History of the Long Island Rail Road

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The

railroad owned by the Metropolitan Transportation Authority in the U.S. state of New York. It is the oldest United States railroad still operating under its original name and charter.[1] It consolidated several other companies in the late 19th century. The Pennsylvania Railroad
owned the Long Island Rail Road for the majority of the 20th century and sold it to the State in 1966.

Gateway to Boston, 1832–1840s

The LIRR's history stretches back to the

Sag Harbor". It was also authorized to unite with the Brooklyn and Jamaica with the consent of that company.[7]

Since its plan was not to serve local traffic on Long Island, the LIRR chose not to serve existing communities along the shores of the island, but built straight down the middle of the island, which was largely uninhabited at the time and relatively free of

Middle Country Road.[9] The LIRR was organized on June 17, 1835, and Knowles Taylor was elected president.[10]

Schedule for the first day of revenue operation to Greenport, July 29, 1844
See also:
Main Line (LIRR) § History

After one or more trial runs in February 1836, the Brooklyn and Jamaica opened its full line, roughly along the present

Hicksville on March 1, 1837.[5]

Hicksville remained the terminal for the next four years due to the

Willow Tree
.

On May 16, 1836 supplement to the charter authorized a branch to

Deer Park in 1842, which was the stopping place for the shore villages of Huntington and Babylon, even though they were miles away.[5]

Later in 1842, the line reached

St. George's Manor. These were the most difficult sections to complete, but the Main Line was completed, and service began on July 27, 1844.[5] An opening excursion to Greenport was operated on July 27, 1844, making the trip in three and a half hours, and revenue service began over the full line on July 29.[4] Because the route bypassed the communities on the north and south shores, people from these areas had to drive six or more miles in a stagecoach to get to the line.[5]

The LIRR bought the

horse car transfer.[16]

The LIRR began operating the Worcester and New Haven steamboats in 1845, and established a second route to Boston via steamboat to

Boston and Worcester Railroad. But competition from the Hartford and New Haven Railroad (completed 1844) and steamboats from New York caused the LIRR to sell the Worcester and Cleopatra to the N&W in July 1846, and the early 1847 completion of the Fall River Line cut into profits enough that the New Haven was sold to Jacob Vanderbilt, ending Boston express service.[17]

Local focus, 1840s–1875

The final blow came in December 1848, when the

scrub oak and pine barrens.[23] An amendment to the LIRR's charter passed April 21, 1862 allowed it to build branches anywhere east of Jamaica.[24]
Several branches on the north and south shores were built under this clause.

Branches to the north and south shores

In 1851, under the General Railroad Act, the

Hicksville and Cold Spring Branch Railroad was organized to build a line running northeast from Hicksville to Cold Spring. Oliver Charlick was motivated to build the line because of his fear of competition. The railroad was chartered on November 7, 1853, and it was completed to Syosset by July 3, 1854, and the right-of-way to Cold Spring Harbor was graded to White Oak Tree. This line was leased by the LIRR and was successful, tapping the rich farmland of the central North Shore. Syosset got almost all of its ridership from the villages of Oyster Bay, Huntington and Northport.[5][25]

However, it was not yet complete. The line was intended to go to through White Oak Tree, present-day Laurel Hill before going to Cold Spring Harbor. There was not money for the project, and the LIRR got an extension from the Legislature in February 1858. Because of the Civil War the extension was impractical. The Hicksville and Cold Spring Branch Railroad had legislative approval to run as far as Cold Spring Harbor, but Charlick wanted an extension to Huntington. As a result, permission for the three miles of right-of-way had to be obtained. The iron to extend the railroad had been purchased in February 1866. The right-of-way began to be graded in May 1867. The right-of way and track that was once intended to terminate at Cold Spring Harbor was abandoned and a new right-of-way running east was built.[25]

The line was extended to Huntington on January 13, 1868 and to Northport on April 25, 1868.

Northport in 1868.[27] The Smithtown and Port Jefferson Railroad was organized on June 3, 1870 to build from Northport Junction, branching off of the Northport Branch, to Port Jefferson, opening on January 13, 1873. Northport then became the end of a mile and a half long branch.[2][28] Passenger service to Northport ended in 1899[29]

When the LIRR was charted in 1834, it was authorized to construct a branch line to Sag Harbor, and in 1854, a survey was made for a branch from Riverhead to the Hamptons and Sag Harbor. However, the line was not built.

Sag Harbor on May 9, 1870.[2][31][32]

The Glen Cove Branch Railroad was incorporated on December 3, 1858. The Locust Valley Branch, now the Oyster Bay Branch, opened from Mineola on the main line north to Glen Head on January 23, 1865,[33] and to Glen Cove in 1867,[34] before finally being extended to Locust Valley on April 19, 1869.[30][35]

However, the building of branches was retarded by the LIRR presidency of Oliver Charlick between 1863 and 1875. Charlick was known for only building branches where necessary to cut off plans by locals to build competing lines.[36]

Charlick also rebuilt the wharf at Greenport in 1870, and operated a new Boston route via

Boston, Hartford and Erie Railroad from September 1872 to 1875.[37][38]

Brooklyn

The city of Brooklyn banned the LIRR from using

Bedford and transfer there to "Jamaica Line" stages.[42] The city granted permission to use steam under certain speed and noise restrictions on October 9.[43]

Despite opposition from the

horse cars for freight and passengers to the city line or East New York, connecting with steam trains to and beyond Jamaica there. The adjacent property were assessed, and from the assessment the LIRR was given $125,000 as compensation. By the fall of 1861, both use of steam as propulsion and of the tunnel had ceased.[45]

The LIRR chartered the New York and Jamaica Railroad on September 3, 1859,

Fifth Avenue Line in August 1860.[48]

The new line to Hunters Point was officially opened on May 9, 1861, with regular service starting May 10. A ferry connection (

horse cars over the old line from South Ferry, connecting with LIRR trains at Jamaica.[53] The tunnel was closed off in December.[54]

Competition and consolidation on Long Island, 1854–1880

From the 1850s through the 1870s rail service expanded considerably throughout Long Island, with several competitors vying for market share and making small, if any, profits. In 1875–76 a wealthy

Whitestone, New York robber baron named Conrad Poppenhusen acquired all the railroads. Poppenhusen, and his later successor Austin Corbin
, were able to reorganize them under the umbrella of the LIRR thus forming the extensive network of lines that make up the railroad today.

