1. Long Island Railway Origin:
The thin, almost fish-like profile of the land, originally called the Paamanok Native Indians, and now attached to New York, a bridge and tunnel, defined and developed because of the Long Island Railway, now owes much of its existence.
Earth distances require funds, speed, and sometimes intermodal connections to move, so that, as measurements, can be reduced to hours and minutes. Not tied to the continental United States, and then surrounded by water, Long Island itself sent solutions to the population, which grew after farmers were attracted there by the promise of sprouting crops. But not at once.
“In the 1800s of the 19th century, Long Island became a large rural area of remote villages along the coast,” said Robert S. Sturm in his book The Long Island Rail Road Company: History, 1834-1965. “Long Island Sunrise”, “National Railway Historical Society”, 2014, p. 3). “The main means of transpiration and communication were wagons and sailboats. The fact that traveling was slow, difficult, and sometimes dangerous meant that the average person rarely, if ever, traveled further than 20 miles from his place of birth. "
Integrated to the seeds that turned into the Long Island Railroad, and decisively resolved this dilemma, there was a ten-mile Brooklyn and Jamaica railroad, which was incorporated as a first step on April 25, 1832, in land and sea communication with Boston, bypassing Long Island itself, but reducing the primitive three-day horse-drawn carriage and 16-hour shipping methods to 11 hours.
The second segment of intermodal travel became a reality on April 24, 1834, when Long Island Rail Road was chartered to operate from Brooklyn to Greenport on the North Fork. The third was the cross-over sound of a scheduled flight to Stonington, Connecticut, in which the hilly coast and coastal coastal shores remained eclipsed by technological capabilities, and the fourth was a continuation and final rail link with Boston in Norwich and Worcester.
Two years later, on April 18, or on the very day that Brooklyn and Jamaica were completed, the barren island began to sprout footprints along with its cultures, reaching Farmingdale in Suffolk County in 1841, the next year, two years after that, and met with northern forks heading westward, laid by summer, although the shortage needed a temporary, two-mile, heavy wood and an iron insert with a strap until the last part was brought from the UK.
Opening the service on July 27, 1844, the fledgling steam railway immediately demonstrated its ability, covering 94 miles from Brooklyn to Greenport in three and a half hours.
But the land that supported it began to collapse after several years of operation, as the previously considered “impossible” southern Connecticut railway line was acquired by 1850, which eliminates the need for intermodal and interstate relations between Long Island railways and leave it for maintenance sparsely populated farming community. Now, more than ever, he needed to develop branches that would serve the developing cities, after their initial intercontinental line stimulated their development.
Today, in the tunnel, under the East River, to Manhattan, the Long Island Railway operates nine branches to 124 stations spanning more than 700 miles, and is the busiest suburban railway in North America, the daily work, and the oldest still working under its original name. In 2009, it celebrated its 175th anniversary and six years later transported 87.6 million passengers a year.
Its rich history can be gleaned through Long Island, with many attractions associated with the railway.
2. Hicksville and John Bull Locomotive:
Situated on the 60,000-acre Hempstead, a flat, barren plain, the largest such prairie in the eastern United States, Hicksville was first declared Welsh settler Robert Williams in 1648. But, despite the promise of the population, he remained the same virgin for another two centuries, until Valentine Hicks, a businessman from Jericho, acquired this site and created a land association to found a city in it in 1834.
Since the first 15 miles of the route reached the area three years later, in March, his status eventually turned him into a destination or, in the opposite direction, to Manhattan in the west, establishing a link to a major city.
Not by chance, Hicks himself became a long board member of Rail Rail Rail and his second president, and the station, located at the intersection of the main line and the branch of Port Jefferson, became the center.
But the financial panic during its inception ensured that it remained the end point for four years, until the intermodal connection could restore its moment, and ever to the east - the paved path could stamp the ground. In the meantime, however, the railway transported people who were transferred to the population in a settled form, and the once barren agricultural lands rooted as a city consisting of shops, enterprises, residences and hotels. His name “Hicksville”, again not by chance, reflected its founder, Valentin Hicks.
The first Long Island locomotive, Ariel and the 19th, built by Matthias V. Baldwin, was delivered in November 1835 and, moreover, provided unsurpassed power for the first service of Hicksville, was used for two years of the decade.
