ARRT'S     ARRCHIVES





THE   BROOKLYN   &   JAMAICA   RAIL   ROAD
THE     LONG     ISLAND     RAIL     ROAD
                    and             ATLANTIC     AVENUE                     PART   ONE


THE   BROOKLYN   AND   JAMAICA   RAIL   ROAD   WAS   CHARTERED     TO   RUN   FROM   THE









ATLANTIC STREET ENDED JUST EAST OF FLATBUSH AVENUE.
THE BROOKLYN AND JAMAICA RIGHT OF WAY FROM HERE TO CLASSON AVENUE WAS
80 FEET WIDE.   (THE SOUTHERLY 80 FEET OF ATLANTIC AVENUE WHEN EXTENDED EAST)


 



THE LONG ISLAND RAIL ROAD CHARTER CALLED FOR THE ROAD TO BE BUILT


A MAP ACCOMPANYING A NOTICE OF A JANUARY 1835 AUCTION OF PROPERTY
SHOWED BEDFORD AVENUE AND "THE PROPOSED ROUTE OF THE BRANCH RAILROAD
TO  THE  CONTEMPLATED   FERRY AT  THE  WALLABOUT"  IN  WILLIAMSBURGH.







IN FEBRUARY 1836 ONE OR MORE TRIAL RUNS WERE MADE BY THE
LONG ISLAND RAIL ROAD.   SERVICE TO JAMAICA BEGAN APRIL 18, 1836.


GO   TO   ---->   THE   FIRST   TRAIN


ONE OF THE FIRST L. I. R. R. STATIONS WAS UNION COURSE (RACE TRACK WHICH HAD OPENED IN 1821)

go   to   ----->   UNION   COURSE


SIDNEY SCHAER'S ARTICLE IN NEWSDAY
DISCLOSED AN ACCIDENT WHICH DISRUPTED SERVICE ON MAY 3, 1836.


THE BROOKLYN AND JAMAICA WAS LEASED TO THE LONG ISLAND


AS STEAM WAS NOT ALLOWED IN THE CITY OF BROOKLYN,   FROM 1836 UNTIL
1839 TRAINS WERE PULLED BY HORSES BETWEEN BROOKLYN AND BEDFORD.




ON  MARCH  1,  1837  SERVICE  BEGAN  TO  HICKSVILLE







THE   RAILROAD   WAS   IN   A   CUT   -   FOUR   OVERHEAD   HIGHWAY   BRIDGES   WERE   INSTALLED


WILLOW   TREE   STATION   WAS   PROVIDED   FOR


END   OF   THE     LINE


ON   THIS   FEBRUARY   24   1837   ANNOUNCEMENT   WESTBURY   HEMPSTEAD
STATION   IS   SHOWN.     BY   JUNE   IT   IS   CALLED   CARLE   PLACE.

GO   TO   ---->   CARLE   PLACE

FLUSHING   AVENUE   STATION   IS   SHOWN   FOUR   MILES   EAST   OF   JAMAICA


FROM AN 1837 NEWSPAPER "BROOKLYN ADVOCATE"




BY   OPENING   DAY,   MARCH   1   1837,   DE  LANCY   AVENUE
IS   SHOWN   AND   FLUSHING   AVENUE   IS   NOT.





WE   BELIEVE   THE   STATION   WAS   NEVER   NAMED   FLUSHING   AVENUE.

THE   AVENUE   AND   STATION   MAY   HAVE   BEEN   NAMED   FOR:   "Right   Reverend
William   Heathcote   DeLancey   (October   8,   1797     April   5,   1865)
the   son   of   John   Peter   DeLancey,   a   Revolutionary   War   soldier,   was
  a   bishop   of   the   Episcopal   Church   in   the   United   States   of   America."


THANKS   AGAIN   TO   WIKIPEDIA   ( WIKIPEDIA )   FOR
THIS   INFORMATION   ABOUT   THE   DELANCEY   FAMILY.


THE   1873   BEER'S   ATLAS   SHOWS   AN   EPISCOPAL   CHURCH   AND
FIRST   AVENUE   WHICH   MIGHT   HAVE   BEEN   DE  LANCY   AVENUE  




ALSO   SHOWN   IS   CLOWESVILLE
GO   TO   ---->   CLOWESVILLE

FROM   TWO   1837   NEW   YORK   TIMES



APRIL   10,   1837                                            JUNE   20,   1837
 


SCHEDULES   FROM   THE   LONG   ISLAND   STAR :

JULY   31,   AND   SEPTEMBER   8,   1837   TIME   TABLES   SHOW   DE LANCEY   AND   PENNSYL-
VANIA   AVENUES     -     AND   "CONNECTICUT   AVENUE"     INSTEAD     OF     UNION     COURSE.

1953   RESEARCH   BY   EDNA   HUNTINGTON,   LONG   ISLAND   HISTORICAL   SOCIETY
LIBRARIAN,   SHOWED   THAT   CONNECTICUT   AVENUE   BECAME   WOODHAVEN   BLVD.