George Bradford Brainerd (American, 1845–1887). Long Island Rail Road Station, Jamaica, ca. 1872–1887. Collodion silver glass wet plate negative. Brooklyn Museum
George Bradford Brainerd (American, 1845–1887). Railroad Station, Islip, Long Island, ca. 1872–1887. Collodion silver glass wet plate negative. Brooklyn Museum
Main article:
New York and Flushing Railroad

The first non-LIRR line on Long Island was the

Flushing, before the LIRR opened its line to Long Island City.[26] 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. In 1854, the railroad had ambitions to continue further east all the way out to Huntington, going through Roslyn, Oyster Bay and Cold Spring, on the north shore of Long Island.[55][56]

In 1857, it fell into the hands of a receiver, and it was sold under foreclosure the following year. The company was reorganized in 1859 as the New York and Flushing Railroad when Oliver Charlick took over the railroad,

Flushing and Woodside Railroad on February 24, 1864 to build a competing branch to Flushing – Bridge Street and to Whitestone.[57]

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 than 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.

Great Neck[58] 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.[58]) to the LIRR in the spring of 1867.[55]

The LIRR benefitted by preventing the

Huntington in competition with the LIRR.[34] 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.[59][55][60]
The New York & Flushing Railroad was operated as a branch, from Hunter's Point to Flushing.

An 1891 map of Winfield Junction
Main article: Flushing and North Side Railroad

A group of College Point and Whitestone citizens, feeling they had been tricked by the LIRR, convinced wealthy residents of

Whitestone in August 1869.[30]

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;[30] 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.[60][61] 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.[62]

Main article:
Newtown and Flushing Railroad

Soon after it sold the New York and Flushing to the Flushing and North Side, the LIRR decided to enter the Flushing business again, and chartered the Newtown and Flushing Railroad ("White Line") on March 8, 1871.[61] It opened on November 10, 1873, paralleling the Flushing and North Side to the south and beginning a rate war.[28]

Main article:
Southern Railroad of Long Island

The first major competitor to the LIRR, the

Seaside in 1872[38]
and to the Neptune House at Beach 116th Street in 1875.

In order to obtain a terminal along the East River, the SSRLI asked the LIRR if a track connection could be made in Jamaica so that the LIRR's line could be used to Hunters Point. However, the LIRR refused and it stopped attempts by the South Side to use the Brooklyn, Central and Jamaica Railroad and to purchase the New York and Flushing Railroad, which would have connected at Laurel Hill. Finally,

South Eighth Street in Williamsburg was decided to be the terminal. Service was extended westward to Bushwick on July 18, 1868, and the line was completed to the East River on November 4, 1868. West of Bushwick, the cars were pulled by horses because the city of Brooklyn did not allow steam trains.[64]

In 1872 the South Side opened a new alignment, the

Valley Stream on the South Side's main line northeast to Hempstead,[38] and was leased to the South Side in 1873.[65]

Main article: Cedarhurst Cut-off

Charlick decided to build his own line to

Far Rockaway.[38] The section of the line between Springfield Junction and Cedarhurst was abandoned a few years after the LIRR and the South Side merged in 1876, and from then on, the line through Valley Stream that belonged to the South Side was the only one used. In July 1876, the right-of-way for a connection between the Cedarhurst Cut-off and the South Side Railroad was obtained.[66][67]

In 1904 – 1905, the line was going to be connected to the Atlantic Division, and property was purchased for the connection in March 1905, and it was completed and electrified in 1908. Service was never started and the line was unused until 1918, when the tracks were removed for other uses because of World War I. The line was rebuilt once again and was electrified once there was a building boom in the area in 1934. However, because of the Great Depression, the line was not used and it was torn up before being sold in 1934.[68]

Main article: Central Railroad of Long Island

The Central Railroad of Long Island was incorporated in 1871 by

Central Railroad Extension to Babylon.[28] The Flushing and North Side Railroad, Central Railroad, and several smaller owned lines were merged on August 1, 1874 to form the Flushing, North Shore and Central Railroad, controlled by the Poppenhusens.[59][69]

The South Side entered

Southern Railroad of Long Island. The two Poppenhusen lines were connected at Babylon, and the Southern's branch to Hempstead was abandoned.[55][60][69]

In 1876, the original LIRR (red) was combined with the Southern (orange) and Flushing, North Shore and Central (purple and blue).

President

Creedmoor (forming the Flushing Branch and Creedmoor Branch), part of the New York and Rockaway (later rebuilt as the Cedarhurst Cut-off), and the LIRR's branch to Hempstead.[70]

Amidst complaints over the way the consolidation was handled,

New York, Woodhaven and Rockaway Railroad (opened in 1880, later the Rockaway Beach Branch).[72]

In late March 1877, Brooklyn finally authorized the LIRR to return to Atlantic Avenue with steam locomotives, and the LIRR leased the main line of the

Fort Hamilton.[78]
)

On August 7, 1876, the

Fulton Street Elevated
.

Austin Corbin years, 1880–1900

An 1882 map of the Long Island Rail Road

Hoping to build a line from Bay Ridge through East New York to Valley Stream, in 1870, the New York and Hempstead Railroad was incorporated. The line was leased by the South Side Railroad after two years of grading and excavating, but because of the financial panic of 1873 the project was drawn to a halt. This concept was resurrected when the New York, Bay Ridge and Jamaica Railroad was created in 1875, with its line following the current path of the Bay Ridge Branch freight branch of the LIRR. The line was finished up to

Brooklyn, Bath and Coney Island Railroad, the predecessor of the BMT West End line of the New York City Subway. In August 1876, the two railroads made a temporary agreement that allowed passenger trains to run from Bay Ridge to Coney Island.[82]

Having been sold to

Brooklyn and Rockaway Beach Railroad, which allowed Corbin to built the new line along the right-of-way of the other road. The new line was inaugurated on July 19, 1877, with 13 trains running from both Bay Ridge and East New York to Manhattan Beach.[82]

