ATLANTIC BRANCH
 ATLANTIC DIVISION

Timetable - Atlantic Division 4/10 1887
Archive: Jeff Erlitz

 
 
Atlantic Branch Track Profile maps 1994 - Flatbush Ave to DUNTON Tower, Jamaica
 
 
FLATBUSH - (ATLANTIC TERMINAL)

FLATBUSH STATION: OLD DEPOT OPENED: ?  RENOVATED: JULY-AUG/ 1878, RENOVATED AGAIN: 6/1880, REBUILT: 1893.
2ND DEPOT OPENED: 4/1/07 WITH DEPOT AT STREET LEVEL AND TRACKS UNDERGROUND. REFURBISHED AND EXTERIOR SANDBLASTED: EARLY 1940s. TRACK #1 OUT OF SVC: 4/10/59. FORMER EXPRESS TRACKS #s 9-14 ("EX" YARD) OUT OF SVC: 3/3/71. TRACKS ORIGINALLY NUMBERED SOUTH TO NORTH RENUMBERED NORTH TO SOUTH: 7/1/78. STREET LEVEL TERMINAL BLDG. CLOSED: 1988. RAZED: c.1990's.
3RD DEPOT OPENED: 1/5/2010. OFFICIALLY RENAMED "ATLANTIC TERMINAL" IN ETT #1, PER G.O. #104 EFF. 3/08/2010. Research: Dave Keller


Atlantic Terminal - Departure Board 10/09/2022 Photo/Archive: Jeff Erlitz

LIRR utility hole cover electrification east of
Nostrand Avenue Station
c.1905 
Photo/Archive: Jeff Erlitz

Atlantic Terminal Track 1 2/08/2023
Photo/Archive: Jeff Erlitz

Brooklyn-Atlantic-Terminal-bumpers_11/22/2017
Source: The LIRR Today
 
The LIRR has installed new, stronger bumper posts on some tracks at Brooklyn-Atlantic Terminal, after a Far Rockaway train ran through the bumper block at the end of the station on January 4, 2017, injuring more than 100 passengers.  These replace older and less resilient bumper posts.

 
LIRR CR4 page 49 - Atlantic Division 3/01/1913
 
Flatbush-Station_Atlantic Ave- Brooklyn_1910_Rudolph-Schubert .jpg (65607 bytes)
Flatbush Station Atlantic Ave., Brooklyn 1910
Archive: Rudolph Schubert

 Station-Flatbush_Ave-Bklyn-Street-06-78_(Huneke-Keller).jpg (81047 bytes)
Flatbush Ave Station  06/1978 Photo: Art Huneke
Archive: Dave Keller

Tower-BROOK_(1st)-Flatbush_Ave-Bklyn-10-13-78_(Madden-Keller).jpg (55311 bytes)
BROOK Tower  1: Flatbush Ave  Brooklyn 10/13/78 Madden-Keller


BROOK Tower 2:  11/3/2005
Archive: Jeff Erlitz

 


Flatbush Ave Station - Club Car Bar
4/1979 Photo/Archive: Bill Mangahas

Flatbush Ave Station - 4/1979 Photo/Archive: Bill Mangahas

Flatbush Ave Station facade
4/1979 Photo/Archive: Bill Mangahas
Station-Flatbush_Ave-Bklyn-Waiting_Room-1979_(Huneke-Keller).jpg (61242 bytes)
Flatbush Ave Station Waiting Room 1979 Huneke-Keller

FLATBUSH AVE. OLD DEPOT RENOVATED: JULY-AUG/ 1878 RENOVATED AGAIN: 6/1880, REBUILT: 1893

2ND DEPOT OPENED: 4/1/07 WITH DEPOT AT STREET LEVEL AND TRACKS UNDERGROUND. REFURBISHED AND EXTERIOR SANDBLASTED: EARLY 1940s. TRACK #1 OUT OF SVC: 4/10/59. FORMER EXPRESS TRACKS #s 9-14 ("EX" YARD) OUT OF SVC: 3/3/71. 

TRACKS ORIGINALLY NUMBERED SOUTH TO NORTH RENUMBERED NORTH TO SOUTH: 7/1/78. STREET LEVEL TERMINAL BLDG. CLOSED: 1988. RAZED: c. 1990s.

3RD DEPOT OPENED: 1/5/2010. OFFICIALLY RENAMED "ATLANTIC TERMINAL" IN ETT #1, PER G.O. #104 EFF. 3/8/2010.  Research: Dave Keller

 

LIRR-Brooklyn-Terminals-1900-map.jpg (250515 bytes)
LIRR map of New York and Brooklyn Terminals 1900
Wilhelm-VDyard.jpg (140001 bytes)
H. Wilhelm Map - VD yard  7/31/1927

Ticket_Flatbush-Ave-Jamaica_BradPhillips.jpg (64698 bytes)
Ticket - Flatbush Ave. to Jamaica c.1929+ Archive: Brad Phillips

 

flatbush1908map12mercherminal-BRT.jpg (122170 bytes)
Flatbush 1908 map12 Merchandise Terminal-BRT

flatbush1908map13passexpress-coachyard-IRT.jpg (175626 bytes)
Flatbush 1908 map13 Passenger/Express coach yard


 
Train #2818 (Atlantic Terminal-Far Rockaway) comes out of the Flatbush Avenue tunnel and approaches Nostrand Avenue station. M9 #9044 leads a short six-car train. The 23rd Regiment Armory, beyond the train, was was built in 1891–95 and was designed in the Romanesque Revival style by Fowler & Hough, local Brooklyn architects, and Isaac Perry, the New York state government's architect. View W 2/22/2023  Photo/Archive: Jeff Erlitz
 

BROOKLYN BRIDGE SERVICE 1899 - 1904
Brooklyn-Heights-RR-Co.-Flatbush-Station-Ticket.jpg (379282 bytes) Brooklyn-Heights-RR-Co.-Flatbush-Station-Ticket-reverse_BradPhillips.jpg (225009 bytes)
This ticket was issued in connection with the Brooklyn Heights RR (founded in 1860). The tickets are coupons from a commutation book. Noted above, it appears that the LIRR connection to the bridge lasted 5 years, so the tickets probably date from this period 1899-1904. Research: Brad Phillips

In 1899 an elevated structure was built to connect the LIRR with the Brooklyn Union Elevated Railroad Company's Fifth Avenue EL. For five years LIRR. rapid transit trains ran to Brooklyn Bridge where they turned on a loop and returned to Jamaica, Far Rockaway, and Rockaway Junction. For faster loading and unloading at Brooklyn Bridge the railroad in 1898 and 1899 purchased 55 (?) center door trailers opened by an employee on the station platform and were used only at the bridge. Archive/Research: Art Huneke

1899 EL construction ramps up and bridges the LIRR tracks, connecting with the elevated BRT tracks running atop the LIRR's Atlantic branch tracks. 


The image above shows the LIRR's tracks at the far right, and the EL structure elevated over Atlantic Ave., over the trolley tracks and over the LIRR tracks, connecting with the BRT's tracks. Research: Dave Keller 

 


Return Ticket Brooklyn Bridge-Flatbush Ave 1894 allows passenger to either take the “El” or use the ferry from Manhattan Island to Brooklyn. Archive: Brad Phillips

Emery-flatbush-04-1959.jpg (562534 bytes)
Emery map Flatbush 4/1959


1899 EL map - View N Archive: Art Huneke
Station-Flatbush Ave.-BRT Nos. 629-648-521 on Atlantic - No. 4 on Flatbush -Bklyn - 1903.jpg (92623 bytes)
In this view W, Forney steam locomotive pulls an BRT EL train eastbound along Atlantic Ave.  In the distance is the 5th Ave. EL connection, and the original LIRR Flatbush Avenue terminal building is at the right. Passenger cars are visible at the open, ground level platforms in this 1903 view.  In 3 more years this corner would look different as the new, LIRR brick terminal building is put into service.  (Dave Keller archive)

Here's what you're looking at, looking west towards Fifth Ave. c. 1903 from the elevated BRT connection indicated in the center of your map.  The old FBA terminal building is still in place with open-air station platforms.  You can see the many Nassau Elec. Ry. trolleys:

The map has to pre-date the 1906 demolition of the old terminal building and construction of the "new" FBA terminal (which opened in 1907) as the LIRR's tracks are all at-grade. Info: Dave Keller

 


1899 EL map stitched - View N Archive: Art Huneke

Red rectangle and triangle at upper left is the pre 1906-07 "new" depot with open-air, at-grade platforms. At this time, the BRT tracks are elevated above the LIRR's Atlantic branch tracks. Also note the BRT connection in the center and the gates and grade crossing beneath at Sixth Ave.

Nassau Electric RY was the trolley line running parallel to the LIRR tracks and the BRT tracks were elevated above the Atlantic branch tracks.

The EL tracks curve off at Fifth Ave. and the FBA terminal would be on the north side of the Atlantic branch tracks.  Note gates for grade crossings at Fifth Ave!!! 


"BROOK" TOWER:1 FLATBUSH AVE., BROOKLYN (UNDERGROUND: E. END OF STATION PLATFORM BETWEEN TRACKS 4 AND 5. FORMERLY "FT".  35-LEVER US&S MODEL 14 ELECTRO-PNEUMATIC MACHINE IN SVC: 1906. RENAMED: 4/15/37. OUT OF SVC: SUMMER/1999. Research: Dave Keller

BROOK 12-1-54.jpg (185780 bytes)
BROOK Interlocking 12/01/1954
BROOK 8-1-96.jpg (123748 bytes)
BROOK Interlocking 8/01/1996
Archive: Jeffrey Erlitz 
 BROOK 11-07-99.jpg (50311 bytes)
BROOK "1"  Interlocking 11/07/1999

 

Atlantic Branch maximum speeds ETT 5/25/1970

ALL TRACKS FLATBUSH AVENUE STATION AND BROOK INTERLOCKING 5 MPH. Note (1)

Between Brook and 1000 feet east of East New York: 45 MPH; EXCEPT first curve east of Van to reverse curve east of Nostrand Avenue: 30 MPH.

1000 feet east of East New York to Dunton Tower: 80 MPH; Dunton and Jay: 45 MPH.

Flatbush Avenue (Atlantic Terminal) Mile 0.0
Brook 0.1
Van 0.6
Nostrand Avenue 1.6
East New York 4.0
Woodhaven (closed) 7.2
Dunton 8.7
Jay 9.0 and Jamaica 9.3   Archive: Mike McEnaney

Vanderbilt-Ave-Passenger-Yard_MP54-Electrics-left-along-Pacific-St._1959_Huneke.jpg (104605 bytes)
Vanderbilt Ave Passenger Yard - MP54 Electrics at left along Pacific St. view E from the 6th Ave. overpass and in the far distance can be seen the overpass for Carleton Avenue.  Beyond that overpass is the VD Team Yard.  06/1959 Photo/Archive: Art Huneke

McCauley-Potato-Co-Warehouse_Vanderbilt-Ave-Yard_06-1959-ArtHuneke.jpg (72045 bytes)
Vanderbilt Ave Yard McCauley Potato Co. Warehouse 
View E just west of the Carleton Avenue overpass. 6/1959
Photo/Archive: Art Huneke
 


VD yard Brooklyn 1987 - The M3's are there after the morning rush waiting for the evening rush and possibly for light maintenance! - Photo/Archive: MTA

The elevated tracks, (photo above) according to Emery's map, were for milk cars.  He said on the map that the tracks went across Atlantic Ave. before 1940 and connected with the merchandise terminal, to which his map #789 reefers. The track curved upward eastbound for the potato warehouse. (photo right)  The other track in front of it curved upward westbound for the elevated milk platform indicated on Emery's map.  Info: Dave Keller

Tower-Van-Interlocking Machine-Vanderbilt Ave. Yard-Bklyn - 4-1978.jpg (97941 bytes)
Van Tower Interlocking Machine - Vanderbilt Ave Yard 
4/1978 Archive: Dave Keller
Yard View-VD-Psgr and Team Yard-Bklyn-View SE- 05-11-79 (Madden-Keller).JPG (190631 bytes)
VD Passenger Yard view SE 5/11/1979 
(Madden-Keller)

Yard View-VD-Team Yard-Bklyn-View SE- 05-11-79 (Madden-Keller).JPG (180583 bytes)
VD Team Yard View east end of Yard 
Brooklyn view SE 5/11/1979 (Madden-Keller)

Barclay's-Center-Brooklyn_viewSE_ c.6-2011.jpg (188192 bytes)
Barclay's Center Brooklyn view SE c.6/2011

Atlantic-Terminal_NEWSDAY_5-16-2018.jpg (88792 bytes)
Atlantic Terminal - NEWSDAY 5/16/2018

This view is inside the block office that was built into the concrete wall of the tunnel for trains to access "VD" yard. Originally named "VD" tower, it was renamed "VAN" on 04/15/37. Data: Dave  Keller

You can see the tunnel portal at the far left of the yard which accessed the yard from the Atlantic branch below the street and into which was built the subterranean "VD" tower. The Barclay's Center is at the west end of the former VD passenger yard.  There is no yard under the Barclay's Center.  The center was constructed at the depressed grade of the former yard.  The former VD Passenger Yard EAST of 6th Ave. AND VD Team Yard at the far left is to be covered over for new, multi high-rises of "affordable housing" being constructed above it but it's not covered over as of this time, from info I've received from Bob Myers.  The work is still in progress.  It's called the "Atlantic Yards Project."  Data: Dave Keller 

flatbush1908map14merchterminal-carstorage.jpg (114761 bytes)
Flatbush 1908 map14 Merchandise Terminal 
and Car Storage
LIRR Flatbush Ave Diagram smaller.jpg (78026 bytes)
LIRR Flatbush Ave Merchandise Terminal drawing
LIRR Flatbush Ave Track Plan.jpg (175675 bytes)
LIRR Flatbush Ave Track Plan drawing
ATLANTIC YARDS ARENA AND REDEVELOPMENT PROJECT 2010
Atlantic-Yards-Redevelopment -Project_12-2010.jpg (89454 bytes)
Atlantic-Yards-Projected-Completion-Dates.jpg (374203 bytes)

Flatbush Ave/ Atlantic Terminal and the new Barclay's Center - LIRR trains are now being stored for service to and from Atlantic Terminal.