ACTUALLY   IT   BECAME   FLUSHING   AVENUE,   TROTTING   COURSE   LANE,
WOODHAVEN   AVENUE   AND   THEN   WOODHAVEN   BOULEVARD.


CONNECTICUT   AVENUE   STATION   WAS   PROBABLY   THE   LATER
TROTTING   COURSE   LANE   AND   THEN   WOODHAVEN   STATION





NOVEMBER   27,   1837   SHOWS   BRUSHVILLE   INSTEAD   OF   FLUSHING   AVE.   -   DE LANCY   AVE.


GO   TO   BRUSHVILLE


THIS JUNE 1838 ARTICLE IMPLIES THAT STEAM MAY HAVE PULLED TRAINS BETWEEN HENRY STREET AND BEDFORD PRECEDED BY HORSE DRAWN CARS.   OR THE TRAINS WERE PRECEDED BY HORSE DRAWN CARS FOR SOME DISTANCE EAST OF BEDFORD.   A REGULAR HORSE CAR SERVICE WAS ESTABLISHED BETWEEN SOUTH FERRY AND BEDFORD.   THE LOCOMOTIVES WERE DISGUISED TO RESEMBLE HORSE CARS   -   DUMMY ENGINES.
THIS IS THE FIRST ARRT HAS EVER READ OF THIS ENTIRE OPERATION.




THE SAME JUNE 1838 NEWSPAPER SHOWS A CHANGE OF SCHEDULE




IN JULY 1839 THE NEW TRACK TO HEMPSTEAD WAS OPENED FROM
HEMPSTEAD BRANCH - LATER MINEOLA - TO A TERMINAL ON MAIN STREET


GO   TO   ---->   THE   HEMPSTEAD   BRANCH

FROM NOVEMBER 1839 UNTIL JULY 1844 STEAM
PULLED TRAINS BETWEEN HENRY STREET AND JAMAICA.




ON   OCTOBER   14,   1841   THE   RAILROAD   OPENED   TO   FARMINGDALE

go   to   ----->   FARMINGDALE


FROM   BROOKLYN   EAGLE   DECEMBER   27,   1841




 

THE   MARCH   12   1842   "STAR"   REPORTED:


MAY   11,   1842   SCHEDULE   FROM   BROOKLYN   EAGLE



AUGUST   10,   1842   SERVICE   BEGAN   TO   SUFFOLK   STATION



FAST   TRAIN   TO   SUFFOLK   STATION   IN   1842!

SEVENTEEN   MINUTES   FROM   CLINTON   STREET   -   HENRY   STREET
TO   JAMAICA!     FROM   OCTOBER   15,  1842   NEW - YORK   SPECTATOR




COMPARE   THIS   WITH   RUNNING   TIME   SIX   YEARS   LATER

go   to   - - - - - - >   PART   THREE  -  MAY   1,   1848   TIMETABLE


APRIL   18,   1844   SCHEDULE   FROM   BROOKLYN   EAGLE


ON   JUNE   26,   1844   SERVICE   BEGAN   TO   MEDFORD   (STAGE
TO   PATCHOGUE),   FIRE   PLACE   AND   CARMAN'S   RIVER.


MANY MAIN LINE STATIONS PROVIDED STAGE CONNECTIONS WITH VILLAGES ON THE NORTH AND
SOUTH SHORES - MEDFORD FOR PATCHOGUE AND BELLPORT FOR THAT SOUTH SHORE VILLAGE.
FIRE PLACE,   NOW BROOKHAVEN,   WAS SERVED BY A MAIN LINE STATION BY THAT NAME.
IT MAY HAVE BECOME BELLPORT STATION OR IT MAY HAVE BEEN SOME DISTANCE EAST THEREOF.
CARMAN'S RIVER STATION WAS AT OR NEAR THE LATER MILLEVILLE
(OR MILLVILLE) STATION WHICH BECAME YAPHANK IN 1846.


THE ANNUAL REPORT FOR 1844 INFORMS US THAT: "....the entire line is opened, and has been in successful operation through its whole extent since the 29th day of July last."
"Upon the completion of the line immediate steps were taken to establish ferries,   to form a connection with the Norwich and Stonington lines,   and on the 9th of August last through trains were established to connect Boston and New York.   Regular trains were established between Greenport and Brooklyn,   and in November last arrangements were made with the Post Office Department and the stages running along the shores of the island,   to form cross lines,   intersecting the railroad at various points."
"The income of this road has been earned under many disadvantages.   The incomplete state of the tunnel at Brooklyn,   and non-arrival of the freight cars ordered for the line.....have all tended to keep down the revenue;   and the income.....has far exceeded the anticipations of the Directors."

FROM   THE   BROOKLYN   DAILY   EAGLE

THURSDAY JULY 25, 1844:   "We are gratified in being able to state that the road is finished through to Greenport, and that a trip over the whole route, by the President and Directors of the Company and their guests, will be made on Saturday next (July 27). We shall endeavor to make one of the party, and reserve our comments, therefore, for the present. The road will be open for travel on Monday (July 29)."