In order to continue the line into northern Brooklyn, the

Glendale and East River Railroad was acquired. This line ran east from the terminal at Greenpoint to where it crossed the SSRLI's Bushwick Branch at Varick Street, before running east to the Cemetery of the Evergreens, where it then turned south to hook up with the Bay Ridge line in East New York. For the summer season in 1878, the line was opened on May 15, 1878. The final line of the NY&MB, the Kings County Central Railroad, which was leased by the NY&MB opened for service on June 29, 1878. This line ran from the edge of Prospect Park at Flatbush Avenue and Malbone Street, before running east through Malbone to Clove Road, and then south on Clove to Clarkson prior to merging with the Manhattan Beach line. The line closed on September 30, 1878, when the summer season ended, after it had been sold to a group that desired to rebuild the line to standard gauge and compete with the NY&MB by building a new line to Manhattan Beach. Their plans were never realized, and the right-of-way had been totally stripped by July 1879.[82]

In 1878, Austin Corbin organized the

New Lots on the New York and Manhattan Beach to Babylon.[83]

Corbin was however able to acquire control of the LIRR in 1880,[2] and brought it out of bankruptcy, becoming its president in 1881. Once Corbin had control of the LIRR, it was decided to standard gauge the Manhattan Beach Line and connect it with both the LIRR's Atlantic Branch and Lower Montauk Branch. This was completed in 1883, and this meant that Greenpoint segment was no longer necessary, and the portion west of South Side Crossing to Greenpoint was abandoned and torn up around 1890. The LIRR leased the NY&MB in 1882, not merging it until 1925. Under Corbin's entire 16-year control, the LIRR continuously paid dividends to its stockholders.[84]

A number of new extensions and branches were built under his ownership.

Point Lookout in 1881 and was bought by the LIRR in 1886, only to be torn up in 1895.[85][86]

In June 1879, under a mortgage foreclosure, what was left of the South Side Railroad was sold, and it was conveyed to the newly organized

Brooklyn and Montauk Railroad, connecting it to the Sag Harbor Branch, opening on July 17, 1881.[74] This created a continuous rail line along the South Shore to Sag Harbor.[32] It was thought that the line connecting the Main Line to Sag Harbor via Eastport could be abandoned, but residents got the LIRR to use the line as a cutoff for trains between the Main Line and the Montauk Division, and as a way for passengers to travel between the North and South Forks. This service was termed as a "scoot". These trains ran from Greenport to Sag Harbor, and later to Montauk.[32] In October 1889, the Brooklyn and Montauk Railroad merged into the LIRR.[63]

The

Wading River in 1895.[2][90]

Corbin attempted to buy the

Wall Street in the Financial District) at a loss in June 1887.[93][94] The LIRR acquired the ferry company in March 1892 and began operating the boats itself.[95]

In 1890, the Main Line was double tracked to

Hicksville.[96]

The LIRR tried a Boston route again in 1891, this time from

Wilson Point, Norwalk, Connecticut on the Housatonic Railroad. Trains used the New York and New England Railroad to reach Boston; this combination was advertised as the Long Island and Eastern States Line. The service was a failure,[97] and it was abandoned in July 1892.[citation needed
]

But the most notable line built by Frank Sherman Benson was the Montauk Extension Railroad from Amagansett, NY east to Fort Pond Bay in Montauk. Austin Corbin purchased land in Montauk with a plan was to build a deep water port at Fort Pond Bay, where trans-Atlantic passengers could disembark and travel into New York at "a mile a minute" (100 km/h) and thus save a day in travel time. Arthur W. Benson, president of Brooklyn Gas and Light Company and founder of Bensonhurst, Brooklyn, had acquired 10,000 acres (40 km2) of land at auction by court order pursuant to an action in partition in 1879 for $151. In 1882 Benson purchased 1,100 acres of land at Napeague sold Corbin's real estate company right-of-way through Montauk to Fort Pond Bay. By 1895 Corbin had acquired a further 4,000 acres (16 km2) from the Estate of Arthur W. Benson. The plans for Montauk Extension Railroad from Amagansett to Fort Pond Bay were signed by Frank Sherman Benson and are on file at the County Center in Riverhead. It was incorporated May 25, 1893 and opened in 1895.[2][74][98]

In 1885, a connection was made between the

Jamaica, and the LIRR would dominate to the east.[103] Pursuant to this agreement, the BRT leased the PP&CI later that year, taking the LIRR out of the arrangements relating to the incline at 36th Street.[104]

An incline connecting the Brooklyn Elevated's

Fifth Avenue El, was opened in 1899, allowing LIRR "rapid transit" trains to run to the Brooklyn end of the Brooklyn Bridge.[107][108][109] The BERR soon began using this incline and LIRR trackage to Manhattan Beach and Rockaway Park,[110] but within a few months this service too was operated by the LIRR.[111] The Flatbush Avenue incline was last used (by the LIRR) in 1905, while the last BRT trains (then running from Lower Manhattan via the Williamsburg Bridge) used the Chestnut Street incline to Rockaway Park in 1917.[112]

With the death of Austin Corbin in June 1896 the LIRR was reorganized and the decline of the Manhattan Beach line started.

Fulton Street Elevated and the Brighton Line, which was long opposed by Corbin, and this led to a decline in revenue for the Manhattan Beach. The LIRR and BRT agreed to keep out of the other's business after an agreement was made on April 1, 1899. The BRT's acquisition of all of the Brooklyn Elevated railroads was no longer opposed by the LIRR, and a connection at Sheepshead Bay was built so that trains from the Brighton Line could go to the Manhattan Beach Hotel. Control of the Culver Line was given to the BRT soon afterwards.[82]

In 1898, an extension of the current

Port Washington was opened.[2][74] With the completion of the Port Washington Branch, the LIRR reached its peak route mileage, and nothing has been added since. (This will change once East Side Access opens.) There had been previous talk of an eastern extension of the North Shore Branch to Roslyn to meet up with the Oyster Bay Branch. This would have created a more direct route to Roslyn, Glen Cove, and Locust Valley. In 1882, the first move to extend the line was made, when the officials of the LIRR toured Roslyn, Cold Spring and Oyster Bay, for a possible extension of the North Shore Branch from Great Neck to Roslyn and then through East Norwich to Syosset. Surveyors marked a route from Great Neck through Manhasset and Barrow Beach to Roslyn, and one more from Locust Valley to Northport. Because of the high cost of $400,000, this project was doomed. In December 1885, the farmers along the line of the proposed extension to Roslyn, and from Oyster Bay to Huntington were donating the right-of-way. Ten years later, in 1895, Austin Corbin was convinced by the residents of Port Washington to extend the line, but to their village. On March 30, 1896, the LIRR began staking off the line of the proposed extension between Great Neck and Port Washington. In April 1896, the Great Neck and Port Washington Railroad was incorporated to build the extension. Surveys of the right-of-way were completed in May 1896. Once Corbin died, it was unsure whether the new President of the LIRR Baldwin would finish it, but because it was such a short extension he agreed to finish it. Work progressed through March and April 1898 after some delays in the winter of 1896–1897, and July 1 was set as the completion date. In order to cross over Manhasset Bay, a viaduct was built. To this date, it is the highest bridge on the railroad, being 679 feet long, and 81 feet above the average height of water. Due to favorable spring weather, the branch opened early on June 23, 1898.[113]

