Mafia in America – Jack "Legs" diamond – Gangster who couldn't be killed

Jack "Legs" Diamond was shot and injured so many times, he was called "The Gangster Who Can't Be Killed."

Diamond, born July 10, 1897, a native of Kilrush, Clare County, Ireland, spent the first years of his life in Philadelphia. After his mother died of a viral infection when Thirteen was 13, he and his younger brother Eddie broke into a group of tough people called the "Boiler Gang." Diamond was arrested more than a dozen times for robbery and robbery, and after spending several months in a juvenile detention center, Diamond was taken into the military. Army life didn't exactly match Diamond's. He served less than a year and then decided to go to AWOL. He was soon apprehended and sentenced to three to five years in the Federal Prison at Fort Leavenworth, Kansas.

Diamond was released from prison in 1921, and he decided New York City was where he could make a fortune. Diamond and his brother Eddie have moved to Manhattan to the Lower East Side, where they entered with an oncoming gangster named Lucky Luciano. Diamond did a variety of odd jobs for Luciano, including a little tweaking, along with Brooklyn thug Vannie Higgins. Diamond's marriage to Florance Williams lasted only a few months (he had never been home). But his luck changed, when Luciano introduced Diamond to Arnold "The Brain" Rothstein, a notorious gambler and financial wizard. This was the break Diamond had been waiting for and he did his best.

After starting as a bodyguard for Rothstein, Rothstein brought in Diamond as a partner in his lucrative heroin business. When his pockets became full of money and his need for Rothstein diminished, Diamond, in collaboration with his brother Eddie, decided to set aside the money on his own. They assumed they could make a crowd that robs robberies of other mobsters, including those of Owney Madden and Big Bill Dwyer. This was not a good idea, since Madden and Dwyer were part of a larger crime syndicate, which included Luciano, Dutch Schultz and Meyer Lansky. At no point was Diamond a persona non grata in the gangster world, and it's free to choose who wanted to get rid of him.

In October 1924, Diamond was driving a Dodge sedan along Fifth Avenue when, at 110 Street, a black sedan went past him. The rifle fired at Diamond from the back window of the limo, but Diamond was too fast to be killed. He bent down and hit the gas, not looking where he was going. Fortunately, he was able to escape with his shooters and be taken to nearby Mount Sinai Hospital. Doctors removed the pellets in his head, face and legs, and when officers arrived to examine him, the Diamond went crazy.

"I don't know anything about it," he told Diamond. "Why would anyone want to shoot me? They must have the wrong guy."

Soon Diamond befriended a gangster who did not want to kill him. His name was "Little Augie" Orgen. The Orgen has recruited Diamond as his chief bodyguard. In turn, Orgen gave Diamond a good chunk of his narcotics and narcotics business. That friendship went just fine, until October 15, 1927, when Louis Lepke and Gurrah Shapiro shot Orgen at the corner of Norfolk and Delancey streets, with Diamond allegedly standing guard for Orgen's security. The diamond was shot in the arms and legs (probably by accident), which required another trip to the hospital. After his release, he befriended Lepke and Shapiro, and as a result, the two assassins provided Diamond Orgen with decorating hands and narcotics, as a reward for being stupid enough to find bullets for Orgen.

Now Diamond was at the top of the world. He had enough money to throw, and he became a mainstay in all New York nightclubs, usually with showgirl Kiki Roberts on hand, despite the fact that he is still married to his second wife, Alice Kenny. Diamond was regularly seen at the Cotton Club, El Fay and the Stork Club, and his image often appeared in newspapers, which did not portray Diamond as a gangster, but as a handsome man in town. Soon Diamond was part of the owner of the Hotsy Totsy Club on Broadway between 54th and 55th Streets, with Hymie Cohen as front partner. The Hotsy Totsy Club had a back room where Diamond often settled business disputes, usually by shooting opponents to death and then running them as if they were drunk.

The diamond fall began when, on July 13, 1929, three unlucky doctors boarded and began a ruckus at the Hotsy Totsy Club bar. Diamond stepped in, with gang member Charles Entratta, to prevent his manager from suffocating. "Me and Jack Diamond and I run this place," Diamond told the doctors. "If you do not calm down, I will blow your (lofty) heads."

The conversation failed and soon the shooting began. When the smoke cleared, two doctors were dead and one was injured. As a result, Diamond and Entratta took him on the attack. While hiding, Diamond decided that before he could return to what he was doing, the bartender and three witnesses had to be killed. And soon they were. Cohen also found himself dead, and a hat girl, cashier and one waiter disappeared from the face of the earth. Diamond and Entratta, all out of the way who could harm them, calmly turned to the police and said, "I heard they were asking us for questioning." There was never an indictment against them, but Diamond realized that New York City was no longer safe for him, so he closed the Hotsy Totsy Club and moved to Greene County, upstate New York.

From upper New York, Diamond performed a small boot operation. But after months of impatience, he sent a message to gangsters in New York, more specifically Dutch Schultz and Owney Madden, who had trained Diamond rackets in his absence, to return to retrieve what was his. This set the target straight on Diamond's back, and he became known as the "clay pigeon of the underworld."