“The original locomotives had a simple structure consisting of a five-pipe boiler mounted on a frame that also contained a two-cylinder engine,” Sturm wrote in “The Long Island Rail Road Company: History, 1834-1965” (p. 10). “Pine pine, which was conveniently collected from pine steppes, was fuel. The water was delivered to the tender, either in barrels or in an iron tank. There were no brakes, they occupied the station and, finally, 39; locking the engine (starting it in the opposite direction) was the only method that was used to stop trains. ”
Insignificant in size and primitive in construction, he never had a significant impact. He caught fire on the steam revolution, reduced the distance and became the threshold of the industrial era.
Commissioned by Robert Stevens, who needed to be movable for the Camden and Amboise railways, he found that the very first such locomotive, John Bull, began his journey as a collection of cellular parts in Liverpool, England, in 1831, arriving on this side of the Atlantic from the plant Robert Stevenson and the company, marked "one engine locomotive." A meeting, of course, was required.
But after that, he opened the first rail link in New Jersey, as the name suggests, between Camden and South Amboy two years later, and followed him or other companies for 35 years. He was not fired until 1866, at the end of the civil war.
He was an extremely manageable Pennsylvania Railroad, which took Camden and Amboy, and then owned the Long Island Railroad.
With a length of 14.9 feet and a width of 6.3 feet, the ten-ton engine with a 0-4-0 wheel configuration had a 4.11-foot wheelbase and a four-foot 8.5-inch sensor. It was fitted with a 10.07 square foot firebox and a chest length of 6.9 feet, which had a diameter of 2.6 feet.
Power was transmitted to the driving axles using pistons installed under the boiler between the two front wheels.
The initial ground station Hicksville was serviced by several warehouses throughout its history, including the second, which opened in 1873 to replace the first one destroyed by fire nine years earlier; the third, which replaced the second after it was moved to a private place in 1909; and the fourth, which was temporarily used between 1962 and 1965, while the tracks were lifted. This project is worth 8.8 million dollars. The US, which covered three miles, but included 11 miles, eliminated five class crossings on the main line and two at the Port Jefferson branch and demanded the extension and relocation of Newbridge Road under the viaduct.
Not far from these elevated tracks is a full-size, inactive copy of the John Bull locomotive called “Valentine & Dream” and located in Kennedy Memorial Park in Hicksville. Built by the President of the Chamber of Commerce and Industry James Pavone for two years and based on the original from 1831, which took place on Camden and the Amboi railway, it served as an inspiration for Matthias V. Baldwin to build locomotives in this country, one of which, of course, was the first locomotive of Long Island Rail Road "Ariel", whose image adorns the welcome signs and banners of the city.
Opened on May 17, 2008, in honor of the 350th anniversary of the founding of central Long Island, a reproduction of "Valentine" has become the very icon of Hicksville.
3. Oyster Bay Railway Museum:
Forever associated with Oyster Bay, is President Theodore Roosevelt, who often traveled by rail and used the station as his doorstep for other parts of the nation, since his home in Sagamore Hill was a short distance from him. But for this reason, a similar, appropriately named Oyster Bay Railroad Museum, was not created. Instead, it began in 1990 when the voluntary committee for the restoration of locomotive number 35, which is under the jurisdiction of the Nassau County Parks Commission, cleaned and painted the deteriorating steam engine shown in Mitchell Park.
Subsequently, it was included as Friends of Locomotive No. 35, and the group thought about funding the complete restoration and a place to show it, which resulted in the creation of a non-profit organization in 2006 that laid its roots in Oyster Bay and acquired additional artifacts, railway equipment and rolling stock.
“The mission of the Oyster Bay Railway Museum is to raise public awareness, understand and evaluate the role of the railway in our heritage,“ its self-restraint ”, and also to increase public awareness of railway technologies and its impact on Long Island Life) to collect, preserve and interpret the heritage of Long Island railways for future generations. ”
Currently, it is divided into an internal visitor center and an open complex for displaying rolling stock, it contains photographs, artifacts, small railway implements, a large-sized Hudson locomotive and tender, with a 4-6-4 wheel configuration and a model train plan into the former, located at 102 Audrey Avenue. But much remains to be seen in the last, a short drive.
Here, locomotive number 35, the cornerstone and catalyst for the museum and historically significant because of its participation in the 1955 “End of Couple” ceremony in Hicksville, remains divided, unfinished work in progress and is under construction at the Steam Operations Corporation in Birmingham, Alabama. Built in 1928 in the Pennsylvania Railroad Juniata, Pennsylvania, in stores for the operation of his then-affiliated company Long Island Railroad, with a 4-6-0 engine, brave loyal, high daily, multiple stops 27 years before the torch in diesel technology. It was the last locomotive that worked on Long Island.
