Rockaway Beach Branch

This article is about the LIRR branch to the Rockaways from the north (Elmhurst and Glendale). For the branch from the northeast (Hillside), see New York and Rockaway Railroad. For the operating branch from the east (Valley Stream), see Far Rockaway Branch. For the section operated by the New York City Subway as the A, see IND Rockaway Line.

Route map: Bing / Google

Rockaway Beach Branch

Overview
Type Passenger; freight (former)
Rapid transit; disused (current)
System Long Island Rail Road
Status Out of service (Liberty Avenue–Rego Park
In service as IND Rockaway Line (Liberty Avenue–Rockaway Peninsula)
Locale Queens, New York, United States
Termini Elmhurst (north)
Rockaway Park and Far Rockaway, Rockaway Peninsula (south)
Stations 19
Operation
Opened 1877 (LIRR)
1956 (subway; south of Liberty Avenue and Rockaway Boulevard)
Closed 1950 (Liberty Avenue–Rockaway Peninsula)
1962 (Liberty Avenue–Rego Park)
Owner City of New York
Operator(s) Long Island Rail Road
Rolling stock M1
Technical
Line length 4.8 miles (7.7 km)
Track gauge 4 ft 8 1⁄2 in (1,435 mm)
Operating speed ~35-45MPH

The Rockaway Beach Branch was a rail line owned and operated by the Long Island Rail Road in Queens, New York City, United States. The line left the Main Line at Whitepot Junction in Rego Park 40°43′31″N 73°51′39″W / 40.7254°N 73.8608°W / 40.7254; -73.8608 heading south via Ozone Park and across Jamaica Bay to Hammels in the Rockaways 40°35′29″N 73°48′32″W / 40.5913°N 73.8088°W / 40.5913; -73.8088 turning west there to a terminal at Rockaway Park. Along the way it connected with the Montauk Branch near Glendale, the Atlantic Branch near Woodhaven, and the Far Rockaway Branch at Hammels. After a 1950 fire, the Jamaica Bay bridge was closed and the line south of Ozone Park sold to the city, which rehabilitated the portion south of Liberty Avenue and connected it to the New York City Subway system as the IND Rockaway Line. The portion north of the subway connection was closed in 1962, and three proposals exist for the reuse of the line.[1][2]

History

Early history

The New York, Woodhaven and Rockaway Railroad was incorporated on March 21, 1877[3] and organized March 24 to build a 1,067 mm (3 ft 6 in) narrow gauge line from Greenpoint, Brooklyn (connecting with the New York and Manhattan Beach Railway) via Cypress Hills and Woodhaven to Rockaway Beach.[4][5] The plans were later changed (on March 13, 1878[6]) to build a standard gauge line from Hunter's Point rather than Greenpoint.

An agreement was made with the Long Island Rail Road in 1880 to operate over its Montauk Division to Bushwick and Hunter's Point (via trackage rights from Glendale Junction) and Atlantic Division to Flatbush Avenue (carried by LIRR locomotives from Woodhaven Junction).[7] In order to support the extra traffic, the LIRR agreed to double-track the Montauk Division west of Richmond Hill and the Atlantic Division west of Woodhaven Junction.

After a delay caused by financial problems,[8] the line opened on August 26, 1880, and the LIRR stopped running trains from its New York terminals to Rockaway Beach via Valley Stream and its Far Rockaway Branch. It continued to operate through trains to Far Rockaway, as well as trains between Long Beach and Rockaway Beach.[9][10][11][12]

The company went bankrupt and was sold under foreclosure on July 30, 1887 to Austin Corbin, owner of the LIRR, who reorganized it as the New York and Rockaway Beach Railway (NY&RB) on August 19, 1887 and transferred the property on September 1, 1887. The old Far Rockaway Branch west of Arverne was soon connected to the NY&RB at Hammels,[3][13] and was abandoned west of the new connection.[14] The NY&RB began operating trains to Far Rockaway over this connection.[15]

From 1898 to 1917, the Brooklyn Elevated Railroad (later Brooklyn Rapid Transit Company) operated trains from Williamsburg (later Lower Manhattan) to Rockaway Beach (at the western part of the Rockaway Peninsula), using a connection to the Atlantic Avenue Division at Chestnut Street Junction (in present-day East New York) and the Rockaway Beach Division south of Woodhaven Junction.[16][17][18]