VD yard exists, but is down to 5 tracks and a lead...one way in and out...one track. You go in on a lead, which holds 10 cars...you go in west and then east are brand new tracks 1,2,3,4...1 holds 6 cars, 2-4 hold 8 cars, track 5, which is to the west and just north of the lead track holds 8, and the switching lead (which gets you to all tracks, holds 10).

For simplicity's sake of explaining it, the lead track and track No. 5 both end at bumper blocks at the basement wall to the new Barclay Center.

Station-Flatbush Ave.-BRT Nos. 629-648-521 on Atlantic - No. 4 on Flatbush -Bklyn - 1903.jpg (92623 bytes)
In this view looking west a Forney steam locomotive pulls an EL train eastbound along Atlantic Ave.  In the distance is the 5th Ave. EL connection, and the original LIRR Flatbush Avenue terminal building is at the right. Passenger cars are visible at the open, ground level platforms in this 1903 view.  In 3 more years this corner would look different as the new, LIRR brick terminal building is put into service.  (Dave Keller archive)
Station-Flatbush_Ave-Bklyn-Tracks_1,2_07-17-1916_(Keller).jpg (72149 bytes)
Station Flatbush Ave Brooklyn
tracks 1,2  7/17/1916 Keller
Station-Flatbush_Ave-Bklyn-Meat_Tracks_07-17-1916_(Keller).jpg (71663 bytes)
Station Flatbush Ave Brooklyn Meat tracks 7/17/1916 Keller
Station-Flatbush_Ave-Bklyn-Ticket_Ofc_Track_Level-06-72_(Keller).jpg (87514 bytes)
Station Flatbush Ave Brooklyn Ticket office at track level
06/1972  Archive: Dave Keller
Station-Flatbush_Ave-Bklyn-Gate-Track_2-06-78_(Huneke-Keller).jpg (109386 bytes)
Station Flatbush Ave Brooklyn Gate Track 02/06/1978 (Huneke-Keller)
Station-Flatbush_Ave-Bklyn-Interior-10-13-78_(Madden-Keller)_1.jpg (66674 bytes)
Track 6 gate and platform looking east from the subterranean concourse.  M1 train #1240 bound for Hempstead (with connection to Babylon) is at the station awaiting to be boarded - 10-13-78 (Wm. Madden photo, Dave Keller archive)
Station-Flatbush_Ave-Bklyn-Interior-10-13-78_(Madden-Keller)_2.jpg (64500 bytes)
Track 4 gate and platform looking east from the subterranean concourse.  M1 train #1211 bound for Far Rockaway (with connections to West Hempstead, Babylon and Oyster Bay) is at the station awaiting to be boarded.  Visible at the right are the timetable racks with the smaller, TDI timetables in the left rack and the full-sized, branch timetables at the two right racks - 10-13-78 (Wm. Madden photo, Dave Keller archive)
Station-Flatbush_Ave-Bklyn-Interior-10-13-78_(Madden-Keller)_3.jpg (64748 bytes)
Track 2 looking west towards the bumpers and the subterranean concourse - 10-13-78 (Wm. Madden photo, Dave Keller archive)
Station-Flatbush_Ave-Bklyn-Interior-10-13-78_(Madden-Keller)_4.jpg (68691 bytes)
View from track 2 looking southeast across to tracks 3 and 4 with an M1 train awaiting to be boarded on track 4 - 10-13-78 (Wm. Madden photo, Dave Keller archive)
Station-Flatbush_Ave-Bklyn-Interior-10-13-78_(Madden-Keller)_5.jpg (66401 bytes)
Gate and stairs for tracks 5 and 6 as viewed from the street-level waiting room and concourse.  A sign on the gate indicates that the ticket offices are located down at track level.  The street-level ticket windows at the waiting room are no longer in service - 10-13-78 (Wm. Madden photo, Dave Keller archive)
Station-Flatbush_Ave-Bklyn-Interior-10-13-78_(Madden-Keller)_6.jpg (74271 bytes)
Gate and stairs for tracks 1 and 2, 3 and 4 as viewed from the street-level waiting room and concourse.  Visible in the left background is the row of old shoe-shine elevated seats and in the right background is an out-of-service lunch counter - 10-13-78 (Wm. Madden photo, Dave Keller archive)
Station-Flatbush_Ave-Bklyn-Interior-10-13-78_(Madden-Keller)_7.jpg (68187 bytes)
A view of the out-of-service, street-level ticket windows in the waiting room - 10-13-78 (Wm. Madden photo, Dave Keller archive)

Flatbush Ave Station interior 4/1979 Photo/Archive: Bill Mangahas

Flatbush Ave Station interior - LIRR Track 2
4/1979 Photo/Archive: Bill Mangahas

Flatbush Ave Station interior 4/1979
Photo/Archive: Bill Mangahas
Station-Flatbush_Ave-Bklyn-Interior-10-13-78_(Madden-Keller)_8.jpg (119917 bytes)
Another view of the out-of-service, street-level ticket windows in the waiting room, showing the decorative, arched windows above, which once allowed light to stream into the grand waiting room but which have, over the years, for some unusual and unexplained reason, been painted over, turning the well-lit concourse into a dreary venue - 10-13-78 (Wm. Madden photo, Dave Keller archive)
Station-Flatbush_Ave-Bklyn-Interior-10-13-78_(Madden-Keller)_9.jpg (62883 bytes)
A view of the dreary, once-grand waiting room with more of the arched, painted-over windows seen above left and a balustrade balcony above center.  This view is looking towards the gates to tracks 1 and 2, 3 and 4, just beyond the doorways in the wall.  The shoe-shine booth is visible at the left - 10-13-78 (Wm. Madden photo, Dave Keller archive)
Station-Flatbush_Ave-Bklyn-Interior-10-13-78_(Madden-Keller)_10.jpg (73039 bytes)
Tracks 5 and 6 looking west towards the rack of telephone booths and the subterranean concourse beyond - 10-13-78  (Wm. Madden photo, Dave Keller archive)
Station-Flatbush_Ave-Bklyn-Interior-10-13-78_(Madden-Keller)_11.jpg (55625 bytes)
Tracks 3 and 4 looking west towards the bumpers and subterranean concourse beyond.  An M1 train is awaiting boarding at track 4 at the left - 10-13-78 (Wm. Madden photo, Dave Keller archive)
Station-Flatbush_Ave-Bklyn-Interior-10-13-78_(Madden-Keller)_12.jpg (63580 bytes)
Tracks 3 and 4 looking west towards the bumpers and subterranean concourse beyond but from a vantage point further east, showing the curved platform condition that was common at the Flatbush Avenue terminal.  When the terminal building opened in 1906, these curved tracks and platforms were not an issue as they accommodated the much-shorter MP41 electric cars.  As years progressed, and longer MU cars were placed in service, it became a hazard to spot a train of those cars here, as a huge gap was created at the platforms as a result.  Seen here, an M1 train is awaiting boarding at track 4 at the left - 10-13-78 (Wm. Madden photo, Dave Keller archive)

MU_1632-Nassau_Co_Heritage_Train-On_Display-Flatbush_Ave-Bklyn-10-13-78_(Madden-Keller).jpg (52294 bytes)
MU 1632 Nassau County Heritage Train On Display - Flatbush Ave Brooklyn 10/13/78 (William Madden-Dave Keller)

Nassau_Co_Heritage_Train_Sign-Display-Flatbush_Ave-Bklyn-10-13-78_(Madden-Keller).jpg (84161 bytes)
Nassau County Heritage Train Sign   Display Flatbush Ave Brooklyn 10/13/78 (William Madden-Dave Keller)

Photographers are William Madden, Art Huneke and Dave Keller (for the interior ticket office shot) Archive for all photos: Dave Keller.

TIMETABLE LOCAL ELECTRIC TRAINS - 1913
First-timetable-from-new-Jamaica-Station_3-9-1913-cover_Huneke.jpg (109647 bytes)
First timetable from the new Jamaica Station 3/09/1913 Archive: Art Huneke
First-timetable-from-new-Jamaica-Station_3-9-1913_Huneke.jpg (403844 bytes)

LIRR-Freight-Stations-map_c.1930.jpg (273451 bytes)
LIRR Freight Stations map c.1930 illustrates the Atlantic, Manhattan Beach, 
Bay Ridge, and Far Rockaway Branches.

ATLANTIC BRANCH MILEAGES - 1916 MAP
Mileages per LIRR ETT #59, effective 11/03/1910, and as
calculated from Flatbush Ave.:

Nostrand Avenue 
East New York
Warwick St. 
Railroad Ave. (Autumn Ave.)
Union Course 
Woodhaven 
Woodhaven Jct. 
Clarenceville 
Morris Park(1)
MP Tower(2)
Dunton 
Cedar Manor
Locust Ave. (Locust Manor)
Higbie Ave. 
Laurelton 
Springfield Jct. 
Rosedale 
Valley Stream


Note 1: (rapid transit station, not Shops)
Note 2: (per ETT #69, eff.  05/25/1913. 
Does not appear on ETT #59)

1.5
4.0
4.8
5.8
6.3
6.7
7.2
7.8
8.2
8.8
8.9
10.8
11.7
12.6
13.1
13.3
13.8
15.7

 
Atlantic Branch 1916 zoom map

Atlantic-Branch-Abandonments_Morrison.jpg (118998 bytes)As a result of the scheduled 1939-40 grade elimination project, the following seven rapid transit stops were eliminated: Warwick St., Autumn Ave., Union Course, Woodhaven(3), Clarenceville, Morris Park and Dunton. (LIRR official announcement effective November 1, 1939 courtesy of 
Dave Morrison)

Note 3:  Woodhaven Jct. was retained as a station stop with a new, subterranean station constructed but the "junction" was dropped from the name, becoming the replacement "Woodhaven" station, 1/2 mile east of the defunct Woodhaven rapid transit station stop.

 

Nostrand Avenue

Nostrand Avenue STATION: 1st DEPOT BUILT: 18xx? (BRICK BLDG.) ALSO USED AS ATLANTIC RAPID TRANSIT STOP PER ETT #11, EFF. 11/4/1878.
ELEV. TRACKS IN SVC: 11/21/1903 DEPOT AT STREET LEVEL IN USE.
2ND DEPOT (AT TRACK LEVEL) IN SVC: 8/29/1905. AGENCY CLOSED: 8/19/2009.