However, there are still several fully restored and assembled engines and cars.
The first one is actually a pair of 25-ton switches. Built by General Electric in 1958, these two 150-strong mini-locomotives were used to "shift" and move passenger and cargo engines through the Morris Park maintenance and repair center in Richmond Hill, Queens.
According to the museum, the affectionately called "guys" were "four-wheel, convertible, 25-ton diesel locomotives, built in the rear stores of the Long Island Railway from 1958 to the early 2000s."
Not taken out of production until 2006, the engine number 398 was acquired back in 1958, and number 397 was acquired almost three decades later, in 1987, from the company Naprana.
Another engine - this time diesel technology - is also demonstrated - at least in the spirit, if not in full physical form.
Built by the American Locomotive Company (Alco) in 1947 and designated FA-1 (for Freight A), it was operated by the New Haven Railway, which counted 0402 until it returned in 1963 after the accident. Separating the cab from the engine, Alco sold the former batch to the Long Island Railroad for display at the World Fair 1964-1965, which was held at Flushing Meadows, after which it served as an interactive exhibition for children at Damp Tanglewood Day Damp in Malvern. The Oyster Bay Railway Museum acquired it in 1999. The plaque dedicated to his restoration is dated May 8, 2010.
Although the Long Island Railway was never laid as a suburban carrier linking its namesake population with the metropolises of New York and Brooklyn and, to a lesser extent, with its own cities, it has extremely turned into one, achieving its true goal. To this end, steam and, finally, diesel locomotive cars were an integral part of the morning and evening traffic flows from the island and through the island through the East River tunnels. One of them is displayed.
Constructed in 1923 by the American Automotive and Foundry Company and originally attached to steam engines, the P54 trend, a lightweight construction that replaced a completely wooden, and later hybrid steel frame and wooden body bodies that preceded it, is an expression of the development of construction.
Numbered 7433, it was the first all-steel passenger car. It was one of nearly a thousand built for the missiles of Pennsylvania and Long Island, and they differed in interchangeable directions, “crossing” places, and, in the case of the museum, suspended fans were installed on their original fans.
Due to the fact that the trainer reduced the weight of the projected riders to a jumping effect, he was often called the Ping Pong car. Having draped in several liveries and equipped with more modern lighting, flooring, seats and luggage racks, No. 7433 provided half a century of service and was not fired until 1974. He is one of the last in his type.
Other museum exhibits include two caboose with divergent times and targets that were carried end-to-end through the long island of Long Island, potato and cauliflowers, until the 1950s, as end positions for long freight trains,
Built in February 1927 by the American Automobile and Foundry Company for $ 17,880, room. No. 12 consists of a mixed material construction, frame, bottom, and trucks of steel, but its upper part is made of wood and stretches for 29.4 feet in length and weighs 35,430 pounds.
“At the end of the train there were a lot of names: muddy, palace, hut or cabot”, according to the museum. “It was a crew and office home. Jumping behind the freight train chain, like an exclamation mark at the end of a sentence, the cabriolet spoke loudly and clearly, saying: “I’m done. completed. & quot;
Like all motor homes, he was equipped with sleeping beds, storage cabinets, a sink, a coal stove and a toilet, and was occupied by a conductor who was responsible for the safe movement of the train and about who the engineer sent and believed that the brake ensured that the hose from the locomotive to the cabin itself maintains the required level of air pressure.
Long Island products often provided “extra”, “road” “shopping” for crews, until some farmers usually combined freshly harvested crops and made them available to them.
Serving all branches of the Long Island Railway, caboose # 12 was not laid off until 1961, after which it served as the sleeping quarters for the coastline museum restorers in East Haven, Connecticut, and was finally connected to the Oyster Railway Museum in June 2002 year. Own restoration occurred in the period from 2008 to 2009.
His other cabin, No. 50, was built by the International Railway Automobile Company in 1958. Designed class N-22, he was one of the first steel, replacing wooden precedents. Despite the fact that the visibility of trains was ensured by high domed or extended design features of the side compartment, this option was offered either, but was never provided with correct utilitarian service until retirement in 1993.
Позже в 2011 году добавляется музейный симулятор четверть длины, который кажется идентичным фактическому автомобилю, и был использован для обучения и сертификации инженеров на оборудовании M1 и M3.
