HICKSVILLE-RONKONKOMA ELECTRIFICATION 1987-2007 20 YEARS!

Discussion of the past and present operations of the Long Island Rail Road.

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HICKSVILLE-RONKONKOMA ELECTRIFICATION 1987-2007 20 YEARS!

Postby MACTRAXX » Mon Jan 22, 2007 7:00 pm

Everyone: It is hard to believe but the Hicksville-Ronkonkoma Electrification is 20 in 2007! The project started with the June 8,1985 TT change. Midday service was replaced by buses E of Farmingdale as well as reduced evening service-just 3 EB trains after 7PM. The last EB train-#210 left NYP with an 11:39 connection leaving JAM at 12:02am arr KO at 1:12am. This was judged too early for many-with the 7/8/85 TT change it was changed to leave NYP at 12:10 am;leave JAM at 12;32am and arr KO at 1:42 am. At first rush hour and weekend service was unaffected - the only weekend adjustments were occasional shutdowns due to pivotal track work. Later in 1985 the LIRR began to drop third rails for installation on the right of ways. The first change was the close of Grumman station at the end of 11/85-I rode the last train to stop there-the 4:29 pm from KO WB.

In 1986 construction progressed with the biggest change occuring with the TT change on 10/27/86. on that date the high level platform stations at Wyandanch,Deer Park and Brentwood opened and the old stations at Republic and Pine-aire closed. In 1987 the first stretch of electrified track opened for business-the short stretch from Hicksville to Bethpage was powered for the first time on 4/25 and service began on 4/30/87. This stretch was to 500 feet W of the Meritts Road crossing and the 1000 feet Central Branch stretch at B tower-used to turn the electric runs to BPG. With the TT change on 6/22/87 electric service then ran to Farmingdale-FARM 1 and 2 locale. The Bethpage electrics totaled 4EB and 5 WB and the Farmingdale service totaled 6 trips each way on WEEKDAYS only.

Later in 1987 the new Central Islip and Ronkonkoma stations opened in their new current locations.Towards the end of 1987,electric service began to KO on an interim TT on 12/28/87 - 2 AM and PM Peak electric trains as well as a WB run at 8:00pm. This lasted for three weeks until full service began on 1/18/88 - just over 19 years ago. As many know it was a success from the start-KO ridership increased 60% from 1972 to 1986 - it was projected to be 13,500 AM RUSH WB by 1990-this was achieved within 1988. The latest AM rush total I have is 16,570 in 8/2003.

I have many memories of it as I live near CI. Everyone post memories of it and remember that it was arguably the LIRRs biggest recent improvment! An example I have is the replacement bus service-when it began in Summer 85 it was operated by Cumberland Coach-the buses weren't the best and I recall breaking down one afternoon WB on the LIE near exit 49-we waited quite a while to be rescued. From October 85 to 87-two years it was operated by Harran Coach - I remember the nice buses and professional drivers. I occasionally took a bus leaving CI westbound around 4:20 - even though we were not scheduled to connect with it we always made the 5:27 WB at Hicksville-the next WB train was 6:32pm. At the end of the program for Nov and Dec 87 and Jan 88-the RR got another contractor that had problems as well as buses in lesser condition-we were all spoiled by the good service Harran provided for 2 years. Anyone wish to join in and commemorate 20 years of KO electrification? MACTRAXX
Last edited by MACTRAXX on Thu Dec 27, 2007 9:02 pm, edited 6 times in total.
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Postby Jo24Sam » Mon Jan 22, 2007 7:08 pm

Would love to see a print schedule of some of this if someone can scan one in or knows a website to see any of it.
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Postby Dave Keller » Mon Jan 22, 2007 10:29 pm

How's this?