The NY&RB was operated independently until July 1, 1904, when the LIRR leased it as the Rockaway Beach Division.[19] The line south of Woodhaven Junction was part of the LIRR's first electrification, along with the Atlantic Avenue Division west to Atlantic Terminal, with electric passenger service beginning July 26, 1905.[20] Steam trains continued to serve Rockaway Park from Long Island City until June 16, 1910, when the electrified Glendale Cut-off opened, extending the line north from Glendale on the Montauk Division to White Pot Junction at Rego Park on the Main Line. At the same time, the Rockaway Beach Division was electrified north of Woodhaven Junction, and the Main Line was electrified west of Rego Park (and into Penn Station when the East River Tunnels opened on September 8, 1910).[21] The New York and Rockaway Beach Railway was merged into the LIRR on July 19, 1921.[22]

The June 1947 weekday schedule shows 68 trains crossing Jamaica Bay north to south:

Many trains had quick connections at the Ozone Park station.

Final years

Incline from Atlantic Branch on Atlantic Avenue, now a bus parking lot

A fire on the trestle across Jamaica Bay between The Raunt and Broad Channel stations cut service on the middle section of the line on May 8, 1950. This was among around 30 fires on the line since 1942.[23][24][25] The LIRR continued to operate over the line with two services: one to Rockaway Park west of Hammels via the Far Rockaway Branch through Nassau County, and the other to Hamilton Beach via the Main Line's connection to the Rockaway Branch through Whitepot Junction. The Jamaica Bay trestle meanwhile remained out of service.[23][25][26] The LIRR saw the Rockaway Beach Branch south of Ozone Park as a liability, and sought to either sell or abandon it. The city of New York, however, saw great potential in extending subway service over Jamaica Bay and purchased the line in 1955. After an extensive rebuild of all trestles and converting the line for transit operations, which included a connection to the IND Fulton Street Line at Liberty Avenue, the city began operating it as the IND Rockaway Line on June 26, 1956 to great fanfare.[27][28]

The line's connection with the Atlantic Branch at Woodhaven Junction, consisting of an interlocking, tunnel portal and incline that rose to meet the elevated Rockaway Branch, was closed and removed in October 1955. This connection had primarily been used to allow trains from Brooklyn to reach Aqueduct Racetrack. The remains of the interlocking can still be seen in the Atlantic Avenue tunnel, while the incline is now used by Logan School Bus Company, who parks their bus fleet along the incline.[29]

LIRR service of the remaining portion of the Rockaway Beach Branch between Rego Park and Ozone Park was greatly reduced and truncated to a single-track operations between the two endpoints starting in 1956. Patronage sharply declined over the next few years, with service consisting of a single train in each direction between New York Penn Station and Ozone Park. No connection with the IND Rockaway Line was made in Ozone Park, further hurting any potential ridership growth. The LIRR, realizing that the line was the only LIRR line to not serve Long Island proper, quietly ceased service on June 8, 1962.[30][31]

Legacy and planned restoration

The IND Rockaway Line was converted from a section of the Rockaway Beach Branch in 1955. Above, pictured in 2013.

The LIRR never filed to abandon the isolated section of double trackage between Elmhurst and Ozone Park, due to the intended connection to the IND Queens Boulevard Line subway. This had been proposed under the IND Second System and later by Robert Moses, with an existing provision at the 63rd Drive subway station for a future connection to Whitepot Junction.[24][32][33][34] However, the right-of-way was sold to the City of New York and is now in most sections administered by the Department for Citywide Administrative Services ("DCAS"), except for a 7 acres (2.8 ha) section in Forest Park that has been mapped as parkland. The line remains officially out of service and is known by locals as "the forgotten spur".[30] Much of the original infrastructure has either been removed, damaged, rotted or undermined, though some rails, wooden ties, electrical towers and even de-electrified third rails can still be found in some sections, with much of it dating from 1908 or earlier, when the line was originally electrified.[35] The failure to reactivate the northern portion of the line had been attributed to the potential high costs of connecting it to the Queens Boulevard Line, and capacity issues on the line which persist to day, making the Fulton line connection more feasible.[24][36]