Контракт штата Нью-Йорк в связи с новым владельцем Long Island Railroad, столичным транспортным ведомством (MTA), был подписан для 770 M1 электрифицированных пассажирских вагонов (номера от 9001 до 9770). Фирменные «митрополиты» сами и построились между 1968 и 1973 годами, они заменили смесь устаревших остатков оборудования из режима Пенсильванской железной дороги, за исключением 1950-х годов, дизель-тянущих Pullman Standard, которые сами были пронумерованы от 2700 до 2900.
Рабочая лошадка электрифицированного флота, машины М1 не были уволены до начала XXI века, когда их заменили передовые М7.
Контрастность старого с новым, поворотным столом музея, непрерывной конструкции балки, была второй, которая использовалась на станции Устричной бухты и наряду с уайтом и петлей служила одним из трех способов переориентации локомотив для его возвращения.
«Поворотный стол в Музее железной дороги Ойстер-Бэй на самом деле является вторым в этом месте», - говорится в музее. «LIRR достигла Oyster Bay в 1889 году, будучи расширена из долины Locust. Этот поворотный стол был в этом месте с 1869 года, и через 20 лет его перевели с расширением службы в Oyster Bay».
Однако это были не единственные ранние железнодорожные остатки.
«Четырехэтажный дом был построен в 1889 году и находился к юго-востоку от поворотного стола», - продолжил он. «В 1904 году старый поворотный стол был удален, а новый 70-футовый длинный был установлен к северу от моторного дома, выведенного из эксплуатации в 1970-х годах».
За забором находится двор устричной бухты, колыбель двухуровневых пригородных вагонов, а за ними находится депо железнодорожного вокзала, символ прошлого и будущего.
Разработанный архитектором Брэдфордом Ли Гилбертом в стиле возрождения в Тюдоре, он был завершен весной 1889 года, чтобы удовлетворить протяженность трассы от долины Саранча до залива Ойстер, но субъективно расширился в ожидании увеличения числа поездок, вызванных теодором Рузвельтом 1901 года как президент США. Сам рельсовый энтузиаст, он часто накрывал короткое расстояние от своего Сагамор-Хилла до станции и сменил свое путешествие в Вашингтон, округ Колумбия, среди других направлений.
Подвергнутый изменениям в своей истории, он потерял свои навесы в течение 1940-х годов, некоторые из его дверей и окон за счет кирпичной закупоривания в 1960-х годах, и был окончательно закрыт в 1999 году после 110-летнего использования, когда он был заменен новым платформу на запад, чтобы соответствовать новейшим двухуровневым легковым автомобилям.
Владелец, наряду с площадью, в городе Ойстер-Бей, был уволен и в настоящее время управляется Музеем железной дороги Ойстер-Бэй, и является Ориентиром Ойстер-Бей и внесен в Национальный реестр исторических мест.
Его мемориальная доска гласит: «Железнодорожная станция Oyster Bay». Главный железнодорожный вокзал Теодора Рузвельта, президента Соединенных Штатов Америки, 1901-1909 июля 2005 года, помещен в Национальный реестр исторических мест. , "
В настоящее время при ремонте он в конечном итоге заменит объект Audrey Avenue в музее и разместит как экспонаты, так и центр для посетителей и будет связан через короткую прогулочную дорожку через Мемориальный парк Theodore Roosevelt с открытым подвижным составом и дисплеем поворотного стола двор.
4. Музей железнодорожной станции Wantagh:
Первоначально охватывая Вастаг, Сифорд и южную часть Левиттауна, район, поселившийся капитаном Джоном Сирмэном, Робертом Джексоном и их семьями в 1644 году, был одним из самых ранних, кто был востребован англичанами в восточной части округа Нассау. Изначально известный как Иерусалим, он был одним из многих библиографически названных городов, наряду с Иерихоном и Бетпапом.
Тихая деревня до тех пор, пока семьи Сирмана, Джексона и Бердсалла, служившие армии Джорджа Вашингтона, не оккупировали Иерусалим во время войны за независимость, он использовал это событие в качестве постконфликтного катализатора роста в 1783 году.
Спустя более столетия спустя, в 1867 году, его южная часть была посвящена рассмотрению развития и была переименована в Риджвуд, чтобы отличить ее от ее первоначальных корней на севере. Но это различие было еще более сцементировано только спустя 24 года, когда оно приняло нынешний дизайн «Вастаг», поскольку частая путаница с идентифицированным городом Квинс. Избранный, чтобы почтить Wyandance, великий сахем индейцев Монтаук, он сохраняет свое название и по сей день.