On May 13, 1899, the LIRR bought the

U.S. Navy Department prohibiting operation through Plum Gut (to Block Island) in 1917; the New London connection continued until 1927.[114][112]

Pennsylvania Railroad ownership, 1900–1949

Revenue passenger traffic, in millions of passenger-miles
Year Traffic
1925 1573
1929 1893
1933 1304
1944 2055
1960 1477
1970 1761
Source: ICC annual reports
Keystone herald adopted under PRR ownership

Corbin began planning for direct access to

William H. Baldwin, Jr. started negotiating in 1900 to enter the PRR terminal. That year the PRR paid $6 million for a controlling interest in the LIRR, and soon incorporated the companies to build the New York Tunnel Extension from New Jersey through Manhattan to Long Island City. Simultaneously, the new Sunnyside Yard at Long Island City was built to provide a place to turn New Jersey trains. The new Pennsylvania Station opened on September 8, 1910, serving only LIRR trains for over two months before the New Jersey side was completed.[115]

The James Slip and Annex ferries to Lower Manhattan were abandoned in 1907 and 1908, before the tunnel was completed, but the ferry to 34th Street continued to operate until 1925.[112]

The new station and tunnel network provided direct rail service from Long Island to Manhattan, resulting in vast increases in both total passengers and daily commuters. Total annual ridership increased from 34 million in 1911, the first full year that Penn Station was in operation, to a peak of 119 million in 1929. By then, 61.7% of LIRR passengers were daily commuters, up from over 30% in 1911. But the

automobiles, this lowered the annual ridership to 67.5 million.[116][98]
During this period, the LIRR gained control of most of the connecting and competing trolley lines on Long Island. Its first acquisitions were the Ocean Electric Railway and Huntington Railroad, both by 1899.[117] Several more lines were built in the early 1900s, and Long Island Consolidated Electrical Companies was incorporated in 1905 as a holding company for the LIRR's trolley properties.[118] It gained 50% ownership in the closely related New York and Long Island Traction Company and Long Island Electric Railway in 1905 and 1906 respectively, the other half going to the Interborough Rapid Transit Company.[119][120] Most of the lines had ceased operating by 1924, and the NY&LI and LIE were both sold at foreclosure in 1926. The final abandonment was the Ocean Electric on Rockaway Beach Boulevard in 1928.[112][121]

In 1905, the

Roslyn.[35]

Revenue freight traffic, in millions of net ton-miles
Year Traffic
1925 163
1933 97
1944 148
1960 77
1970 73
Source: ICC annual reports

When Belmont Park opened on May 4, 1905, about 19,000 passengers—nearly half of all attendees—took the railroad to the racetrack on opening day.[122][123] The first electric trains to Belmont Park ran on October 2, 1905, the opening day of the fall meet.[124] The original station was located south of Hempstead Turnpike; the present terminal north of Hempstead Turnpike was opened in 1957.[125][126]

The LIRR (seen here approaching Jamaica station) still had some PRR style positional signals on the main line in 2019

The LIRR also began

electrifying (with third rail direct current) and grade separating
its urban and suburban lines in the 1900s.

Because of increasing fatalities at the Atlantic Branch's 50 grade crossings, a law was passed from the City of Brooklyn and the City of New York to remove grade crossings in 1897. As part of the law, a tunnel would have been built to Lower Manhattan, but because of the large cost, it was removed in 1900. Work commenced in December 1901, after a new version of the law was passed on April 8, 1901 without any mention to the tunnel. The portion from Flatbush Avenue to Bedford Avenue the line was to be a tunnel, and the portion from Nostrand Avenue to Ralph Avenue was to be elevated. The next section, between Ralph Avenue and Howard Avenue was to be built as a tunnel, and the remaining portion to Atkins Avenue would have been an elevated structure. The first portion of the line to be opened was between Manhattan Crossing and Atkins Avenue. This portion opened on May 28, 1903, and the second part, the elevated from Nostrand Avenue to Ralph Avenue, opened on November 23. to Manhattan Crossing, The first tunnel segment, the one between Ralph Avenue and Howard Avenue, opened in 1904. Because of delays resulting in the construction of the new Flatbush Avenue terminal, service to the new underground Flatbush Avenue did not commence until November 5, 1905. Prior to the opening of the underground station, trains used a connection with the Brooklyn Rapid Transit's Fifth Avenue Elevated and temporary wooden platforms were built on the connection. The new terminal opened on April 1, 1907. The easternmost elevated section of the line was replaced by a tunnel around the year 1940.[127]

The first electrification was on the

Montauk Division as the only major holdout.[86]

Electric coaches of the LIRR, ca. 1911

A big grade-elimination project was started on the Bay Ridge Branch in 1906 and was completed by 1915.[82] Later electrification included the Montauk Division from Jamaica out to Babylon in 1925[128] and the Bay Ridge Branch (for New York, New Haven and Hartford Railroad freight off the 1916 Hell Gate Bridge) in 1927.[129] The PRR began directly operating the LIRR under lease on October 1, 1928.[130]

The railroad continued to actively promote Long Island as an attractive residential area. The railroad's Passenger Department, led by Hal B. Fullerton, issued numerous publications touting the virtues of life on Long Island as compared with city life. As explained by historian Charles Sachs, Fullerton spent thirty years in the Passenger Department "promoting and advertising events, activities, or plans that would bring public attention to the island's potential for sport, recreation, business, and residential development for both the middle classes and urban elite."[131]

The price of a monthly commute ticket was unchanged from 1918 to 1947: $10.56 Penn Station to Mineola, $13.81 to Babylon, $10.07 to stations from The Raunt to Rockaway Park. Monthlies to Brooklyn were $2.20 less.[citation needed]

At the end of 1925 the LIRR operated on 397 miles of road and 957 miles of track; mileages in 1970 were 326 and 738.[citation needed]

