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BULLETIN - AUGUST, 2013 Bulletin Electric Railroaders’ Association, Incorporated Vol

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BULLETIN - AUGUST, 2013 Bulletin Electric Railroaders’ Association, Incorporated Vol The ERA BULLETIN - AUGUST, 2013 Bulletin Electric Railroaders’ Association, Incorporated Vol. 56, No. 8 August, 2013 The Bulletin MORE THAN JUST ANOTHER SUBWAY Published by the Electric by George Chiasson Railroaders’ Association, Incorporated, PO Box The Bronx Grand Concourse, once known being raised about sixteen feet above its 3323, New York, New York 10163-3323. as the Grand Boulevard and Concourse, was original level. Many abutting properties were one of many "packaged" boulevards or arter- then modified to reflect this change, with new ies that were built by the City of New York entries grafted into what had been the sec- For general inquiries, through its "reform" era. It was used as a way ond floor of several of the large apartment contact us at bulletin@ to connect the outer part of the newly- buildings that lined the Grand Concourse, erausa.org or by phone at (212) 986-4482 (voice annexed Bronx County to Manhattan after while a number of others were later built to mail available). ERA’s the Municipal consolidation of 1898. In its reflect this rather substantial modification. website is initial form, the road was designed by city As a result of this new differential in eleva- www.erausa.org. engineer Louis Aloys Riese, who previously tion, IND station sites at 161st, 167th, and th Editorial Staff: had worked for the New York Central Rail- 170 Streets, along with E. Tremont Avenue Editor-in-Chief: road. In concept it was modeled after the and Fordham and Kingsbridge Roads, along Bernard Linder Champs-Élysées in Paris, but is much longer with Bedford Park Boulevard, were complet- News Editor: (4 miles). Its original end points were E. 161st ed in a tri-level configuration, with the (new, Randy Glucksman Street, as relayed off the Macombs Dam higher) Grand Concourse passing Contributing Editor: Jeffrey Erlitz Bridge, and Van Cortlandt Park, as defined at above each intersecting boulevard Mosholu Parkway, which in 1909 (when the (except Fordham Road, which due to sur- Production Manager: original Concourse was opened) was literally rounding topography conversely passes David Ross a "Park Way" that was used to join Van above the Grand Concourse), while the road- Cortlandt and Bronx Parks, between the pre- way grade-separation was in turn built over sent Gun Hill Road and Webster Avenue. At the subway. In general, exits and entrances that time the Grand Boulevard and Con- to the IND stations were positioned at either course was at the same elevation as all inter- extreme of the newly-widened roadway with ©2013 Electric secting streets, which then varied in their access provided through cross-passages. Railroaders’ Association, degrees of urban development. There was in addition roadway grade separa- As part of the Independent Subway con- tions without subway station sites at Morris struction from the late 1920s through its com- and Burnside Avenues, along with an unusu- In This Issue: pletion by 1934 (the actual subway started al roadway grade separation at E. 174th The Long Island operating on July 1, 1933), the Grand Con- Street, which passed underneath both (the course was completely rebuilt, being widened new Concourse roadway and the IND Sub- Rail Road Eyes nd to its present 180 feet across and configured way). Meanwhile, the local station at 182 - Manhattan as three parallel roadways separated by di- 183rd Street was constructed immediately (Continued) viding medians. The rapid transit right-of-way beneath the newly-elevated roadway without ...Page 2 was laid along its original centerline, with a any roadway grade separation at all. Many of slightly depressed vertical elevation relative these cross boulevards at the time had to the original surface road. The subway roof streetcar lines that had to be accommodated then was used a new vertical baseline upon by the new construction; some still have bus which the main thoroughfare was carried, (Continued on page 6) REMINDER: JAPAN1 TRIP—MAY, 2014 NEW YORKERA DIVISION BULLETIN BULLETIN - AUGUST, OCTOBER, 2013 2000 THE GENESIS OF “DASHING DAN” Part Two—The Long Island Rail Road Eyes Manhattan by George Chiasson (Continued from July, 2013 issue) Once the former Central and its associated operations for seasonal specials to the rifle range (later still for fell into LIRR hands it was quickly assimilated into the freight moves) and aside from shuttles may not have pre-existing system in several ways. During June of ever seen a regularly scheduled passenger train. As 1876 a connection was built from LIRR’s north-south part of the same May 27 service adjustments, some Hempstead Branch to the Central’s east-west equiva- through trains using the former Central’s main line from lent (that which terminated at Fulton Street), permitting Patchogue to Hempstead Crossing