Dave Keller

TT: TT EFF: GN #: EFF:
5 6/9/1986 GN 5-6 6/20/1986 Block Station, out of service KO Main Line
5 6/9/1986 GN 5-6 6/20/1986 Block-Limit Station, in service continuously KO Main Line
5 6/9/1986 GN 5-6 6/20/1986 Block-Limit signal relocated from south side of main track to north side of main track KO Main Line
5 6/9/1986 GN 5-6 6/20/1986 Distant signal 470 converted to distant switch indicator Main Line
5 6/9/1986 GN 5-6 6/20/1986 Distant signal 505 converted to distant switch indicator Main Line
5 6/9/1986 GN 5-6 6/20/1986 Eastward distant switch indicator, located east of milepost 49, Ronkonkoma, relocated 800' east of former location Main Line
5 6/9/1986 GN 5-9 7/8/1986 Eastward facing point switch located 407' east of Central Islip Station leading to future main track, in service secured reverse Main Line
5 6/9/1986 GN 5-15 8/4/1986 Low level platform located south side of main track, Ronkonkoma Station, out of service Main Line
5 6/9/1986 GN 5-18 9/3/1986 Radio communications from Divide to Greenport converted from channel 1 to channel 3 Main Line
5 6/9/1986 GN 5-18 9/4/1986 East switch north yard, Ronkonkoma, out of service Main Line
5 6/9/1986 GN 5-22 10/3/1986 Eastward facing point switch and 3000' of new second main track, located 1500' east of distant signal 376, in service for freight and M of W equipment only Main Line
5 6/9/1986 GN 5-26 10/22/1986 Westward facing point switch located 4208' east of Central Islip Station, leading to future main track, in service secured reverse Main Line
5 6/9/1986 GN 5-26 10/27/1986 Republic Station and station facilities, out of service Main Line
5 6/9/1986 GN 5-26 10/27/1986 Wyandanch station facilities relocated 200' east of former location on north side of main track and converted from low level to high level platform Main Line
5 6/9/1986 GN 5-26 10/27/1986 Deer Park Station and station facilities relocated 2 miles east of former location and converted from low level to high level platform Main Line
5 6/9/1986 GN 5-26 10/27/1986 Pineaire Station and station facilities, out of service Main Line
5 6/9/1986 GN 5-26 10/27/1986 Brentwood station facilities relocated 500' east of former location on north side of main track and converted from low level to high level platform Main Line
5 6/9/1986 GN 5-28 11/1/1986 Radio communications from Divide to Port Jefferson converted from channel 1 to channel 3 Main Line
5 6/9/1986 GN 5-37 12/31/1986 Main track from a point 465' east to a point 4208' east of Central Islip Station relocated south of former location Main Line
5 6/9/1986 GN 5-37 12/31/1986 Former main track from a point 465' east to a point 4208' east of Central Islip Station redesignated M of W track Main Line
5 6/9/1986 GN 5-50 4/25/1987 Tracks 1 and 2 from Signal Bridge 6, Divide Interlocking, to 1000' east of B Interlocking Station equipped for DC electrical operation Main Line
5 6/9/1986 GN 5-50 4/25/1987 Main track from B Interlocking Station to 1000' east of thereof equipped for DC electrical operation Central
5 6/9/1986 GN 5-50 4/27/1987 Automatic block signal 262 on Track 2, out of service Main Line
5 6/9/1986 GN 5-50 4/27/1987 Automatic block signal 263 on Track 1, out of service Main Line
5 6/9/1986 GN 5-50 4/27/1987 Automatic block signal 274 on Track 2, out of service Main Line
5 6/9/1986 GN 5-50 4/27/1987 Automatic block signal 275 on Track 1, out of service Main Line
5 6/9/1986 GN 5-50 4/27/1987 Signal 4E, in service Divide Sta 4 Main Line
5 6/9/1986 GN 5-50 4/27/1987 Signal 6E, in service Divide Sta 4 Main Line
5 6/9/1986 GN 5-50 4/27/1987 Interlocking and Interlocking Station redesignated Beth B Main Line
5 6/9/1986 GN 5-50 4/27/1987 Control of switches and signals at Bethpage Junction transferred from US&S Model 14 interlocking machine to local control panel Beth Main Line
5 6/9/1986 GN 5-50 4/27/1987 Signal 8L renumbered 2E, relocated west of former location and converted from ground mast to bridge mast Beth Main Line
5 6/9/1986 GN 5-50 4/27/1987 Signal 8R renumbered 4W Beth Main Line
5 6/9/1986 GN 5-50 4/27/1987 Signal 10 renumbered 16E Beth Main Line
5 6/9/1986 GN 5-50 4/27/1987 Switch 11 renumbered 24 Beth Main Line
5 6/9/1986 GN 5-50 4/27/1987 Signal 12R renumbered 16W Beth Main Line
5 6/9/1986 GN 5-50 4/27/1987 Switch 13 renumbered 26 Beth Main Line
5 6/9/1986 GN 5-50 4/27/1987 Signal 14Ra renumbered 2W and converted from dwarf to bridge mast Beth Main Line
5 6/9/1986 GN 5-50 4/27/1987 Signal 14Rb renumbered 6W Beth Main Line
5 6/9/1986 GN 5-50 4/27/1987 Switch 15 renumbered 12 Beth Main Line
5 6/9/1986 GN 5-50 4/27/1987 Signal 16L renumbered 1E, relocated west of former location and converted from dwarf to bridge mast Beth Main Line
5 6/9/1986 GN 5-50 4/27/1987 Signal 16R renumbered 1W Beth Main Line
5 6/9/1986 GN 5-50 4/27/1987 Switch 21, in service Beth Main Line
5 6/9/1986 GN 5-50 4/27/1987 Electric lock added to trailing point hand-operated switch on Track 1 located 12075' west of Bethpage Station leading to Long Island Lighting Main Line
5 6/9/1986 GN 5-50 4/27/1987 Electric lock added to trailing point hand-operated switch on Track 1 located 8130' west of Bethpage Station leading to Hooker Chemicals and Plastics Main Line
5 6/9/1986 GN 5-51 5/7/1987 Tracks 1 and 2, Ronkonkoma Yard, out of service Main Line
5 6/9/1986 GN 5-51 5/7/1987 Eastward facing point switch located 300' east of Pond Road, Ronkonkoma, leading to south track, in service Main Line


