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April 2013 ERA Bulletin.Pub The ERA BULLETIN - APRIL, 2013 Bulletin Electric Railroaders’ Association, Incorporated Vol. 56, No. 4 April, 2013 The Bulletin DUAL SYSTEM CONTRACTS Published by the Electric SIGNED 100 YEARS AGO Railroaders’ Association, Incorporated, PO Box The dual contracts, which were signed on York Municipal Railway, a BRT subsidiary, 3323, New York, New March 19, 1913, more than doubled the size about $14 mllion toward the cost of construc- York 10163-3323. of the transit system from 296 to 619 miles. tion. Each company was given a 49-year After construction was completed, Manhattan lease of the lines in its system with an ar- For general inquiries, residents, who lived in one of the most con- rangement providing for the payment of inter- contact us at bulletin@ gested cities in the world, were able to move est and sinking fund on all money invested erausa.org or by phone to the other, less congested boroughs. The by the City and the companies for construc- at (212) 986-4482 (voice mail available). ERA’s additional train service was able to relieve tion. IRT and NYM were to continue receiving website is the overcrowding. the same profits from their lines that were in www.erausa.org. The Public Service Commission, which re- service in 1913, and to pay the City one-half placed the Board of Rapid Transit Railroad of the surplus profits coming from the opera- Editorial Staff: Editor-in-Chief: Commissioners on July 1, 1907, started plan- tion of the whole system. The total cost of Bernard Linder ning new rapid transit lines. The July, 1914 construction and equipment for the entire News Editor: issue of the Public Service Record, a Public system was estimated at $330 million, of Randy Glucksman Service Commission publication, informs us which the City of New York contributed about Contributing Editor: that in 1907 the City had hardly any money to $164 million. Jeffrey Erlitz build rapid transit lines and existing compa- Passenger traffic on the original IRT sub- Production Manager: nies were unwilling to use their own capital to way increased from 897,100 on an average David Ross finance extensions of their lines. The Com- weekday in 1913 to 1 million (average) in mission was able to encourage new con- 1916, and reached a maximum of 1,541,000 struction by recommending new laws offering on a busy day in 1916. the companies sufficient inducement to make When construction was completed, IRT an investment of capital. A constitutional service was increased, as shown in the fol- ©2013 Electric amendment, which was adopted, removed lowing table: Railroaders’ from the debt limit bonds already issued for Association, NUMBER OF NUMBER OF the construction of the City’s docks and the TRAINS SEATS existing subway. The Commission spent two years negotiating with the Interborough Rap- Existing subway 102 44,000 In This Issue: (March 19, 1913) Early id Transit Company and the Brooklyn Rapid Transit Company. The companies accepted Existing and new 520 274,000 Electrification the Dual System contracts, which were subway and the Long signed on March 19, 1913. Existing subway 350 125,000 Island Rail The City agreed to build a new subway and and elevated to make extensive additions to the existing Road in the Existing and new 850 425,000 Rockaways subway. The two companies expected to add subway and to and extend their elevated lines, and to elevated (Continued) bear the cost of providing equipment. IRT ...Page 2 agreed to contribute $58 million and the New (Continued on page 5) 1 NEW YORKERA DIVISION BULLETIN BULLETIN - APRIL, OCTOBER, 2013 2000 THE GENESIS OF “DASHING DAN” Part One—Rapid Transit and Early Electrification on the Long Island Rail Road by George Chiasson (Continued from March, 2013 issue) STEP SIX— “AROUND THE HORN” TO LIRR Rockaway Branch still existed and turned off to VALLEY STREAM the north from the station at Ocean Point (now Ce- 1½ weeks later, on Monday, December 11, 1905, darhurst) Avenue. It then continued across an almost LIRR extended electrified train operations from Far completely vacant landscape back to Springfield Junc- Rockaway to Valley Stream (including both the existing tion in southeastern Queens, and had survived as such shuttles and through service out of Flatbush Avenue by almost since the 1876 route consolidation, bearing a way of Woodhaven Junction and Hammels), immediate- semi-mysterious identity as the “Cedarhurst cut-off.” ly replacing all but the remaining steam-powered trains Initially the New York & Rockaway alignment south of that plied the Far Rockaway Branch from Long Island Springfield Junction was used as a shortcut to Far City via Glendale and Woodhaven Junctions. Additional Rockaway by summer beach trains between 1876 and locomotive-hauled trains were also maintained from 1880, with some service