Re: (rshsdepot) Question about L.I. Depot in Long Island City

["Verne and Joan Brummel" <jmb_@_msn.com>]

Thanks a lot, Jim for the information! I appreciate the responses from
everyone else as well.
LaVerne Brummel
- ----- Original Message -----
From: "Jim Guthrie" <jguthrie_@_pipeline.com>
To: <rshsdepot_@_lists.railfan.net>
Sent: Thursday, April 24, 2003 9:58 AM
Subject: Re: (rshsdepot) Question about L.I. Depot in Long Island City


> The LIRR LIC Terminal had an extensive terminal at Long Island City -- and
> one of the busiest and most efficient as well. It burned around the turn
of
> the century, and then was rebuilt, and then demolished after the end of
the
> 34th St ferry.
>
> For most years after that, the station was an asphalt platform on the
north
> side of the yard -- two tracks for the two remaining Montauk Branch
trains.
> Electrification was removed in 1951 (and replaced in the 1980s when
> Ronkonkoma riders protested the loss of Hunterspoint Avenue service in
favor
> of Penn Station).
>
> The yard was and is used by Hunterspoint Avenue trains; before 1951, DD-1
> hauled steam trains from the non-electrified portions of the railroad used
> it as well. The trains would run to Penn Station, then back out with a
> brakeman on the rear end with a brakehandle and peanut whistle. They'd be
> run around the Sunnyside Loop tracks and into LIC  for cleaning and
layover.
> The process was reversed at night, without the  loop movement.
>
> In the 1960s, afternoon commuters often headed to the LIC yards to board
> their Hunterspoint trains -- mainly to start an early "Happy Hour" in the
> popular Bar Cars. Most all diesel trains offered them -- one Port Jeff
train
> had two barcars. Bartenders opened up as early as 2 PM on Fridays -- but
> more often between 3:30-4 PM (on trains departing as late as 6:24!!) so
> riders could get a good start.
>
> Hunterspoint Avenue was built to take advantage of the Steinway tunnel
(Now
> #7 line). At one point in the 1920s, the NH seriously considered running
> NYW&B across Hell Gate and into Hunterspoint, but there seemed to be no
real
> advantage, timewise, for passengers over catching the El at 133rd.
>
> When the LIRR bought the new double-deckers, a two-car platform was built
on
> the south side of the yard -- making it further away from both subway and
> ferry connections. Typical of the modern LIRR. If they really wanted east
> side ferry service to succeed, the platform would be built at the crossing
> with a ramp to a dock on Newtown Creek, making it a short jaunt.
>
> The LIC-Hunterspoint timetable calls for 7-8 minutes to cover the 0.6
miles
> between stations westbound, and 16 minutes eastbound. This is probably the
> slowest-carded schedule in the world, especially since the actual distance
> is somewhat less.
>
> One other note -- one writer suggested Steel Rails to the Sunrise as a
> source. Beware that it is sometimes fanciful in its descriptions and
> accounts; the serious LIRR fan needs Seyfried's 7-volume history on the
> shelf.
>
> Jim Guthrie
>
> > Hi Jim,
> > Could you, Paul or anyone else on this list tell me about the Long
Island
> > depot at Long Island City? I know that the L.I. had a station building
at
> > Flatbush Ave. in Brooklyn (I've seen pictures of that), but have
wondered
> > for some time what kind of station once stood at the L.I.C. terminal,
and
> > what is there now. Thanks in advance for any information!
>
>
>
> =================================
> The Railroad Station Historical Society maintains a database of existing
> railroad structures at: http://www.rrshs.org
>


=================================
The Railroad Station Historical Society maintains a database of existing
railroad structures at: http://www.rrshs.org

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