Palsgraf v. LIRR (1928) is a major case in American Tort law which established the legal standard of "proximate cause" based on foreseeability. The case involved a passenger (Palsgraf) who was injured on the platform as the result of a chain of events (another passenger dropping a package on the tracks which turned out to be fireworks that exploded and indirectly caused the injury to Mrs. Palsgraf) which the court deemed unforeseeable on the part of the LIRR. It is a milestone decision in American law.[citation needed]

On October 19, 1926, the portion of the line between Valley Stream and Franklin Avenue in Garden City was electrified and it was inaugurated with a special train.

grade crossing elimination improvements imposed upon the LIRR by the Interstate Commerce Commission, as well as the New York Public Service Commission. This meant that no more through service between Valley Stream and Mineola could operate.[133] It was anticipated that the Oyster Bay Branch would be electrified next, and in November 1928, railroad officials investigated the possibility. However, due to high costs, with the electrification of the branch necessitating grade-crossing elimination, the plan was shelved.[134]

In the 1930s, the use of the Manorville Branch for service between the forks declined, and limited service using the line continued into the World War II years, and in 1946 the line was removed from timetables, and it was no longer used after March 3, 1949. On November 25, 1949, the Interstate Commerce Commission approved the LIRR's request to abandon the line, and the tracks were removed in the winter of 1950.[32]

Lean years, 1949–1966

Rail service – and in particular passenger rail service – declined dramatically after World War II as it faced competition from the rise of the automobile and improved air travel. Passenger rail travel was very vulnerable because government regulations required certain levels of service even if unprofitable.

Greater New York, unlike most other cities, fared much better due to the fact that day-to-day life was built upon the commuter culture mentality. Both its subway and commuter rail systems continued to be heavily used despite years of neglect. As Long Island's population increased dramatically after World War II it became readily apparent that the public parkway and highway system would prove to be totally inadequate for the population. The LIRR was looked to as the solution to the problem, however, the railroad was in a sad state of neglect.[citation needed]

Herald adopted in 1950, after PRR operation ended.[135]

Despite a doubling of operating costs since 1917, the LIRR was not permitted to raise its fares.[136] It declared bankruptcy on March 2, 1949, after which the PRR stopped supporting its debts, transferring it to the subsidiary American Contract and Trust Company.[137] Direct PRR operations ended on May 1.[138] In the next year, the LIRR suffered three accidents (the Rockville Centre, Huntington and Kew Gardens train crashes), killing a total of 115 passengers. The Jamaica Bay trestle on the Rockaway Beach Branch caught fire in May 1950, and it was abandoned on October 3, 1955 south of Ozone Park.[139] It was then sold to New York City, which rebuilt it for the IND Rockaway Line subway extension.[140]

The LIRR rolling stock, most of which dated from the early 1900s, proved to be a major problem. Built at a time when the average person's height and weight was smaller, the seating arrangements in the cars proved to be completely inadequate for mid-century commuters, who were much bigger in stature. The antiquated stock was also noted for frequently breaking down. It was not uncommon in an average day for there to be nearly ten to fifteen cancelled trains. Noted New York writer

Long Island Expressway, however this idea was rejected by master highway builder Robert Moses.[141][142]

The LIRR also took other steps to improve its physical image and its operations. In the 1950s they started a new publicity campaign, adopting a new "Dashing Dan" and "Dashing Dottie" logo and painted its trains in a gray color scheme.

PRR G5 class locomotives survive today.[citation needed
]

In the summer of 1951, as a cost-cutting measure, all trains operating in and out of Penn Station using electric locomotives were changed to originate and terminate in Jamaica or Long Island City. As a result, there was no direct service to New York, and passengers were forced to switch to an electric train, and "the moniker "change at Jamaica" became the norm".[143]

In August 1954, the state of New York passed legislation that took the LIRR out of bankruptcy and designated it as a Railroad Redevelopment Corporation, and over twelve years, $60 million was provided to improve the LIRR. This improvement focused on the western electric territory. This was complemented by tax abatements for the LIRR and the PRR. It was then promised by the PRR that it would reinvest profits into the LIRR's improvement program. At this time, 220 new Pullman Standard coaches were ordered in order to replace older cars from before World War I, which were then scrapped. About 700 of the older cars were rebuilt with improved heating and ventilation, new floors, new seating, and new lighting. Many grade crossings were eliminated and heavily travelled lines were refurbished.[3]

In 1956, some freight trains were moved by the LIRR to overnight hours, allowing for better running times and cutting service times to Eastern Suffolk County.[143]

By 1963, the

Riverhead to Greenport was served by only one daily passenger train and a thrice-weekly freight train, though a bridge was proposed from Greenport to Rhode Island.[144] (Now (2018) there are four daily passenger trains east of Ronkonkoma to Greenport Terminal.[145]
)

Road n' Rail bus service

For some time, the LIRR had tried to attract customers on the

Montauk.[146] Passengers on short trips were expected to be attracted to the buses as they were cheaper than rail, and because they ran through a heavily populated area that had no rail stations.[147]

An additional reason was competition.

North Fork. Because of its popularity, another bus route was initiated on the South Shore from Amityville to Montauk after approval from the PSC on May 10, 1963. This route ran along Montauk Highway from Shirley to the Shinnecock Canal. Six round trips a day would supplement rail service, and four new air-conditioned buses were ordered. Bus service began on this route on June 8, 1963.[147]

The new plan replaced trains with six daily bus round trips between

Jericho Turnpike was Zone one. The second zone was Jericho Turnpike between Larkfield Road and Veteran's Memorial Highway. Middle County Road between Stony Brook Road and Evergreen Avenue was the third zone. The fourth zone was along Middle Country Road between Evergreen Drive and New York State Route 112. The fifth zone was from Riverhead to Greenport.[147]

The original Road n' Rail buses were operated under contract with the LIRR, by

Metropolitan Suburban Bus Authority (MSBA) became the owner of LIRR Road n' Rail, and the "Town of Huntington" took over Huntington Coach routes as Huntington Area Rapid Transit (HART).The bus route primarily traveled along New York State Route 25 Jericho Turnpike. There were six bus trips each way weekdays, and four on the weekends.[147]

In the beginning of Summer 1973, the LIRR discontinued direct Huntington to Riverhead bus service, relying on a faster route.