1.  Crossing-Barrier Gates-Bedford Ave. at Atlantic Ave.-Bklyn - c. 1900 (Keller).jpg (315429 bytes)
This is the Bedford Ave. crossing at Atlantic Avenue c. 1900. The crossing is protected by barrier gates which were raised and lowered horizontally. Bedford Ave. was located just west of the Nostrand Ave. station in Brooklyn and was an original station stop on the LIRR from c. 1836 until 1861. It became a rapid transit stop on 11/4/1878 and lasted until November, 1905 when it was removed after electrification of the branch from Flatbush Ave. eastward. (Dave Keller archive and data) 
2.  Crossing-Barrier Gates-Nostrand Ave. at Atlantic Ave-Bklyn - c. 1900  (Keller).jpg (317173 bytes)
A distant steam locomotive and train is heading westbound towards the crossing of Nostrand Ave. at Atlantic Ave. in this c. 1900 view looking east. The crossing is protected by barrier gates. To the left of the tracks beyond the crossing can be seen the low, wooden Nostrand Ave. station platform with kerosene platform lamp. To the right of the tracks can be seen an unpaved Atlantic Ave. A Lorimer Street trolley approaches the crossing at the far right. (Dave Keller archive and data)  
Emery-Map-Nostrand-Avenue-3.jpg (127714 bytes)
Emery map - Nostrand Ave.  4/1959 
Archive: Dave Keller

Nostrand Ave view E 2022
Photo/Archive: Paul Kennedy
5. MU Wooden Baggage-Running Xtra-Atlantic-Nostrand Aves., Bklyn-c. 1915.jpg (166746 bytes)
MU Wooden baggage car - Running extra  - Atlantic-Nostrand Aves, Brooklyn c. 1915

An old, wooden MU baggage car flying white "extra" flags is running light westbound after leaving the elevated Nostrand Ave. station visible in the background. The train has come off the elevated structure just west of the station and is about to enter the tunnel portal to access the subterranean track level of the Flatbush Ave. terminal. This image was photographed c. 1915 (Dave Keller archive)

6. MP41 Train WB for FBA- Approaching Tunnel to FBA- Nostrand Ave. Station in Bkgd-c. 1915-View E-(Keller).jpg (174733 bytes)
MP41 train westbound for FBA approaching tunnel to FBA-Nostrand Ave. Station in background -View E c.1915

Photographed at the same location and date as the image at the left and headed in the same direction, a 3-car "sandwich" train consisting of a front and rear steel MP41 class MU electric motor car with a wooden trailer coupled between. This practice was quite common on the LIRR at the time until all wooden cars were removed from service approximately a decade later. The elevated Nostrand Avenue station is visible in this background as well.
(Dave Keller archive)

3.  Station-Nostrand Ave, Bklyn (View E) - c. 1920 (Keller).jpg (275307 bytes)

Looking east we see the elevated LIRR station at Nostrand Avenue and the elevated viaduct carrying the Atlantic branch tracks through this portion of the line c. 1920. Just west of this station the tracks dip down and enter a tunnel to access the subterranean platform level at Flatbush Ave. terminal. The sign over the stairs reads "Trains to Jamaica and Points East." Note the gas streetlight in the left foreground. This station had many linear feet of beautiful decorative wrought-iron railings. (Dave Keller archive and data) 

 

4.  Station-Nostrand Ave.-Bklyn (View W) - 11-01-70 (Keller).jpg (245892 bytes)

Looking west from the rear of an eastbound train on November 1, 1970, the Nostrand Ave. station is seen at elevated track level. The decorative wrought-iron rails are visible along the platforms as well as the old-style, gooseneck platform lamps. In the distance the tracks can be seen dipping down to enter the tunnel that accesses Flatbush Ave. terminal. (Dave Keller archive and data) 

8. MU Train - Nostrand Ave-View W - 1970.jpg (119972 bytes)
MU train - Nostrand Ave View W 1970

Looking northwest, a 4-car MP54 electric train pulling a railfan extra is on the westbound track at the elevated Nostrand Ave. station. The center guy with the checkered jacket in the group of three railfans at the far right is retired LIRR acting-president Raymond P. Kenny back when he was a college student in 1970. (eBay image)

 

Ticket_Flatbush-Ave-Nostrand-Ave_BradPhillips.jpg (57325 bytes)
Ticket - Flatbush Ave. to Nostrand Ave. c.1929+
Archive: Brad Phillips

Ticket_Nostrand-Ave-Bellaire_BradPhillips.jpg (66262 bytes)
Ticket - Nostrand Ave. to Bellaire  c.1929+
Archive: Brad Phillips


M7 7308 (Bombardier Transportation, 10/2004) leading train #2818 (Atlantic Terminal-Far Rockaway) east of Nostrand Avenue station at (obviously) Albany Avenue. View west on 2/8/2023.
Consist: 7308-7307+7280/7087+7624/7219

The outer walkways along the elevated structure here were only installed when it was rebuilt back in the 1990s (I think it was the 90s!)This section of elevated, from Nostrand Avenue to Ralph Avenue,
was opened in 1903, two years before the electrification.
Info/Photo/Archive: Jeff Erlitz

Nostrand Avenue Station  - View N at the east end of the westbound platform with access to New York Avenue. Completely rebuilt just two years ago with he glass-top platform canopies, allowing maximum light onto the platforms, extend all the way to the platform edge. 2/22/2023 Photo/Archive: Jeff Erlitz

Note: Derrick Adams’ contribution to this rehab, Around the Way (2019), is on many
of the wall panels on both platforms. Adams is a local artist in this neighborhood.


Automatic Block Signal  A27 on Track 1 east of  Nostrand Ave displays "Approach-Medium"  2/22/2023
Photo/Archive: Jeff Erlitz
East New York

EAST NEW YORK STATION: HOWARD HOUSE HOTEL SERVED AS ORIGINAL DEPOT AS FAR BACK AS 1853. ALSO SERVED AS RAPID TRANSIT STOP PER ETT #11, EFF: 11/4/1878. 
STATION STOP RELOCATED TO JCT. OF MANHATTAN BEACH BRANCH AT ATLANTIC AND VAN SINDERIN AVES. EFF: 1/1/1884 WHERE THE NY & MB RY?S NEW HOTEL/DEPOT HAD BEEN BUILT THE YEAR PREVIOUS TO REPLACE AN OLDER HOTEL/DEPOT STRUCTURE IN USE. KNOWN AS ?MANHATTAN CROSSING? AND ?MANHATTAN BEACH CROSSING,? 

DEPOT WAS USED JOINTLY BY BOTH RAILROADS AND ALL STOPS AT HOWARD HOUSE CEASED. RENAMED ?EAST NEW YORK? IN 11/1905 WITH INAUGURATION OF FULL ELECTRIC SERVICE. STATION BUILDING ABANDONED: 11/1915 AND RAZED DUE TO BAY RIDGE BRANCH GRADE ELIMINATION PROJECT.

3RD DEPOT WITH HIGH-LEVEL PLATFORMS AT STREET LEVEL IN SERVICE: 1915. RAZED: 1941 WITH ATLANTIC AVE. GRADE ELIMINATION PROJECT (1941-43) 
4TH DEPOT OPENED: 1943 WITH TRACKS SLIGHTLY DEPRESSED AND ATLANTIC AVENUE BUILT ON A STRUCTURE DIRECTLY OVERHEAD. AGENCY CLOSED: 8/19/2009. 

9.  Station-East New York - 1910 (1).jpg (68695 bytes)
East New York Station 1910

Looking northwest, we see the joint NY & Manhattan Beach Railway/LIRR depot at East New York c. 1910. This depot was opened by the NY & MB in 1883 and served as their depot and hotel. It became a joint depot with the LIRR on January 1, 1884. The building was located between Atlantic and East New York Avenues at Van Sinderen Avenue at what was then called "Manhattan Crossing" and "Manhattan Beach Crossing," where the NY & MB Railway's line to Manhattan Beach crossed the LIRR's Atlantic branch tracks at grade. When the NY & MB was acquired by the LIRR, the branch became known as the Manhattan Beach / Bay Ridge branch. This old wooden-framed depot was abandoned in November, 1915 and razed account of the LIRR's Bay Ridge branch grade elimination project. This elimination project resulted in concrete tunnels being constructed under the LIRR's Atlantic branch at East New York between 1913 and 1915 and the tracks subterranean through the area.

 

10.  Station-East New York - 1910 (2).jpg (170988 bytes)
East New York Station -  11/10/1910
Photo: LIRR Valuation Archive: Dave Keller

Another view of the East New York station looking north along the former NY & Manhattan Beach Railway tracks (LIRR Manhattan Beach / Bay Ridge branch) on November 10, 1910. Just beyond the 2-story station building can be seen the elevated "NO" tower straddling the LIRR's Atlantic branch. The tower controlled the at-grade track crossings. (LIRR valuation image)

Ticket_LI-City-East-NY_BradPhillips.jpg (67099 bytes)
Ticket - LI City to East New York c.1900+ Archive: Brad Phillips

11.  Station-East New York - 1910 (3).jpg (98859 bytes)
East New York Station -  11/16/1910
 Photo: LIRR Valuation Archive: Dave Keller

East New York station looking west along East New York Ave. on November 1 6, 1910 (LIRR valuation image//Dave Keller archive)

Ticket-East-New-York-Woodhaven-Junction_1929+_BradPhillips.jpg (57880 bytes)
Ticket - East New York to Woodhaven Junction 1929+
 Archive: Brad Phillips

 

5.  Tower-NO-over Atlantic Br-MB Branch View N - ENY-Bklyn - 04-24-1913 (Keller).jpg (279814 bytes)
We are looking north along the Manhattan Beach/Bay Ridge branch tracks as they cross the Atlantic branch at grade at East New York in Brooklyn on APRIL 24, 1913. At the far left is the elevated "NO" signal tower which protected the crossing. The station was just to the left of the tower outside the limits of this photo. (Dave Keller archive and data) 
6.  Tower-NO-over Atl Br-MU waits for M Bch Frt (View NW)-East NY - 02-18-1915 (Keller).jpg (311456 bytes)
Another view of "NO tower looking northwest on February 18, 1915 shows the lead motor of a westbound MP41 MU train stopped at the Manhattan Beach crossing to allow a freight train of gondola cars to pass, probably being used in the grade elimination project of the Bay Ridge branch. (Dave Keller archive and data) 
7.  Manhattan Bch Crossing Minus Tracks-Steel for BRT EL (View NW) - E NY - 1917 (Keller).jpg (306216 bytes)
Jump ahead two years and we see the same location only with some major changes. First, "NO" tower is no longer in existence, and . . . the Manhattan Beach / Bay Ridge branch tracks have been removed from their former location at-grade and have been relocated in tunnels that have been constructed under the East New York station facilities. The stacks of structural steel in the center of the image are most probably for the about-to-be-constructed BRT EL structures that will cross the LIRR's tracks. (Dave Keller archive and data)
12.  Tower-NO-LIRR-Atl Br-ENY-BRT EL-1913 (East).jpg (138384 bytes)
"NO" Tower - BRT El - View E 1913 Archive: Dave Keller

Looking East at the East New York station in 1913, we see "NO" interlocking tower and signal bridge at "Manhattan Crossing," where the Manhattan Beach / Bay Ridge branch crossed the LIRR's Atlantic branch tracks at grade. The BRT EL structure is visible just beyond the tower.

13.  Station-East New York,  Bklyn - looking east -Atlantic Ave.-  BRT 622, 105 at ATLANTIC AV STA FULTON ST LINE C-1915.jpg (122436 bytes)
East New York Station  Atlantic Ave. View E - BRT 622 105 at Atlantic Ave Station, Fulton Street Line c.1915

Looking east from the eastern end of the East New York station platform, we see a couple of old, wooden EL cars at  the BRT's Atlantic Ave. station c. 1915.

 

8.  Express House-East New York-Bklyn (View NW) - 05-22-1916 (Urquhart-Keller).jpg (266753 bytes)
This is the old express house at East New York station. The view looking northwest was photographed by one Urquhart who took many insurance photos of the BRT around the time of this one, which was shot on May 22, 1916. Mr. Urquhart probably photographed this non-BRT, LIRR structure as he's noted in the image the "E.N.Y. Reconstruction" which probably meant the construction of the BRT EL through this area. At the time of this photo, the Adams Express Co. handled express service on the LIRR. (Dave Keller archive and data)
14.  Station-ENY-LIRR Atlantic Br-BRT EL-3-19-20 (East).jpg (106532 bytes)
East New York Station - BRT El - View E 3/19/1920

Again, we're looking east but from further west on the station platform at East New York on March 19, 1920. The express house is visible to the right of the mid-track fence. The BRT EL structures for the Fulton and Canarsie lines are overhead. The ticket office / waiting room was located further south, away from the Atlantic branch tracks and set on a diagonal, paralleling an access track that curved off the Atlantic branch and connected with the southbound subterranean tracks of the Manhattan Beach/Bay Ridge branch. The track connection was later removed but the ticket office left in situ.