1 5/18/1987 GN 1-4 6/13/1987 Tracks 1 and 2 and single main track from Signal Bridge 2, Beth Interlocking, to New Highway, first crossing east of Farmingdale Station, equipped for DC electrical operation Main Line
1 5/18/1987 GN 1-4 6/13/1987 North Siding, Farmingdale, equipped for DC electrical operation Main Line
1 5/18/1987 GN 1-4 6/15/1987 Interlocking, remote controlled from Divide, in service Beth Main Line
1 5/18/1987 GN 1-4 6/15/1987 Interlocking Station, out of service Beth Main Line
1 5/18/1987 GN 1-4 6/15/1987 Automatic block signal 296 on Track 2, out of service Main Line
1 5/18/1987 GN 1-4 6/15/1987 Automatic block signal 297 on Track 1, out of service Main Line
1 5/18/1987 GN 1-4 6/15/1987 Automatic block signal 307 on Track 1, out of service Main Line
1 5/18/1987 GN 1-4 6/15/1987 Automatic block signal 308 on Track 2, out of service Main Line
1 5/18/1987 GN 1-4 6/15/1987 Interlocking, remote controlled from Divide, in service Farm 1 Main Line
1 5/18/1987 GN 1-4 6/15/1987 Electric lock added to trailing point hand-operated switch on Track 2 located 3310' east of Farmingdale Station leading to US Plywood Main Line
1 5/18/1987 GN 1-4 6/15/1987 Electric lock added to facing point hand-operated switch on Track 1 located 4342' east of Farmingdale Station leading to North Siding Main Line
1 5/18/1987 GN 1-4 6/15/1987 Electric lock added to facing point hand-operated switch on Track 2 located 5633' east of Farmingdale Station leading to Fairchild Republic Main Line
1 5/18/1987 GN 1-4 6/15/1987 Control of switches and signals transferred from Beth to Divide PW Main Line
1 5/18/1987 GN 1-12 8/20/1987 Distant signal 420 relocated 2463' east of former location Main Line
1 5/18/1987 GN 1-20 9/14/1987 Block Station, out of service PW Main Line
1 5/18/1987 GN 1-20 9/14/1987 Signal 11E, out of service PW Main Line
1 5/18/1987 GN 1-20 9/14/1987 Interlocking redesignated Farm 2 PW Main Line
1 5/18/1987 GN 1-20 9/14/1987 Distant signal 330, out of service Main Line
1 5/18/1987 GN 1-20 9/14/1987 Distant signal 335, out of service Main Line
1 5/18/1987 GN 1-20 9/14/1987 Distant signal 352, out of service Main Line
1 5/18/1987 GN 1-20 9/14/1987 Distant signal 359, out of service Main Line
1 5/18/1987 GN 1-20 9/14/1987 Distant signal 376, out of service Main Line
1 5/18/1987 GN 1-20 9/14/1987 Distant signal 385, out of service Main Line
1 5/18/1987 GN 1-20 9/14/1987 Distant signal 386, out of service Main Line
1 5/18/1987 GN 1-20 9/14/1987 Block and Block-Limit Station, out of service DK Main Line
1 5/18/1987 GN 1-20 9/14/1987 Block and Block-Limit Station, out of service SG Main Line
1 5/18/1987 GN 1-20 9/14/1987 Single track between a point 2550' west of Deer Park Station and 1143' east of Brentwood Station redesignated Track 1 Main Line
1 5/18/1987 GN 1-20 9/14/1987 Track 2 between a point 2550' west of Deer Park Station and 1143' east of Brentwood Station, in service Main Line
1 5/18/1987 GN 1-20 9/14/1987 Deer Park station facilities on south side of Track 2, in service Main Line
1 5/18/1987 GN 1-20 9/14/1987 Brentwood station facilities on south side of Track 2, in service Main Line
1 5/18/1987 GN 1-20 9/14/1987 Interlocking, remote controlled from Divide, in service JS Main Line
1 5/18/1987 GN 1-20 9/14/1987 Interlocking and Block Station, remote controlled from Divide, in service Brent Main Line
1 5/18/1987 GN 1-20 9/14/1987 Electric lock added to eastward trailing point hand-operated switch located 4080' east of Farm 2 leading to Long Siding Main Line
1 5/18/1987 GN 1-20 9/14/1987 Electric lock added to eastward facing point hand-operated switch located 3066' west of Wyandanch Station leading to Freight Track Main Line
1 5/18/1987 GN 1-20 9/14/1987 Electric lock added to eastward trailing point hand-operated switch located 706' west of Wyandanch Station leading to Freight Track Main Line
1 5/18/1987 GN 1-20 9/14/1987 Electric lock added to eastward facing point hand-operated switch located 1351' east of milepost 36 leading to Freight Track Main Line
1 5/18/1987 GN 1-20 9/14/1987 Electric lock added to eastward trailing point hand-operated crossover switch located 1807' west of milepost 37 leading to Freight Track Main Line
1 5/18/1987 GN 1-20 9/14/1987 Electric lock added to eastward trailing point hand-operated switch located 836' west of milepost 37 leading to Freight Track Main Line
1 5/18/1987 GN 1-20 9/14/1987 Electric lock added to eastward trailing point hand-operated switch located 1875' east of milepost 37 leading to Eldee Industries Main Line
1 5/18/1987 GN 1-20 9/14/1987 Electric lock added to trailing point hand-operated switch on Track 2 located 250' east of JS leading to Southern Container Main Line
1 5/18/1987 GN 1-20 9/14/1987 Electric lock added to trailing point hand-operated switch on Track 1 located 2540' east of Deer Park Station leading to Freight Track Main Line
1 5/18/1987 GN 1-20 9/14/1987 Electric lock added to facing point hand-operated switch on Track 1 located 1886' west of milepost 40 leading to Freight Track Main Line