Montauk segment was rebuilt in the late 1970s, and the project was completed in time for the summer timetable of 1980. All remaining Montauk Branch Road-n-Rail service ended with this timetable. With the elimination of Road n' Rail, train service returned to its previous level.[147][148][149]

1963: the Better Rail Service for Nassau County Plan

Long Island Rail Road trains at the World's Fair in September 1964

In June 1963, the Nassau County Planning Commission issued a report and the Nassau County Department of Transportation and Franchises issued a report called "Better Rail Service for Nassau County". Many projects were proposed in the report. As part of the project, the

New Hyde Park and Mineola stations would have been rebuilt, and using air rights, they would have been combined with new offices or other commercial structures. The Grumman station, in order to better serve employees of the aircraft plant, would have been relocated and improved. The Bethpage station was to be renamed Bethpage – Plainview, and it was slated to become a major bus-rail and park-and-ride interchange. The station would have been moved east 500 yards to go alongside the Oyster Bay Expressway with parking facilities provided on the south side of the tracks. The station would have become the terminal of the electrified Main Line, and would have become a transfer point with diesel trains running farther east on the Montauk and Ronkonkoma Branches. The Main Line would have been expanded to three or four tracks to allow for a branch running to Roosevelt Field, where a major transportation center including bus, rail, and helicopter services would be provided. The two-track branch would have come off of the mainline at Glen Cove Road in Carle Place before running in a new right-of-way to the proposed Roosevelt Field Transportation Center near the Meadowbrook Parkway. 28 minute express service between Roosevelt Field and Midtown Manhattan would have been available. Eight trains per hour in the peak, and four per hour in the off peak would have been in place. Possible long-distance trains through Penn Station to Washington D.C. or Florida was also considered. Most trains to the new line would have terminated at Roosevelt Field, but with a new connection built to the Garden City–Mitchel Field Secondary some trains could run further east. The secondary would have been rebuilt and would have had stations built at East Meadow and Levittown. This would have been part of the Nassau Loop. Trains once leaving Levittown would loop to turn onto the Main Line stopping at Bethpage–Plainview before heading toward Manhattan.[150]

Jamaica station would have been reconstructed, with direct access to the New York City Subway and a provision for express bus service to JFK Airport. Woodside would have been rehabilitated with provisions for the proposed Queens Bypass subway line that would have run alongside the Main Line before either using the abandoned Rockaway Beach Branch or merging with the IND Queens Boulevard Line at Forest Hills. A provision for express bus service running to LaGuardia Airport via the Brooklyn Queens Expressway would have been made. Service to Grand Central would have been provided with a one track loop, branching off in Sunnyside with a tunnel to 50th Street and Park Avenue. Three stations would have been built; one at 52nd Street between Lexington Avenue and Third Avenue, one under Grand Central Terminal between 45th Street and 47th Street, and a station on Madison Avenue between 35th Street and 37th Street. The line would connect with East River Tunnels at 33rd and 32nd Streets so that trains could continue to Long Island. A provision would have been built for a possible future extension down Madison Avenue. Also, as part of the plan, the Atlantic Branch would have been turned over to the New York City Subway to allow for a lower fare for people commuting to Lower Manhattan, and it would have provided a high speed subway service. This subway service, under the plan, would have ultimately been extended to Belmont Park eliminating the need for LIRR trains to serve local stations between Jamaica and Belmont Park. The whole project would have cost $103 million, taking six years to complete.[150]

State ownership, 1966–present

1960s–1980s: M1s, push-pulls, and electrification extensions

A LIRR ALCO Century 420 in 1967.
Long Island Rail Road trains at Jamaica Station on November 9, 1969

The PRR was looking to rid itself of the money-losing LIRR, its most costly subsidiary,

Penn Central Transportation it was bankrupt in 1970.[153]
The MCTA set out to improve the LIRR by instituting massive capital improvements in the form of a strengthened electric traction substation system, accelerated track improvements, and new rolling stock.

Once under State ownership, the Dashing Dan logo was dropped and a new paint scheme was created for locomotives and coaches. The new electric coaches, the M1 cars, replaced the aging Multiple Unit fleet. The cars were put into service between 1968 and 1972.[3] The cars were called "Metropolitans", and they were clad in stainless steel, with air-conditioning and lighting, as well as semi-bucket seating. Quarter point doors were installed in order to speed loading and unloading from high-level platforms. High-level platforms were required by the design of the M1 and LIRR carpenters engaged in a speeded up program to build temporary high-level platforms at all stations within electrified territory. All electrified branches became completely equipped with high-level platforms when the final branch, the West Hempstead Branch, was completed in 1973. A total of 53 new high-level platforms were constructed at 38 stations in electric territory that originally had low platforms.[3] Ultimately, they were replaced by permanent concrete platforms at a slower pace.[152]

By the mid-1970s the M1s comprised the entire electric fleet, supplemented by 174 new M3 cars between 1985 and 1986. The newer, postwar single-level electric MU cars were converted to operate behind diesels, joining the postwar diesel-hauled coaches already in that service whose HVAC systems were converted from

push-pull operation was introduced to the diesel trains, using retired first-generation freight diesels from other railroads (mostly ALCO FAs) converted into control units capable only of HEP generation and controlling the locomotive at the other end of the train. The first 16 control cabs were created by GE using the last 16 Alco-GE FA-1 and FA-2 units in existence, all of which had been traded in to GE by the last four railroads to operate them: the Penn Central, Louisville & Nashville, Spokane, Portland and Seattle, and Western Maryland. Many of these units survive today in rail museums. New diesels for general use were purchased to replace the LIRR's ALCO Century 420s and other diesels, in the form of GP38-2s and MP15ACs. The latter switchers were innovatively used as "pull-pull" pairs on each end of short off-peak trains on the Oyster Bay Branch and the Greenport shuttle, whereby the leading unit would provide the motive power, and the trailing unit would supply the train with HEP, the process being reversed at the terminal.[154] By 1973, the LIRR had a completely air-conditioned fleet.[3]

Two more

Speonk) have been seriously considered from time to time, but no such short-term capital budget actions are currently contemplated.[citation needed
]

In 1980, a monthly to Huntington from Penn cost $80, but by 1981, it had risen to $102.75 (equivalent to $344 in 2023).[158] The Long Island Rail Road celebrated its 150th anniversary in 1984.[159]

In June 1987, a new storage yard, the

New York State Senator from East Williston who helped obtain $195.7 million for its construction.[161] A state-of-the-art repair facility at Hillside was opened in 1989, exactly 100 years after the Morris Park shops opened,[152] at a cost of $380 million.[165]