Diamond was sitting at a bar in the Aratoga outlet near Arce, New York, when three men dressed in duck hunting burst into a bar and filled with Diamond bullets. The doctors had little chance of survival, but four weeks later Diamond came out of the hospital and told reporters, "Well, I did it again. No one can kill Jack Legs Diamond."

A few months later, as Diamond was leaving the guest bypass, he was shot four times; into his back, legs, lungs and liver, but he again beat the chances his doctors gave him and survived. He was not so lucky in December 1931 when, after a night of spirits at the Kenmore Hotel in Albany, he drunkenly retired to a nearby boarding house and fell asleep. The housewife said afterwards that she heard Diamond pray for his life, before she heard three gunshots. Two assailants allegedly broke into Diamond's room, and while one held him by two ears, the other threw three slugs into his brain.

The killers fled in a red Packard, ending the myth that Jack "Legs" Diamond was a gangster who couldn't be killed.

Art of neon lights – illuminating marketing concept

A new and electrifying promotional phenomenon arrived in the early 1920s that took traditional marketing methods to another level. 1923 Georges Claude and his French company Claude Neon, introduced the United States to neon gas signs. That same year, the first neon sign was erected in the city of Los Angeles, California. A Packard car dealer, Earle C. Anthony, imported from Paris, two Packard signage for his dealer, for which he paid $ 24,000. Of course, this was an incredible amount of money to be paid for two signs at the time, but the concept was new and unique even though the popularity of neon signs was not yet widespread. Today, this vintage Packard sign is on a privately owned structure in Cottage Grove, Oregon, but can be seen from the sidewalk.

Glass bends infuse different gases (i.e., neon, helium, xenon, argon, and krypton) to give a variety of colors. When you look at the dazzling exhibit of neon lights shining brightly on Broadway in New York and along the railroad track or on Fremont Street in Las Vegas, Nevada, they are spectacular like fireworks on New Year's Eve or on the Fourth of July. Traveling around the country and around the world, you will find a variety of companies that continue to showcase the incredible work of neon lights.

Neon lights in theater markets, signage for motels, hotels, restaurants, casinos and other businesses have added a "wow factor" to attract potential customers and curious viewers. These lights on the outside of the business were an exciting hook that will entice you to find out what's going on on the inside of that business. Neon lights have been a pretty innovative promotional marketing tool.

From advertising to art, the popularity of neon lights, neon watches, neon special and novelty signs, business signs, beer bars, beer signs and light boxes is turning into eye-catching collections. If you are a fan of neon light and want to learn more about education, history and preservation of the neon collection, here are some resources:

1. MONA (Museum of Neon Art) educates the public on the history, culture and technical aspects of the electrical and kinetic media. MONA provides neon art classes and is dedicated to educating, exhibiting and preserving the electrical and kinetic media arts.

2. The Las Vegas Neon Museum collects, preserves, studies, and exhibits neon signs to enrich and educate its global audience.

3. Roadside Peek contains content on its website regarding the education and sightings of neon lights. They include other road icons and treasures of the past found all over the country.

For institutional locations regarding continuing education in neon signs, here is a list of some schools offered by Neon University:

1. British School of Neon (England)

2. Daco Neon School (Papillon, NE)

3. Ed Waldrum Neon School (Irving, TX)

4. Hollywood School of Neon (Hollywood, Florida)

5. National Neon Institute (Benicia, CA)

6. Neon Commerce School (Las Vegas, Nevada)

7. Savage Neon (Baltimore, MD)

8. Urban Glass (Brooklyn, New York)

9th North Texas Neon School (Ft. Worth, Texas)

10. Northon Indiana Neon School (Hammond, Indiana)

11. Northwestern Technical College (Detroit Lakes, MN)

The art, science and theater of neon signs can inspire you to collect or revive a retro retro promotional look for your business.

Long Island Aviation Foundation

Sparsely populated, as evidenced by the once thinly scattered rural estate, Long Island, still in its innate condition, was covered with forests, but one, the central clearing, the largest east of the Mississippi River, stood like an oasis in the desert, and served as a hatchery for air life. They called it "the Hempstead Plains." Almost destined as an air threshold, its flat, unobstructed expanses were called for flight, giving place to experimenting with planes, flying fields and pilot schools, an area where vehicles spread their wings and rose from the womb that incubated them, continuing the ascending path that would one darkened the atmosphere for days and connected the planet to the moon.

Located on the eastern edge of the earth, a dividing line that is only transcontinental to the west or transatlantic to the European continent, the area close to New York, the world's densest city, served only to geographically cement this air base.

Glenn Hammond Curtiss, the first to triumph over Long Island with his Golden Flyer biplane, won the American Science Trophy after making the 25-mile route around Mineola Airport on July 17, 1909, attracting other aviation-inspired people and the first commercial aircraft buyer.

Growing aviation interest and experimentation quickly eclipsed the confines of the small field, resulting in the establishment of the nearby Hempstead Plaines Airport, whose nearly 1000 acres expanded 25 wooden hangars and grandstands by the summer of 1911. Moissant School, the country's first civilian institution, has opened a fleet of seven Bleriot monoplanes operating on five structures. Harriet Quimby then issued her first pilot license.

