User:Kew Gardens 613/sandbox 2

User:Kew Gardens 613

Links Sandbox 1

Long Island Rail Road, Metro-North Railroad Long Island Rail Road Sandbox 3

New York City Bus New York City Bus

Subway Expansion Plans NYC Subway History Post-Unification

NYC Subway History Post-Unification NYC Subway History Post-Unification

Dual Contracts Dual Contracts

Templates

New Jersey Transit

Abandoned NYC Stations

Highways and Streets

User:Epicgenius/sandbox/Metropolitan Transportation Authority

User:Epicgenius/sandbox/article-draft1 — Manhattan Bridge subway closure

User:Kew Gardens 613/Subways70s80s

User:Kew Gardens 613/NYSTC Annual Reports

User:Tdorante10/sandbox3 – Includes draft bus articles

User:ItzWindowsME/sandbox – Q29 draft

Queens Bus Routes and lines – A list of bus article projects

User:Epicgenius/sandbox/1 – Interesting track map drafts

User:Epicgenius/sandbox/3 – Includes draft bus articles

User:Epicgenius/sandbox/5 – Includes a draft split of Technology of the New York City Subway that I have been wanting to work on

This sandbox is for LIRR-related things. The goal is to transfer this material to the mainspace. Other users should feel free to add information that is fit, improve, and add references to the work that is here.

Wading River Extension

When the construction of the Port Jefferson Branch was completed in 1868, it was thought that the line would not be extended further east as there were no important villages past Port Jefferson. Aside from a proposal to extend it to meet up with the Main Line in Riverhead, there were no serious proposals to extend the line further east. Surveyors defined a route from Port Jefferson to Riverhead in October 1883, but nothing resulted from it. In May 1892, surveyors made out a possible right-of-way.In order to fund the project, Austin Corbin proposed the consolidation of the new North Shore Branch with the old Smithtown & Port Jefferson Railroad. The merger would allow for the issuance of a $1,500,000 mortgage on the entire road, and it would therefore allow for the funding of both the extension and a portion of debt that remained from the old Smithtown & Port Jefferson Railroad. On September 23, 1892, the railroads were officially consolidated as the Long Island Railroad Company, North Shore Branch. Benjamin Norton became president of the new railroad and the route was officially adopted on May 20, 1893, running parallel to North Country Road. In the summer of 1893, New York State passed a law requiring all new railroads be double-tracked, but Corbin, using his political influence, was able to get a bill passed through the State Legislature that would exempt the Wading River Extension. Originally, construction was to be completed by June 1, 1894. There was speculation that Wading River would be a temporary terminal and that the road would be built through to Riverhead by the following year. The first rail was laid on July 24, 1894 and the last rail on March 6, 1895.

Construction of the right-of-way was completed in May 1895, and the first passenger train ran on June 22, with the first regularly scheduled passenger train running on June 27, 1895. The Wading River extension was a major accomplishment for the Long Island Rail Road, and the communities along the line thrived with summer business and railroad service increased both on and off season. In the second year of railroad operations, vacationers utilized the line to look at the beauty of the sea shore and the bold wooded bluffs along the line. During the first few days of July 1896, the heaviest travel days at the time, the rail business was booming. Due to an increase of traffic on the line, service was increased on the branch to two trains a day during the winter months in 1897. In February 1906, LIRR president Peters approved the construction of the extension of the North Shore Branch to Riverhead, with work first being scheduled to commence in the next few months. By August, the work was delayed to the following year. The extension never came to fruition.

In the middle of the 1910s, Monday through Saturday service was limited to two trains per day in both directions. Two of these trains contained parlor cars, which was a service premium on the road. Saturday service included an additional eastbound parlor car train. Sunday service was a total of three trains in both directions. However, in the summer of 1914, the company failed to profit in transient summer business, which represented a large part of its revenue.

With the growing popularity of automobiles in the 1920s, suburban residents chose to use their own personal vehicles instead of waiting for one of the few daily trains along the Wading River Branch. Slowly, the quality of service diminished and the New York State Public Service Commission authorized an investigation of the delays on the entire Wading River Branch. A public hearing was held on November 22, 1922, and further investigation

Although the LIRR blamed a recent railroad strike and coal strike, a public hearing was held on November 22, 1922. Further investigation throughout the decade led the commission to order the company to make certain changes and improvements in its service to Nassau and Suffolk. These related to regulations, practices, equipment, facilities, and service. In the wake of scrutiny and declining ridership, the LIRR was forced to abandon its experimental farm at Wading River. The project, undertaken in 1906, was opened by the company’s short-lived Agricultural Department to prove that land was capable of producing high-quality, valuable agricultural products. By 1930, both the Wading River and Medford locations were sold.