15.  LIRR Atlantic Br-ENY-Snediker Ave-Williams Pl, ENY Ave. Xing-Fulton-Canarsie ELs -C. 1938-(North).jpg (97281 bytes)
East New York - Snediker Ave-Williams Place ENY Ave. crossing  Fulton-Canarsie Els View N c.193- View N c.1938

This c. 1938 view is looking north at Snediker Avenue and Williams Place at the eastern end of the station platform at East New York, directly under the BRT's Fulton and Canarsie line EL structures. The Bay Ridge branch tracks are now underground at this location. What looks like a signal tower at the right is actually a crossing tower, where the crossing watchman would manually raise and lower the crossing gates at train time. (Dave Keller archive)

16.  LIRR Atlantic Br-ENY-Snediker Ave-Williams Pl-ENY Ave. Xing-Fulton-Canarsie ELs -C. 1938-(NE).jpg (121596 bytes)
East New York - Snediker Ave-Williams Place ENY Ave. crossing Fulton-Canarsie Els - View NE c.1938

This is a better view of the area taken at the same time but looking NE. The two EL trestles for the Fulton and Canarsie lines are easier to see. (Dave Keller archive)

17.  Station-East New York - View West From BMT Canarsie EL - 1938.JPG (128979 bytes)
East New York Station View W from BMT Canarsie El 1938

Looking west from the BRT EL structure, we see the East New York station with pedestrian crossover. At the far left can be seen the LIRR ticket office and waiting room set at a diagonal as indicated previously. The curving access track to the branch is no longer in place. (George E. Votava photo/Dave Keller archive)
18.  MP41 Train WB Approaching Sta-E.NY-View E from Canarsie El - 05-1939 (Keller).jpg (121339 bytes)
MP41 westbound train approaching East New York Station View E from Canarsie El 5/1939

An MU train consisting of MP41 cars heads westbound, approaching East New York station in May of 1939. Viewed east from the BRT EL, we see in the distance the LIRR's elevated structure which carried the tracks part-way along Atlantic Avenue, ending just west of the Warwick Street station. The tracks then returned to grade, and were elevated again west of East New York, to just west of the Nostrand Ave. station, where they went underground to access the Flatbush Ave. terminal whose tracks and platforms were subterranean. (Dave Keller archive) 

MU-train_East-New-York-station_ViewE-from-BMT-Fulton-EL_1940.jpg (82883 bytes)
MU train - East New York station View E 1940

Eastbound MU train leaving East New York station. View is looking E from the BMT Fulton EL.  The Canarsie EL and Fulton EL were adjacent to each other as they passed over the LIRR's East New York station at grade.  The Canarsie El was on the west side and the Fulton El was on the east side.  As this view is looking E, it was taken from off the Fulton EL.
This photo shows the tracks removed and ties still in place.  All in preparation for the grade elimination project . Info: Dave Keller

MP54s_elevated-Atlantic-Ave_c.1965_Maywald-Boland.jpg (108602 bytes)
MP54s on elevated Atlantic Ave c.1965 (Maywald-Boland)
WARWICK STREET

WARWICK STREET STATION: ELEVATED STRUCTURE OPENED: 8/29/1905 WITH ELECTRIFICATION FROM FLATBUSH AVE. OUT OF SVC: 11/1/39 PER G.O. #1204 AND RAZED WITH ATLANTIC AVE. IMPROVEMENT PROJECT: 1939-40

19.  Station-Warwick Street-ENY-Bklyn-View SE-1938 (LIRR-Huneke).JPG (150229 bytes)
This is a birds-eye view of the elevated Warwick Street station in East New York. The view is looking southeast in 1938. It was opened as a rapid transit station stop and taken out of service in November, 1939 along with other former rapid transit stops, during the grade elimination project of 1939-40. Archive: Art Huneke

Ticket - Flatbush Ave. to Warwick Street  GPA:  P.H. Woodward c. c.1920's Archive: Brad Phillips
DIANA COAL & OIL CO.

Diana Coal & Oil Co. View SE 6/1994 Photo/Archive: Jim Mardiguian


Atlantic Branch Fountain Ave., Brooklyn - View E toward Crescent Street Connection c.1920 Archive: Jeff Erlitz

Joint LIRR/BRT service to the Rockaways ended in 1917. The Crescent St. connection remained in place until about 1922 according to Emery and per CN Interlocking blueprints (below). Note the James V. Osborne photo of CN Tower across the tracks in 1923 (below) and the connection structure is gone. Dave Keller


Diana Coal & Oil Co. View SE 6/1994 Photo/Archive: Jim Mardiguian


Milford St. to Autumn Ave. pre-1922  Emery Map  6/1959

Atlantic Branch: Elevated, East New York to Shepherd Avenue:
1903-1942 Info: Robert Emery

Emery noted that the siding was originally John R. Hughes, then Atlantic-Logan Coal Company in 1919 and finally was Rubel Corporation in 1930.

CR4 1919: Atlantic Logan Coal Co. at A5-3/4 and located 5.50 miles from Flatbush Ave. not on CR4 1913, therefore 1913-1919.

CR4 1924:  Rubel Coal & Ice Corp. at A5-1/2, and located 5.26 miles from Flatbush Avenue. This company came into being between 1919 and 1924.

Atlantic Logan Coal Co. renamed Rubel Coal & Ice Corp. at A5-3/4 and located 5.50 miles from Flatbush Ave. Renaming of the company occurred between 1919 and 1924. (Two Rubel locations within 1/4 mile of each other in 1924.)  Research: Dave Keller


Diana Coal matchbook cover indicates 16 years of service c.1954 placing Diana Coal 1938-39.
Diana Coal & Oil matchbooks later changed to telephone TAylor 7 -1534.


1913 aerial photo (cropped) from Dept. of Parks under Robert Moses entitled: "Conduit Boulevard, Atlantic Avenue to the Belt Parkway"
issued in 1941. Archive:  Neil Sullivan
 Incorporated from December 7, 1955 through March 25, 1981. The silos were torn down in March 2003 after bankruptcy and failure to pay state corporation taxes.

 

railroad ave. - (autumn Ave.)

railroad ave. - (autumn Ave.) STATION: OPENED: 4/28/1905 AS RAILROAD AVENUE(?) WITH ELECTRIFICATION FROM FLATBUSH AVE. 
NAME CHANGED: ?  OUT OF SVC: 11/1/39 PER G.O. #1204 AND RAZED WITH ATLANTIC AVENUE IMPROVEMENT PROJECT: 1939-40 

Interlocking-CN-1912.jpg (89821 bytes)
"CN" Interlocking - 1912
Interlocking-CN- 1922.jpg (88231 bytes)
"CN" Interlocking - 1922
Ticket_Jamiaca-Autumn-Ave_BradPhillips.jpg (60962 bytes)
Ticket - Jamaica to Autumn Ave. c.1929+ Archive: Brad Phillips

These two interlocking blueprints show the Chestnut Street Junction / Autumn Avenue location. The first blueprint shows the actual junction of the BRT connection with the LIRR's Atlantic branch via curving inclined ramps west of "CN" tower as it appeared in 1912. The second blueprint shows that area again in 1922 after the Chestnut Street Junction had been renamed, BRT connection and inclined ramps removed and the interlocking reworked. 
Archive: Art Huneke  Info: Dave Keller

20.  Tower-CN-ChestnutStJct-1923.jpg (39537 bytes)
Looking west from the cobble-stoned and planked Autumn Ave. (Railroad Ave.) crossing at the Autumn Ave. station in 1923, we see the elevated "CN" interlocking tower built on a signal bridge across the tracks. Originally named tower "65", it was placed in service in August, 1906 to control the connection between the LIRR and BRT systems during their period of joint operations. The tower was renamed "CN" (for the Chestnut Street incline connection) in 1907 and the BRT connection was removed in 1917 along with the inclined ramps constructed on either side of the tracks to bring the elevated trains down to, or up from, grade level. The interlocking plant was rebuilt in 1922 and the tower renamed "AUTUMN" in April, 1937. It remained in service until December 27, 1939 when it was closed due to the grade elimination project of 1939-40. (James V. Osborne photo, Dave Keller archive)
21.  Tower-CN-W. of Autumn Ave. Sta-Bklyn, NY (View SE) - 07-27-1930 (Sperr-Keller).jpg (75660 bytes)
Here's a terrific close-up view of "CN" tower looking southeast from Hemlock Street and Atlantic Avenue, towards the Autumn Avenue station which is visible in the left background of this photo taken on July 27, 1930). Note the semaphore block signals visible in the previous 1923 view have been replaced with position-light signals. (Percy Loomis Sperr photo, Dave Keller archive)
22.  Tower-CN-W. of Autumn Ave. Sta-Bklyn, NY (View SE) - 07-27-1930 (Sperr-Keller) (Zoom).jpg (100666 bytes)
This is a close-up of the block office at "CN" tower. Notice the keystone-shaped call letters sign, the single, bare light bulb suspended out on a pole to light up the stair landing, and an exterior pot-bellied stove which doesn't appear to have any stovepipe attached. (Percy Loomis Sperr photo, Dave Keller archive)
23.  Elevated Crossing Shanty-Station-Autumn Ave.- Bklyn, NY (View SE) - 07-27-1930 (Sperr-Keller) (2).jpg (65053 bytes)
Here we are at the crossing of Autumn Avenue at Atlantic Avenue on July 27, 1930. We're looking southeast along Atlantic Avenue towards the Autumn Avenue station. Prior to the grade elimination project, Atlantic Avenue ran on both sides of the LIRR's tracks. That portion of the branch that was not on an elevated viaduct but at-grade was separated from the tracks by many miles of wooden, picket fencing. Note the elevated crossing tower from which the crossing watchman would manually operate the crossing gates at train time. In addition to regular train service, rapid transit service operated along the Atlantic branch between 1905 and 1939, so the crossing watchmen had a very busy job on any given day. (Percy Loomis Sperr photo, Dave Keller archive)
24.  Elevated Crossing Shanty-Station-Autumn Ave.- Bklyn, NY (View SE) - 07-27-1930 (Sperr-Keller).jpg (68689 bytes)
This is a closer view of the elevated crossing tower at Autumn Avenue taken on the same day as the previous view. Note the two covered stairwells to the left and right of the women crossing the tracks. These were for pedestrians to cross the tracks safely via a subterranean tunnel. The sign reads "DO NOT CROSS TRACKS - USE SUBWAY." As the tunnel most probably stunk of urine and may have had undesirables hanging out down there intending harm, the women, wearing summer dresses, white hats, white gloves and white shoes, decided to cross the tracks at street level. (Percy Loomis Sperr photo, Dave Keller archive)
25.  Station-Autumn Ave.-AUTUMN Tower Bklyn, NY (View W) - 10-26-39 (Keller).jpg (56856 bytes)
Standing on the wooden station platform at Autumn Avenue and looking west on October 26, 1939, we see the various wooden shelters and possible 2-door outhouse facility at the right-of-center of this view on the westbound platform. The proximity of the two doors indicates to me "men" and "women." In the distance can be seen "AUTUMN" tower which had been renamed 2-1/2 years earlier from the previous "CN". (Dave Keller archive)
UNION COURSE

UNION COURSE STATION: LISTED ON TT OF 3/1837 TO SERVICE UNION COURSE RACE TRACK, BUT MAY HAVE OPENED IN 1836. EARLIER SERVICE MAY HAVE BEEN TO UNIONVILLE STATION. 
RAPID TRANSIT SERVICE BEGAN: 4/28/1905, PLATFORMS WIDENED: 1911. 
OUT OF SVC: 11/1/39 PER G.O. #1204 AND 
RAZED WITH ATLANTIC AVENUE IMPROVEMENT PROJECT: 1939-40 

Ticket_Jamiaca-Union-Course_BradPhillips.jpg (53684 bytes)
Ticket - Jamaica to Union Course c.1929+ Archive: Brad Phillips
25a.  Station-Union Course (View NW) - c. 1925 (Osborne-Keller).jpg (73118 bytes)
The gates are down at the 80th St. and Rockaway Blvd. grade crossings and there's a bit of a crowd awaiting the westbound train in this c. 1924 NW view of Union Course station. The elevated crossing tower is visible at the west end of the platform. This was one of the very first stations on the Atlantic branch, originally appearing on timetables of March, 1837 to service the Union Course racetrack which was located on the north side of the tracks. High level wooden platforms and wooden shelters were added with the advent of rapid transit service effective 4/28/1905. (James V. Osborne photo, Dave Keller archive) 
Station-Union Course-Woodhaven, NY (View E) - 07-27-30 (Sperr-Keller) (Zoom).jpg (140824 bytes)
Union Course Station, Woodhaven zoom View E 7/27/1930 (Sperr-Keller)
Station-Union Course-Woodhaven, NY (View E) - 07-27-30 (Sperr-Keller).jpg (94762 bytes)
In 1925, the 80th St. and the diagonal Rockaway Blvd. grade crossings were eliminated and the elevated crossing tower removed. 80th St. was severed at Atlantic Avenue and Rockaway Blvd. was bridged over the tracks. The station platforms were extended at their western ends, and stairs added accessing the overpass to act as a pedestrian crossover for the station stop. This view of Union Course station is looking east from the Rockaway Blvd. overpass on 7/27/1930. A distant MU train is headed eastbound on the express track. The severed 80th St. is visible at the barber shop at the left. (Percy Loomis Sperr photo, Dave Keller archive)
26.  Station-Union Course-View E-10-26-39 (Keller).jpg (67246 bytes)
This is a similar eastward view of the Union Course station shot from the Rockaway Blvd. overpass on 10/26/39, six days before the rapid transit station stop was taken out of service with the grade crossing elimination project of 1939-40. Both stairs accessing the diagonal overpass are visible in this view. (Dave Keller archive)

Notes on the photo above:
1. The vertical ropes in the photo over the westbound tracks are the "tell-tails" that dangled off a cantilevered column to warn railroad men atop a car that a bridge was approaching and to get down quickly.