ON MONDAY JULY 29 THE EAGLE HAD A MULTI-COLUMN ARTICLE DESCRIBING THE "GRAND EXCURSION AND DINNER - THREE HOURS AND A HALF TO GREENPORT."

A TIMETABLE DATED JULY 26 AND APPEARING ON PAGE ONE STATES:
"COMPLETION AND OPENING OF THE ROAD TO GREENPORT.   96 MILES.
On and after Monday next, the 29th July, accomodation trains
for the local business of the island, will run as follows.....
Leave BROOKLYN at 3 P.M. every day (Sundays excepted) for GREENPORT.....
Returning, leave GREENPORT DEPOT for BROOKLYN at 5 A.M. .....
Light freight and packages taken by the passage train.
The above arrangement affords an opportunity for the residents of Sag Harbor and Greenport, and all other parts of the Island, to remain in New York five hours, and return home the same evening."
"Due notice will be given of the connection of the road with the Eastern lines to Boston."


ON JULY 29 THE SAME TIMETABLE IS MODIFIED:
"The 3 o'clock train from Brooklyn and the morning train from Greenport will discontinue the following stops, viz: East New York, Union Course, Brushville, Carll Place, and Westbury.
These stops will be made by the way train to and from Hicksville."


A TIMETABLE DATED AUGUST 8 AND APPEARING
ON PAGE THREE OF THE EAGLE FOR AUGUST 9 STATES:

"LONG ISLAND RAILROAD IN CONNECTION WITH BOSTON - THROUGH BY DAYLIGHT.
A train will leave the depot at Brooklyn on Friday, 9th of August, at 8 o'clock A.M. for Greenport, whence passengers will be taken to Stonington in the Sound steamer NARRAGANSETT, and proceed immediately to Boston.   On the following day the steamer NEW HAVEN will carry passengers from Greenport to the Norwich and Worcester Railroad, and alternate in this manner until further notice. .....
"Baggage crates will go through to Boston unopened. Fare through, $4.50. Meals extra.
Rooms with seats for four persons, can be secured the evening
previous at an extra charge, as far as Greenport."


THE BROOKLYN DAILY EAGLE OF AUGUST 13 HAD THIS ARTICLE:
"The First Trip. - The new route to Boston was tried on Friday, and the whole
distance accomplished in 10 hours and 9 minutes.   The following was the time through:
Left Brooklyn South Ferry at..........8     A.M.
Reached Greenport, 94 3/4 miles..11.26   "
Left Greenport, per steamer.........11.44   "
Arrived at Stonington.......................2.07 P.M.
Left Stonington.................................2.16   "
Arrived at Providence......................4.04   "
Crossed Ferry - left Providence......4.23   "
Arrived at Taunton Branch..............5.01   "
Left Taunton Branch*......................5.17   "
Arrived at Boston.............................6.09   "
* The train waited at this station 16 minutes for the half past 4 o'clock train from Boston to New York.
Time through. 10 hours and 9 minutes, of which 2 hours and 23 minutes were consumed in passing from Greenport to Stonington - an unusually dull pace, if the distance is only 28 miles."




Go   to ----> 1844 ANNUAL   REPORT

FROM   JUNE   20,   1845   BROOKLYN   EAGLE


SCHEDULE   EFFECTIVE   JUNE   14, 1845


IN   1853   THERE   WAS   A   STATION   AT   CANAL   STREET   JAMAICA


BEDFORD

THIS MAP SHOWS THE PROPERTY OF THE BROOKLYN AND JAMAICA ON BOTH SIDES
OF THEIR RIGHT OF WAY.   THIS WAS THE TERMINUS FOR STEAM 1836 - 1839.   BY 1851
ATLANTIC STREET (AVENUE),   70 FEET WIDE,   HAD BEEN EXTENDED AS FAR AS CLASSON
AVENUE - IT THEN CURVED AND RAN INTO FULTON AVENUE.   (30 FEET OF THEIR RIGHT
OF WAY HAD BEEN CEDED BY THE BROOKLYN AND JAMAICA.)   SINCE THE 1860'S
IT HAS RUN PARALLEL WITH  PACIFIC STREET  FROM HERE TO EAST NEW YORK.


THIS MAP SHOWS THE PRIVATE RIGHT OF WAY OF THE BROOKLYN
AND JAMAICA BETWEEN SCHUYLER STREET AND HERKIMER STREET.
SCHUYLER  STREET WAS WIDENED TO BECOME  ATLANTIC  AVENUE.
ONE BLOCK OF THE RIGHT OF WAY BETWEEN BEDFORD AVENUE
AND NOSTRAND AVENUE REMAINS TODAY AS HERKIMER PLACE.




AFTER THE RAILROAD WAS EXPELLED AND
ATLANTIC AVENUE WAS EXTENDED TO THE CITY LINE.





Continued on ----> PART TWO:
THE TUNNEL;   SOUTH FERRY, THE TERMINAL AND THE BOATS;
U. S. MAIL SERVICE;   SCENE ALONG THE BROOKLYN & JAMAICA;
UNION COURSE RACE TRACK;



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