By the end of the 1920s, the loss of customers led to service changes on the Wading River Extension and resulted in multiple attempts to abandon the line. In October 1927, steam-hauled trains were replaced with a one-car combination engine and coach. This car was supposed to connect with regular steam service at Port Jefferson, and it operated one roundtrip daily. During the summer of 1928, service was two daily trains, eastbound and westbound, and three to four trains on Sundays. The first attempt to discontinue the extension was in 1932. Citing revenue loss, the LIRR posted signs at all stations suggesting that it intended to abandon the branch on June 1, 1933. Residents of the neighboring communities turned to the New York State Public Service Commission (PSC) in order to prevent the abandonment of the line, and the LIRR was forced to continue service when it failed to get the backing of the Public Service Commission.

In 1933, the LIRR tried to rid itself of the branch again, this time turning to the Interstate Commerce Commission. One examiner of the Interstate Commerce Commission (ICC) ruled in favor of abandonment. The commission, in a report published on February 9, 1934, cited an annual saving of $21,000 if service was discontinued, and it pointed out that the area that the line served was seasonal, with a population of 10,000 in the summer as opposed to 1,500 in the winter. As a result, in the winter of 1934, winter service was discontinued, meaning that service on the branch would only operate between May and October. Steam service replaced the combination engine and coach car in the summer of 1933, saving the LIRR $500 a year since the combination vehicle had problems. On April 25, 1934, the ICC denied the petition for abandonment because of the construction of an orphan asylum. The summer-only service would last six seasons, and by 1937, there were two eastbound trains daily and one westbound. On Sundays, there was one train in both directions. Another application was sent to the ICC in 1938, and it grant the LIRR permission to abandon the Wading River Extension on September 27, 1938. The last timetable to display revenue service was the timetable effective September 18, 1938. Revenue service on the branch ended on Sunday, October 8, 1938, and the branch was officially out of service March 29, 1939.

The Wading River terminal had a wye, located north of the tracks to turn engines around. It also had a wooden, two-stall engine house south of the tracks along with coaling and watering facilities.

The LIRR’s main track ended on the west side of Wading River-Manor Road, with the depot building on the north side of the tracks. However, a siding used to service a coal supplier branched south off the main and extended further east across Wading River-Manor Road a distance. So . . . . while the LIRR’s end-of-track was technically on the west side of Wading River-Manor Road, it really extended further, via the siding.

As business got really slow, the railroad stopped running actual trains out to Wading River, but ran a shuttle service between Port Jefferson and Wading River utilizing a self-propelled gas car, nicknamed a “doodlebug.” This car ran on gasoline and carried passengers as well as baggage and could operate with only a motorman and a conductor. Quite a bit of savings from a steam locomotive and tender using lots of coal and water had having a full crew of engineer, fireman, conductor, trainman and brakeman.

In January 1938, the end-of-track was cut back one mile west with a low-level platform constructed for use as the new station.

The right-of-way was acquired by Long Island Lighting Company to run their power lines. The right-of-way is now used by LIPA, the successor to LILCO. The stone overpass at Woodville Road in Shoreham is the last of the right-of-way structures that is still intact. The wooden trestle over the tracks at Miller’s Place was dismantled in 1939. The stone overpass at Rocky Point was demolished around the same time and the reddish-brown stones were shipped up the road and used as a retaining wall at Cedar Beach. The depot building at Rocky Point is still standing, having been moved slightly south of the original right-of-way and onto private property and has been incorporated into the structures on their grounds.

Flushing Railroad

The first non-LIRR line on Long Island was the Flushing Railroad, incorporated in 1852, which opened on June 26, 1854 from Long Island City to Flushing, before the LIRR opened its line to Long Island City.This line ran from Hunter's Point east to Haberman, and then it went north following what is close to what are now Maurice and Garfield Avenues, and then to Winfield and Flushing along the current Port Washington Branch ROW. The line was 7.47 miles long with a second track 0.4 miles long.