The line is a regular haunt for hikers, homeless, and such. The right-of-way can be easily be seen, especially along the abandoned elevated embankment in Woodhaven and Ozone Park.[30] With exception to areas around the former junction with the Montauk Branch that have been redeveloped, and the Logan Bus Company lot, the line in its entirety is owned by the City of New York. The line is encroached by a number of adjacent property owners, which is an obstacle for anything to be done with the right-of-way.[37][38]

There are proposals for rail service and a rail trail on this right-of-way. One proposal juxtaposes both plans.[39]

Passenger service

Since service ended in 1962, there have been repeated talks of restoring the line to active passenger service. Among these proposals was a 1963 proposal that would have reactivated the line by connecting it to the IND Queens Boulevard Line.[40][41][42] Another proposal from 1971 would have rerouted the southern terminus to John F. Kennedy International Airport.[43] In 2001, the MTA suggested routing the proposed AirTrain JFK airport service over the line. The route was to begin at Penn Station, following the route of the original Rockaway Beach Branch, through Rego Park, Ozone Park, and ultimately branching off at the current Howard Beach – JFK Airport subway station (A train) served by the IND Rockaway Line.

The routing was met with approval from advocacy groups including the Rockaway-based Committee for Better Transit, Inc. and the Rockaway Transit Coalition. However, local and political opposition from Forest Hills, Kew Gardens, Richmond Hill and Glendale hurt the prospects of restored service, as residents along the line complained that noise levels would increase and neighborhoods would be aesthetically marred.[44] An MTA study of the feasibility of reactivating the line found that it would not be convenient to 68% of commuters traveling between the outer boroughs and the Rockaways; in addition, people traveling from Far Rockaway would have to wait longer, on average, for a train. MTA also cited high operational and construction costs as detriments.[44] It has been argued that restoration is needed to enable redevelopment of the Rockaways, "a potentially very attractive area that has long suffered from slow transit service. Higher property values and influxes of people attracted by fast service to Midtown could revitalize en-route neighborhoods like Richmond Hill."[45]

The success of a new racino at Aqueduct Racetrack led to a proposal from Governor Andrew Cuomo to build a massive convention center in the vicinity. Talks of reactivating the line were publicly endorsed in February 2012 by Assemblymen Phillip Goldfeder and Michael G. Miller. Goldfeder commented “The commute for people here is only going to go from bad to worse. You can’t talk about a convention center without talking about transportation.” Goldfeder and Miller said they are not opposed to turning sections of the line into a park named Queensway, but said people who live in Rockaway, Ozone Park, Howard Beach, and other areas along the right-of-way have no quick or easy way to get into Manhattan. The Genting Group, which operates the racino and has been asked to construct the convention center, was evaluating several plans to increase transportation access, and was committed to paying for part of the transportation improvements. Queensway advocates are against resumption of rail service, stating that current bus service fills current transportation needs in the area.[2]

Congressmen Hakeem Jeffries and Gregory Meeks added their support for the project in March 2013. Both representatives will push to allocate federal transportation subsidies to study a plan for restored passenger service.[46]

The latest suggestion for reuse is from the MTA's Twenty-Year Capital Needs Assessment for 2015-2034, published in October 2013. An issue the MTA is trying to address is to provide transversal routes between the core trunk routes. The report suggests that the cheapest, easiest, and quickest way of doing this is to revitalize existing lines like the freight-only Bay Ridge Branch (for the Triboro RX service) or the Rockaway Beach Branch.[47] This is something that bus routes aren't sufficient in accomplishing. No money has been allocated to the project, and MTA spokesperson Kevin Ortiz has said while it is just laying out future options.[48] Assemblyman Phillip Goldfeder, who represents Howard Beach and Rockaway, announced in November 2013 that Queens College would be undertaking a study of all options for the disused line. The study will be done by students, who are local residents of Queens.[49]

Queensway

Reuse of the line after over 50 years of closure will require extensive rebuilding.