Интегральным для его развития был железнодорожный вокзал Вастаг. Построенная в 1865 году по цене 800 долларов США и расположенная на проспекте железной дороги, первоначально назначенная станция Риджвуд имела закрытую кассу, в которой Эмма Уитмор служила первой женщиной-работницей, телеграфным отделением, комнатой ожидания для пассажиров, комнатой для багажа, и открывают восток и запад. Он нагревается горшечной печью в своем центре, он очень похож на свой оригинал сегодня.
Платформа консультировалась с деревянными досками.
Поскольку в 1966 году он был снесен на снос, когда дорожки на улицах были подняты, чтобы уменьшить заторможенность транспортных средств, он был допущен к тому, что было учреждено в прошлом году в Агентстве по сохранению Вастага, и переехал на нынешний сайт Валаг-Авеню.
Восстановленный до своего 1904 года, он был открыт как публичный музей 16 мая 1982 года и предлагает посмотреть на жизнь в течение веков через старинные фотографии и витрины, в которых есть памятные вещи из области.
Поезда все еще ждут пассажиров на улице. По крайней мере, один автомобиль. Идентифицированный и тот самый символ, который ведет станцию «Вастаг» к железнодорожной жизни, является красно-ливрейным, поддержанным треками пассажирским тренером «Ямайка».
Изготовленный Американской автомобильной и литейной корпорацией в 1912 году для дочерней компании Long Island Parlor Carway Long Island Railroad, 80-тонный автобус высотой 80 футов длиной до 14 футов, первоначально разместил 26 пассажиров, но был подвергнут история с несколькими приложениями Переименованная «Монтаук» для бизнеса Long Island Railroad в 1925 году, например, была впоследствии перестроена всего пять лет спустя в качестве наблюдательного автомобиля, включающего каюты, камбуз, столовую, дворецкий кварталов и открытых колод.
В качестве расширения тогдашней передовой технологии в нее был встроен собственный генератор электроэнергии, он нагревался угольными плитами и циркулирующей трубой, скрытой горячей водой, и охлаждался вентилятором, который продувал воздух над двумя 300-фунтовыми ледяными блоками, обеспечивая раннее кондиционирование воздуха в выходные дни в Монтауке.
Спустя восемь лет после его возвращения в материнскую компанию Pennsylvania Railroad для модернизации она была выкуплена на сумму 26 434 долл. США и действовала до 1957 года как «Ямайка», вновь переклассифицированная в качестве пассажирского тренера в 1962 году и обслуживающая маршруты экспресс-поездов Long Island Railroad ,
Выйдя на пенсию шесть лет спустя и пожертвовав в Общество сохранения Хот-Вага, он провел еще четыре года на хранении на заводе Bethpage в Грюммане, а затем переехал в его нынешнее местоположение 25 октября 1972 года. Он был переработан в 1996 году.
Сегодня он устанавливает оригинальные, ручные галстуки и 80-фунтовые рельсы, а также имеет оригинальную ручную привинчиваемую штырьку в своей внутренней части.
Всего в нескольких шагах отсюда - еще одна достопримечательность Вагата: ее почтовое отделение. Когда-то служивший сельскому городу, который в то время был в основном населен фермерами, крошечная деревянная конструкция длиной от десяти до двенадцати футов напротив железнодорожного вокзала была построена в 1907 году и служила начальным почтовым отделением района, расположенным на углу Валагха и Железнодорожных путей. Управляемый одним человеком, который оценил почту в слоты, он стал свидетелем роста почтовых расходов с прежних двух до текущих 49 центов за письмо с двумя унциями. Гертруда Баллем была последним человеком, над которым она работала.
Вместе, железнодорожная станция, пассажирский автобус и почтовое отделение, поддерживаемые организацией по сохранению «Вастаг», предлагают проблески жизни в начале ХХ века в Вастаге.
Само общество, зафрахтованное Советом регентов штата Нью-Йорк как некоммерческая образовательная корпорация, было основано в 1965 году с целью сохранения викторианской архитектуры станции, когда планы по поднятому треку, призывающие к ее удалению, и Нассау Графство предоставило нынешний сайт по адресу Ватаг и Эмерик.
В августе 1983 года станция и вагон были размещены в Государственном и Национальном реестре исторических мест.