1 5/18/1987 GN 1-32 11/13/1987 West switch to North Yard and all remaining yard tracks, Ronkonkoma, out of service Main Line
1 5/18/1987 GN 1-32 11/13/1987 Eastward facing point crossover switch from main track to south side track located 1955' east of Ronkonkoma Station, in service with east end secured reverse Main Line
1 5/18/1987 GN 1-32 11/13/1987 Eastward trailing point crossover switch from main track to south side track located 2403' east of Ronkonkoma Station, in service secured normal Main Line
1 5/18/1987 GN 1-32 11/13/1987 South Yard Tracks 5-9, Ronkonkoma, in service Main Line
1 5/18/1987 GN 1-32 11/13/1987 Block-Limit Station relocated 5628' east of former location KO Main Line
1 5/18/1987 GN 1-32 11/16/1987 Central Islip station facilities relocated 1700' east of former location on south side of main track and converted from low level to high level platform Main Line
1 5/18/1987 GN 1-32 11/16/1987 Ronkonkoma station facilities relocated 300' east of former location on south side of main track and converted from low level to high level island platform Main Line
1 5/18/1987 GN 1-34 12/7/1987 Main track and Tracks 1 and 2 between New Highway, first crossing east of Farm 2, and Islip Avenue, first crossing east of milepost 42, equipped for DC electrical operation Main Line
1 5/18/1987 GN 1-35 12/12/1987 Main track between Islip Avenue, first crossing east of milepost 42, and Knickerbocker Avenue, first crossing east of Ronkonkoma, equipped for DC electrical operation Main Line
1 5/18/1987 GN 1-35 12/12/1987 South Track, Ronkonkoma, equipped for DC electrical operation Main Line
1 5/18/1987 GN 1-35 12/12/1987 Ronkonkoma Yard Tracks 1-9 equipped for DC electrical operation Main Line
1 5/18/1987 GN 1-35 12/14/1987 Block Station, out of service Brent Main Line
1 5/18/1987 GN 1-35 12/14/1987 Signal 11E, out of service Brent Main Line
1 5/18/1987 GN 1-35 12/14/1987 Distant signal 420, out of service Main Line
1 5/18/1987 GN 1-35 12/14/1987 Distant signal 423, out of service Main Line
1 5/18/1987 GN 1-35 12/14/1987 Block and Block-Limit Station, out of service CI Main Line
1 5/18/1987 GN 1-35 12/14/1987 Distant signal 445, out of service Main Line
1 5/18/1987 GN 1-35 12/14/1987 Distant signal 459, out of service Main Line
1 5/18/1987 GN 1-35 12/14/1987 Distant signal 470, out of service Main Line
1 5/18/1987 GN 1-35 12/14/1987 Block-Limit Station, out of service KO Main Line
1 5/18/1987 GN 1-35 12/14/1987 Interlocking, remote controlled from Divide, in service CI-1 Main Line
1 5/18/1987 GN 1-35 12/14/1987 Interlocking, remote controlled from Divide, in service CI-2 Main Line
1 5/18/1987 GN 1-35 12/14/1987 Central Islip station facilities on north side of passing siding, in service Main Line
1 5/18/1987 GN 1-35 12/14/1987 Passing siding, Central Islip, equipped for DC electrical operation Main Line
1 5/18/1987 GN 1-35 12/14/1987 Interlocking, remote controlled from Divide, in service KO-1 Main Line
1 5/18/1987 GN 1-35 12/14/1987 Interlocking and Block Station, remote controlled from Divide, in service KO-2 Main Line
1 5/18/1987 GN 1-35 12/14/1987 Electric lock added to eastward trailing point hand-operated switch located west of Knickerbocker Avenue leading to South Track Main Line
1 5/18/1987 GN 1-35 12/14/1987 Yard limits between signal 11W, KO-2, and 1000' east thereof, in service Main Line