In 2005, residents began suggesting a conversion of the line to either a rail trail or greenway/linear park to be called the "Queensway". That effort has been re-initiated with proponents arguing that the unused railroad would provide green spaces and economic development opportunities like those associated with Manhattan's High Line Park.[50][1] A proposed 3.5-mile (5.6 km) New York City linear park, it could be built on part or all of the disused section of the Rockaway Beach Branch.[51] The park would be an example of the re-use of abandoned railway land in an urban setting. The plan proposes it to be redesigned as an aerial greenway like the High Line.[50][1][52] In the summer of 2013, the American Institute of Architects held a design contest for potential designs for the rail trail.[53][54]

The recycling of the railway into a trail is supported primarily by people who do not live adjacent to or near the right-of-way (ROW).[52] Few who live along the line support the conversion to a trail or back to a rail line. Most whose properties abut the ROW are opposed to the ROW's redevelopment in any manner.[55] A number of properties adjacent to the right-of-way have expanded their property fences over sections of the former right-of-way, without acquiring the rights to the land.[37][38]

On October 14, 2014, the Friends of the Queensway announced that they had finished a year-long study on the viability of the Queensway. However, it still needs about $122 million in funding.[56] Friends of the Queensway stated that they wanted to appeal to city mayor Bill de Blasio for funding, because it supported two of the mayor's agendas: the Vision Zero traffic safety initiative, and de Blasio's proposal for more parkland in the city; under the plan, there would be bike lanes, walking trails, and access points at major intersections.[57] It would benefit the local economy and include, among other things, "exercise stations, food concessions and outdoor nature classrooms".[58] So far, $1.2 million has been raised.[59]

The proposed park has been criticized by transit advocates such as the Queens Public Transit Committee, who prefer to rebuild the rail line as a proposed expansion of the New York City Subway.[60] More than 322,000 people live within one mile of the Rockaway Beach Branch, combined with the fact that New York City Subway service in the area is abysmal, with only the BMT Jamaica Line (J Z trains) passing through the neighborhood. Another argument is that the Queensway would pass through Forest Park, where there is already a large 538 acres (218 ha) park.[59] There is also heavy opposition from residents, who fear that their privacy would be invaded and that their rents would be raised as a result of the Queensway.[61] A new subway line, on the other hand, would connect the IND Queens Boulevard Line (E F M R trains) at Queens Boulevard, with the A trains south of Liberty Avenue.

List of stations

Miles Name Opened Closed Re-opened
Grand Street July 1, 1913 1925
Rego Park May 1928 June 8, 1962
Matawok 1910 May 25, 1913
Parkside September 15, 1927 June 8, 1962
Brooklyn Hills 1882 1911
Brooklyn Manor January 9, 1911 June 8, 1962
Woodhaven Junction 1893 June 8, 1962
Ozone Park 1883[62] June 8, 1962
Aqueduct 1883 October 3, 1955 June 28, 1956
as Aqueduct – North Conduit Avenue
Howard Beach
formerly Ramblersville		 June 1899 June 27, 1955 June 28, 1956
as Howard Beach
Hamilton Beach October 16, 1919 June 27, 1955
Howard
a.k.a. Howard's Landing		 1898 October 23, 1907
Goose Creek 1888 September 1935
The Raunt 1888 May 23, 1950
Broad Channel 1880/1881 May 23, 1950 June 28, 1956
as Broad Channel
Beach Channel 1888 May 31, 1905
Hammels
formerly Hammel		 August 26, 1880[11] 1941
Holland August 26, 1880[11] October 3, 1955 June 28, 1956
as Beach 90th Street
Playland
formerly Steeplechase		 April 1903 October 3, 1955 June 28, 1956
as Beach 98th Street
Seaside August 26, 1880[11] October 3, 1955 June 28, 1956
as Beach 105th Street
Rockaway Park August 26, 1880[11] October 3, 1955 June 28, 1956
as Rockaway Park – Beach 116th Street