provided to the Lockwood’s Long Island City to Far Rockaway by way of Valley Grove picnic grounds through the 1877 season. Closure Stream, while others were cut short at the latter point, of the line had been personally ordered by LIRR Presi- usually laying over between trips on the west leg of dent Austin Corbin in 1881, but there were several sub- what was then a full wye. These in turn connected with sequent proposals to revive it over the years. In 1904-5 still-developing electric suburban trains, which may it was actually electrified and prepared for service as an have terminated at a temporary platform on the easterly added extension of the Atlantic Division (thus to directly leg. Service through the Valley Stream station was also link Far Rockaway with Springfield Junction), but a ongoing from Long Island City to Babylon, Patchogue, management change at the top of the railroad scotched and East End points via the former South Side Railroad this concept. The facilities were then stripped away (itself using the Montauk Division to reach Jamaica) starting in 1906 after some work train movements, and along with that of the Lynbrook-Long Beach and Valley removed by 1918 (the rails then being recycled to cre- Stream-Mineola Branches. Like the steam trains to Far ate a second track on the Hempstead Branch). As the Rockaway had been doing for years, those now bob- surrounding area developed after World War I, the rail- tailed at Valley Stream also diverged to the original road again grew into the idea that the Cedarhurst cut-off LIRR Rockaway Branch (née Montauk Division) at might be useful, and its right-of-way re-established Rockaway Junction, then passed onto the former South through the emerging pattern of roads and residential Side main line at Springfield Junction. properties by 1925 so as to keep its survey active, es- The Far Rockaway Branch is the only segment of pecially at new crossing points. Several more years of LIRR’s first electrification project that has not changed false hopes were finally quashed by the Great Depres- much through time, being on the same grade-level sion, and an application for the formal abandonment of right-of-way that was originally opened for the South the Cedarhurst cut-off was filed (and approved) in 1934. Side Railroad’s “Branch” to the Rockaway beaches in By 1960, when the Belt Parkway/Conduit Boulevard 1869, with only very slight modifications. By December, highway was completed near what was once Springfield 1905 the big depot at Mott Avenue in Far Rockaway Junction, the last of the Cedarhurst cut-off had been had not changed much since its 1890 opening, with removed (at least in populated areas) and in the time switches at each end (controlled from “FW” Tower start- since its survey greatly compromised. However, through ing on June 18, 1907) to oversee train reversals toward the modern-day miracle of satellite mapping, one can either Valley Stream or Hammels. As it headed inland still discern the alignment as it progressed from that from the ocean, the Far Rockaway Branch bore north- point into Cedarhurst itself. The present highway barrel east from Mott Avenue and passed into Nassau County for the southern extremity of the Belt Parkway is laid on at McNeil Avenue (now Doughty Boulevard). The Vil- the original survey of the Brooklyn Aqueduct in the area lage of Inwood did exist at the time, but was centered of Springfield Junction, while from about 1902 until Sep- several blocks to the north of LIRR and as yet had no tember of 1926 New York & Long Island Traction Com- station. As it does in 2013, the line continued along the pany’s Brooklyn-to-Freeport streetcar line ran along the northwesterly flank of Central Avenue to the station in North Conduit Road and was carried over the railroad the Village of Lawrence (at Lawrence Avenue), and then (Continued on page 3) from there into Cedarhurst. In December, 1905 the idled 2 ERA BULLETIN - APRIL, 2013 The Genesis of “Dashing Dan” the wye where the two lines met. All interlockings in the area were under the control of Tower 20 (“VA” after April (Continued from page 2) 24, 1907), and there was a depot building on the South junction on a high, spindly truss bridge. Once beyond Side (Babylon) main line that dated from 1869. the present-day site of the Belt Parkway, the Cedarhurst STEP SEVEN— PHASE ONE IS COMPLETE cut-off was laid between Edgewood and Lansing Ave- Through the winter of 1905-6, a third electrified track nues in Laurelton, across Brookville Park, and then be- was added to the former Southern main line from tween Edgewood and Huxley Streets through southern Springfield Junction to the wye at Valley Stream. When Rosedale to the Nassau County Line (a boundary point opened in full on Thursday, May 17, 1906, this complet- not in existence until 1899).
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