Research and typing courtesy of my friend, "UN Block"

Dave
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Postby RetiredLIRRConductor » Tue Jan 23, 2007 12:27 am

I forget who the Engineer was on the first westbound Rush hour train out of KO, But I can tell you the Conductor was Benny Prince, and the Brakeman was yours truly. There were Rail fans on the train that day asking us to sign their tickets. If anyone has one, please post it, i would love to see it!
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Postby checkthedoorlight » Tue Jan 23, 2007 3:04 am

wow, interesting stuff, thanks for typing it up.

Did Ronkonkoma always have 3 platforms since going high in 1987? I know that carwash just east of the station was added pretty recently.
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Postby Dave Keller » Tue Jan 23, 2007 9:21 am

No.

Ronkonkoma started out with an island platform.

Look in the distance of this shot:

Image

The outer stairs went to the ground. The temporary ticket office was on the ground (IIRC) on the south side of the tracks until the permanent structure was built several years later. This shot is 1987, just before activation of the third rail.

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Postby pennsy » Tue Jan 23, 2007 10:28 am

Hi All,

This one caught me by surprise. I was with AIL in Deer Park until 1975. At that time the LIRR went through our backyard, just about, and the Alco C-420's were in charge. So no third rail. From what I see, in 1987 a third rail went in and now the Comac Rd crossing has got to have a gap for the third rail. I still remember the day that some kids placed a rock in the frog of the switch going to the Pilgrim facility and the train wound up on its side. Interesting memories of the area. Was anything done to improve the station at Deer Park ? And is the area still single track ?
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Postby davelirrider » Tue Jan 23, 2007 11:58 am

pennsy wrote:Hi All,

This one caught me by surprise. I was with AIL in Deer Park until 1975. At that time the LIRR went through our backyard, just about, and the Alco C-420's were in charge. So no third rail. From what I see, in 1987 a third rail went in and now the Comac Rd crossing has got to have a gap for the third rail. I still remember the day that some kids placed a rock in the frog of the switch going to the Pilgrim facility and the train wound up on its side. Interesting memories of the area. Was anything done to improve the station at Deer Park ? And is the area still single track ?



Deer Park station, as you remember it, is no longer. The station located at Long Island Avenue and Deer Park Avenue was closed and moved about 2 miles east in what is now Heartland. It's about 500 ft or so from where the old Pineaire station was.