In February 1988, the LIRR forbade smoking on its trains, as well as in all enclosed station areas.[3] During this time frame, wooden track ties on the Main Line, as well as other major lines, were replaced with new concrete ties. Major upgrades to signals and interlockings were done as part of bigger projects that provided electrification extensions or new main line tracks.[3]

Major grade crossing elimination carried on through the 1970s, until the goal of a crossing-free Babylon Branch was finally achieved at

was struck at this grade crossing, when the car did not stop at the crossing and nine of them were killed. On April 28, 1998, a railroad bridge over Herricks Road opened. The grade crossing was labeled as the most hazardous in the United States by the National Transportation Safety Board, and 20,000 cars every day crossed the tracks where 200 trains passed. The project took five years to build and it cost $85 million. The work was fully completed a year later when the rail overpass was widened to accommodate a third track.[166]

A former logo used by the MTA

1990s–2000s: Penn Station, bilevels and dual-modes, and M7s

Under Governor

Penn Station between 1990 and 1994, increasing the ceiling height and making it less dreary, as well as opening two new entrance/exit corridors spanning various tracks and lengthening some platforms. The LIRR also added air conditioning, which was not in the original Penn Station.[152]

On December 7, 1993, six people were killed and 19 others injured in a mass shooting on a train near Merillon Avenue station.[167]

A 25-year decline in freight on Long Island led to the MTA franchising the LIRR's

Anacostia & Pacific, on May 11, 1997.[169] The MTA had decided that having an outside company might help bring back freight traffic, and it decided that the transfer would allow the LIRR to focus more on its passenger service.[170][171]

More capital improvement projects took place during the late 1990s. In 1998, the railroad began to replace its aging diesel and parlor car fleet, which dated from the 1940s and 1950s, by purchasing new bi-level coaches. In doing so the railroad also began to install completely

Southampton Campus). The stations in Nassau and Suffolk had between 12 and 20 passengers per day, while the stations on the Lower Montauk had daily ridership between 1 and 5 passengers.[173] Trains to Long Island City continued to operate via the Lower Montauk, but instead bypassed the stations. The trains to Long Island City ran via the Lower Montauk until November 12, 2012, when control of the Lower Montauk was fully passed to the New York and Atlantic, which has subsequently used the line exclusively for freight operation. In order to keep the Lower Montauk in service, the LIRR would have had to install the expensive Positive Train Control systems along the entire length of the Lower Montauk for just one train a day. As a result, the LIRR decided that it was not worth the expense and just shifted the one passenger and couple deadhead trains to the Mainline instead. The NY&A downgraded the branch to a secondary track.[174]

The railroad also purchased new DE (Diesel Electric) 30 and DE-DM (Diesel Electric and Dual Mode) 30 diesel engines capable of providing push-pull service with the bilevels. In October 2002, a total of 836 Bombardier-built M7 cars began to replace the entire M1 fleet. By the end of 2006, the M7s completely replaced the aging M1 fleet. The M7s were able to deal better with snowstorms than their predecessors.[3]

The MTA had announced in October 2002 that it had planned to merge the LIRR and the

New York Legislature. It was announced in 2007, however, that the planned merger was rejected and will not be further pursued.[citation needed
]

In 2006, an 18-year-old woman died at the Woodside station after falling into the gap between the platform and train, and subsequently getting hit by an oncoming passenger train.[176][177] The death resulted in the LIRR and Metro-North Railroad implementing an aggressive platform gap mitigation[176]: 7  platform conductor personnel, and "Watch the gap" programs.[178][179][176]: 6 

On June 4, 2007, MTA announced the appointment of Helena Williams to the position of President of the LIRR. Williams succeeded Raymond P. Kenny, the interim President who had held the office since James J. Dermody stepped down in September 2006.[180] Williams's promotion marks the first time this position has been held by a woman.[181]

The Long Island Rail Road celebrated its 175th anniversary on April 22, 2009 with a trip on the TC82 inspection car from Brooklyn to Greenport, the original LIRR main line. The train stopped along the way to pick up proclamations from county executives in Nassau and Suffolk counties.[182]

2010s: Expansions and Hurricane Sandy

Island Park station
.

In 2007, the LIRR began work on

new station under Grand Central Terminal.[183] At the time, Penn Station was operating at capacity due to a complex track interlocking and limited capacity in the East River Tunnels.[184] The project has been delayed repeatedly, and is among the most expensive projects of its type in the world. As of April 2018, the project was expected to cost $11.1 billion.[185][186] As of December 2022, East Side Access was expected to open for limited service that month, with full service beginning in early 2023.[187][188]

As part of East Side Access, five "readiness projects" are also under construction to increase peak-hour capacity across the LIRR system in preparation for expanded peak-hour service after the completion of East Side Access. Together, they are expected to cost $495 million.[189][190] The projects include adding a new platform at Jamaica station for trains to and from Atlantic Terminal;[191] adding storage tracks near Massapequa station[190] and Great Neck station;[192] and expanding the Port Washington Yard near Port Washington station[190] and the Ronkonkoma Yard adjacent to Ronkonkoma station.[193][190]

In 2012, the LIRR started work on constructing a second track along the Ronkonkoma Branch between Farmingdale and Ronkonkoma stations. Before the start of the project, the largely single-track Ronkonkoma Branch limited train capacity to one train per hour in each direction.[194] The entire project cost $387.2 million and was completed in September 2018.[195][196]

The LIRR was severely affected by Hurricane Sandy in 2012. In anticipation of the storm, the LIRR was shut down on October 29, 2012, and the railroad moved trains out of low-lying areas such as the West Side Yard. As a result of the storm's record breaking storm surge, many parts of the system were inundated with water, including the East River Tunnels, the West Side Yard, and the Long Beach Branch.[197] It took the railroad seven weeks to restore full rush hour service.[198] In the late 2010s, the LIRR began work on projects to replace components on the Long Beach Branch and West Side Yard that had been damaged during Hurricane Sandy. However, as of October 2018, the Long Beach Branch and West Side Yard projects had not been completed, and the replacement of the East River Tunnels has not started.[199]

On January 4, 2017, a train derailed at Atlantic Terminal, injuring 103 passengers.[200][201] On March 23, 2018, a Ronkonkoma Branch train heading towards Penn Station struck a car that drove the tracks from a GPS at Mineola station, no injuries are reported.[202] On February 26, 2019, a Ronkonkoma Branch train headed for Penn Station struck a truck and derailed, damaging the platform at the Westbury station and killing all three occupants of the truck.[203]