When the Flushing Railroad was being discussed in about 1850, a wave of enthusiasm spread through the North Shore villages from Flushing eastward to Huntington. The Long Island Rail Road was built through the center of the island, ignoring the old and populous villages on the north and south shore. When the Flushing Railroad project came up, these villages on the North Shore saw a chance for a railroad connection. Once the construction of the railroad became a certainty in 1852, villages to the east, particularly Huntington, showed strong interest in the project, holding rallies of townspeople and suggesting the idea in newspapers. The directors of the Flushing Railroad were willing to extend the line eastward past the Flushing terminal. On August 30, 1853, a corps of engineers and surveyors started a survey at Kissena Boulevard in Flushing and passing south of Alley Pond. At the end of the preliminary survey, twenty-two miles had been covered with three or four possible lines laid out. However, by the end of 1853, the Flushing Railroad did not have the means to extend farther east. A map from 1854 shows that the railroad has planned to go all the way to Huntington, going through Roslyn, Oyster Bay and Cold Spring, on the north shore of Long Island. Another attempt, this time in Manhasset, to extend the line eastward took place in 1856 yielding nothing. In 1859, wealthy estate owners in Bayside, Great Neck, and Manhasset began to discuss the feasibility of extending the line to Glen Cove.

In 1857, it fell into the hands of a receiver, and it was sold under foreclosure the following year. The company was reorganized on March 22, 1859 as the New York and Flushing Railroad when Oliver Charlick took over the railroad, which had fallen into a state of disrepair and whose quality of service had deteriorated. The railroad has observed the Sabbath and had no trains operating on Sunday, but this changed after the takeover by Charlick when service on Sunday was instituted on June 18, 1859, and the outrage of the local communities. The residents of Flushing convinced the LIRR to incorporate the Flushing and Woodside Railroad on February 24, 1864 to build a competing branch to Flushing – Bridge Street and to Whitestone. The line was intended to use the LIRR tracks from Hunter's Point to Woodside, where it would branch off and then run parallel to Jackson Avenue to Flushing, providing a more direct route th an the New York and Flushing Railroad's. Work on the project begun in 1864, however, not much progress was made over the next three years because of legal problems in securing the right-of-way. Despite service complaints, New York and Flushing established a subsidiary called the North Shore Railroad of Long Island in 1866 which extended the line from Flushing to Great Neck Unfortunately, when the line was about half completed, the NY&F realized that they could not survive the competition, and sold their line (and their lease on the North Shore Railroad of Long Island.) to the LIRR in the spring of 1867. The LIRR benefitted by preventing the South Side Railroad from using the New York and Flushing access to the LIRR's Long Island City terminal, and by keeping the North Side Railroad from extending east to Huntington in competition with the LIRR. The LIRR also stopped construction on the incomplete Flushing and Woodside as it felt that the Flushing and Woodside Railroad would end up being a direct competitor to the LIRR. Charlick's intention was to revitalize the NY&F and to run a profitable service to Flushing without any competition.The New York & Flushing Railroad was operated as a branch, from Hunter's Point to Flushing. 

Rather than just abandoning their road, however, in 1868, the directors and stockholders of the Flushing and Woodside Railroad elected a new president, Elizur B. Hinsdale, and, on April 3, 1868, reorganized the company as the Flushing and North Side Railroad.

The charter of the new railroad authorized the building of a line from Hunter's Point through Flushing and on to Roslyn, with a line branching off at Flushing to College Point and Whitestone.

Once Charlick and the LIRR saw that the Woodside and Flushing line's route was not dead after all, and that the cost of rehabilitating the New York and Flushing would be extremely expensive, he decided to sell the NY&F, including its subsidiary the North Shore RR extension to Great Neck, to the new Flushing & North Side Railroad.

The sale was completed on August 11, 1868. The Flushing and North Side immediately took over the operation of the NY&F; however it was their intent to dispose of the portion from Hunter's Point to Winfield via Maspeth and quickly build a new line from Winfield to Hunter's Point through Woodside to Winfield which would run parallel to, and immediately north of, the LIRR ROW. Construction of the Whitestone line was also given a high priority. However, the completion of the Woodside and Flushing's original ROW was temporarily put on the back-burner - in fact this line would not finally open for service until April 27, 1874!

In April 1869 Conrad Poppenheusen became president of the NS&F and, under his leadership, both the Hunter's Point to Winfield and the Whitestone lines opened by that November.

