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TheNEW YORK DIVISION BULLETIN - FEBRUARY, 2007 Bulletin New York Division, Electric Railroaders’ Association Vol. 50, No. 2 February, 2007 The Bulletin 90 YEARS OF SUBWAY SERVICE TO ASTORIA Published by the New York Division, Electric The first Astoria train was a special train The Commission adopted a resolution direct- Railroaders’ Association, that departed from Grand Central at 2 PM ing the preparation of plans and form of con- Incorporated, PO Box February 1, 1917. On board were city offi- tract for the Astoria Line and the Corona Line 3001, New York, New cials, borough officials, members of the Pub- on June 14, 1912. The form of contract was York 10008-3001. lic Service Commission, and Interborough adopted on December 17, 1912 and a public Rapid Transit Company officials. There were hearing was scheduled for January 4, 1913. For general inquiries, special celebrations near the new line. The Municipal Art Commission approved the contact us at nydiv@ Houses and commercial buildings were type of structure on December 27, 1912. Bids electricrailroaders.org draped with flags and whistles were blown. were received on January 28, 1913 and the or by phone at (212) 986-4482 (voice mail When the train arrived at Ditmars Boulevard, contract was awarded to the Cooper and Ev- available). ERA’s the passengers alighted, and the train and ans Company for $860,743.50. The contract w e b s i t e i s guests were photographed. Members of the for station finish was let to Charles Mead and www.electricrailroaders. Steinway Civic Association took the guests in Company at a cost of $268,102.50. A con- org. automobiles and sightseeing cars through tract for the installation of tracks, which also Editorial Staff: portions of the Steinway and Astoria sections, covered Queensboro Plaza and the Corona Editor-in-Chief: after which they returned to Ditmars Boule- Line, was awarded at a cost of $204,898.10. Bernard Linder vard. The guests boarded the train again and Approximately $55,000 was chargeable to News Editor: returned to Queensboro Plaza for formal ex- track installation on the Astoria Line and its RandyGlucksman Contributing Editor: ercises at the Queens Chamber of Com- structural connections to Queensboro Plaza. Jeffrey Erlitz merce. There was a Long Island City night of The total cost of the line without equipment, entertainment at the Bohemian Hall, located which was furnished by the operating compa- Production Manager: at the Ditmars Boulevard station. nies, was about $1.35 million. David Ross Queens residents were anxious to have The Queensboro Plaza station, which cost rapid transit when they heard about the approximately $500,000, was described as Brooklyn Bridge cable railway. William Stein- the largest elevated station in the world. It ©2007 New York way, whose business interests centered in was 480 feet long and 90 feet wide, with a Division, Electric Astoria, was deeply interested in rapid transit mezzanine and four tracks on each of the Railroaders’ in New York City. He was Chairman of the two levels. Association, Incorporated Rapid Transit Commission for a few years. The Astoria and Corona Lines were the Because of his foresight, New York pos- only rapid transit lines with joint operation of In This Issue: sesses a modern rapid transit system. IRT and BRT/BMT trains. The Transit Com- New York & The Astoria Line is a part of the route mission’s reports explained how the fares adopted by the Public Service Commission were apportioned. The trackage agreement Stamford on October 10, 1911. Route 37 includes the between the Interborough Rapid Transit Railway Astoria Line and the portion of the Corona Company and the New York Municipal Rail- Company — Line as far east as Woodside. The Board of way Company (BRT) dated March 10, 1913 History and Estimate and Apportionment approved the stated, “The Interborough Company shall Track Plan route on October 26, 1911 and Mayor accord to the Railway Corporation Gaynor gave his approval on April 8, 1912. (Continued on page 4) ...Page 2 Next Trip: Grand Central Terminal1 Tour, February 17 Village Line NEWNEW YORK YORK & & STAMFORD STAMFORD RAILWAY COMPANY RAILWAY COMPANY Grant St S Regent St N Regent St King St NEW YORK DIVISION BULLETIN NEW YORK DIVISION BULLETIN OCTOBER, 2000 North St Highland Rd PRW Westchester Adjacent New York & Stamford Railway Company Ave Purdy St to Railroad Theodore Elm Pl Fremd Ave by Bernard Linder by Bernard Linder C r 1910 & 1914 Atlases o Purchase St Car s s House S North Portion t Boston Rd Main St C A h u r G c h r a S c t e Port Chester 2 Palisade Rd Peck Ave Edwards St Pitt St Midland Ave Mill Ave A Rye - FEBRUARY, 2007 A Drawing: J. Erlitz Data: B. Linder Meadow St Midland Ave Forest Ave A Beck Ave Beach Park Rye (Continued on page 3) (Continued from page 2) New York & Stamford Railway Company Larchmont Sta Drawing: J. Erlitz Data: B. Linder NEW YORK DIVISION BULLETIN PRW Halstead Ave Adjacent P.R.W. to Railroad New York & Stamford Railway Company Spencer Pl Franklin Ave R Mamaroneck Ave Palmer Ave 1910 & 1914 Atlases oo s Car House e South Portion Chatsworth Ave v el t A ve Westchester Electric Railroad Co Westchester Street Railroad Co 3 Mamaroneck Boston Rd - Main St FEBRUARY, 2007 Dean Pl New Rochelle Larchmont Ave Larchmont Prospect Ave Cedar Ave (Continued on page 4) NEWNEW YORK YORK DIVISION DIVISION BULLETIN BULLETIN- FEBRUARY, OCTOBER, 2000 2007 New York & Stamford Railway Company Third Avenue Railway Com- Metropolitan Street Railway (Continued from page 3) pany operated most of the trol- Company. The system was ley lines in southern West- mostly single track with an ex- chester County. But New York treme length of 20 miles from & Stamford, whose cars Larchmont to Stamford, pass- ceased operating in 1927, was ing through Larchmont, one of the forgotten West- Mamaroneck, Harrison, and chester County transit systems. Rye in New York’s Westchester The 20-mile main line ex- County. In Connecticut, it con- tended from Larchmont to nected East Port Chester, Stamford, Connecticut with Greenwich, Cos Cob, River- several short branches in Rye side, and Sound Beach. and Larchmont. The total trackage of this In August, 1901, the Port standard gauge road, including Chester Street Railroad and branches, sidings, and double- the Larchmont Horse Railway tracked portions, was about 50 were consolidated to form the miles. Rails were 70-pound T New York & Stamford Railway, and 101-pound girder. From which was owned by the New Port Chester to Rye, the line York, New Haven & Hartford was double-tracked to handle Railroad for some time. In the the crowds traveling to t\his same month, the company also resort in the summer. took over the Greenwich Tram- There were four generating way, which always remained a units, with a total capacity of separate corporation organized 1,525 kilowatts in the Port under an old charter. Chester power house. All the On January 1, 1905, the Con- coal and heavy freight were solidated Railway Company, transported to this power also owned by the NYNH&H, house on a siding connecting bought the New York & Stam- to the New Haven Railroad ford for $1.4 million, or $150 tracks. An office building, two per share. This acquisition car houses, and a repair shop, gave Consolidated a link be- heated by exhaust steam from tween its Connecticut lines and the engines, were adjacent to the lines of New York City’s the power house. 90 Years of Subway Service tended to divide the platform to Astoria with a barrier, they must have found that it was impractical. (Continued from page 1) On May 28, 1923, nearly two (BRT)...equal facilities and months after the BMT trains room for sale of tickets through started operating on the Astoria the agents of the Railway Cor- and Corona Lines, the compa- poration.” nies signed an agreement re- In accordance with the agree- garding the apportionment of ment, two ticket booths were revenues from the jointly oper- installed. A barrier at the center ated Queens lines. This docu- separated both halves of the ment stated that the passenger platform. IRT trains started run- revenue and station expenses ning in 1917, but the BMT did were to be apportioned in pro- not start running trains until portion to the number of car 1923. Riding increased rapidly miles operated by each com- and the IRT operated seven- pany. car rush hour trains in 1919. If Because this agreement was Bus Transportation From Vol. 7 No. 1, January, 1928. the companies originally in- (Continued on page 5) Bernard Linder collection 4 NEW YORK DIVISION BULLETIN - FEBRUARY, 2007 90 Years of Subway Service to Astoria (Continued from page 4) unfair to the IRT, a new agreement approved on July 27, 1927 stated that the fares would be apportioned in the ratio of passengers carried by each company. Queensboro Plaza, looking east, circa 1935. The track layout was Queensboro Plaza, June 8, 1948, looking west. published in the January, 1992 issue. Bernard Linder collection Bernard Linder collection Queensboro Plaza, looking east, June 8, 1948, showing girder to be Your Editor-in-Chief and his beautiful wife pose on a temporary removed due to revised track layout for through service to Astoria. bridge during a Memorial Day reroute, May 29, 1949. Bernard Linder collection Bernard Linder collection Queensboro Plaza looking west on May 29, 1949, with a girder being removed. Bernard Linder photograph (Continued on page 6) 5 NEWNEW YORK YORK DIVISION DIVISION BULLETIN BULLETIN- FEBRUARY, OCTOBER, 2000 2007 90 Years of Subway Service to Astoria (Continued from page 5) Queensboro Plaza, looking east on May 29, 1949.
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