #5.  The tracks at the left head north towards Jamaica Bay and the tracks at the right head towards Far Rockaway.  To the right of the depot building is the express/freight house.  Where the man is standing in the center of the image and to the right of the power pole was the site of "FX" tower which controlled the junction of the LIRR and Ocean Electric Trolley tracks during the years of joint operations.  (Dave Keller data and archive)

Taken the same day as the view above, this view of the Beach 84th St. crossing at Hammel's is looking north.  Behind the buildings at the right is the station stop.  In the foreground can be seen the remains of the Ocean Electric Trolley tracks still in the street, but no longer connecting with the LIRR's tracks.  (Dave Keller data and archive)

This view is also looking northeast towards the Beach 84th  St. crossing and Hammel's station, only a few years later than the previous views.  This 1934 image shows weeds growing on the tracks that connect Rockaway Park with Far Rockaway. (Dave Keller data and archive)

Return ticket Hammel to Brooklyn return  11/11/1924
Archive: Brad Phillips

In this great view of the elevated viaduct looking east at what was once the Hammel wye, we see a MU electric train at the right from Rockaway Park heading eastbound towards Far Rockaway at Mott Ave.  In the left background, we see a work train coming off the bay trestle.  It's December 8, 1946 and there has recently been another fire on the trestle.  The work train is assisting in making repairs.  3-1/2 years later and the trestle will have seen its final fire. (Ed Hermanns photo, Dave Keller archive and data)

This is a similar view to the previous image, shot on the same day.  Beach Channel Drive is seen at ground level.  (George E. Votava photo, Dave Keller archive and data)

After service over the bay was abandoned, trains traveling to and from Rockaway Park made the trip via Valley Stream and Far Rockaway.  The southern portion of the elevated wye at Hammel was used for this purpose.  Here we see one such MU trains bound for Rockaway Park in 1954.  View is east.  Beach Channel Drive is in the foreground.  In the left distance is the non-used east leg of the wye.  (W. J. Edwards photo, Dave Keller archive and data)

Hammel's wye view N 2015

Hammel's wye view S 11/18/05 
Photo: Glen L. Rowe

Holland Station Archive: Seyfried/Boland

A terrific view of the old 1880-era Holland station taken when at grade c. 1910.  Note the separate building to the left and behind the depot which was used as the "Baggage Room." Also notice the sliding wooden gate in the mid-track fence, to close off the grade crossing.  In the right background is another large, trackside restaurant.  These were numerous at station stops along this portion of the branch. This little depot was remodeled in 1899 and yet again in 1914.  The building remained in service until the construction of the viaduct through here in 1941. 
(Dave Keller archive)


Here's a later view of Holland station.  This stop was located at Beach 92nd Street, between the station stops of Hammel and Playland (formerly Steeplechase).  In this view from July 2, 1931, we see the keystone-shaped station sign on the depot as well as a covered platform added to the side of the little building.  A good view is provided of the substantial trackside inn/restaurant.  (Dave Keller archive)

An MP54 MU electric train has made the low-level platform station stop at Holland while construction is underway for the new, elevated station atop the viaduct.  This view is from September 29, 1940.  The steel columns are covered with wire mesh so they can be coated with a concrete finish, giving the impression that the viaduct, once completed, is all concrete.  (Dave Keller data and archive)  

Looking east from the 1942 elevated station platform atop the viaduct, we see Holland station as it appeared in 1955 as it neared the end of its LIRR career.  (Bill Rugen photo, Art Huneke archive, Dave Keller data)

The elevated viaduct extended from just east of the Far Rockaway station at Mott Ave. to just west of the Seaside station, coming back down to grade to enter the yard at Rockaway Park.  All stations along that portion of the line were elevated.  This MU train is stopped at the elevated Holland station in 1950 (W. J. Edwards photo, Dave Keller archive and data)

An MU train "railroad eastbound" from Far Rockaway, Mott Avenue approaches the elevated station at Holland in the last days of LIRR service.  This 1955 view is looking east towards the elevated Hammel Wye and viaduct.  As the trip from New York/Jamaica/Flatbush Avenue to Rockaway Park was considered eastbound, this train was technically an eastbound train, although geographically the train changed direction at Valley Stream when it entered the then-Far Rockaway/Rockaway Beach branch after the 1950 fire that destroyed the trestle over Jamaica Bay and ended all subsequent LIRR train service to Rockaway Park via the bay route.  (Dave Keller archive)

The Atom Smasher  at Rockaways Playland late 1940s Archive: Historic Coaster Foundation.  LIRR viaduct in the background.

Based on the PLAYLAND sign on the building, at photo bottom, the view would have been shot near the Playland station stop (previously Steeplechase).

Ticket Brooklyn to Sea Side via Short Line 9/13/1905 Archive: Brad Phillips

Note: Short Line refers to via Ozone Park vs. Valley Stream

Rockaway Park station postcard c.1917+ as it shows brick station. View SE

Ticket Brooklyn to Rockaway Park 8/27/1937 Archive: Warren Leunig

     
Rockaway Beach cards c.1910
Archive: Dave Keller

Rockaway Park LIRR-BRT 
joint service 1916 Map: Gary Kleinedler - 
The Keystone  Archive: Dave Keller

The BRT had a loop track that ran around the entire Rockaway Park Yard so the motorman didn't have to change ends.  Westbound (geographically), on the north side of the yard, the track rose to an elevated position behind the depot building, and came down eastbound (geographically) on the south side of the yard where the BRT station platforms were located. Dave Keller

Ticket Rockaway Beach to Brooklyn (Flatbush Ave.) Archive: Brad Phillips

Rockaway Beach Station 5th Ave. prior to NY City mandated street name changes in 1916 to Beach 116th St. view NE c.1910

Rockaway Park to NY commuter ticket for September 1939

Rockaway Park to NY commuter ticket for September 1939 reverse 
dater die 8/30/1939


Rockaway Park c.1948 
Map: Gary Kleinedler - 
The Keystone  Archive: Dave Keller

(Above left): Brooklyn Rapid Transit 0-4-4T Forney #71 is arriving at Rockaway Park, the end of the LIRR’s Rockaway Beach Branch, in 1901. This train either originated at the BRT’s Sands St/Brooklyn Bridge station in downtown Brooklyn or the Broadway Ferry station near the future Williamsburg Bridge.