Long Island soil, nourishing aviation as much as grass, provided the stage for the first International Aviation Meeting of the Year at Belmont Park in Elmont, attracting both American and European pilots racing and setting speed and performance records with a growing collection of early designs , while Sheepshead Bay in Brooklyn served as the source of the first transcontinental flight operated by Calbraith Rogers at the Wright & # 39; designed by EX Vin Fiz biplane September 17, 1911. Stopped in San Diego, California, 49 days later, despite a dizzying array of hoop stops and airframe reconstruction requiring demolition.

The first U.S. Air Mail route, though a short, temporary, six-mile stretch from Garden City to Mineola on Bleriot aircraft, happened that year as well.

Hempstead Plains Airport, taking on a military role, provided a training ground for National Guard pilots in 1915, and two years later, it became one of only two U.S. Army fields with a fleet of four Curtiss JN-4 Jenny aircraft. It was also the year when the Hazelhurst Field was redesigned, in honor of a military pilot who lost his life in a plane crash.

To meet the increased demand for military pilot training, field no. 2 was established south of the existing Hazelhurst Airport in 1917 and was later renamed "Mitchel Field" in July of the following year, after then-Mayor of New York John Purroy Mitchel.

The first scheduled airmail line, which occurred in May 1918 from Washington to Belmont Park with Curtiss Jennys, led to the first heavy transatlantic transatlantic crossing from Long Island to Portugal the following year with a trio of Navy, four-wheeled amphibious flying ships Curtiss NC. only one of which has finally arrived on the European continent, after two interstitial stops in Newfoundland and the Azores.

The roots of many Long Island aircraft manufacturers were planted during World War I.

The "golden age of aviation", coupled with numerous speed, distance and altitude records, resulted in two notorious nonstop flights. The first one, implying a single-engine Fokker T-2, resulted in a 26-hour, 50-minute transcontinental crossing from Roosevelt Field to San Francisco in 1923, while the second was Charles Lindbergh in the world. the famous, solo, nonstop, transatlantic flight four years later, on May 20, 1927, in the Spirit of St. John the Baptist Louis.

After its almost symbolic rollover into the blurry dawn before departure, the silver monoplane fell into the darkness, doubt and uncertainty of consensus belief about the attempt, but the tiny orange glow that pierced the sky on the horizon somehow reflected promise and hope – a goal to be pursued. From the present point of view, however, France looked equally infinitesimal. Yet the precarious take-off, mud and water, barely clearing the trees, served as a threshold for successfully covered 3,610 miles across the Atlantic to Paris.

By 1929, integrating with its former half known as "Curtiss Field", Roosevelt Field was considered the "world premier" for its paved runways and trails, instrument flying equipment, hangars, restaurants and other early thirties. the largest such facility in the country with 450 pool-based aircraft and some 400 hourly movements. It was also home to Roosevelt Air Force School, one of the largest civilian pilot training facilities in the United States.

During the three-year post-World War I expansion phase, which occurred between 1929 and 1932, Mitchel Field developed into one of the United States & # 39; the largest military facilities with eight steel and concrete hangars, barracks, operating buildings and warehouses, and served as home to many combat, bomber and observation squads. It was here that the first non-stop transcontinental bomber flight took off, operating a B-18 aircraft in 1938, while two P-40 Warhawk squadrons were grounded during World War II.

In fact, the war-requiring claim served only to deepen Long Island's air core, resulting in the explosive peak of military aircraft design and production by 1945, at that time about 100,000 locals engaged in aviation employment, primarily with the Republic Air Force the Grumman Corporation and the Aeronautical Engineering Corporation, in the merger of man and machine that eventually triumphed in the war.

The first of these, founded in 1931 as the Seversky Aircraft Corporation, moved to larger facilities, redesigning itself the Republican Aviation Corporation seven years later and becoming the Army's second largest supplier of Air Force fighters due to copious amounts of P-performance -47 Thunderbolts sold them.

The second, founded in 1930 by Leroy Grumman, became the Grumman Aircraft Engineering Corporation and was synonymous with Navy and Amphibious spacecraft, the first of which included the two-seater FF-1, F4F Wildcat, F6F Hellcat, TBM / TBF Avenger, F7F Tigercat and F8F Bearcat, the latter including Grumman Goose, Widgeon, Mallard and Albatross.

Changing, post-war conditions, however, began to drag Long Island's aviation roots, as military aircraft contracts were no longer required, and the suburbs of booming Roosevelt and Mitchel Fiels were closed. However, to date, more than 64,000 civilian and military aircraft have been dropped by its manufacturers.

Crossing the atmosphere, aviation transformed into aviation.

Dr. Robert Goddard, who successfully designed the world's first liquid fuel rockets in Massachusetts, received a $ 50,000 grant from Harry Guggenheim on Long Island to conduct related research and testing, and eventually designed a liquid fuel rocket engine. , a turbine fuel pump and a gyro control device.

Eleven airlines subsequently bid to design and manufacture the required component of the Project Apollo Moon Lunar Transmission Mission Module, allowing crew members to travel between the command module in orbit and the moon's surface, and NASA awarded Grumman a contract in 1962. Two simulators, ten test modules and 13 operational Lunar modules were built during the Apollo program, the most famous of which was the LM-5 "Eagle", which disappeared from the Apollo 11 spacecraft on July 20, 1969 and linked the first man to the moon, leaving its imprint and base on the Lunar itself modules as eternal proof of this feat.

