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The Bulletin STATEN ISLAND’S 157-YEAR-OLD RAILROAD

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The Bulletin STATEN ISLAND’S 157-YEAR-OLD RAILROAD ERA BULLETIN — JANUARY, 2018 The Bulletin Electric Railroaders’ Association, Incorporated Vol. 61, No. 1 January, 2018 The Bulletin STATEN ISLAND’S 157-YEAR-OLD RAILROAD Published by the Electric (Continued from December, 2017 issue) Railroaders’ Association, Incorporated, PO Box July 4, 1997 must have been a gala day on from a 20– to a 30-minute headway, probably 3323, New York, New Staten Island. In addition to Independence due to a reduction in ferry service. Weekday York 10163-3323. Day, Staten Island riders rejoiced that the trains were reduced from 124 to 109 and ferry was free and passengers could ride free weekend service was reduced from 93 to 78 For general inquiries, or on Staten Island Railway (SIR) trains be- trains. Ridership also declined from 6.47 mil- Bulletin submissions, tween Tompkinsville and Tottenville. Fares lion in 1986 to 6.23 million in 1988. contact us at bulletin@ were collected only from passengers enter- Fare collection also changed gradually. erausa.org. ERA’s website is ing or leaving St. George. Ticket collection began at St. George in 1986 www.erausa.org. SIR fares are the same as NYCT subway and tokens, which were accepted starting and bus fares. Passengers who travel to April 20, 1988, were used by 80 percent of Editorial Staff: Manhattan and use a MetroCard can make a the riders a month later until they were dis- Editor-in-Chief: free transfer from a Staten Island bus to a continued in May, 2003. When fares were no Bernard Linder Tri-State News and SIR train and a second free transfer to a longer collected on the trains, they were col- Commuter Rail Editor: NYCT train or bus near the ferry in Manhat- lected at St. George, but not at Tompkinsville, Ronald Yee tan. The second transfer must be made less which is only a half-mile from St. George. To North American and World than two hours after the first MetroCard reduce fare evasion, AM rush hour trains ar- News Editor: Alexander Ivanoff swipe. On their return trip, they were also riving and PM rush hour trains leaving St. Contributing Editor: allowed two free transfers. They could make George stopped at Tompkinsville and Staple- Jeffrey Erlitz only one transfer if they paid their fare with ton every hour while all other rush hour trains cash or a token, which was no longer availa- bypassed the above stations. But the reve- Production Manager: ble in Manhattan after May, 2003. nue loss was still an estimated $3.4 million David Ross Until July 4, 1997, passengers on weekday annually. To correct this situation, MTA built a trains arriving at St. George between 5:50 $6.9 million station house at Tompkinsville ©2017 Elect ric AM and 10:50 AM were required to pay their with low turnstiles, cameras, fare vending Railroaders ’ fare with a token, special fare ticket, or valid machines, and communications equipment. Association, Incorporate d transfer when they would exit at St. George On January 20, 2010, the new station house or any other station. Fares were also collect- opened and passengers were required to ed from passengers boarding at St. George, swipe their MetroCards entering and leaving where MetroCards were accepted. At all oth- the station. Fare collection at this station pro- In This Issue: er stations Conductors accepted tokens, spe- duced $702 additional revenue, 15 percent of The Genesis of cial fare tickets, transfers, or cash as pay- SIR revenue. Schedules were revised. Lo- Dashing Dan — ment of the fare. cals and most non-rush hour trains stopped During the transition period, the R-44s pro- at the above stations. Enter the North vided reliable service. The mean distance The new Arthur Kill station, which accom- Side Division between failures (MDBF) improved from modates full-length trains, opened on Janu- …Page 2 13,200 miles in 1984 to 21,400 in 1988 and ary 21, 2017. It is located between Nassau trains were 95% on time for several years and Atlantic, which closed at the same time. beginning in 1986. Ridership increased 40 At these stations, trains opened doors in the percent between 1975 and 1984, but reve- last car only at all times. nue miles increased only 20 percent. On Oc- Following is a summary of the current tober 22, 1986, midday service was reduced (Continued on page 4) 1 NEW YORKERA DIVISIONBULLETIN BULLETIN — JANUARY, OCTOBER, 2018 2000 THE GENESIS OF DASHING DAN — ENTER THE NORTH SIDE DIVISION by George Chiasson (Continued from December, 2017 issue) Its freshly-built service extension aside, Flushing’s ance of its original alignment along Newtown Creek, railroad was a mistrusted if not outright despised institu- enabling that company to also reach the terminal area. tion in the late 1860s, which resulted in some organiza- This new, unexpected alliance threw all such plans into tional foibles as competing parties sought ways to either