2. The MU train is on the eastbound express track. What's interesting is that the motorman appears to have neglected to turn off his headlight but marker lights are not lit. He wouldn't be operating westbound on the eastbound track unless there was a tie-up on the westbound track further west, or he flipped the wrong switch, meaning to turn on markers but turned on headlights instead. Or maybe the markers weren't working on that car and the conductor saw fit to use the headlight as a marker (?). Or maybe there WAS a tie-up ahead. We'll never know.

3. The station building shows a close-up of the Pennsylvania Keystone Logo wooden station sign.

4. The ticket office is visible in the front left of the man standing on the platform.

5. The small, enclosed waiting room has a railing in front keeping passengers from trying to walk that narrow section of platform and fall onto the tracks. Access to the rest of the westbound platform was through the waiting room, which had a door on each side.

6. There's a Chiclets dispenser hanging on the wall on the west face of the waiting room.

7. Gooseneck platform lamp to the left of the waiting room.

8. At westbound automobile on Atlantic Avenue to the left of the tracks.

9. In the distance, the elevated crossing shanty at 87th Street and Woodhaven station. Note the proximity of the rapid transit station stops and why the LIRR chose to remove most of them when the tracks were relocated below Atlantic Avenue! Think of the expense of all the new stations that would have had to have been constructed and I'd gather ridership no longer favored those stops.  Info: Dave Keller

WOODHAVEN

WOODHAVEN  (1st): ORIGINAL MAIN LINE  BETWEEN BROOKLYN  AND JAMAICA   ORIGINALLY OPENED AS CONNECTICUT AVE. (1837) ON ORIGINAL MAIN LINE BETWEEN BROOKLYN AND JAMAICA.  BECAME TROTTING COURSE AND THEN TROTTING COURSE LANE TO SERVICE THE CENTREVILLE RACE COURSE (TROTTING COURSE). LISTED AS SUCH ON TT OF 1842.  NAME CHANGED TO WOODVILLE AND LATER TO WOODHAVEN.  RAPID TRANSIT SERVICE STARTED: 4/28/1905 WITH ELECTRIFICATION FROM FLATBUSH AVE. PLATFORMS WIDENED: 1911. OUT OF SVC: 11/1/39 PER G.O. #1204 AND RAZED WITH ATLANTIC AVENUE IMPROVEMENT PROJECT: 1939-40  

WOODHAVEN  (2nd): FORMER LOCATION OF WOODHAVEN JCT. STATION. TRACKS AND STATION PLACED BENEATH ATLANTIC AVE. 1939-40. THE ACTUAL JUNCTION WAS TAKEN OUT OF SERVICE: 6/8/62 AND THE ROCKAWAY BEACH BRANCH ABANDONED: 6/9/62.  "JUNCTION" WAS DROPPED FROM THE NAME AND STATION STOP RENAMED "WOODHAVEN."
THE RAPID TRANSIT STATION KNOWN AS "WOODAVEN" ORIGINALLY WEST OF THIS LOCATION WAS LONG OUT OF SERVICE AT THIS TIME (11/01/39), SO THERE WAS NO CAUSE FOR ANY CONFUSION WITH THIS RENAMING.  Research: Dave Keller

27.  MP41-Collision with H6sb Switching Frt-Woodhaven-04-1925 (Keller) (1).jpg (87762 bytes)
This view from April, 1925 shows the results of a collision between a LIRR MP41 MU electric train and a class H6sb (2-8-0) steam locomotive which was switching freight in Woodhaven. In the background is the Lalance & Grosjean Mfg. Co. plant, which manufactured the old style agate-wear pots and pans with a porcelain-enamel, spotted finish. (Dave Keller archive)
28.  MP41-Collision with H6sb Switching Frt-Woodhaven-04-1925 (Keller) (2).jpg (62860 bytes)
Here's a close-up view of the same wreck, showing the destroyed cab of the H6sb locomotive, the frame of the tender (upper portion is missing) and a destroyed MP41 MU car. Note the twin semaphore signals on the signal mast. (Dave Keller archive)  
29.  MP41 Train-Rapid Transit Service-at Sta-Woodhaven-c. 1930 (Keller).jpg (65081 bytes)
A three-car rapid transit train is making a stop at the Woodhaven station around 1930. Woodhaven was another of the rapid transit station stops that was discontinued in the 1939-40 grade elimination project. The Woodhaven Junction station, 1/2 mile east of Woodhaven station, was rebuilt underground in this project and renamed "Woodhaven." (Dave Keller archive)
29a.  Station-Woodhaven (View E from 87th St.) - 09-29-38 (Keller).jpg (85228 bytes)
It's train time at the Woodhaven station and the gates are down. This view is looking east from the 87th Street crossing on September 29, 1938. At the far right is Atlantic Avenue, which ran on both sides of the LIRR's tracks when at grade. After the grade elimination project, the tracks that were originally at-grade were placed underground and Atlantic Avenue was constructed above them as one main road.
(Dave Keller archive)

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

Woodhaven Junction (Atlantic branch at street level, Rockaway Beach branch crossing via trestle. After grade elimination, Atlantic branch was put under Atlantic Ave. but Woodhaven Jct. still crossed Atlantic Ave. on a newer trestle.)

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.  Dave Keller

29b.  Station-Crossing Tower-Woodhaven (View E from 87th St.) - 09-29-38 (Keller).jpg (84065 bytes)
Taken on the same day, the gates are still down at the 87th Street crossing at Woodhaven station. The crossing watchman in the elevated crossing tower has manually cranked them down, and the flashing lights are mounted on a concrete island stanchion in the center of the street. This view is also looking east, with a truck heading up Atlantic Avenue. The large smokestack in the right background is that of the Lalance & Grosjean Mfg. Co. It appears the crossing watchman is holding some sort of conversation with the photographer.
(Dave Keller archive)


The lower level street entrance to Woodhaven Station is view NW from the south side of Atlantic Avenue (see map left).  The elevated Woodhaven Jct. Station on the Rockaway Beach branch. The upper level had been closed for nearly three years, as service ended in 1962, still had two stairwells visible in this photo. 4/21/1965
 Photo/Archive: Richard Makse

Ticket_Jamiaca-Woodhaven_BradPhillips.jpg (58648 bytes)
Ticket Form 322H - Jamaica to Woodhaven  c.1929+
GPA: A. H. Shaw Archive: Brad Phillips


Ticket Form 1 H -Woodhaven and East New York
5/29/1964  Archive: Richard Makse

The ticket was purchased at the Atlantic branch Woodhaven Station, formerly Woodhaven Jct., which agency was still in service until at least 1966, possibly later.

After the 1940-41 improvement, the station on the Atlantic branch was referred to as "Woodhaven Jct" and the elevated station on the Rockaway Beach branch was referred to solely as "Woodhaven."  Dave Keller


 

WOODHAVEN JCT.

WOODHAVEN JCT. STATION: OPENED: 7/1895. WAS ALSO ONE OF THE LIRR's RAPID TRANSIT STOPS.  RAZED : 11/1939 WHEN TRACKS PLACED BENEATH ATLANTIC AVE. WITH ATLANTIC AVE. IMPROVEMENT PROJECT OF 1939-1940. (Valuation photo from 11/21/1939 shows demolition underway.) 

2ND DEPOT, LOCATED UNDERGROUND, OPENED: 1940-41. RENAMED ?WOODHAVEN? TO REPLACE THE RAPID TRANSIT STOP ORIGINALLY LOCATED FURTHER WEST AND WHICH WAS REMOVED BY THE ATLANTIC AVE. IMPROVEMENT PROJECT.

THE ?JUNCTION? PORTION OF THE STATION NAME WAS ELIMINATED AT THIS TIME ALTHOUGH THE JUNCTION REMAINED IN SERVICE. THE ACTUAL JUNCTION WAS TAKEN OUT OF SERVICE: 6/08/1962 AND THE ROCKAWAY BEACH BRANCH ABANDONED: 6/9/1962. 

PART TIME AGENCY PER "L.I.R.R. TICKET OFFICES OPEN FOR SALE OF TICKETS" OF 9/12/55. AGENCY LAST NOTED IN "LIRR TICKET OFFICE HOURS" LISTING OF 
9/25/1966.  AGENCY GONE BY LISTING OF 5/22/1967 (Brad Phillips data). DISCONTINUED AS STATION STOP: 1/10/1977.  Research: Dave Keller

30.  MP41 MU Train on Atlantic Br-Woodhaven Jct-View W from WT Tower-09-01-07 (Keller).jpg (115118 bytes)
A five-car MU train consisting of MP41 electric cars is viewed from "WT" tower on September 1, 1907. The lead car is on the track curving to the left and is headed southbound onto the connection leading to the Rockaway Beach branch. The continuous wooden picket fencing separated the tracks from Atlantic Avenue, shown here as an unpaved dirt road on both sides of the tracks. This is Woodhaven Junction and the tower, originally identified as "66," controlled this junction by 1884. The tower was renamed "WT" in 1907 and "HAVEN" on April 15, 1937. It was taken out of service on February 29, 1940 due to the grade elimination project and a new, subterranean tower was built, retaining the "HAVEN" name. (Dave Keller archive)


Ticket Form 1 H -Woodhaven and East New York
5/29/1964  Archive: Richard Makse

The ticket was purchased at the Atlantic branch Woodhaven Station, formerly Woodhaven Jct., which agency was still in service until at least 1966, possibly later.

After the 1940-41 improvement, the station on the Atlantic branch
was referred to as "Woodhaven Jct" and the elevated station on the Rockaway Beach branch was referred to solely as "Woodhaven."  Dave Keller

31.  Tower-WT-Woodhaven Jct-Atl Br-4-24-18 (lo res).jpg (104872 bytes)
Here's "WT" tower at Woodhaven Junction looking east on April 24, 1918. The depot is blocked from view by the interlocking tower at the right but the high-level wooden platforms are visible in the distance. A boxcar is spotted on the team track behind the depot and the elevated crossing tower with watchman is visible at the far left. The watchman would manually operate the crossing gates from this tower. In the distance can be seen the bridge carrying the LIRR's Rockaway Beach branch tracks. The Woodhaven Junction station on that branch was accessed by stairs leading from the station platform on the Atlantic branch below. The cutoff connecting the two branches as seen in the previous image was behind the photographer. (LIRR valuation photo, Dave Keller archive)


The Atlantic branch electrified in 1905 and rapid transit service to numerous stations began on 4/28/1905.  Woodhaven was one of the rapid transit stations (RT).

Woodhaven Junction station existed as far back as the construction of the Rockaway Beach branch.  There was a station stop and depot with agency on the Atlantic branch and a station stop with no ticket agency (if I'm correct) on the Rockaway Beach branch which spanned Atlantic Ave. when at-grade. There was stair access from the Atlantic Ave. platform to the elevated station.

The trestle spanning the tracks is the Rockaway Beach branch and that station's platforms extended over Atlantic Avenue in the photo view E along the Atlantic branch. (right). Note the guardrails and double sets of stairs at the distant end of the platforms.

When the Atlantic Avenue Improvement Project began in Nov. 1939, rapid transit service came to an end and all the RT stations were razed.  Woodhaven was one of those stations razed. 

The Woodhaven Junction station on the Atlantic branch was rebuilt below grade and the station on the Rockaway Beach branch overhead was rebuilt in 1940-41.  The "junction" part of the name was eliminated and the stations were renamed "Woodhaven" although the junction remained in operation until service on the Rockaway Beach branch ended in 1962. 

The Atlantic Ave. Woodhaven station had a part-time agency in 1955  and was still listed as an active agency in September, 1966.  It was dropped from the listing in May, 1967 and the stop discontinued on Jan. 10/ 1977.

