Long Island Railway Museum in Riverhead:
Although Riverhead can be considered the virtual end of Long Island, it was only the beginning of the originally planned Northern Fork intermodal rail-sea junction to a modern cross-sound ferry connection.
Taking its earliest settlement name “Head of the River” or “River Head”, the highly designed single word “Riverhead”, the ninth of the ten cities of Suffolk County, was created from the western part of Southold on March 13, 1792.
Thus, separate and autonomous, it was introduced with growth with the arrival of the railway, and the station itself, built on July 29, 1844 and serving the Southern ferry, Brooklyn, to the Greenport line, was built on a modern railway avenue. Throughout his course, he sent his own disembarking passenger to exhibit coaches who bought them in Quog and other southern islands.
Eastern trains served the city on Tuesdays, Thursdays and Saturdays, while the western trains, back to Brooklyn, did this on Mondays, Wednesdays and Fridays.
Mercantile, milling and production, its predecessors of commercial enterprises, served 1600 people in 1875, the community boasts two mills, offices, 20 shops, three hotels and six churches.
Replacing the original railway depot, which was transformed into a house for railway workers, the wooden frame, designed by Charles Hallett, with a jagged finish and sophisticated delights, was built west of Griffing Avenue between 1869 and 1870. This was replaced by a third one, this time including the brick in its construction, on June 2, 1910.
“In the early 1900s, the east was the site of favorable potato farms in the summer and deep snow in the winter,” wrote Ron Zill and George H. Foster in his book “The Steel Rails for Sunrise: Long Island Railway” (Ameron House, 1965 , p. 158).
“Since its realization that the original reason for its existence disappeared during the construction of the New Haven railway in Boston (fifty years ago), LIRR played an important role in the development of areas facing east,” they continued (p. 158). "... Business and social organizations throughout the island have teamed up with prominent citizens, newspapers and the railroad to promote travel and settlements on Long Island."
However, this development was very fast, and when the rails were later replaced by roads, the reconstructed Long Island Railroad company, the intermodal transport target disappeared, with the result that the majority of passengers moved to Manhattan during the mass morning exodus.
Indeed, by 1963, the main service line east of Riverhead was reduced to one daily passenger and triply weekly cargo run, using the route originally laid for communication between the river and the sea in the middle of the 19th century.
In the period from 1996 to 1997, a high-level concrete platform was built that does not stand up to a single shopprint on certain days and certain seasons, but for rail enthusiasts, part of its history is preserved in the Railway Museum Long Island opposite.
“The history of Long Island can be traced to the steel rails that cross its diverse landscape, from the dark tunnels under New York to the farms and sand dunes of the East End,” its website says. “The Long Island Railway Museum seeks to illustrate this story through interpretive displays from its archive of photographs and artifacts, as well as by preserving and restoring old railway equipment at its two locations in Riverhead and Greenport, New York.”
The first, consisting of a 70-foot plot of land, now owned by the metropolitan transport department, but rented at the museum, was once flown by a pump, a water tower and a turntable, which was no longer compatible with the size of a larger, more powerful locomotive. world war. Today, the cornerstone of the complex is the building, which has been raised since 1885 and used by Corwin and Vale-sawn timber, but now it serves as a center for museum visitors with a model of a railway model Lionel with sports trainers Long Island Railroad in various liveries, cardboard and wooden copy balsa from Riverhead River Depot, which marks the 100th anniversary, and a gift shop.
On the contrary, it is the Lionel Visitor Center, which has a multi-track layout featuring Ringling Brothers and Barnum and Bailey circus, a water tower that identifies the city as Lionelville, and 72 push-button activated accessories from wind turbines turning to illuminated control towers.
Outside, there are two other models of railways: the G-scale Freeman Railroad and the complex around the world and ride, 1964-1965.
Built by Alan Herschel, the 16-gauge train was an integral part of the Long Island Railroad fair pavilion, after which it was used by Grumman Aerospace at a Calverton picnic before being used by the Patchog village and finally donated to the museum.
From the moment of restoration, its engine and three cars, dressed in the World & Fair Fair and advertising, "Ride the Log Island". Travel calmly, your steel route to Fair Gateway, “run 670 feet of track, usually flying out every half hour and make three circuits. Trips are included with the reception.
The intersection of the hut next to it, which was originally located in Indwood, Queens and protected from weather conditions, contributed to the manual descent and ascent of the gate when the trains passed to prevent the movement of pedestrians and vehicles. Riverhead reverted to automatic in the early 1950s.
Long Island Railway Museum - steam and diesel locomotives, passenger and freight cars are different and historically significant. Although some of them are displayed outside the gift shop, most of them are located on Griffing Avenue, parallel to the current active LIRR tracks and opposite the current Riverhead station.