It's definitely one of the more popular stations in suffolk because of it's large lot, and free parking. It's packed to capacity everyday, with cars often parking on the grass.

On another note, AIL is no longer either - bulldozers were in there last week tearing down the remainder of the main office building. Construction of Tanger Outlet Mall begins in the spring.
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Postby Dave Keller » Tue Jan 23, 2007 2:06 pm

Alan:

If you remember where L. I. Avenue did a dog-leg jog across the tracks, going from north side of LIRR to south side of LIRR just before the Pilgrim spur, THAT'S where the Deer Park Station was relocated.

Many kids tried to race the train at that crossing years ago and got clipped.

No more dog-leg jog anymore. The road was diverted north of the huge parking lots, then turns south to cross the tracks to connect with L. I. Avenue on the south side.

The old Deer Park station was left standing for MOW (?) use. Don't know if it's still around or not.

As an historical aside: The relocated Deer Park station is on the northwest side of the crossing. The old Edgewood station was located on the northeast side of that same crossing many years ago. Opened in June, 1892, it was discontinued as a stop on 10/21/1913 and stood around vacant until it burned in 1920. The late, retired station agent /block operator George G. Ayling of C.I. told me years back that anytime anyone needed a small supply of construction materials, they just tore it from the remains of the abandoned Edgewood depot.

Wonder if the LIRR intentionally burned it . . . . Hmmmm . . . . .

Also, on the subject of relocated stations, CI was moved east to the corner of Suffolk and Lowell Avenues, the former site of the conection into CISH years back.

Both relocations made it impossible to walk to the station from the respective business districts neighboring the old depots (although the major portion of Deer Park's business district had moved further south over the years preceding the move.)

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Postby pennsy » Tue Jan 23, 2007 2:22 pm

Hi All,

Talk about things changing radically with time. Is the Deer Park area double tracked, besides having a third rail ??

Hard to believe AIL is gone from Deer Park. Did they close their doors completely or do they still operate the Melville and Farmingdale facilities ?

The Deer Park facility was actually three stories. They played a game. They dug down to provide a basement, one story, they had the original floor, with the lobby and waiting room, second story, and the third story was built over the experimental machine shop. That is where all the planners and "great politicians" were located. When I left them (escaped ?) they were part of Cutler-Hammer. Later on I found out that Eaton had taken them over. What is left of that complex ?

As an aside, there was a Hobby shop across the tracks on the North west side. They folded, as many businesses in the area did, and I came by when they were getting rid of whatever inventory they had. Picked up, in HO scale quite a bit of goodies. Got my Tuscan Red GG-1 and my Brunswick Green GG-1 there, at the interesting price of seventeen bucks apiece. Try that today.
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Postby Nova55 » Tue Jan 23, 2007 3:17 pm

The old Deer Park station is still there, used by Lipa IIRC.
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Postby MACTRAXX » Wed Jan 24, 2007 5:32 pm

Everyone: Graat posts! DK-That KO info line was GREAT! That answered for myself alot of unanswered questions about the timeline. I remember that first day myself-12/28/87 - I rode the first WB from CI to Wyandanch and then took the second WB electric W to NYP. I was interviewed by News 12 on that train-I still have the tape of it I made stored somewhere. There were drawbacks on the KO electrification - for example the ticket machines that just were not designed for the amount of use they got in WYA,DPK,BWD and CI - they would have been a good SUPPLEMENT to a ticket clerk but turned out to be sub-standard replacements. Keep the memories coming all!! MACTRAXX
EXPRESS TRAIN TO NEW YORK PENN STATION-NO JAMAICA ON THIS TRAIN-PLEASE STAND CLEAR OF THE CLOSING TRAIN DOORS
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Postby M1 9147 » Wed Jan 24, 2007 11:27 pm

Outer Platforms were added, and placed in service in 1993, and the new station building opened for business in 1996. The north lot was built in 1994, and the garage was built and completed in 1995. This was to alleviate the overcrowding at KO.
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Postby Dave Keller » Thu Jan 25, 2007 9:04 am

Hi Neil:

Are you POSITIVE about your dating of the parking garage and new station buidling?

I've been given dates of the garage opening in 1996 and the new depot in 1998.

I need to know which is factually correct to update my LIRR Station History listing.

Thanx!

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Postby jetfan » Thu Jan 25, 2007 7:54 pm

I am pretty sure that the railroad still uses the old Deer Park facility, I happen to live a few blocks away and always see LIRR trucks there.
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