The Woodhaven ticket dated 5/29/1964 (left), but still indicating the Junction on the dater die was probably because new dies were not issued.  Why spend money when you can still get by with the dies already in use?  Chances are the dies in use at the Woodhaven RT station were destroyed when the station stop was discontinued, otherwise they could have used them at the former junction station.   Info: Dave Keller

32.  Tower-Haven-Woodhaven Jct (view NW from Rock Bch Connx -1939.jpg (69236 bytes)
It's 1939 and almost the end of the line for the former "WT" tower now identified as "HAVEN" at Woodhaven Junction. It will be taken out of service at the end of February the following year. In the distance is an MU electric train eastbound approaching the tower and the cutoff tracks connecting the Atlantic branch with the Rockaway Beach branch are seen to the left of the train and tower. (Photographer and archive unidentified)

1.  Station-Woodhaven Jct-Atlantic Branch (View E) - 04-03-1916 (Keller).jpg (92792 bytes)
Looking east in this LIRR valuation image from April 3, 1916, we see the high level platforms and depot building at Woodhaven Junction.  A whistle post is visible at the west end of the eastbound station platform, for an upcoming grade crossing and beyond the depot is the large, brick, LIRR Substation #3.  Beyond that the overpass carries the LIRR's Rockaway Beach branch.  The Woodhaven Junction station on that branch was located alongside the electric substation.  (Dave Keller archive)

 

CLARENCEVILLE 
CLARENCEVILLE STATION: BUILT: 1905 (?). OUT OF SERVICE: 11/1/39 PER G.O. #1204 AND RAZED WITH ATLANTIC AVENUE IMPROVEMENT PROJECT: 1939-40 
2.  Station-Clarenceville - 1938 (Keller).jpg (81884 bytes)
This is the Clarenceville station looking West in 1938. In the distance you can just make out the wooden pedestrian crossover that was constructed in 1906. Like many of the other stations along this branch, it was taken out of service on November 1, 1939 and demolished in the grade crossing elimination project of 1939-40. (Dave Keller archive)
32c.  Station-Clarenceville (View E) - 10-28-39 (Keller).jpg (67959 bytes)
Looking east from the wooden station platform we see the old Clarenceville station with Pennsylvania Railroad keystone-shaped station signs and gooseneck platform lampposts. This view was photographed on October 28, 1939, four days before the station stop was taken out of service. (Dave Keller archive)

 

Ticket-Flatbush Ave., Bklyn to Clarenceville - Pre 11-01-39 (Keller).jpg (71795 bytes)
Ticket - Rapid Transit between Flatbush Ave. Brooklyn  to Clarenceville c.1930 Archive: Dave Keller
Pedestrian Xing-Gates-Shanty-109th St. & Atlantic Ave.-Clarenceville, NY (View N) - 05-07-34 (Sperr-Keller).jpg (105446 bytes)
Pedestrian crossing gates and shanty 109th Street-Atlantic Ave., Clarenceville  View N 5/07/1934 (Sperr-Keller)
109th St. & Atlantic Ave. - (View N) - 07-27-2014 (Bing Maps).jpg (72402 bytes)
109th Street-Atlantic Ave., Clarenceville  View N  7/27/2014 Bing maps
Ticket_Flatbush-Ave-Clarenceville_BradPhillips.jpg (56689 bytes)
Ticket - Flatbush Ave. to Clarenceville  c.1929+ Archive: Brad Phillips

Looking north at 109th St. and Atlantic Avenue we see the pedestrian crossing, manual crossing gates and manned crossing shanty in the area of Queens once known as Clarenceville. At the time of this photo taken on May 7, 1934, the LIRR ran on the surface through here. Most of the north-south streets did not cross the LIRR's tracks. Atlantic Avenue ran parallel to the tracks on both the north and south sides of the right-of-way. With the exception of several below-ground pedestrian crossovers, this was the only at-grade footpath along the Atlantic branch. When the Atlantic Avenue grade elimination project began in late 1939, most of the former LIRR rapid transit stations were taken out of service, demolished and the tracks placed beneath Atlantic Avenue from just outside Morris Park Shops where they entered the tunnel, up to where they came out of the tunnel just east of the East New York station and began to climb a steel viaduct west of the station, until returning underground once again just west of Nostrand Avenue station for the final distance to the subterranean terminal at Flatbush Avenue. (Percy Loomis Sperr photo, Dave Keller archive and data)

 

MORRIS PARK
MORRIS PARK STATION: BUILT: 1886, OUT OF SVC: 11/1/39 PER G.O. #1204 AND RAZED WITH ATLANTIC AVENUE IMPROVEMENT PROJECT: 1939-40 
33.  Station-Morris Park-View S-1905.JPG (108999 bytes)
Looking south on October 12, 1905, we see the small, wooden-framed depot at Morris Park. Note the outhouse at the far left, penny scale outside the waiting room door, wooden pedestrian crosswalk across the tracks, kids sitting on the coal bin and a Dietz kerosene platform lamp to light the old wooden platforms. This was a rapid transit stop, one-half block away from the entrance to the Morris Park Shops on 120th Street, with a small park directly behind the depot building. Opened in 1886, it was discontinued as a station stop on November 1, 1939 and subsequently demolished as a result of the grade crossing elimination of 1939-40.
(Unidentified photographer and archive)

Morris Park Station - The actual depot building was off to the left, beyond the range
 of the photo. An elevated crossing guard tower in the distance view W in 1925.
Photo: James V. Osborne  Archive: Mike Boland

34.  Station-Morris Park-Lefferts Blvd & Atlantic Ave-Queens (View NE) - 05-07-34 (P. Sperr-Keller).jpg (128157 bytes)
Here's the Morris Park station viewed northeast from the rear of the depot on May 7, 1934. You can see the small park that was located behind the structure. The white building in the center background is the LIRR's Morris Park Shops Maintenance of Equipment (MofE) building. (Percy Loomis Sperr photo, Dave Keller archive) 
34a.  Crossing-120th St & Atlantic Ave-Morris Park-Queens (View NE) - 05-07-34 (Sperr-Keller).jpg (141134 bytes)
Here we have a zoomed-in close-up of the previous image, showing the 120th St. crossing with crossing shanty, the MofE building at the entrance to Morris Park Shops and a two-car MU electric train. In the distance can be seen some more of the Shops' buildings. (Percy Loomis Sperr photo, Dave Keller archive)


Morris Park station, view northwest c.1930.

Emery map  114th St. to 500' east of 121st St.
Morris Park Station  - 6/1959
Archive: Dave Keller
35.  Station-Morris Park-View NW-c. 1939 (Huneke).JPG (124149 bytes)
Here's another rear view of the Morris Park station, only looking northwest from the park behind the depot in 1939. The windows are boarded up, probably in preparation for the grade elimination project that is soon to come tearing through here. (Art Huneke archive)

 

  3.  Station-Morris Park (View W. from 120th St) - 09-07-38 (Keller).jpg (76200 bytes)
Another view of the Morris Park station, this time looking west on September 7, 1938 from the 120th St. crossing and showing the high-level platforms and shelter. Note the Pennsylvania Railroad Keystone station sign.  (Dave Keller archive)

 

4.  Station-Morris Park-WB MU Train (View NE) - 10-26-39 (Keller).jpg (55413 bytes)
Morris Park station from the opposite direction, looking northeast towards the 120th St. crossing on October 26, 1939.  A 3-car MP41 MU train is heading westbound into the station.  Just visible in the background behind the train is the multi-story, white Maintenance-of-Equipment building at the start of the Morris Park Shops.  The end is very near.  In six days, this station will be taken out of service.  (Dave Keller archive)

5.  ROW-MP Shops (View W from Pedestrian X-over) - 12-29-1908 (Keller).jpg (77933 bytes)
Looking west from the combination pedestrian crossover / signal bridge we see an overall view of Morris Park Shops on December 29, 1908.  Note the triangular points of one of the semaphore signals at the upper right. At the left are the two electrified tracks of the Atlantic branch, in the center is the yard lead for Morris Park Shops and at the right are the non-electrified tracks of the Montauk branch at grade.  The tracks curve to the right and just outside the view of the camera would be the "Shops" station for employees, directly across from the Richmond Hill Storage Yard. Behind the photographer is "MP" tower.  (Dave Keller archive)

 

37.  Tower-MP-West-Morris Park Shops - 11-9-1911.jpg (88623 bytes)
This is a rare view of the Atlantic branch passing Morris Park Shops and the very tall "MP" tower. Looking west on November 9, 1911, we see the interlocking tower at the left, a steam locomotive eastbound on the Atlantic branch, the large pedestrian crossover/signal bridge spanning all the tracks on the east side of the shops and locomotives laying up at Morris Park Shops. The pile of dirt at the far right is part of the construction of the embankment which elevated the Montauk branch through this area. "MP" tower, originally named tower "67," (erection date not known) was renamed "MP" in 1907. It was replaced by a new, brick tower with the same call letters, located on the opposite side of the tracks from the old tower and slightly further east. It was placed in service on January 20, 1914. That tower was later renamed "DUNTON." (Dave Keller archive)
DUNTON
DUNTON STATION: OPENED: ? SOUTH OF THE TRACKS AND WEST OF VAN WYCK AVE. ON ATLANTIC BRANCH. DEPOT CLOSED TO THE PUBLIC: 1892, BUT STATION STOP STILL IN USE. STATION STOP AND DEPOT RELOCATED TO NORTH OF THE TRACKS AND EAST OF VAN WYCK AVE. TO ACCOMMODATE PASSENGERS ON BOTH ATLANTIC AND MONTAUK BRANCHES: APRIL-MAY/1897. IN SVC. 5/29/97. CLOSED: 1910. BUILDING USED TO HOUSE ELECTRICIANS. 

2ND RELOCATED DEPOT IN SVC: BY APRIL, 1914. OUT OF SVC: 11/1/39 PER G.O. #1204 AND RAZED WITH ATLANTIC AVENUE IMPROVEMENT PROJECT: 1939-40 
38.  Tower-Dunton-Morris Park Shops - View W - c. 1938 (Keller).jpg (97230 bytes)
We're looking west from the signal bridge just west of Dunton station c. 1938 along the Atlantic branch towards Morris Park Shops. The grade elimination project has not yet begun and the tracks are still at grade in the distance. After the elimination was complete, the tracks entered tunnels about in line with the Maintenance-of-Equipment building at the shops. At the center are locomotives laying up at the Shops and the diagonal coaling elevator accessing the old wooden coaling tower. At the right is "DUNTON' tower, formerly "MP" but renamed on April 23, 1937. At the far right, behind the tower, is the elevated Montauk branch atop the embankment and the track under the branch, entering the tunnel, accesses the Richmond Hill Storage Yard, located on the other side of the embankment. (Dave Keller archive)
39.  Tower-Dunton-East-Security Shanty at Stairs-03-08-43 (F. Weber-R. Zinn).jpg (83325 bytes)
Looking east from in front of "DUNTON" tower on March 8, 1943, we see the signal bridge from which the previous photo was shot. Under the bridge are MU electric passenger trains laying up and in the right background is the Sheffield Farms dairy plant. At the left can be seen the stairs accessing 130th Street (Maure Ave.) below. This is a wartime photo shot by LIRR insurance claims photographer Frederick Weber. Railroad photography was not permitted during the war years, but Weber had permission to take photographs of the LIRR as a result of his position with the company. Also prohibited was unauthorized access of rail yards. As the above mentioned stairs accessed 130th St. the guard shanty in the image was installed at the head of the stairs to keep unauthorized individuals out. (Ron Zinn archive) 
39aa.  Station-Dunton-Under Construction (View E) - 01-14-1914 (LIRR-Keller).jpg (118925 bytes)
Looking east in this LIRR valuation photo, we see Dunton station under construction on January 14, 1914. Semaphore block signals, still minus their blades, are in the process of being installed on the overhead signal bridge. (LIRR valuation photo, Dave Keller archive)

Ticket_Dunton-Jamaica_BradPhillips.jpg (54600 bytes)
Ticket - Jamaica to Dunton c.1929+ Archive: Brad Phillips

7.  Station-Dunton (View NW) - 07-02-39 (Keller).jpg (59401 bytes)
Originally opened as a station stop west of Van Wyck Ave. the Dunton station was relocated to the east side of Van Wyck Ave. to be able to service riders on both the Atlantic and Montauk branches but it was closed in 1910.  By 1914, a brick depot building was constructed at the east end of Morris Park Shops, with long, concrete, high-level platforms and long shelter.  In this view of Dunton station taken on July 2, 1939, the brick depot is at the far left, at the west end of the eastbound station platform.  The shelter at the right has the Pennsylvania Railroad keystone-shaped station sign in place.  In the center is the signal bridge with semaphore block signals and beyond it is "DUNTON" tower and Morris Park Shops.  As substantial as this station was, it, too, was removed during the grade elimination project of 1939-40, although the tracks through here remained at grade.  Possibly ridership did not warrant the expense of the upkeep of these facilities.  (Dave Keller archive)  

 