There are players in the ceremonies of the 1955 parade, although at different stages of recovery.
Time, distance and technology separated the locomotives from their passenger cars more than half a century ago, but the museum reunited some of them, and now they stand just a few yards from each other, albeit in static, but restoring states.
For example, in one of the ten-inch class G-5 “Pennsylvania” cars, Engine No. 39 was built in its Juniata stores in 1923, but its reliable capacities, expressed by its characteristics, ideally provided it for daily, requiring maintenance of suburban lines: weight gross 237,000 pounds, cylinder power 2,178 hp, boiler pressure 205 psi. an inch, traction 41,428 pounds and speed between 70 and 85 miles per hour.
Primarily serving the Oyster Bay branch, it was the last steam engine that went to Greenport in June 1955.
Having freed his railcar to the weapon of the diesel locomotive RS-3, number 1556, during the transfer of the baton to Hicksville, he abandoned the era. This AGP-16msc engine with a power of 1600 hp, which was equipped with a speed control system of several units and was built by the American company Lokomotiv, served the Long Island Railroad system for 22 years, after which it was acquired in Gettysburg and Maryland -Midland River, and finally, was connected by a museum.
Interesting, but not necessarily related to the history of Long Island, is the recently adopted locomotive of the Brooklyn East District Terminal Railway (BEDT) with a wheel configuration of 0-6-0. Constructed by HK Porter in 1923 for the Astoria Power and Light Company, it moved to several hands, including the Fleischman yeast company in Peakskill, New York; railway and locomotive company in Alabama; and finally, from 1938, the Brooklyn Eastern Terminal Regional Railway, which numbered it 16, and provided a landing service (barge) for a car from Brooklyn Quay to several class 1 railways in Manhattan, the Bronx and New Jersey.
As the last steam engine operating both east of the Mississippi River and in New York, it was not fired until October 1963, or eight years after Long Island Railroad ceased using this technology.
Cars are also well represented by the museum.
Double-decker bus number 200, for example, with its Tuscan red paint, was the first such aluminum two-level car. The joint project between the Pennsylvania Railroad and the Aluminum Company of America (ALCOA), an experimental prototype with 120 passengers built in 1932, was an attempt to increase the capacity without creating excessively long trains, and because of its non-standard status, appeared without control stands or traction motors. Assigned classes T-62 in production form, they could accommodate 132.
Later, the more ubiquitous passenger car was the P72, of which two were for sale, while in the early northern blue-blue and platinum foggy Long Island Railroad paint scheme. Numbered 2923 and 2924, they were part of a 1954 order for 25 locomotive flights, 120 Pullman Standard passenger commuter cars at the Osgood Bradley plant in Worcester, Massachusetts, originally appeared with battery backlighting and steam heating, but diesel generator sets under diesel engine that supplied electricity for these utilities. Provided that the Yoman ministry did not retire until 1999 for 44 years.
The value of a couple of museums is that they both participated in the “End of a Couple” ceremony on October 8, 1955 in Hicksville: the car 2924 was pulled out by machine 39 and placed a scout squad from Brooklyn, while the car 2923 was simply filled with engine 35, but originated in the east end.
Unrelated, the first was attached to a diesel engine in 1556, going to Jamaica, while the latter joined forces with 1555, leaving for Riverhead. Practically hand in hand, a pair of carless locomotives ascended into the steam era, peering into their retirement home in Morris.
Another significant pair of cars is the two M1 museums that are displayed on the same track.
With 85-foot lengths, a width of 10.6 feet and 122 passengers, these lightweight, multi-level suburban cars made of stainless steel with rounded fiberglass end caps are equipped with four General Electric 1255 A2 traction engines. and automatic, quarter-point sliding doors. They had a four-foot 8.5-inch track pointer and offered a maximum radius of 240 feet for related units and served as the threshold for a Hellenized era for Long Island Railroad, as stated in a public relations brochure: “A New Generation on the Railway Journey: Meet the Metropolitan "Which promised that" a new era in suburban transportation will be launched on the Long Island Railway. "
“Smooth, stainless steel, Metropolitan, represents a new generation of commuter rail traffic,” the statement said. "This opens up a completely new look at Long Island Rail Road, the country's largest suburban railway system."
Explaining the design motivation, he said: “(Metropolitan Transport Authority) determined that“ more than that ”to meet the needs (needs and expectations of equipment) of the Long Island Railway (this is not an option),
“An outstanding group of experts suggested the MTA to develop detailed specifications of the car, which are reflected in the birth of the Metropolitan.
