Page:Vincent F. Seyfried - The Long Island Rail Road A Comprehensive History - Vol. 2 (1963).pdf/18

 10 by operating the road, even though it had not been formally turned over by the contractors. The National Course, formerly the Fashion Course, was located just east of Junction Avenue and north of Elmhurst Avenue in Corona, and attracted a large turnout of "sports" and "swells" as the racing devotees of that day were known. Access to the race course had previously been only by stagecoach from Astoria or Flushing; now it became possible for the first time to carry large crowds by rail. The Flushing Journal exulted in the prospect and paid honor to those who had piloted the railroad project through the many pitfalls of the last two seasons. On the eve of opening the road, the directors made two appointments: W. W. Kingsley as baggage master, and E. T. Dudley, late of the Harlem R.R., as superintendent. The first experimental trip was made over the road on June 23, 1854 in the late afternoon. As the locomotive steamed into Flushing at 4 P.M., it made a great impression and rejoiced the hearts of those who had believed in the project from the beginning.

The great day—June 26th—came and went without mishap and for the next four days the little engines and cars shuttled back and forth between the National Course and the East River with their loads of humanity. From the New York press, which covered the races and the results of each day, we learn that the event drew large crowds of men and fashionably dressed women, while many of the blooded horses of the day, some even brought up from the deep South for the event, ran daily heats. Mr. Dudley, the superintendent, ran ads in the dailies, offering "special" trains every half hour, running direct to the National Course; the running time is given as 30 minutes, and the fare 25¢. It was expected that there would be some kind of public celebration to mark the opening of the new road, but there is no record that any such occurred. After the last racing day (July 1st) the directors cut down the service to three trains only per day to give the contractors a chance to put the finishing touches to the road; then on July 17, 1854 the first timetable went into effect.