Here's the List:


LIRR MP15ACs SIMULATOR - 9/03/2020
RMLI-The Postboy - FRANKFURT STATION - 7/2020
FA1- MU CONNECTIONS - 7/24/2019
MP15ac "P" UNITS - 12/07/2018
buckshot- little toot - lirr pr engines - 8/17/2018
lirr Brooklyn army terminal - 8/15/2018
BUSH TERMINAL - 8/14/2018

CSX SAFETY TRAIN - 7/30/2018

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


NY&QC  - New York and Queens County TRANSIT - STEINWAY LINES- 1/15/2018 
LIRR M-9 12/22/2017
RMLI - 9/11 Memorial Murals on LIRR CARS - 11/19/2017
HAROLD B. FULLERTON - 11/09/2017
LIRR Experimental FarmS - 11/02/2017
Westbury - Post Avenue Bridge replacement - 10/22/2017

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


LIRR  MP15ACs #150 at Oyster Bay yard

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

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

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


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

CORYS LIRR MP15ACs simulator on MOOG motion base

LIRR EMD MP15ACs simulator controls

LIRR MP15ACs simulator window view

Dave Morrison using the MP15ACs simulator


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



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

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

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

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

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

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

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

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

LIRR Alco FA2 cab interior Photo/Archive: OBRM


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


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

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

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




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

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

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

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

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

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



FA1- MU connections 1973

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

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

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

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

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

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


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

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


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

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

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


MTA NYC Transit, Staten Island Railway, and South Brooklyn Railway 
Schematic Track Diagrams  Author: Jeff Erlitz

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

MP15ac "P" UNITS

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


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Battery Car #2 New - Archive: Dave Keller

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



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

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

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

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Mineola - Sanborn Map 7/1917
Archive: Dave Keller

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

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

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

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

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

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

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

Robert Emery's Branch Notes: Storage battery cars operated 6/1913 to 5/1926

"...At Valley Stream, on the north side of the Montauk branch, on the New York Bay Extension (later known as the West Hempstead branch) a single track spur stub ended in a sheet metal building which had large garage-type doors on the east end and which closed across the track. There was a platform along the north side of the track inside the shed. The building held two (2) 4-wheel, storage battery cars. Car #s 2 and 4 were assigned to the NY Bay Extension. Car #s 1 and 3 were assigned to the Bushwick branch between Fresh Pond station and Bushwick station. Car #s 1 and 2 were combine cars while #s 3 and 4 were straight coach. They were equipped for multiple operation. They operated in multiples on two trips during commission hour, otherwise they ran as a single unit, while the other would be recharged during lay-over. They were known locally by the native residents as “the Dinky” and by railroaders as “the Moxie Wagons...”

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


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

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DE/DM signs panel - Upper left cab 

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Left cab overhead controls

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Left cab overhead recorder camera


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Center cab throttle stand


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Horn and speaker system controls
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HEP Mode- Car door override control
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DE/DM electrical cabinet
Rear-lights.jpg (44719 bytes) Exterior-lights.jpg (36848 bytes) Bypass-Panel.jpg (43235 bytes)
Center cab - Overhead Rear, Exterior lights, Bypass switches
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Right cab controls

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Data entry keypad

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Brake Controls

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Right cab overhead controls

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Headlight and Climate Controls
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Radio Panel


Fire control panel

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

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


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

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

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Amityville - Cross-Island Trolley Opening Day 8/25/1909
The building is known as the "Triangle Building" - located at Broadway and Park Avenue - looking south. 
Collection:  Robert Emery, SUNY Stony Brook
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Amityville colorized photo postcard view W 1910 
Huntington RR Trolley on Trestle
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Amityville Station - Huntington RR Trolley on Trestle 
view NW c.1910 Archive: Dave Keller
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Amityville Trolley Bridge View W close-up  1964 
Photo/Archive: Brad Phillips
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The Cross-Island Line - Huntington Railroad Cover
Author: Vincent F. Seyfried/
Archive: Dave Keller
Note: All maps are from the book.
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Huntington RR Route Maps - Halesite to Melville Maps
Archive: Dave Keller
HRR Map 3-Huntington-to-Farmingdale.jpg (183102 bytes) HRR Map 4-Amityville-Dock.jpg (222764 bytes)
Huntington RR Route Maps - Huntington to Farmingdale - Farmingdale to Amityville Maps Archive: Dave Keller
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Huntington Railroad - Newsday letter 2/28/2018 from Dave Morrison
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Huntington RR Route Maps - Halesite Shops-Farmingdale Station
Huntington/Amityville Stations Archive: Dave Keller


CSX Safety Train consist 1/28/2017
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CSX Safety Train classroom boxcar at Yaphank 5/22/2018 