“This joint operation was focused on MTA and its own technical staff, working closely with experienced operational personnel on the Long Island Railway, which will be at the forefront of the country's suburban lines ...”
A solid order for 620 M1 Metropolitans and 150 options, and then the largest single North American for electric cars with several units, was placed with Budd, and deliveries occurred between 1968 and 1973.
The need to increase power from 650 to 750 volts DC, drawn by the contact shoe of the third regular connection, was put into operation in an eight-car configuration on December 30, 1968 from Brooklyn to Penn station, blurring the lines between the suburban railway characteristic in addition to the engine and bus and autonomous metro concept.
"Metro trains are located in two-chamber units, fully equipped for independent operations ...", - explained the brochure on public relations. "One car in each unit contains batteries and an engine generator." In the other there is an air compressor. Metropolitan - the first such commuter train.
The brochure also emphasized its promotion.
"The fastest, most modern suburban railway car in America is equipped with innovations and modern features designed to provide a high level of service and comfort for the LIRR rider."
Gradually replaced at the beginning of the 21st century by the following M7 machines, ordered from Bombardier of Canada, the first of which was delivered in 2002, he took part in his “Goodbye M1s” ceremony, organized as part of the head of the Sunrise Trail of the National Railway Historical Society, four years later, on November 4th.
No freight train or railway museum would be complete without a gig. The bay window, shown at the Long Island Railway Museum, numbered C-68, served as the conductor’s office, a security lookout at the end of the chain of cars, and crew living space when running obstructed the return to home stations for the night.
Longport Railway Museum in Greenport:
Twenty-three roads to the east are Greenport, the Long Island Railway Museum and another location and end of the line. But when the Long Island Railway was conceived, it was only the beginning of it - in terms of the goal and the point of intermodal communication, where the torch was transmitted from the train to the steamer for cross-sound. The technology eventually conquered the southern railway route to Connecticut to Boston and destroyed unreasonable concerns.
Nevertheless, despite the fact that another museum does not work in rolling stock, it is rich in history.
Settled by the colonists of New Haven in 1648, he capitalized his East End, a place accessible to water, becoming the center of shipbuilding and shipbuilding, with small ship traffic to Connecticut and larger ones serving New York and New England. Whaler began in 1790.
Since its harbor was provided as an end point and a transfer point, it equally attracted the track.
“Greenport was the place because of which the Long Island Railway was built,” says historian Frederick A. Kramer. "With a magnificent harbor opening onto Gardiner Bay, packet ships for the mainland connection to Boston were to be placed in neighboring whalers and local fishing boats."
Although Greenport opened the doors of its railway port on July 29, 1844, the first official trip and the first segment advertised “en route to Boston” did not occur until the next month, August 10, when the train left for Brooklyn at 08:00 and arrived at 12:00 then the passengers were transported to the railway-owned steamer Cleopatra (part of its investments in boats and docks worth $ 400,000) for a two-hour journey to Stonington, Connecticut and then completing the trip, again by rail, to Boston on Norwich and Worcester .
Although the fire consumed the original wooden vault and platform, which opened on July 27, 1844, a quarter of a century later, the second, designed by Charles Hallett, climbed on the north side of the double tracks in October 1870, turning Greenport into a railway center with a cargo house, turntable, docking station for transportation and storage, which served as the starting point for Pullman cars destined for cities in the west, like Pittsburgh.
Despite the fact that the Northern Fork in general and the surrounding area, in particular, still grew potatoes and cauliflower, this once-remote agricultural land was reduced to a few hours at a distance and redesigned by purpose, attracting people who developed trade and industry .
Unsuccessfully competing with New Haven and the Hartford Railway, and then trying to reliably manage traffic between the islands after his initial plan was flooded, he could still transport his crops to markets in the west, and the fleet of steamboats provided access to Blok Island, Montauk in South Fork and New London in Connecticut.
Чтобы облегчить то, что осталось от поездок по реке Лонг-Айленд, но при этом обеспечить защиту от характерного соленого воздуха приморской территории, третий, депо в викторианском стиле был построен в 1892 году, включая строительство красного кирпича и декоративные элементы, такие как хип-крыша, рельефные рисунки, гребни из кованого железа и финишные. Наряду с недавно открывшимся грузовым домом, в котором находились грузовой отсек, раздвижные двери, окружающая деревянная палуба и четырехступенчатый вход с Четвертой улицы, он присоединился к другим объектам в том, что превратилось в обширный железнодорожный двор, и включало дом с четырьмя стойловыми машинами, резервуар для воды, зона угощения и ремонтные сооружения.