Aviation seed planted in the Hempstead Plains of Long Island has thus sprouted and grown, linking its own soil to the moon.

The five most common causes of car accidents

Cars can offer the freedom and ability to move from point A to point B without much work and for a minimal amount of time, but can also be devastating when used in inexperienced or damaged hands or in conditions unsuitable for safe driving.

Although you may be the perfect driver, other drivers are more careless or prone to bad judgment. The five common causes of road accidents are listed below. By raising awareness of the common causes of road accidents, we hope it will increase awareness and make fewer poor decisions.

1. Negligence of drivers according to legal regulations

Drivers usually violate traffic laws. While these common law violations may seem minor, they will eventually lead to a car accident that can cause serious injury or even death. Common traffic laws that drivers violate include:

  • Disregard for traffic signals
  • Tailgating
  • Speed ​​limit exceeded
  • Light positioning and stopping

By violating traffic laws that respect other vehicles and pedestrians, you are threatening not only your safety but also the well-being of innocent civilians.

2. Driving under the influence

Alcohol and other toxins reduce driver reaction time and judgment. While states allow drivers to have less alcohol in their bloodstream, anything above the legal limit compromises your ability to successfully operate a motor vehicle, increasing the potential risk of a car accident.

In addition, other distractions, such as cell phones or texting – both of which are illegal in many states – usually cause traffic accidents.

3. Sleep deprivation

No matter how much Red Bulls or No Doses you consume, denying your body the required sleep will reduce reaction time and increase the likelihood of a car accident. Lack of sleep is a common cause of traffic accidents due to operators trying to meet stressful and often unrealistic deadlines.

4. Bad weather

Bad weather, such as constant wind, heavy snowfall, rain or ice, dramatically increase the likelihood of a car accident. Driving in these conditions should be done with extreme caution.

5. Defective vehicles

Although manufacturers recall faulty vehicles, this action is not taken until enough damaging or fatal accidents occur. Damaged vehicles may also be the fault of the mechanic who did not notice the problem or the owner who delayed the problem.

Stucco installation – Dos and Don Stupsco installation

If you are looking for an effective means of increasing strength, why not consider installing a stucco? The Stucco deposition process must be performed effectively in order to obtain the real benefits that Stucco can provide. This is because there are many factors that need to be noticed and implemented in the Stucco application process.

Installing Stucco has been used since ancient times to improve the durability and strength of the structure. The actual formula for Stucco has, of course, changed over the years. Today, many different additives are used in the mix to give application and long lasting quality after application. It is a versatile material for use in buildings. It can be applied to different types of building structures which increases its versatility.

The reason why it is so wide is because it offers significant benefits. The stucco is waterproof and fire resistant, meaning it offers significant protection to the surface to which it is applied. It cannot be decomposed due to mold and mildew, which allows it to give protection to the building from weather elements.

Because Stucco installation must be one correctly, it is vital that professionals do it. You have to be careful when installed to properly unplug it. When looking for its application apps, make sure that the work is done by professionals, to see the best results. Ask if they have permission and also look at as many samples as possible so you have an idea of ​​the various exits you can get through the app and this will help you choose something you like.

Choosing an experienced Stucco application expert will ensure that you achieve the results you want. The money spent on such an application will pay off and the result will be long lasting.

Lipstick "Lilo" Galante – cigar

He was just as vicious as the mob boss of Vito Genovese, ambitious as Vito Genovese, and as deeply involved in the heroin business as Vito Genovese. However, Carmine "Cigar" Galante would not die of natural causes as Vito Genovese did (though in prison). Instead, Galante was killed in one of the most memorable mob hits of all time. After his body was filled with lead, he lay stretched out on his back in the small backyard of a Queens restaurant, his cigar clenched between his teeth.

Camillo Galante was born on February 21, 1910, at 27 Stanton Street in Manhattan's Lower East Side. Since both his parents, Vincenzo, the fisherman, and his wife (maiden name of Vingenza Russo) were born in the sea village of Castellammarese del Golfo in Sicily, Galante was the first first Sicilian / American generation. Galante had two brothers and two sisters, and when he was in elementary school, Galante gave his name to Camillo and insisted that his name be Carmine instead. Over the years it has been abbreviated to "Lilo", which is what most of his associates have called Galante.

Galante first broke into petty theft from a sales desk when he was fourteen. But since he was a minor at the time, the details of this arrest are not on his official police record.

At different times Galante attended public high schools 79 and 120, but dropped out of school forever at the age of fifteen. Galante had been to and from the Reform School several times, and was considered an "irreparable offender."

From 1923 to 1926, Galante was reportedly employed by the Lubin Artificial Flowers Company on West Hill 270. However, this was a nuisance to comply with the law in which Galante profited when, in fact, he pursued a very lucrative criminal career .