immediate and irrevocable disarray and it was several pry the property loose from its (presumably) ambivalent months before W&F was able to identify and adopt yet owners or establish an alternative. The upshot of this another alternative strategy. Such an opportunity came interaction was formation of the Woodside & Flushing calling in the form of yet another local group of busi- Railroad in 1864, which proposed the formation of a nessmen and potential investors who sought an alto- new railroad between Long Island City and Flushing via gether different purpose for the railroad: diversion to the an entirely different route, all the while courting favor populous Queens villages of College Point and with Long Island Rail Road magnate Oliver Charlick. Whitestone. Backed by a different group of wealthy Flushingites than Embraced with great dispatch by the Woodside & had been the Flushing Railroad, the Woodside & Flush- Flushing in early 1868, this change of vision also provid- ing’s proposal was to build an entirely new “road” in ed an entry point for College Point rubber entrepreneur company with the Long Island Rail Road’s Main Line Conrad T. Poppenhusen, who would develop into one of opened through Woodside in 1861, there to diverge LIRR’s most important executives a decade later. At any along a course roughly parallel to Jackson Avenue, rate, even as work on its original project entered stasis, cross the tidal basin of Flushing Bay as its predecessor the Woodside & Flushing was quickly reinvigorated un- did, and terminate in a different commercial center of der the name Flushing & North Side Railroad in April, Flushing along Bridge Street (now Northern Boulevard). 1868, and major alterations made to its existing fran- Though its original proposal actually had two alignment chises which set up the desired geographic corridor alternatives to circumvent the Fashion Race Course, by from Flushing to Whitestone (later realized) as well as the time of construction in 1866 the Woodside & Flush- Long Island City to Roslyn (never executed). Not only ing’s developers were granted rights across the facility’s that, but when he became aware that the New York & property, which some in the (West Flushing) community Flushing wasn’t exactly the “up and coming” operation were anxious to erase for reasons owing to its he truly needed to dominate the Flushing railroad mar- “lascivious” nature. So went the railroad’s construction ket, Oliver Charlick relinquished his ownership to the crews as a result, and so was the disposition of the Flushing & North Side concern for a surprisingly nomi- Fashion Race Course. While the general vicinity of nal sum ($500,000) on August 11. As it turned out later, West Flushing and (soon) Corona that it occupied would Charlick preferred to establish his own, entirely inde- quickly evolve into one of Queens’ densest residential pendent, and ultimately unsuccessful railroad to Flush- neighborhoods, the concept of adapting the difficult-to- ing (the so-called “White Line”), while F&NS suddenly tame (and utilize) tidal “meadows” along the edge of found a ready-made corridor from Flushing Bay to Flushing Bay to general, urban recreation purposes Hunter’s Point in its possession (that of the original would re-emerge seven decades later in the form of Flushing Railroad through Maspeth) and quickly re- New York’s first World’s Fair, which eventually led to its focused all new construction on the outward portions of employment for the Shea Stadium sports venue begin- its new line. This was not done at the total expense of ning in 1964. Shea’s replacement in 2017 is Citi Field its original endeavor, however, as work was simultane- (the home of baseball’s New York Mets), while the adja- ously pressed forward on that portion of its new track- cent Arthur Ashe Stadium of the United States Tennis age alongside the Long Island Rail Road between Association hosts the annual, very high-profile U.S. Hunter’s Point and Woodside, which was now to be ex- Open Championship. tended to a union with the old Flushing Railroad at Win- Unfortunately, despite its multiplicity of good inten- field, while the laying of track on the already-graded tions, the Woodside & Flushing apparently came togeth- increment between Woodside and Flushing Bay would er too slowly to suit LIRR’s Charlick, who instead sub- be deferred. mitted to overtures from the New York & Flushing All through the following year, construction of the (playing the role of spoiler) and he took possession of Flushing & North Side’s new trackage was pursued re- that entire company in July, 1867, simultaneously with- lentlessly and on August 14, 1869 regular passenger drawing his support of the newer venture. Furthermore, service, to the tune of two trains per day, was initiated where the New York & Flushing had been anticipating from the Hunter’s Point LIRR terminal to the College an eventual ability to use the new Woodside & Flushing Point station.
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