Поездка в Ист-Энде, как и ожидалось, сократилась, с ежедневной поездкой туда-обратно между Амагансеттом и Гринпортом, сделанной небольшим паровозом 4-4-0, который тянет комбайн (пассажирский и багажный) и полный автобус. Он вылетел в 10:00 и сделал промежуточные остановки в Истпорте и Манорвилле. Поскольку он следовал за полукруглой дорожкой, прогон записи с потерями, несущий почту, экспресс и горстку душ, альтернативно назывался «Scoot» и «Cape Town Train».
После прокладки в Гринпорте, он отступил от своих шагов, возвращаясь в 14:00.
Но появление автомобиля и заслонка депрессии ускорило его прекращение в феврале 1931 года.
»(Сегодня) два здания станции, в сочетании с историческим поворотным столом и сараем секции, состоят из самого большого и наиболее полного представления о зданиях и сооружениях, связанных с железной дорогой, чтобы выжить в едином и конкретном историческом районе Лонг-Айленда» на сайт Железнодорожного музея Лонг-Айленда.
Один из них, оригинальный грузовой дом, размещает сам музей.
Существенными являются две модели железнодорожных моделей HO-gauge, изображающие Greenport в 1950-х годах и сегодня. Общность между ними - это неотъемлемая роль, которую его доки, гавань и приморское местоположение всегда играли в своей истории.
Другим важным аспектом было обслуживание автомобильных салонов Long Island Railroad, которое эксплуатировалось между 1940-х и 1980-х годами, предоставляя роскошный и популярный способ передвижения для жителей Нью-Йорка, отдыхающих на Ист-Энде или просто уик-энда, а на дисплеях есть удобные кресла, столовые приборы, и Китай. То, что Монтаук, на Южном Форке, было окрестили «Кэннонболом» и самому «Гринпорт» «Экспресс острова Укрытие».
Воздушная атмосфера ранней эпохи создается артефактами и орудиями, которые когда-то считались «современными», такими как ручная пишущая машинка, ручной коленчатый телефон, шланговый вагон, водяной холодильник, флагманский и проводник лампы и окна для билетов в депо.
Остатки башни Блаженства, которые ранее находились в квартале Биссвилля в Квинсе, показали, как такие объекты были размещены в точках сцепления, позволяя операторам визуально взаимодействовать с приближающимися поездами и соответствующим образом активировать с помощью ручных средств кроссовера переключатели, которые по существу служили локомотивами. рулевые механизмы.
Например, контроль трафика из Лонг-Айленда через ветку Монтаук, эти башни составляли интегрированные инфраструктуры пересечения на протяжении столетия, пока автоматизация не устранила их потребности.
Несколько автомобилей находятся на дисплее снаружи по дорожке, к которым обращается грузовая депо, окружающая деревянную палубу.
Например, бывший снегоочиститель Long Island Railroad W-83 был прикреплен впереди одного или нескольких локомотивов и толкался со скоростью до 35 миль в час, очищая снег. Из-за своей схемы, подобной форме зубов, пример музея, который является единственным из оставшихся единиц LIRR, получил название «челюсти».
Заброшенный за ним номер 14, построенный Американской автомобильной и литейной компанией в 1927 году, был частью последнего заказа железной дороги для деревянных и обслуживал всю систему маршрутов, включая ветви, которые больше не существуют.
После выхода на пенсию в 1960-х годах он перешел на несколько второстепенных рук, в том числе на Бранфордскую электрическую железную дорогу, железную дорогу долины в Эссексе, Коннектикут и, наконец, музей, вернувшийся на родину в Лонг-Айленд 17 мая 1997 года.
Помимо экспонатов подвижного состава и напротив тройной, все еще активной длинноволновой железнодорожной трассы Greenport с 80-футовым поворотным столом, последний используется паровозом № 39 5 июня 1955 года и одним из трех оставшихся. Это единственный пневматический привод.
Предполагается, что в один день, который будет переоборудован для паровых поездов с электрическим питанием между пунктами «Риверхед» и «Гринпорт» музея, это позволит пассажирам покрыть Северную вилку железнодорожным транспортом и сложить первоначальный след почти через два столетия после того, как он был заложен.
Слева от поворотного стола находится бетонная платформа высокого уровня, построенная между 1997 и 1998 годами и, самое большее, поля двухнедельных операций LIRR. Слева от него находится первоначальное здание станции 1897 года, которое было закрыто через 70 лет, но теперь находится музей морского порта Ист-Энд.
Наконец, нынешний пристань для гавани заменил тот, который когда-то поддерживал дорожки, ведущие к пароходам, связанным с Стонингтоном, оригинальной цели Long Island Railroad.