In December 1925, Galante was arrested for assault. However, the money changed hands between Galante's men and bad cops, and as a result, Galante was released without serving jail time. In December 1926, Galante was arrested again, but this time he was found guilty of second-degree assault and robbery and sentenced to two to five years in prison. Galante was released from prison in 1930, and in order to please his discharge officer, he got another humorous "job" at the fishing company O & 39; Brien Fish, 105 South Street, near Fulton Fishing Market.

However, the nature of Galante was not to stay on the right side of the law. On March 15, 1930, five men entered the Martin Weinstein shoe factory at the corner of York and Washington streets in Brooklyn Heights. On the sixth floor of the building, Mr. Weinstein was in the process of collecting his weekly paychecks, under the protection of Officer Walter De Castilli of the 84th District. The five men took the elevator down to the 6th floor. As one man stood guarding the elevator, the other four stormed into Mr. Weinstein's office. They neglected $ 7,500 sitting at a table and opened fire on Officer De Castilli, a married father of a young girl, with a nine-year breakthrough. Officer De Castillia punched him six times in the chest and immediately died.

The four men calmly returned to the elevator and were joined by a cohort guarding the elevators of Louis Sell. Stella dropped the five men downstairs. He later told police that the men got out of the building, quietly walked to a parked car, got into a car and fled the scene. When police arrived a few minutes later from the station just 2 blocks away, the killers were nowhere to be seen. Sella described the five men as "early to mid-20s, with dark skin and dark hair." Sella said the men were all "very well dressed."

Police theory was that since no money had been taken, it was a planned coup against Officer De Castillia. On August 30, 1930, Galante, along with Michael Consol and Angela Presinzano, were arrested and charged with the murder of Officer De Castilli. However, all four men were soon released due to lack of evidence.

On December 25, 1930, four suspicious men were sitting in a green limousine on Briggs Avenue in Brooklyn. Police Detective Joseph Meenahan just showed up in the area. He saw the men in the limo, pulled out a gun and approached the limo cautiously. One of the people yelled at Meenahan, "Stop there copper, or we'll burn you."

Before Meenahan could react, the shooting started from a green sedan. Meenahan was hit in the leg and a six-year-old girl walking nearby with her mother was seriously injured. The limo driver had trouble starting the car, so four men jumped out of the limo and tried to escape on foot. Three men were abandoned to leave the area by jumping on a passing truck, but a fourth was skating as he tried to board a truck and was found wounded by Meenahan. That man was Carmine Galante.

When Meenahan brought Galante to the station house, a group of detectives, furious that one of them had been wounded, began giving Galante a "police station repair." Despite getting lumps, Galante refused to give up the identity of the men who fled. He was subsequently tried and convicted as one of four men who robbed a Lieberman brewery in Brooklyn. On January 8, 1931, Galante was detained at Sing Sing Prison in Ossining, New York. He was later transferred to the Clinton Correctional Institution in Dannemore, New York, where he remained until his release on May 1, 1939.

While Galante was in prison, he was asked an IQ test that revealed he had a poor IQ of just 90, which, although Galante was well into his twenties, equated to a mental age of 14. It was also noted that Galante was diagnosed with a "neuropathic psychopathic personality". A physical assessment showed that he had 10 injuries to his head in a car accident when Galante was 10 years old, an ankle fracture when he was eleven years old, and that Galante showed early signs of gonorrhea, possibly resulting from one of the many brothels under the control of the steering wheel.

In 1939, upon his release from prison, Galante was again employed by his old job at the Lubin artificial flower company. In February 1941, Galante acquired membership of Local 856 Longshoreman Union, where he reportedly worked as a "stevedore." However, Galante probably very rarely showed up for work; one of the perks of being a mafia member.

There is no exact date, but Galante was induced as a member of the Bonanno crime family in the early 1940s. Despite the fact that his boss was Joe Bonanno, at the time the youngest mob boss in America, Galante made numerous hits for Vita Genovese, all through the 1930s and 1940s.

While Genovese was in exile in Italy (they only sought him on murder charges and flew to the mainland before he could be arrested), Genovese became fast friends with the Italian fascist dictator Benito Mussolini. In America, Mussolini had a stone in his shoes called Carlo Tresa. Tresa provoked Mussolini's great agitation by constantly writing anti-fascist sentiments in his radical Italian-language magazine, Il Martello, which was sold to Italian communities in America.

Genovese sent a message back to America to Frank Garofalo, a subordinate of Joseph Bonann, that Tresa must go. Garofalo gave Trez a contract with Galante, who cut Tresa off for a few days to determine the best time and place to hit him.

On January 11, 1943, Tresa was walking along Fifth Avenue near 13th Street when a black Ford sedan pulled up next to him. Ford stopped and Galante jumped out with a hot gun in his hand. Galante punched Tresa in the back and head several times, killing the newspaper editor. Surprisingly, Galantea was seen by his discharge officer fleeing the scene of the accident, but due to the wartime dispensing of gas, the parole officer was unable to track down a black Ford containing Galante and a smoking gun. No arrest was ever made for the death of Tres.

In 1953, Bonanno sent Galante to Montreal, Canada, to take control of the interests of the Bonanno family, north of the border. In addition to the highly lucrative Canadian gambling rackets, Bonannos was hard pressed to import heroin, from France to Canada and then to America – the infamous French ties. Galante oversaw Canada's drug operation for three years. But in 1956, Canadian police captured Galante's involvement. Not having enough evidence to capture Galante, they instead deported Galante to America, classifying Galante as an "undesirable foreigner."