were also switched trains from Mineola to be relocated into the CRRLI ter- to the LIRR Main Line through the Plainfield connection, minal at Fulton Street in Hempstead and thereby for- gaining direct access to Jamaica and LIRR’s Hunters sake its own trackage and depot on Main Street, though Point terminal west of Garden City. Both the ex- the idle track and empty building remained in the middle Central’s trains serving Hempstead and those of the of the road until August of 1878. A loop track was con- former Flushing & North Side (Whitestone, and now currently added which linked the Mineola-Hempstead again Great Neck) were also redirected into the existing LIRR branch with the CRRLI main line toward Flushing LIRR terminal at Hunters Point (that next to Borden Av- (thereby forming a northwest leg at Hempstead Cross- enue, east of Front Street) through the newly-created ing) and used to route some Oyster Bay, Port Jefferson “Long Island Crossovers” and the 1869-built Flushing & (later Wading River), and Main Line (Greenport) trains North Side depot completely shut. Finally, the existing to and from Mineola via Garden City. During this same LIRR Main Line station at Plainfield was relocated time, the Central’s local stops began to gradually flake slightly eastward to the new connecting switch, where a away like melting snow as the line failed to generate stop named “Stewart Junction” was established in Octo- much ridership and its costs continually rose. Lightly ber of 1878. By early 1879 all through trains from used locations were eliminated in 1875 at Breslau Patchogue were being routed to Long Island City via (March) and the Hempstead LIRR Crossing “the Stewart Line” (so-called) and this new connection (November); as by the end of 1876 were Meadow to the Main Line. Others from Lakeland (Ronkonkoma) Brook and Island Trees (May), Farmingdale (June), and and Greenport on the LIRR Main Line were also pre- Hyde Park, New Bridge Road, and Central Park sent after a physical connection was installed between (October). Minimal local passenger service was re- the two lines that tied into the branch to Bethpage that tained from Garden City to Bethpage after October 1, March. At this time an odd scheduling variation was al- 1877, but by that time it was only using the lightly- so noted with the lone surviving train to Bethpage prop- patronized stations at Bethpage Junction and Bethpage er, wherein it stopped at Bethpage Junction, took the (proper). Thereafter the main line was almost exclusive- LIRR Main Line to call at Farmingdale, then backed ly utilized in non-stop fashion by freights and through through the connecting track toward (but not to) Central trains to and from Patchogue as a “by-pass” to Hunters Park and from there completed its trip into Bethpage. Point, which avoided such scheduling pinch points as Both this round trip and CRRLI’s locals serving the Merrick, Valley Stream, and Jamaica, while the remain- Hempstead Branch finally followed suit and were also ing local stations on the west end from Great Neck routed through the connector at Stewart Junction on Junction through Garden City were served only by April 30, 1879 and thus completely removed passenger CRRLI’s Hempstead Branch trains. trains from the westerly portion of the original Central On May 27, 1878 a long connection was opened from Main Line between Creedmoor and Flushing. This ac- LIRR’s Main Line station at Plainfield onto the Central’s tion created two closely parallel and evenly-served single-track main. This consumed almost a full mile of LIRR branches from Stewart Junction (Floral Park) to new right-of-way before it actually merged at “Central Hempstead: the original via Mineola and south and a Junction” next to (the present) Covert Avenue crossing, newer one that followed the former Central main line at the point where the CRRLI main line leveled out after through Garden City. its passage over LIRR As a result of this new connec- After regular use of the original CRRLI main line be- tion the old station at Hyde Park (closed in October, tween Garden City and Great Neck Junction was sus- 1876) was reopened as “Hyde Park-Central Junction.” pended, “stubs” were left at either end. One was from The original “Creedmoor cut-off” mentioned above, con- the Creedmoor cut-off to the shooting range for a sisting only of its westerly leg, was also created next to scheduled shuttle from Stewart Junction (renamed the Plainfield station by June 18, but only proved useful (Continued on page 3) 2 ERA BULLETIN - AUGUST, 2013 The Genesis of “Dashing Dan” The unincorporated Village of Hinsdale was actually much closer to the former CRRLI station that bore that (Continued from page 2) name between 1873 and 1879, but the stop on the Hinsdale, as described below); the other a short rem- LIRR Main Line was in an area that had been better nant from Great Neck Junction into a small industrial- known as East Hinsdale since the 1870s, at which time ized area along Flushing Creek.
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