Gallery

See also

References

  1. 1 2 3 Colangelo, Lisa L. (December 2, 2011). "Hope for High Line-like park in Queens". Daily News (New York). Retrieved 2011-09-12.
  2. 1 2 Colangelo, Lisa L. (February 13, 2012). "Lawmakers: southern Queens commuters need a new railway more than the Queensway". Daily News (New York). Retrieved 2012-02-14.
  3. 1 2 Interstate Commerce Commission, Valuation Report: New York and Rockaway Beach
  4. ↑ "Another Railroad Fight". Brooklyn Daily Eagle (Brooklyn, NY). June 8, 1877. p. 2.
  5. ↑ PRR Chronology, 1877 PDF (156 KiB), June 2006 Edition
  6. ↑ PRR Chronology, 1878 PDF (126 KiB), June 2006 Edition
  7. ↑ "A Queer Railroad Job". Brooklyn Daily Eagle. April 25, 1880. p. 4.
  8. ↑ "Caravansary". Brooklyn Daily Eagle (Brooklyn, NY). July 23, 1880. p. 4.
  9. ↑ "To Rockaway". Brooklyn Daily Eagle (Brooklyn, NY). August 23, 1880. p. 4.
  10. ↑ "Developing". Brooklyn Daily Eagle (Brooklyn, NY). August 26, 1880. p. 1.
  11. 1 2 3 4 5 "Opened". Brooklyn Daily Eagle (Brooklyn, NY). August 26, 1880. p. 4.
  12. ↑ "New Route To Rockaway. Steel Rails And Superior Rolling Stock. Extra Trains To Be Run To-day". New York Times. August 29, 1880. Retrieved 2012-11-05. The New-York, Woodhaven and Rockaway Railroad, which began operations on Thursday last, has already grown into popular savor by reason of the comparative shortness of the route and the superior accommodation
  13. ↑ Peter Ross, A History of Long Island From its Earliest Settlement to the Present Time, History of the Long Island Railroad, 1903
  14. ↑ "The Long Island Rail Road: A Comprehensive History Volume #5(New York, Woodhaven & Rockaway Railroad; New York & Rockaway Beach railway; New York & Long Beach Railroad; New York & Rockaway railroad; Brooklyn rapid transit operation to Rockaway; Over L.I.R.R.)", by Vincent F. Seyfried
  15. ↑ "New York and Rockaway Beach Railway". Brooklyn Daily Eagle (Brooklyn, NY). August 15, 1888. p. 1.
  16. ↑ "L Trains to Rockaway". Brooklyn Daily Eagle (Brooklyn, NY). July 16, 1898. p. 14.
  17. ↑ "New Rockaway Route Open". Brooklyn Daily Eagle (Brooklyn, NY). July 17, 1898. p. 9.
  18. ↑ PRR Chronology, Discontinuance/Last Runs of Passenger Service PDF (40.6 KiB), Edition of June 30, 2003
  19. ↑ PRR Chronology, 1904 PDF (61.9 KiB), March 2005 Edition
  20. ↑ "JULY 26 1905". arrts-arrchives.com. Retrieved June 1, 2015.
  21. ↑ PRR Chronology, 1910 PDF (53.7 KiB), March 2005 Edition
  22. ↑ PRR Chronology, 1921 PDF (100 KiB), June 2004 Edition
  23. 1 2 PRR Chronology, 1950 PDF (50.5 KiB), December 2004 Edition
  24. 1 2 3 Joseph B. Raskin (1 November 2013). The Routes Not Taken: A Trip Through New York City's Unbuilt Subway System. Fordham University Press. ISBN 978-0-8232-5369-2. Retrieved 12 August 2015.
  25. 1 2 "L.I.R.R. Propses Junking Trestle Ruined by Fire". Newspapers.com. Brooklyn Daily Eagle. May 31, 1950. p. 4. Retrieved 22 September 2015.
  26. ↑ Bresiger, Gregory (July 18, 2012). "The Trains Stopped Running Here 50 Years Ago". qgazette.com. Queens Gazette. Retrieved 3 July 2015.
  27. ↑ PRR Chronology, 1956 PDF (45.9 KiB), December 2004 Edition
  28. ↑ Freeman, Ira Henry (June 28, 1956). "Rockaway Trains to Operate Today". nytimes.com. The New York Times. Retrieved 29 June 2015.
  29. ↑ "Logan Bus Company" (PDF). lagcc.cuny.edu. Office of the Mayor of New York City. 1998. Retrieved 18 August 2015.
  30. 1 2 3 George, Herbert (1993). Change at Ozone Park. Flanders, New Jersey: RAE Publishing, Inc.