In 1957, Genovese called for a grand summit of all the top Mafioso in America, to be held at the Ustasha residence of Joseph Barbara in New York, Apalachin, a captain in the criminal family of Stefan Magaddin. In preparation for this meeting, on October 19, 1956, several New York criminals were invited to Barbara's home to go over the guidelines of the proposed meeting; whose main purpose was to anoint Genovese as Capo di Tutti Capi, "or" Boss of all chiefs. "

After the meeting ended, driving back to New York City, Galante got speeding by speed near Birmingham, New York. With his driver's license suspended, Galante gave police a phone call. He was immediately arrested and sentenced to 30 days in prison. However, the Mafia truffles also arrived straight into the police force in far-flung New York. After several New York attorneys made real phone calls to New York, Galante was released within 48 hours. Still, a state trooper by the name of Sergeant Edgar Roswell noted the fact that Galante had confessed to police that he had stayed the night before at the Arlington Hotel, hosted by a local businessman named Joseph Barbara. This made Roswell pay special attention to the Barbara residence in Apalachin, New York.

Less than a month later, on November 17, 1957, at the insistence of Don Vito Genovese, mobsters from all over America arrived at the Barbara residence. These men included Sam Giancana of Chicago, Santo Trafficante of Florida, John Scalish of Cleveland, and Joe Profaci and Tommy Lucchese of New York. Galante boss Joe Bonanno decided not to attend, so he sent Galante instead.

Sergeant Roswell took note of the fact that the day before the nearby Arlington Hotel was a rafter, it was reserved for rafters with suspicious towels. Roswell asked the right questions and was able to confirm that the man who made reservations for these men was Joseph Barbara himself. Roswell drove to Barbara residents and noticed a dozen luxury cars parked outside, some with tiles out of town.

Roswell asked for support, and within minutes, dozens of state suits with rifles drawn. The troops raided Barbara's residence and chaos ensued. Men wearing expensive suits, hats and shoes with screws. Some were immediately arrested; some reached their cars and drove off the property before police could set them up. The others jumped out the windows and climbed through the thorny forest. One of those men was Carmine Galante, who hid in the cornfield until police left Barbara's residence. He then returned to Barbara's home and arranged his safe passage back to New York City.

The next day, when the news of the raid on Barbara's home hit the American newspaper, blowing the lid with the mistaken idea that the Mafia was a myth, Galante set off into the wind or, in a cellular manner, "pulled back." On January 8, 1958, the New York Herald Tribune wrote is that Galante went to Italy to hook up with old pal Salvatore "Lucky" Luciano, who was in exile in Italy after serving nine years in a U.S. prison for defective charge. Another report states that it was not Luciano Galante but Joe "Adonis" Doto, another ex-Mafia boss in exile in Italy. On January 9, the American New York Journal said that Galante was not in Italy at all, but in Havana, Cuba, with Meyer Lansky, a longtime member of the National Crime Commission, who had numerous casino interests in Cuba.

In April 1958, it somehow leaked that Galante was now returning to the United States and living somewhere in the New York area. Local law went into operation and in July Galante was arrested by the Federal Bureau of Narcotics while driving near Holmdale, New Jersey. He is accused of engaging in a major heroin deal that Galante was involved with. Vito Genovese, John Ormento, Joe Di Palermo and Vincent Gigante were also arrested in the same case. Galante, again using his cadre of New York attorneys, was released on $ 100,000 bail. Galante's attorneys were able to delay further legal proceedings for nearly two years. It was not until May 17, 1960, that Galante was formally charged and remanded on bail.

On January 20, 1961, Galante's trial finally began, and Judge Thomas F. Murphy revoked Galante's bail, ordering Galante to be placed immediately in the scum. However, Galante's luck lingered when the offense was declared on May 15. The jury chief, a poor guy named Harry Appel, a 68-year-old dressmaker, seemed to have the misfortune to fall down the stairs of a 15th Street building in Manhattan. After doctors arrived and Appel was taken to a nearby hospital, Appel was found to have a broken back. No one saw Appel fall, nor did the injured and frightened Appel say that he had been pushed. However, even though they did not have definitive proof, the police department felt Appela had pushed a cohort of Galante, warning that he would not tell anyone, and would allow Appel and his family members to live.

Galante, who now feels alive and chipped, has been released from prison, secured with a $ 135,000 bond.

Alas, but all good must come to an end.

In April 1962, Galante's second trial began.

There was a bit of a scuffle in the courtroom when one of Galante's co-defendants, a nasty creature named Tony Mirra (who was said to have killed 30-40 people) became so unshaven that he lifted his chair and threw it at the prosecutor. Fortunately for the prosecutor, the chair missed him and landed in the jury box forcing the frightened jurors to scatter in all directions. The warrant was returned to court, and the trial continued, which was bad news for both Galante and Mirra. Both were found guilty, and on July 10, 1962, Galante was sentenced to thirty years in prison. Mirra was also sent to prison for a very long time. It is unclear if any additional time was given to Mirra's sentence because of the chair-throwing incident.