A group of wealthy College Point and Whitestone citizens, feeling they had been tricked by the LIRR, convinced wealthy residents of College Point and Whitestone, including Conrad Poppenhusen, bought out the stock of the old Flushing and Woodside Railroad and set out to complete the line. The construction of the line was done under the name of the Flushing and North Side Railroad, which was incorporated in 1868.

This company had the right to build a line from Long Island City to Flushing and beyond to Roslyn, with a branch from Flushing to Whitestone.

The group gained control of the unfinished Flushing and Woodside Railroad, and opened its line to Flushing, paralleling the LIRR from Long Island City to Woodside, in 1868 and to College Point and Whitestone on November 27, 1869. This new line attracted most of the traffic from the older New York and Flushing, and the LIRR wanted to get rid of its Flushing branch.

In 1869, the state legislature authorized the Flushing and North Side to buy the New York and Flushing east of the LIRR crossing at Winfield; connections were built by the Flushing and North Side at Woodside/Winfield and Flushing to connect its lines. The Haberman to Winfield portion of the New York and Flushing line was abandoned and a new right-of-way through Woodside was built. The New York and Flushing continued to own the line west of Winfield, and the Hunter's Point to Haberman portion soon became the South Side Railroad's access to Long Island City.

The Flushing and Woodside was merged into the Flushing and North Side in 1871, and its line was abandoned in favor of the ex-New York and Flushing line. The line was extended to Whitestone Landing in 1883 by the Whitestone and Westchester Railroad Company, having been consolidated with the Flushing, North Shore and Central Railroad in 1874, before it was built.

References

http://www.thethirdrail.net/0103/reif10.html

http://www.dunton.org/archive/LongIslandRailroad.htm

http://www.lirrhistory.com/F%26NSRR.html

http://arrts-arrchives.com/fnsrr.html

http://digitalarchives.queenslibrary.org/vital/access/services/Download/aql:336/SOURCE1?view=true

Bay Ridge Branch

Bay Ridge Branch
In Boro Park
Overview
Status	Active
Owner	Long Island Rail Road
Locale	Brooklyn, New York, USA
Termini	Bay Ridge 65th Street Yard Bushwick Junction
Stations	8
Service
Type	Switching and Terminal
System	Long Island Rail Road
Operator(s)	New York New Jersey Rail
History
Opened	1876
Technical
Number of tracks	1-2
Track gauge	4 ft 8+1⁄2 in (1,435 mm)

The Bay Ridge Branch is a rail line owned by the Long Island Rail Road (LIRR) and operated by the New York and Atlantic Railway in New York City. It is the longest freight-only line of the LIRR, connecting the Montauk Branch and CSX Transportation's Fremont Secondary (to the Hell Gate Bridge) at Glendale, Queens with the Upper New York Bay at Bay Ridge, Brooklyn.

Car float service provided by New York New Jersey Rail operates between Greenville Yard at Greenville, New Jersey and the 51st Street Yard at the Bay Ridge end of the line.

History

Triple track, sharing an open cut with BMT Sea Beach Line (left)

The Bay Ridge Branch viewed from the 62nd Street station.

The first part of the line was opened by the New York, Bay Ridge and Jamaica Railroad in 1876, from Bay Ridge to the crossing of the Brooklyn, Bath and Coney Island Railroad near New Utrecht. An extension from New Utrecht east and northeast to New Lots opened in 1877, and at the same time the New York and Manhattan Beach Railway opened the line from New Lots north to East New York. An extension north from East New York to Cooper Avenue (and then northwest to Greenpoint, later the Evergreen Branch) opened in 1878, and the Long Island City and Manhattan Beach Railroad (incorporated February 24, 1883, merged with the New York and Manhattan Beach and New York, Bay Ridge and Jamaica into the New York, Brooklyn and Manhattan Beach Railway August 27, 1885) built from Cooper Avenue north to the Montauk Branch at Glendale in 1883. Passenger service on the line ended in 1924. The entire line was electrified, starting on July 8, 1927, for New York, New Haven and Hartford Railroad freight trains coming off the New York Connecting Railroad (Hell Gate Bridge). Electric operation ended on December 31, 1968.