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

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

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

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CSX Safety Train tank car in transit on Hell Gate approach 2018

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Town of Babylon Historic Marker Dedications 5/12/2018

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

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

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

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

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


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

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

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

V. Seyfried: Volume 3

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

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


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

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

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

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

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

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

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

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

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

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

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

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

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


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


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

Buckshot spotting info:

Rectangular Cab Side Windows
Spoke wheel drivers 1966 prior to naming, White Drivers - 1967
Leslie style horn on roof
Striped Boiler/Smoke Stack
Solid unit Pilot
Curved Tender Side


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

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

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Little Toot with Don Neiss  1968+ Archive: Dave Morrison

Little Toot spotting info:

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

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


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

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Here's Little Toot up close! 

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Eyewitness News Monday, March 19, 2018 (WABC)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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Harper’s Weekly January, 31 1885 Page 78

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

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

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Retired  LIRR cars en-route to the Suffolk County Fire Academy
Newsday 5/18/2018  Photo: James Carbone
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Yaphank - LIRR M3 retired cars for the Fire Academy Fire 4/18/2018 Photos: Dave Morrison
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Aurora Dater Stamper c. 1960LIRR-Dater-Stamper-2.jpg (82336 bytes)

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

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

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


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Aurora Dater Stamper - Photo: Brad Phillips

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

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

Aurora Dater Stamper front - Photo: Brad Phillips

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

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Aurora Dater Die Impressions - Archive: Brad Phillips

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

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Hills Centennial Dater front - Archive: Brad Phillips

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Hills Centennial Dater knob - Archive: Brad Phillips

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Hills Centennial Dater  - Archive: Brad Phillips

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Hills Centennial Dater Die Impressions 
Archive: Brad Phillips

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

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


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

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

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

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

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

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

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

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

Cosmo Dater Stamper c.1990 Archive: Kevin Fehn

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

Cosmo Dater Stamper Front c.1990 Archive: Kevin Fehn

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

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

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

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


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

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

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

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

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

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

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

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

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

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

Rapidprint Electric Stamper c.1995+

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

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

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

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

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

REMITTANCES: Remittance in cash was sent via express messenger. Years back it was most likely the Long Island Express Company. The cash would be placed in a heavy envelope, sealed, and large needle with heavy thread/twine shoved through the cash remittance to keep anyone along the way from sneaking one or two bills out of the batch without cutting the string, and sealing wax melted over the ends of the string and the envelope seal and embossed with the metal wax sealer of the specific station. This procedure was explained by George G. Ayling, Agent/operator at CI who, back in 1909, started his LIRR career as an express messenger at Brentwood.  Photos/Archive/Research: Dave Keller  

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

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


Corwin & Munsell Express   1858 - 1868
United States Express Co.    ?
Westcott’s Long Island Express   c. 1869 - 1882
Dodd’s Express     1882
Long Island Express Co., created by the LIRR, handled local baggage and express shipments.  882 - 1913
Adams Express Co., a nation-wide concern, took
over L. I. Express and allowed through-express service to the nation.   1913- July 1, 1918
American Railway Express Co. was created during
WWI by the United States Railroad Administration (USRA) 
which nationalized the express businesses of Adams Express Co, American Express Co.,
Southern Express Co. 
 and Wells, Fargo & Co. Express.  (Federal administration ended in 1920).    July 1, 1918-
American Railway Express Co. was transferred to the Railway Express Agency (REA) which was owned and operated by 86 American railroads.    March/1929   Research: Dave Keller


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

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

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

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

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

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

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

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

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



  NY&QC-map_c.1928_Flushing-Jamaica Line-after-reorganization_by-Bernie Linder_(S. Meyers-Keller).jpg (158298 bytes)
NY&QC map, by Bernie Linder, showing the Flushing-Jamaica and 
Woodside/Northern Blvd. lines with connection to the College Point Ferry 
c.1928 prior to the 1932 reorganization of the company. (S. Meyers-Dave Keller)

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

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

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

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


Archive: Frank Pfuhler


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

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

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

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

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MTA/LIRR  M9 #9001 10/2017


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

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

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

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

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


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

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

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

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

LIRR Experimental FarmS

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

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

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

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

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

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

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

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

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

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

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

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

Westbury - Post Avenue Bridge replacement

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

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

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

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

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

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

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

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

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

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 Above photos: October 21, 2017 Dave Morrison

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


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


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

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

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

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

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

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

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


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




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

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

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

Southampton College
Suffolk Downs
Union Course (racetrack)

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

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

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

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

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

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

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

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

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



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LIRR workers at HALL Tower, Jamaica 1913

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

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

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

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NEWSDAY - "Old Man Kelly" March 8, 1988

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"Old Man Kelly" March 10, 1988