Galante was first sent to Alcatraz Prison, located on an island fort in San Francisco Bay. He was then transferred to the Lewisburg Penitentiary, Leavenworth, Kansas, before spending his final years in prison at the U.S. prison in Atlanta, Georgia. Galante was finally released from prison on January 24, 1974, full of fire and den, and ready to return to business. However, Galante was to be paroled by 1981, so he had to be careful not to keep a high profile. Unfortunately, being in the background was not in Galante's makeup.

While in prison, Galante made it clear that when he got out of prison he would take control of the New York mafia by the throat. The then accepted boss of five New York mafia families was Carlo Gambino, head of the Gambino criminal family. The Gambino was tricky and mostly quiet and reserved; appreciated for his business acumen and ability to maintain peace among his own family as well as other mafia families. However, Galante had to use it for Gambino, that is, his method of doing business.

By the time Galante left, his boss Joe Bonanno was forced to retire and lived in Tuscon, Arizona. Bonann's new boss was Rusty Rastelli. But since Rastelli was in slam at the time, Galante took on the role of "street boss" of Bonannos. Still, Rastelli considered himself the boss of Bonannos and was not at all pleased with how Galante was doing his thing on the streets of New York.

Galante took the unusual step of not being appreciated by other members of the Bonanno criminal family, surrounding himself with mob-born Sicilians like Caesar Bonventre, Catalan Salvatore and Baldo Amato. The American Mafia has alternately called theses men because of the quick way they made their way through the Italian language. These prisoners were heavily involved in the drug trade, and in direct contrast to those of the Genovese crime family run by Funzi Tieri, every bit as cunning and vicious as Galante.

Galante had a minor impediment when he was arrested in 1978 by the Feds for "associating with known criminals", which violated his parole. While imprisoned in Galante, he began ordering his men to kill mobsters in the Genovese and Gambino crime families who were reaching out to Galante around the world for drugs. With Carlo Gambino dead now (for natural reasons), Galante realized he had the muscle that could push the other bosses of the crime family into the background. From prison, he sent a message to the other bosses, "Who will stand up between you?"

On March 1, 1979, Galante was released from prison and strolling through the air because he truly believed that other criminal bosses were afraid of him. Like Vito Genovese before him, Galante thought of himself as "the chief of all chiefs," and it was only a matter of time before the other chiefs before Galante would bow down and give him the title.

However, Galante underestimated the strength and will of the other Mafia bosses in New York. As Galante wandered the streets of New York, other chiefs held a meeting in Boca Raton, Florida, deciding Galante's fate. Funzi Tieri, Jerry Catena, Paul Castellano and Florida Chief Santo Trafficante were at this meeting. These powerful men voted unanimously, if there was to be peace on the streets of New York City for mobsters, Galante had to move. Rastelli, who was still in prison, was advised, and even senior Joe Bonanno, who lives in Arizona, was asked if he had reservations that his former close associate had been shot. Both Rastelli and Bonanno signed Galante's murder contract, and Galante's days were numbered.

On July 12, 1979, it was a hot and sticky summer day as 69-year-old Carmine Galante Lincoln pulled up at 205 Knickerbocker Street, in the Bushwick section of Brooklyn. For more than 50 years, Knickerbocker Avenue has been the lawn of the Bonann family of criminals, and over the years, numerous petticoats have taken place at one of the several storefronts on the block.

Carmine Galante got out of Lincoln and then waved goodbye to the driver: her nephew James Galante. Carmine Galante wore a white short-sleeved knit shirt and, as was his custom, sucked on a huge Churchill cigarette. Galante snuggled into a small restaurant and was greeted by Joe Turano, owner of Joe & Mary's Restaurant. Galante was on this visit to meet with Turan and Leonardo "Nardo" Coppola, a close associate of Galante, regarding some unspecified mob business.

At about 1.30pm, Cappola walked into the restaurant, accompanied by the shoes of Baldo Amato and Cesare Bonventre, who are cousins, and from the same village as Galante's parents: Castellammarese del Golfo. By this point, Galante and Turano had already finished their meal, so as the three newcomers sat inside and had lunch, Galante and Turano slid out into the courtyard yard and sat under a yellow-turquoise umbrella. After Cappola, Bonventre and Amato had finished their dinner, they were joined by two men outside. Galante and Turano smoked cigars and drank anisette-flavored espresso (only tourists and non-Italians drink Sambuca).

Galante sat with his back to the small garden, with Amato sitting to the left and Bonventre to his right. Turano and Cappola sat on the opposite side of the table, their backs to the door leading to the restaurant.

At about 2.40pm, Mercury's blue four-door Montego parked in front of Joe and Mary's restaurant. The car was stolen about a month ago. The driver, wearing a red striped ski mask covering his face, got out of the car and stood guard, holding the menacing M.3030 cabin rifle in his hands. Three men, also wearing ski masks, jumped out of the car and stormed into the restaurant. They passed several startled dining tables, still eating lunch and rushing to the lobby of the tiled area.