Stations

The following passenger stations once existed on the line:

Station	Date opened	Date closed	Notes
Bay Ridge	1893	May 14, 1924	Connection to 65th Street Yard
Third Avenue	June 2, 1883	May 14, 1924
Brooklyn, Bath and Coney Island Railroad Crossing	June 2, 1883	1894	Crossing with the Brooklyn, Bath and Coney Island Railroad
Parkville	June 2, 1883	1884	Connection to the Prospect Park and Coney Island Railroad
Manhattan Beach Junction	1884	1915	Former junction with the Manhattan Beach Branch
Kings County Central Junction	June 29, 1878	late 1878
Vanderveer Park	1878	May 14, 1924	Originally Flatlands
Kouwenhoven	July 18, 1877	May 14, 1924
Rugby	1888	May 14, 1924	Originally Ford's Corners
New Lots Road	July 18, 1877	1897
East New York	July 18, 1877	May 14, 1924	Junction with Atlantic Branch Originally Manhattan Crossing
Bushwick Avenue	July 18, 1877	1897	Originally Central Avenue
Cooper Avenue Junction	May 16, 1878	May 1882	Junction with Evergreen Branch
Cypress Avenue	1888	May 14, 1924	Originally Dummy Crossing, then Ridgewood
Myrtle Avenue	May 16, 1878	1924
Bushwick Junction	June 2, 1883	1894	Junction with Lower Montauk Branch Originally Fresh Pond Continues as New York Connecting Railroad

Proposals

Crossing Ralph Avenue

A proposed Cross-Harbor Rail Tunnel from New Jersey to Brooklyn would use the Bay Ridge Branch to reach the rest of Long Island, with the line upgraded to double-stack clearances.

Another proposal would have the New York City Subway use the tracks to link Brooklyn, Queens, and the Bronx via the Hell Gate Bridge. In 1996 the Regional Plan Association conducted a study to determine the feasibility of the rail link. Based on Paris's RER commuter rail system, the Triboro RX proposal would create a loop around the city. It was first proposed by the Regional Plan Association in 1996. The proposed line, discussion of which was revived in 2012, would connect to all non-shuttle subway services. Obstacles for the proposal include the proposed Cross-Harbor Rail Tunnel, the lack of electrification on the line, and the single-tracking in some parts of the line. Additionally, there is debate on where the line's northern terminus would be: some, including MoveNY plan it to end at Hunts Point, while others suggest it end at Yankee Stadium.

See also

• Manhattan Beach Branch
• Rail freight transportation in New York City and Long Island

External links

• A visual tour of the line
• Additional images and commentary
• History of the proposals for conversion to mass transit
• Study and proposal for integration within NYC subway system
• Proposal for cross harbor freight tunnel

East Yaphank station

East Yaphank
General information
Location	Park Street Yaphank, NY
Coordinates	40.825656°N 72.915841°W / 40.825656; -72.915841
Owned by	MTA
Line(s)	Greenport Branch
Platforms	1 side platform
Tracks	1
Construction
Accessible	Yes
Other information
Fare zone	12
Services
Preceding station   LIRR   Following station Template:LIRR stations toward Template:LIRR stations Template:LIRR lines Template:LIRR stations toward Template:LIRR stations Preceding station   LIRR   Following station

East Yaphank is a proposed station in the hamlet of East Yaphank, New York on the Main Line (Greenport Branch) of the Long Island Rail Road. The station would serve Brookhaven National Laboratory.

History

On January 10, 2017, Governor Andrew Cuomo, as part of his State of the State Address, announced a proposal to build a station at Brookhaven National Laboratory for $20 million. The station is intended to serve the community of East Yaphank and Brookhaven National Laboratory. This proposal is intended to create jobs and stimulate economic growth in Suffolk County. As part of the April 2018 revision to the Metropolitan Transportation Authority's 2015–2019 Capital Program, the proposed station was renamed East Yaphank to better describe the station's potential location.

Prior to the Governor's announcement, on July 21, 2016, elected officials from Brookhaven and the East End of Long Island had requested that the LIRR move the little-used stop at Yaphank to an industrial park near Brookhaven Technology Center and the William Floyd Parkway. In response, LIRR officials announced that the agency had been evaluating the potential relocation of the station as part of its Network Strategy Study.

External links

• Kew Gardens 613/sandbox – LIRR
• Kew Gardens 613/sandbox LIRR timetable

Category:Long Island Rail Road stations Category:Railway stations in Suffolk County, New York Category:Brookhaven, New York