Page:Vincent F. Seyfried - The Long Island Rail Road A Comprehensive History - Vol. 2 (1963).pdf/86

 70 sentatives of Mr. Poppenhusen, who was unavoidably absent. The whole population of Winfield and Locust Grove had turned out to greet them. The little twelve-year-old daughter of the local doctor stepped up to the engine and smashed a bottle of champagne across the cow catcher, saying at the same time, "I christen thee Winfield!" The local dignitaries then stepped forward and in an appropriate speech presented the engineer with a set of handsome colors on behalf of the village.

The passenger coaches were the pride of the line. In a lyrical description of 1872 we read that "the cars are clean, large and handsome, and have many novel improvements. The seats are either velvet-cushioned or cane-bottomed. Steam heating apparatus is supplied to each car. The old hand brakes are being replaced by steam brakes, which are controlled by the engineer. The platforms of the cars are level with the depot platforms, and the method of coupling is such as to make telescoping impossible." From the very few pictures which have survived we observe that the cars had fifteen or sixteen windows to a side, narrow open platforms, and roofs that were either flat with vents for five oil lamps, or deck-roofed with gas lamps. The trucks were wood and the wheels were wood with steel tires. Gas lighting was introduced in the spring of 1870. Several of the cars must have been unusually elegant, for they are referred to as "splendid palace cars" and "sumptuous smoking cars." All were built either at the Taunton Car Works in Taunton, Mass. or at the College Point shops of the company.

It would appear that the older passenger coaches inherited from the New York & Flushing R.R. were all disposed of as rapidly as possible during 1869–70. These are probably the cars referred to in the road's annual reports as "second class and emigrant cars."

The service and scheduling on the Flushing & North Side R.R. received exaggerated attention and special care, largely because the poor service of the old New York & Flushing was such a recent and disagreeable memory. In 1868 and 1869 before the road was opened to College Point and Whitestone only nine trains were operated each way daily, four through to Great Neck and five to Flushing. A train making all stops took forty-five minutes from Hunter's Point to Flushing and one hour to Great Neck. After the College Point and Whitestone Branch