  31. ↑ PRR Chronology, 1962 PDF, June 2004 Edition
  32. ↑ What is White Pot Junction? And Why Should I Care? Queens Courier, May 1, 2012
  33. ↑ "City Board Votes New Subway Links". nytimes.com. The New York Times. March 19, 1937. Retrieved 3 July 2015.
  34. ↑ Martin, Douglas (November 17, 1996). "Subway Planners' Lofty Ambitions Are Buried as Dead-End Curiosities". nytimes.com. The New York Times. Retrieved 27 June 2015.
  35. ↑ "Rockaway Branch Virtual Tour, Forest Park to Park Lane South Picture Gallery #4".
  36. ↑ Sparberg, Andrew J. (1 October 2014). From a Nickel to a Token: The Journey from Board of Transportation to MTA. Fordham University Press. ISBN 978-0-8232-6190-1.
  37. 1 2 "Rockaway Branch Virtual Tour, 63rd Drive to Fleet Street Picture Gallery #4".
  38. 1 2 "City of New York Parcel Map".
  39. ↑ "Abandoned LIRR tracks in Queens could be converted into both a new subway spur and a walking-cycling trail". NY Daily News. 2 November 2014. Retrieved 4 November 2014.
  40. ↑ "1963 NYCTA QUEENS EXPANSION PROPOSAL WITH SCARCE MAP - RAPID TRANSIT AUTHORITY (05/23/2013)". Worthpoint.
  41. ↑ "1_d81871b68bbe111193165e90b4971a6c-1". Flickr - Photo Sharing!.
  42. ↑ "1_d81871b68bbe111193165e90b4971a6c". Flickr - Photo Sharing!.
  43. ↑ "13_NYT71_MTA_LongIsland.JPG". railfanwindow.com. Retrieved June 1, 2015.
  44. 1 2 McLoughlin, John C. (February 17, 2001). "MTA Derails Rockaway LIRR Plan". The Wave. Retrieved 2010-05-01.
  45. ↑ http://wirednewyork.com/forum/showthread.php?t=5561 Wired New York.com
  46. ↑ Rafter, Domenick (March 21, 2013). "Rockaway Beach rail plan to be backed by Reps. Jeffries, Meeks". Queens Chronicle. Retrieved 2013-03-21.
  47. ↑ "MTA Twenty-Year Capital Needs Assessment 2015-2034" (PDF).
  48. ↑ "MTA Report Suggests Reactivating Abandoned Rockaway Rail Line".
  49. ↑ "Goldfeder: Queens College to study Rockaway Beach Branch reactivation". Second Ave. Sagas. Retrieved June 1, 2015.
  50. 1 2 Foderado, Lisa W. (January 7, 2013). "In Queens, Taking the High Line as a Model". The New York Times. Retrieved October 23, 2014.
  51. ↑ Foderaro, Lisa W. "In Queens, Taking the High Line as a Model", New York Times. January 7, 2013; retrieved 2013-1-10.
  52. 1 2 Kusisto, Laura. "New 'High Line' on Track", Wall Street Journal (US)
  53. ↑ "Fanciful designs, without rail, for the Rockaway Beach Branch". Second Ave. Sagas. Retrieved June 1, 2015.
  54. ↑ Queensway project reaches milestones By JENNIFER MALONEY, Wall Street Journal, 2013 Aug 20
  55. ↑ "New Web Site Opposes Building Queens High Line on Abandoned Railroad". DNAinfo New York. Retrieved June 1, 2015.
  56. ↑ Ivan Pereira (15 October 2014). "QueensWay park details revealed". AM New York. Retrieved 16 October 2014.
  57. ↑ Dana Rubenstein (14 October 2014). "A de Blasio-tailored pitch for a Queens High Line". Capital New York. Retrieved 16 October 2014.
  58. ↑ Lisa L. Coangelo (14 October 2014). "Exclusive: New study says QueensWay project would cost $120 million and boost local economy". New York Daily News. Retrieved 16 October 2014.
  59. 1 2 "The "Queens High Line" Is A Bad Idea". Gothamist. 16 October 2014. Retrieved 16 October 2014.
  60. ↑ "Wrestling the rail option away from QueensWay". Second Ave. Sagas. Retrieved June 1, 2015.
  61. ↑ "‘Queens high line’ faces Woodhaven opposition". Queens Chronicle. Retrieved June 1, 2015.
  62. ↑ "A Grand Success". Brooklyn Daily Eagle (Brooklyn, NY). May 14, 1883. p. 1.

External links

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