If it was the former, it would have run over the Fulton Street elevated, then down the Fifth Avenue el to Atlantic Ave, where it would've traversed the connection to the LIRR’s Atlantic Branch, thence to Woodhaven Junction and down the Rockaway Beach Branch. If the latter, it would’ve headed east on the Broadway-Brooklyn elevated to East New York, east towards Cypress Hills (City Line) on Fulton Street to the Chestnut Street incline, then onto the LIRR’s Atlantic Branch west of the Railroad (later Autumn) Avenue station. Then the same as above, Woodhaven Junction, Rockaway Breach Branch.

Note, in back of the rapid transit train is a trolley car of the Ocean Electric Co., and then a standard LIRR steam-powered train. All sharing the same, un-signaled track! Four years later, in 1905, this branch received third rail for the LIRR’s first electric MU cars, the MP41s. Jeff Erlitz

The East New York excursion was issued in ENY (very light die impression) on 7/19/1919.  Via Short Line means you can't take the roundabout route through Jamaica and Valley Stream. Archive: Brad Phillips  

Railroads issued excursion tickets for many reasons; to get more traffic of course, but also to serve the public in enabling reasonable (cheap) fares to popular places and events (beaches, amusement parks, flower shows, etc.).  There almost always a round trip and have a limited life (one day, weekend, etc.).  Often, special trains were run in addition to regularly scheduled service.  Of course, the LIRR offered many excursions over the years, the more famous being race trains and fishermen's specials.  

The East New York excursion was obviously for city folk to get to the cool breezes and surf of the Rockaway's.  Of interest is that it's for a full 30 days which, perhaps, was geared to folks who rented bungalows for several weeks during the summer (as my grandparents did in Averne).

Most full fare tickets had stopover privileges (i.e., you could leave the train at an intermediate point in your journey and then continue on later without paying an extra fare), but discounted excursion tickets did not allow this. Additionally, this ticket specifies "via short line" which means the most direct route to the destination must be taken. It also goes further to specify that it's not good on Far Rockaway trains which really is a redundancy in this case as there were only two routes to Rockaway Beach, via Ozone Park or Jamaica/Valley Stream. Thus, these restrictions prevented a passenger from taking the long route to Rockaway, perhaps to stopover in Jamaica for shopping or elsewhere en route to visit family or friends. Info: Brad Phillips
 

Rockaway Park station Aerial view postcard c.1930 View is looking southeast.  Old elevated BRT track loop visible behind the 1917 brick depot building.

 
Demolished for a new, brick depot building in 1917, the old, wooden station building at Rockaway Park (Beach 116th St.) still looks pretty good in this view looking southeast on June 6, 1916.  Note the string of vintage automobiles parked out front and the Rockaway Saving and Loan Association next-door!  5% paid on your savings back in 1916???  Wow!  Compare this image with the c. 1917 colorized postcard view looking in the same direction. (Dave Keller data and archive)

Here is the 1917 brick terminal building at Rockaway Park as seen from the Beach 116th Street side c. 1952. Compare this image looking southeast with the 1916 view of the old, wooden structure and antique automobiles parked along the street.    (W. J. Edwards photo, Dave Keller archive and data)

Dater Die Stamp Last Usage 10/02/1955
 Archive: Brad Phillips

Timetable back Arverne 7-/18/1955 featuring the Schrafft's Ice Cream chain
Archive: Brad Phillips

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

Ticket Jamaica to Arverne 
Archive: Brad Phillips

Ticket Arverne to Penn Station  
Archive: Brad Phillips

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

Arverne Station colorized 
post card c.1905

EDGEMERE

Edgemere Dater Die - 10/2/1955

Ticket Wave Crest to Rockaway Park Archive: Brad Phillips

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

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

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

Emery map Far Rockaway 1942-1957 
Archive: Dave Keller

Old station with train on elevated viaduct. View N  c. 1955  (W. J. Edwards photo, Dave Keller archive)

An MU train in dark gray and orange color scheme is making a station stop at the elevated Far Rockaway, Mott Ave. station in this view looking west in 1955.  By October of that year, through trains would no longer be running from here to and from Rockaway Park as the track rights and ROW would be turned over to the NY City Transit Authority.  (W. J. Edwards photo, Dave Keller archive and data)

ETT #110 Eff. 6/16/1929 
Far Rockaway Branch Stations
Archive: Dave Keller

Far Rockaway, Nameoke Ave. 
Dater Die Stamp 07/31/1972 
Usage/Collection: Dave Keller

Far Rockaway station at Nameoke Ave. after tracks were cut back from Mott Ave.  View NE - 6/1964  
Archive: Brad Phillips

Far Rockaway Branch Timetable 6/30/1915 Archive: Brad Phillips