To accommodate an expected increase in Long Island Rail Road ridership once the East Side Access is completed, the LIRR planned to build a third Main Line track from

Hicksville.[204][205] This would include purchasing properties in the track's right of way, eliminating grade crossings (in conjunction with New York State Department of Transportation), relocating existing stations, and reconfiguring Mineola station. The project was delayed several times, but in January 2016, Governor Andrew Cuomo announced a transportation improvement plan which included several million dollars in funding to restart third track development.[206] A groundbreaking ceremony for the third track project was held on September 5, 2018.[207][208] The project cost $1.8 billion.[209] The third track opened in several phases[210] and was completed by October 2022.[211][212]

In July 2019, plans to open a

new station on the Main Line at Elmont were announced. The station is the first entirely new LIRR station built in over 40 years and is intended to primarily service the recently opened UBS Arena
and the Elmont neighborhood. The station was opened in three phases. The eastbound platform opened for event days only on November 20, 2021, the westbound platform opened on October 6, 2022, also for event days only, and then finally full service was initiated on February 27, 2023.

On January 23, 2023, Grand Central Madison was officially opened as work on East Side Access concluded after 15 years. Limited shuttle service to Jamaica began on January 25, 2023, with full through service east of Jamaica starting in late February of that same year.

See also

Notes

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  2. ^ a b c d e f g h "LIRR Early History". lirrhistory.com. Archived from the original on March 4, 2000. Retrieved May 1, 2016.{{cite web}}: CS1 maint: unfit URL (link)
  3. ^ a b c d e f g h i j k l Fischler (2007).
  4. ^ a b c "BROOKLYN & JAMAICA RAIL ROAD, ATLANTIC AVENUE". www.arrts-arrchives.com. Retrieved May 1, 2016.
  5. ^ a b c d e f g h i j k l m n o Smith (1958).
  6. ^ Ziel & Foster (1987), p. 8.
  7. ^ An Act to Incorporate the Long-Island Rail-Road Company, Passed April 24, 1834, reproduced at Early History of the LIRR[usurped]
  8. ^ Ziel & Foster (1987).
  9. ^ Smith (1958), p. 8.
  10. ^ PRR Chronology, 1835 (2015).
  11. ^ a b c "PRR Chronology, 1836" (PDF)., June 2004 Edition
  12. ^ Ziel & Foster (1987), pp. 8 and 9.
  13. ^ PRR Chronology, 1837 (2015).
  14. ^ "UNION COURSE RACE TRACK". www.arrts-arrchives.com. Retrieved May 1, 2016.
  15. ^ "PRR Chronology, 1839" (PDF)., June 2004 Edition
  16. ^ "PRR Chronology, 1844" (PDF)., May 2004 Edition
  17. ^ Ziel & Foster (1987), pp. 10, 80.
  18. ^ "PRR Chronology, 1848" (PDF)., April 2005 Edition
  19. ^ "PRR Chronology, 1850" (PDF)., March 2005 Edition
  20. ^ Ziel & Foster (1987), p. 11.
  21. ^ "PRR Chronology, 1851" (PDF)., March 2005 Edition
  22. ^ "PRR Chronology, 1842" (PDF)., May 2004 Edition
  23. ^ Ziel & Foster (1987), p. 12.
  24. ^ PRR Chronology, 1862 (2015).
  25. ^ a b "H&CSBrRR". arrts-arrchives.com. Retrieved May 26, 2016.
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  27. ^ a b "PRR Chronology, 1868" (PDF)., June 2004 Edition
  28. ^ a b c d "PRR Chronology, 1873" (PDF)., February 2005 Edition
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  46. ^ a b "PRR Chronology, 1859" (PDF)., March 2005 Edition
  47. ^ a b "PRR Chronology, 1860" (PDF)., May 2004 Edition
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  53. ^ "Travel". Brooklyn Daily Eagle. Brooklyn, NY. June 8, 1861. p. 3.
  54. New York Times, South Ferry Atlantic-Street Railroad
    , December 23, 1861, page 8
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  57. ^ PRR Chronology, 1864 (2015).
  58. ^ a b PRR Chronology, 1866 (2015).
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References

Pennsylvania Railroad Technical & Historical Society

  • PRR Chronology, 1835 (June 2015). Baer, Christopher T. (ed.). "PRR Chronology, 1835" (PDF). Retrieved December 4, 2017.{{cite web}}: CS1 maint: numeric names: authors list (link)
  • PRR Chronology, 1837 (June 2015). Baer, Christopher T. (ed.). "PRR Chronology, 1837" (PDF). Retrieved December 4, 2017.{{cite web}}: CS1 maint: numeric names: authors list (link)
  • PRR Chronology, 1862 (May 2015). Baer, Christopher T. (ed.). "PRR Chronology, 1862" (PDF). Retrieved December 4, 2017.{{cite web}}: CS1 maint: numeric names: authors list (link)
  • PRR Chronology, 1864 (May 2015). Baer, Christopher T. (ed.). "PRR Chronology, 1864" (PDF). Retrieved December 4, 2017.{{cite web}}: CS1 maint: numeric names: authors list (link)
  • PRR Chronology, 1865 (May 2015). Baer, Christopher T. (ed.). "PRR Chronology, 1865" (PDF). Retrieved December 4, 2017.{{cite web}}: CS1 maint: numeric names: authors list (link)
  • PRR Chronology, 1866 (June 2015). Baer, Christopher T. (ed.). "PRR Chronology, 1866" (PDF). Retrieved December 4, 2017.{{cite web}}: CS1 maint: numeric names: authors list (link)
  • PRR Chronology, 1867 (June 2015). Baer, Christopher T. (ed.). "PRR Chronology, 1867" (PDF). Retrieved December 4, 2017.{{cite web}}: CS1 maint: numeric names: authors list (link)
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  • PRR Chronology, 1869 (June 2015). Baer, Christopher T. (ed.). "PRR Chronology, 1869" (PDF). Retrieved December 4, 2017.{{cite web}}: CS1 maint: numeric names: authors list (link)
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  • PRR Chronology, 1926 (June 2004). Baer, Christopher T. (ed.). "PRR Chronology, 1926" (PDF). Retrieved December 4, 2017.{{cite web}}: CS1 maint: numeric names: authors list (link)

Other sources

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