40.  Tower-Dunton-View NW - 1967 (Keller-Keller).jpg (84215 bytes)
This view of "DUNTON" tower from 1967 is looking northwest with the elevated Montauk branch directly behind the tower and the tunnel accessing the storage yard is visible to the right of the tower. (Dave Keller photo and archive)
41.  Tower-Dunton-View NE - 12-25-71 (Keller-Keller).jpg (78638 bytes)
"DUNTON" tower is seen here on Christmas Day in 1971. The view is northeast. "DUNTON" tower was placed in service on January 20, 1914 as "MP" tower. Renamed "DUNTON" on April 23, 1937, it remained in constant use for nearly 97 years, until taken out of service on October 24, 2010. (Dave Keller photo and archive)
CEDAR MANOR
CEDAR MANOR STATION: OPENED: 1906 AS ?POWER PLACE.? RENAMED: 19 ?. OUT OF SVC: 1/28/59. DISCONTINUED AS STATION STOP. RAZED: 2/59 WITH GRADE ELIMINATION. 
Cedar-Manor_c.1918-eBay.jpg (50078 bytes)
LIRR valuation photo of Cedar Manor station is looking north c. 1918. This depot was very similar in architectural style to the 2nd Calverton depot on the LIRR's Main Line. (eBay image)
42.  Station-Cedar-Manor-View NW - 1937 (Keller).jpg (71057 bytes)
Looking northwest from the 114th Avenue (Formerly Power Place) crossing, we see the little wooden-framed Cedar Manor station in 1937 when the tracks and station were at-grade. Originally named "Power Place" in 1906, it was later renamed "Cedar Manor." It was taken out of service on January 28, 1959 due to the grade elimination project elevating the tracks through here and discontinued as a station stop at that time. The little depot was demolished the following month. (Dave Keller archive)
42a.  Tower-NA-NY Ave. Xing-E of Cedar Manor (View W) - 1923 (Osborne-Keller).jpg (78364 bytes)
Here is the old wooden "NA" interlocking tower east of Cedar Manor at the planked crossing of New York Avenue, as it looked in 1923. It's quite a hot summer's day as all the tower windows and upper door are open to catch any hint of a breeze. The block operator is visible sitting at his desk. Placed in service in 1918, the tower was taken out of service on November 15, 1933. (James V. Osborne photo, Dave Keller archive)

Long Island Electric Railway Line - New York Ave. east of Cedar Manor Station -  View S 3/20/1914
Ticket-LIRR-Weekly-Ticket_NY-Penn-Cedar-Manor_9-11-1936.jpg (67597 bytes)
LIRR Weekly Ticket - NY Penn to Cedar Manor 
9/11/1936 Archive: Brad Phillips
 
Ticket-LIRR-Weekly-Ticket_reverse_NY-Penn-Cedar-Manor_9-11-1936.jpg (46833 bytes)
LIRR Weekly Ticket reverse - NY Penn to Cedar Manor 
9/11/1936 Archive: Brad Phillips

View south along the Long Island Electric Railway’s line in New York Ave (then New York Blvd and now Guy R Brewer Blvd) at the crossing of the the “Old Southern Division,” aka the Montauk Branch, aka today’s Atlantic Branch, just east of the Cedar Manor station. Note the facing point derail on the west rail of the southbound trolley track. That was controlled, undoubtedly, by the crossing watchman in that little cabin by the tracks. Four years later, in 1918, the railroad built “NA” Tower in that spot to control the trolley crossing, complete with home signals. Note also the switch points in the right foreground. That led to the LI Electric’s carbarns and storage yard.
Research: Jeff Erlitz  Archive: NY Transit Museum

LOCUST MANOR
LOCUST AVENUE: S. SIDE R.R. SVC. BEGAN: 10/28/1867.   DEPOT OPENED:  6/1869 (2-Year  gap?)  S. SIDE OF TRACKS AND WEST SIDE OF LOCUST AVE. CROSSING.  LISTED WITH BOTH  NAMES ON TIMETABLES.  2ND WOODEN DEPOT BLDG. WITH  LOW-LEVEL PLATFORMS IN SVC:  1898 (Per Robert Emery). N. SIDE OF TRACKS AND WEST SIDE OF LOCUST AVE. CROSSING. WESTBOUND, COVERED, HIGH-LEVEL WOODEN AND EASTBOUND, OPEN, LOW-LEVEL CINDER PLATFORMS, EAST OF DEPOT AND CROSSING TO ACCOMMODATE  JAMAICA RACETRACK IN SVC: 1906 (TRACK OPENED IN 1903).  NO AGENCY AS OF 01/01/1924. SHELTER SHED ADJACENT TO AND NEARLY TOUCHING DEPOT BLDG  ERECTED: 1927.  STATION RENAMED “LOCUST MANOR”:  1929. Research: Dave Keller

Looking southeast we see the original South Side Railroad of LI Locust Avenue depot at the southwest quadrant of the Locust Avenue (now Baisley Blvd) crossing in Locust Manor as it appeared in 1898, the year it was demolished and replaced by a wooden frame depot at the northwest quadrant of the Locust Ave. crossing.  The photographer's wife is posed on the platform.  Research: Dave Keller (Wm. Murray photo, Queens Library digital archive)

 

Looking due east at Locust Manor in 1898, a westbound two-car train is about to pass over the Locust Avenue crossing.  The original South Side Railroad of LI Locust Avenue depot is at the far right. Research: Dave Keller (Wm. Murray photo, Queens Library digital archive)

 

LOCUST MANOR: FORMERLY ?LOCUST AVENUE? OR ?RACETRACK? STATION. RENAMED: 1929. HIGH-LEVEL, WOODEN, COVERED PLATFORM EXTENDED EASTWARD TO ACCOMMODATE TWO, 10-CAR, RACE TRAINS: 1947. HIGH LEVEL PLATFORM AND REGULAR PASSENGER STATION OUT OF SVC: 1/28/59 WITH GRADE ELIMINATION PROJECT AND RAZED. ELEVATED STRUCTURE IN SVC: 1959. AGENCY CLOSED: ?  Research: Dave Keller

43.  MU-West-Locust-Manor-Jamaica-Racetrack-c1936.jpg (93707 bytes)
We're looking northeast in this c. 1936 view of the Locust Manor station. Originally opened as a station stop known as "Locust Avenue" by the South Side Railroad of LI in 1867, the depot was replaced in 1898. A wooden shelter-shed was added adjacent to the east side of the little depot building in 1927, as can be seen in this image. The stop was renamed "Locust Manor" in 1929. This was the station stop for the Jamaica Racetrack starting back in 1906. In the distance is an MU electric train stopped at the high-level racetrack station platform installed in 1947 to accommodate two 10-car race trains. The station was taken out of service on January 28, 1959 with the grade elimination project. (Dave Keller archive)
44.  MU-West-Locust-Manor-Jamaica-Racetrack-c1936-2.jpg (99527 bytes)
This is a close-up of the previous image showing the MU electric race train stopped at the high-level racetrack platform. (Dave Keller archive)
46.  Station-Jamaica Race Track-MU Race Train-Locust Manor-1944.JPG (156766 bytes)
A MU electric race train is stopped at the wooden, high-level station platform at the Jamaica Racetrack station at Locust Manor in 1944. This view is looking east. (Unidentified photographer and archive)
47.  Station-Jamaica Racetrack-Grade Elimination-Locust Manor-View W-1958 (Edwards-Keller).jpg (73945 bytes)
Looking west in 1959, the newly-elevated tracks are visible at the right and the older tracks and high and low platforms for the Jamaica Racetrack are visible at the left. At the far left is the grandstand of the racetrack. (W. J. Edwards photo, Dave Keller archive)

 

47a.  Station-Locust Manor (View W) - 02-21-77 (Erlitz-Keller).jpg (101341 bytes)
Looking west along the eastbound station platform at Locust Manor, we see the elevated station facilities as they appeared on a cold, snowy February 21, 1977. (Jeffrey Erlitz photo, Dave Keller archive)
48.  Springfield Shed B-Locust Manor-View NW-03-30-21 (LIRR Valuation Photo-Keller).jpg (117581 bytes)
Looking northwest on March 30, 1921, we see "Springfield Shed B," one of four "Springfield Sheds" that were constructed on the north side of the tracks east of the then-named Locust Avenue station. Made of corrugated sheet metal, they were erected in 1904-05 and were 900 feet long. When the LIRR received their first fleet of MP41 MU electric cars, they were brought here to have their electric motors installed in 1905-06. The sheds were razed c. 1937 and the tracks removed sometime later. (LIRR Valuation photo, Dave Keller archive)
49.  Springfield Car Shed D  - Locust Mnr - 03-30-1921 (LIRR-Morrison).jpg (104109 bytes)
Also looking northwest on the same day, we see "Springfield Shed D." Note the old hand-pump in the foreground. After the sheds no longer were needed for installation of the electric motors on the MP41 cars, they were used to store extra MP41 motor cars and trailers that were not needed on the winter timetable. (LIRR Valuation photo, David Morrison archive)

 

50.  Springfield Car Shed D Site-Locust Mnr-West-6-25-37.jpg (116893 bytes)
Looking west just east of Locust Manor station on June 25, 1937 we see the main tracks at grade at the far left, the access track in the center and the storage tracks that once entered "Springfield Shed D." The sheds were razed earlier that year. (Dave Keller archive)


Locust Manor - View E  8/31/1958
HIGBIE AVENUE
HIGBIE AVENUE STATION: OPENED: 1908 AS ?SPRINGFIELD?, RENAMED: 9/1927. 
PART TIME AGENCY STILL LISTED IN "L.I.R.R. TICKET OFFICES OPEN FOR SALE OF TICKETS" OF 9/12/55. 
AGENCY CLOSED SOMETIME IN 1956. REPLACED WITH TEMPORARY STATION IN 1958 DUE TO GRADE ELIMINATION PROJECT. 
OLD DEPOT RAZED LATE 1958-EARLY 1959. TEMPORARY STATION OUT OF SVC: 2/2/60 WITH COMPLETION OF GRADE ELIMINATION 
PROJECT AND DISCONTINUED AS STATION STOP. 
50a.  Station Sign-Higbie Ave.-Laurelton - 08-31-57 (Faxon, Jr.-Keller).jpg (94399 bytes)
This is the old platform lamp with station sign for the Higbie Avenue station in Laurelton on August 31, 1957. (Will V. Faxon, Jr. photo, Dave Keller archive)

 

50b.  Station-Higbie Ave.-Laurelton (View NE) - 08-31-57 (Faxon, Jr.-Keller).jpg (133460 bytes)
Higbie Avenue station in Laurelton is viewed looking NE on August 31, 1957. Opened in 1908 as "Springfield", it was renamed in September, 1927. The ticket agency eventually became part-time and then the agency closed sometime after 1956. The old depot was demolished in late 1958-early 1959. The temporary station was taken out of service on February 2, 1960 with completion of the grade elimination and the station stop discontinued. (Will V. Faxon, Jr. photo, Dave Keller archive)
50c.  Station-Higbie Ave-Temp Sta-Tracks-Laurelton (View NE) - 08-16-58 (Faxon, Jr.-Keller).jpg (110019 bytes)
The grade elimination project is underway at the Higbie Avenue station in this view photographed on August 16, 1958. Looking northeast from the temporary station platform, the freshly-ballasted, temporary tracks with mid-track fence are in the foreground, the temporary wooden shelter is on the westbound platform. The old depot is in the left background and the old wooden shelter-shed in the center of this image is in the process of being torn down. (Will V. Faxon, Jr. photo, Dave Keller archive) 
51.  MU Train East at 141st St. Crossing - Higbie Ave. Station-Laurelton-View E - 08-31-57 (Faxon-Keller).jpg (129134 bytes)
An MU electric train is eastbound over the 141st Street crossing at Higbie Avenue station, Laurelton in this eastward view taken on August 31, 1957. The crossing shanty is at the right and the crossing watchman has manually cranked down the gates. The mid-track fence at the left indicates the extent of the Higbie Avenue station facilities. (Will V. Faxon, Jr. photo, Dave Keller archive)
52.  MU Train on Temp Tracks-Approaching Temp Sta-Higbie Ave.-Laurelton-View W - 08-15-58 (Faxon-Keller).jpg (98823 bytes)
Another MU train is approaching the temporary Higbie Ave. station via the temporary tracks in place for the upcoming grade elimination project. At the right are the former main tracks as viewed westward on August 15, 1958. (Will V. Faxon, Jr. photo, Dave Keller archive)
53.  MU Train East Leaving Temp Station-Higbie Ave., Laurelton-View SW - 08-16-58 (Faxon-Keller).jpg (99649 bytes)
An MU train is eastbound leaving the temporary station at Higbie Avenue on August 16, 1958. This view is looking west. Note at the far right the old diamond crossing sign still in use. (Will V. Faxon, Jr. photo, Dave Keller archive)

 


View S along Farmers Avenue (now Blvd), just west of the Higbie Avenue Station.
3/20/1914  Archive: NY Transit Museum
Ticket-Lynbrook-Higbie-Ave_c.1948+_BradPhillips.jpg (59163 bytes)
Ticket - Lynbrook to Higbie Ave c.1948+ Archive: Brad Phillips
LAURELTON

LAURELTON STATION: OPENED: 1908 AS ?SPRINGFIELD?, RENAMED: 9/1927. PART TIME AGENCY STILL LISTED IN "L.I.R.R. TICKET OFFICES OPEN FOR SALE 
OF TICKETS" OF 9/12/55. AGENCY CLOSED SOMETIME IN 1956. REPLACED WITH TEMPORARY STATION IN 1958 DUE TO GRADE ELIMINATION PROJECT. 
OLD DEPOT RAZED LATE 1958-EARLY 1959. 
TEMPORARY STATION OUT OF SVC: 2/2/60 WITH COMPLETION OF GRADE ELIMINATION PROJECT AND DISCONTINUED AS STATION STOP. 

53a.  Cabin-SR-Spfd Blvd Xing W of Laurelton (View E) - 1923 (Osborne-Keller).jpg (84966 bytes)
"SR" interlocking cabin was located west of Laurelton, and is seen here in this 1923 view looking east, at the planked crossing of Springfield Boulevard. Someone fond of gardening has what looks like ivy covering the entire trackside wall and roof portion of the cabin with other growth on the crossing side. Placed in service in 1912, the cabin also served as the crossing shanty and when the block office was taken out of service in 1923, the building remained in place for continued use as a crossing shanty, lasting until the grade elimination project removed the crossing. (James V. Osborne photo, Dave Keller archive)
54.  Station-Laurelton - 04-30-1946  Weber-Morrison).jpg (123040 bytes)
This is the old Laurelton station when at grade, back on April 30, 1946. This depot, built in 1907, had beautiful landscaping. Sadly, it was razed in 1950 due to the grade elimination project. This terrific view shows the landscaped depot at the left and the wooden shelter shed at the right. The crossing shanty with crossing watchman are at the far left. The gates have been manually lowered. The elevated station that replaced this old depot was opened in October-November, 1950. The ticket agency closed on December 10, 1996. (Frederick Weber photo, David Morrison archive)
55.  MU-Leaving-Laurelton-Spfd-Blvd-Xing-c1950.jpg (81457 bytes)
In the distance of this c. 1950 image we see an MU train westbound leaving the now-elevated Laurelton station. The train is coming down off the elevated embankment as it approaches the Springfield Blvd. crossing. (Dave Keller archive)

 

56.  MU Train East on Temp Tracks-Spfd Blvd Approaching Sta-Laurelton-View E - 08-16-58 (Faxon-Keller).jpg (120602 bytes)
Looking west, an eastbound MU train is on the temporary tracks over the Springfield Blvd. crossing as it begins to climb the grade towards the already-elevated Laurelton station during the grade elimination project through Higbie Avenue station on August 16, 1958. (Will V. Faxon, Jr. photo, Dave Keller archive)
57.  MU Train W at Crossing-Spfd Blvd-Laurelton-View SE - 08-16-58.jpg (84533 bytes)
A westbound MU electric train is about to make the crossing of Springfield Blvd. on August 16, 1958. This view is looking southeast with the crossing shanty at the left. These gates were manually operated by the watchman who is leaning on one of them and waving to the motorman who in turn is waving back. (Will V. Faxon, Jr. photo, Dave Keller archive)
58.  MU Train W-Spfd Blvd-Laurelton-View E - 08-16-58 (Faxon-Keller).jpg (94008 bytes)
Looking in the opposite direction at Springfield Blvd., a westbound MU electric train is approaching the crossing. The wires and suspended white lower bar on the gates was designed to keep pedestrians from ducking under the gates and car hoods from jutting dangerously too far into the path of oncoming trains. (Will V. Faxon, Jr. photo, Dave Keller archive)
54a.  Station-Laurelton (View NW) - 02-21-77 (Erlitz-Keller).jpg (88984 bytes)
This is the elevated station at Laurelton which opened in October-November, 1950, replacing the old, beautifully landscaped depot at-grade. The agency closed on December 10, 1996. (Jeffrey B. Erlitz photo, Dave Keller archive)

 

SPRINGFIELD JUNCTION
59.  MU Train E on Springfield Branch Approaching Spfd. Jct. -Laurelton-View E - 08-31-57 (Faxon-Keller).jpg (109524 bytes)
Looking east from the eastern end of the Laurelton station on August 31, 1957, we see an MU electric train on the Springfield branch, approaching Springfield Junction east of Laurelton and west of Rosedale stations. (Will V. Faxon, Jr. photo, Dave Keller archive) 
60.  Tower-SP-SpfdJct-1923 (Osborne-Keller).jpg (75114 bytes)
"SP" tower at Springfield Junction, constructed on a signal bridge west of Foster's Meadow Road, west of Rosedale station, controlled the junction of the LIRR's Atlantic branch with the Springfield/Montauk branch. It was placed in service on May 12, 1906. This view is looking west. It was taken out of service on September 10, 1923, shortly after this image was photographed that same year. (James V. Osborne photo, Dave Keller archive)

 

61.  Station-Rosedale-MP41 Train-c. 1910 (Keller).jpg (85210 bytes)
An MP41 MU electric "sandwich" train is seen here at the Rosedale station looking west c. 1910. The train consisted of a MU motor car on each side of a wooden, center-door trailer car sandwiched between. Rosedale station was originally a South Side Railroad of LI station stop, in service on October 28, 1867 as "Foster's Meadow." The original depot was replaced in 1889 by this structure and the original depot possibly used as the freight house, which was done on several occasions on the LIRR. The stop was renamed "Rosedale" in 1892 and the depot was razed in November, 1948 in the grade elimination project. (Dave Keller archive)
ROSEDALE
ROSEDALE STATION: SOUTH SIDE R. R. SERVICE BEGAN: 10/28/1867 AS ?FOSTER?S MEADOW.? DEPOT BUILT: 7/1871 (4-year gap?)
OUT OF SVC: 1889. MAY HAVE BEEN USED AS FREIGHT HOUSE FOR SECOND DEPOT. RAZED: ? 

2ND DEPOT BUILT: 1889. RENAMED ?ROSEDALE?: 1892. EASTBOUND FACILITIES RELOCATED SOUTH OF FORMER LOCATION: 11/26/41. 
RELOCATED NORTH AGAIN: 3/10/42 WITH CANCELLATION OF PROJECT. 

ALL FACILITIES AGAIN RELOCATED SOUTH OF FORMER LOCATION: 11/16-18/48 DUE TO GRADE ELIMINATION PROJECT. 
DEPOT RAZED: 11/48. TEMPORARY FACILITIES IN SERVICE SOUTH OF FORMER LOCATION: 11/16-18/48 

ELEVATED STRUCTURE OPENED WESTBOUND: 10/31/50, EASTBOUND: 11/27/50. AGENCY CLOSED: 8/19/2009. 
62.  Station-Rosedale-View SW - c. 1920.jpg (130465 bytes)
This old photo looking southwest shows the Rosedale station c. 1920. The depot building is covered with ad posters, which was very typical of advertising at the time. (Unidentified photographer and archive
63.  Station-Rosedale-View SE-04-14-1931.jpg (64770 bytes)
Looking southeast on April 14, 1931, we see the Rosedale station, freight house and express house in the distance. Originally a South Side Rail Road station stop, the original depot may have been used as the freight house for this 1889 replacement depot. The architecture is of the style used by the SSRR, with a high level platform and overhead canopy added to accommodate freight handling. (Unidentified photographer and archive)
64.  Station-Rosedale-View E - 1936 (Keller).jpg (63543 bytes)
This is a similar view of the Rosedale station shot five years later in 1936. View is east. (Dave Keller archive)
65.  Station-Rosedale-View NW - Summer-1941.jpg (73718 bytes)
Here is a rear view of the Rosedale station looking northwest during the summer of 1941. A theatre poster on the east wall advertises the production of "Native Son" starring Orson Welles. The show ran from March to June of 1941 at the St. James Theatre in N. Y. City. (Unidentified photographer and archive)

 

65a.  Station-Rosedale (View W) - 12-24-76 (Madden-Keller).jpg (86515 bytes)
Looking west, this is the elevated station at Rosedale, which replaced the old depot at-grade. It opened in October-November, 1950. The agency closed on August 19, 2009. (Wm. Madden photo, Dave Keller archive)

 

VALLEY STREAM
VALLEY STREAM STATION: SOUTH SIDE R. R. SERVICE BEGAN 10/28/1867. DEPOT OPENED: 7/1869 WITH OPENING OF BRANCH TO FAR ROCKAWAY. BUILT INSIDE LEGS OF WYE. 

2ND DEPOT BUILT AT SAME LOCATION OR ORIGINAL DEPOT REMODELED: c. 1881 
OUT OF SERVICE: 8/10/32 ACCOUNT GRADE CROSSING ELIMINATION PROJECT. RAZED: 1933. 

TEMPORARY STATION RELOCATED ON SHOO-FLY NORTH OF FORMER LOCATION IN SERVICE: 8/10/32 
TRACKS AND STATION PLATFORMS ON FAR ROCKAWAY BRANCH OUT OF SVC: 8/31/32. 
ELEVATED TEMPORARY TRACKS AND PLATFORMS ON FAR ROCKAWAY BRANCH IN SERVICE: 2/07/33

3RD, ELEVATED, CENTER-ISLAND STRUCTURE NORTH OF FORMER LOCATION IN SVC: 6/27/33. 
ELEVATED JCT. OF WEST HEMPSTEAD BRANCH IN SVC: 9/10/33 
66.  Station-Valley Stream-C. 1910.jpg (108599 bytes)
This is Valley Stream station at-grade, photographed c. 1910. Looking southwest, we see the diamond crossing sign at the left and in the background, a train of wooden coaches on the east leg of the wye track accessing the Far Rockaway branch. The depot was constructed inside the legs of the wye track. A short distance east of the depot was the junction of the West Hempstead branch. (Unidentified photographer and archive)
67.  Station-Valley Stream-View SW - 1924 (Ziel).jpg (101017 bytes)
Almost shot at the same angle as the previous image, but in 1924, we see the aftermath of a train-versus-truck confrontation. The truck was pushed into the diamond crossing sign. Crossing gates have been installed at the time of this photo, but it appears the truck driver had different ideas about stopping. In the right background, adjacent to the depot, an express house has been added since the previous, earlier view. (Unidentified photographer, Ron Ziel archive)
68.  MU Trains-Old MU Yard-Valley Strm-9-14-32 (Keller).jpg (79780 bytes)
Here we see the old MU layup yard south of the Valley Stream station when it was at-grade. This view looking north was photographed on 09/14/32. To the far left was the curved station platform and Far Rockaway branch track. The grade crossing elimination project through here would begin the following month. (Dave Keller archive) 



69.  MU Train West Leaving Station-Valley Stream-View E - 06-02-62 (Faxon-Keller).jpg (129512 bytes)
A westbound train pulled by a MU double-decker electric motor is leaving the elevated station at Valley Stream in this northeast view taken on June 2, 1962. The elevated station facilities were opened on June 27, 1933. (Will V. Faxon, Jr. photo, Dave Keller archive)
70.  MU-Ladies Day-EB at Sta-Valley Stream (View NW) (Keller-Keller).jpg (76859 bytes)
A two-car MU electric train with banner on the 2nd car advertising the LIRR's "Ladies Day" special is eastbound on the Atlantic branch track at the elevated Valley Stream station in this 1967 view looking northwest. Being a two-car train, it most probably is bound for West Hempstead. After leaving the station, it will hit the crossover tracks just beyond "VALLEY" interlocking tower and head up the West Hempstead branch. The white tower at platform level is the old baggage/express elevator shaft, which was used to transport items from the ground-level ticket office to platform level. (Dave Keller photo and archive)
71.  Tower-VALLEY-Valley Stream (View E) - 07-10-65 (Smith-Keller).jpg (95334 bytes)
The Atlantic branch ends at Valley Stream station. The tracks then continue further east, becoming the Long Beach branch and head to Lynbrook where they curve off and head to Long Beach. The Far Rockaway branch leaves the Atlantic branch at Valley Stream, curving off to Far Rockaway. Controlling all this plus the previously-mentioned West Hempstead branch crossover switches and signals is "VALLEY" interlocking tower, seen here in this eastward view photographed on July 10, 1965 from the east end of the Valley Stream station platform. At the left is an MU electric train on the Montauk branch tracks, bypassing this center-island platform station. To the immediate right of the tower is an MU electric train on what now becomes the Long Beach branch and at the right are the two tracks of the Far Rockaway branch curving off from the Atlantic branch with a westbound MU electric train approaching the junction. Opened as "VA" tower on June 27, 1933 with completion of the grade elimination project, it was renamed "VALLEY" on April 30, 1937. (Harold A. Smith photo, Dave Keller archive)

Note (1)  5 mph due to the curves in the station and the switches placed in risky locations. Clearances are indeed tight. In the years prior to the M-1's only MP-54s could go to Brooklyn. This gave the oldest cars to branches that traveled mostly to Brooklyn, like Far Rockaway. When it became apparent that the M-1s would be the only cars available, several of the structural walls in BROOK Interlocking were chiseled away to make the necessary clearance for the longer cars.