As they were entering the paved part of the yard, one masked man said to the other, "Get him, Sal! & # 39;

An attacker called "Sal" began firing several times with a double-barreled shotgun at Galante, forcing Galante as he rose from his chair to his back. Galante was hit by 30 pellets, one of which left his left eye. Galante was probably dead before he hit the ground, his cigar still stuck firmly between his teeth.

As Galante was shot, Joe Turano shouted, "What are you doing?"

The same attacker turned to Turan and, with a shotgun pressed against Turan's chest, blew Turano into eternity.

Cappola jumped off the table, or either Amato or Bonventre (it's not clear who he was shooting at) shot Cappoli in the face, then five times in the chest. Cappola landed face down, and the assassin shot Coppola's head with a shotgun.

Three masked men hurried out of the restaurant and got into the waiting car. According to witnesses outside the restaurant, the car drove down Knickerbocker Avenue to Flushing Avenue and then disappeared around the corner. Bonventre and Amato, who both wore leather jackets despite the damp heat, soon followed the three assailants from the restaurant. They quietly made their way down the block, into blue Lincoln and drove off, as if they were taking care of life in the world.

Galante's body was laid out at the Provenzano-Lanza Funeral Home on 43rd Second Avenue on the Lower East Side. The crowds that usually accompany the mafia awakening of this species are noticeably absent. Galante was buried on July 17 at Saint John Cemetery in Queens. As the Feders counted, only 59 people attended Galante's funeral mass and funeral. The Feders also reported that no male Mafia men were captured on surveillance cameras, either after the noise or at the funeral.

One Fed, commenting on the rare turnout, said: "Galante was so bad, people didn't want to see him, even when he was dead."

Although the newspaper played murder with gruesome cover photos, it seemed outrageous to the general public about the magnitude of the event. The young man approached a police officer who was on guard.

"Was he an actor?" said the child to the officer.

The officer replied, "No, he was a gangster."

Al Capone – A Chicago legend

Alphonse Capone was born in Brooklyn in 1899 and completed his education through sixth grade. He then joined a street gang led by Johnny Torrio, of which Lucky Luciano was a member. As a teenager, he worked as a bouncer in a Brooklyn brothel and parlor, where an angry customer slammed him in the face, leaving him with a large scar that gave him the nickname "Scarface." In 1920, Johnny Torrio moved to Chicago to work for his great-uncle Jim Jim Collisimo, and Torrio took Capone. With the advent of the Prohibition, illegal alcohol became a major new mafia industry. In the fight to control this profitable business, Torrio and Capone killed Jim Collisimo, and eventually killed all the other oppositions who stood in the way of the monopoly of their liquor. In 1924, their assassination of Dion Oion, Banion, head of the Chicago Mafia of the North Side, led to an all-out war that almost resulted in Torri's death. Torrio decided to move back east, so he shifted his business interests to Al Capone.

Capone was now 26 and controlled the crime empire worth over thirty million dollars. His main rackets were illegal liquor, prostitution and gambling. It had over a hundred employees, with a weekly payroll of $ 300,000. He had a knack for publicity and became a Chicago celebrity, captivated by a sympathetic crowd when he attended ball games or concerts. However, he still had enemies. In 1926, Banion gang survivors sent a machine-gun department to Capone's headquarters at the Lexington Hotel and fired more than a thousand bullets; nevertheless Scarface managed to escape intact. The infamous 1929 Valentine's Day massacre against rival gang Bugs Moran sent corpses to a hospital in Chicagoland and provoked public outrage, forcing the Federal Government to take steps to close Capone. Then Eliot Ness came to Chicago with his department Untouchable.

Eventually Capone was sentenced to eleven years in a federal prison in Atlanta. In 1934, he was moved to Alcatraz, a high security prison in San Francisco Bay, infamous for its holes (the tiny cells where prisoners were beaten). Prisoners were forbidden to speak, whistle or sing, except for three minutes twice a day at morning and afternoon recreational intervals. Entering Alcatraz with his usual arrogance, Capone was stabbed three times in the hole – twice for breaking the silence and once for trying to bribe one of the guards for information on the outside. Other prisoners also tried his life, including stabbing, which sent him to the hospital.

The beatings and scares, as well as the advanced syphilis that he contracted at a young age, eventually burst with Al Capone's thoughts. He would lean into the corner of the cell and whimper at the baby talking to himself. He would necessarily make up for the bunk bed. When he was released from prison in 1939, he retired from the public and, avoiding a life-aided Chicagoland, moved to a summer residence located in Miami Beach. For the next eight years, his mind floated between lucid and psychotic. He died of cerebral hemorrhage in 1947, his body was returned to Chicago, and today he is interned at Mt. Carmel Cemetery.

Sealy turns sixty with style

Sealy is the largest manufacturer of quality mattresses in the United States. They aim to produce the best product at an affordable price. A company that has existed for 62 years, they have everything under their wings, from traditional recessed mattresses to expensive latex mattresses and memory foam mattresses. Almost every year, they present a new collection of their existing range of posturepedia mattresses. In 2010, they introduced the 60th Anniversary line. In 2012, Sealy introduced the Optimum range.

They certainly don’t deal with cheap mattresses, but there’s a reason for that. Sealy is dedicated to developing the most comfortable sleeping equipment. It is the only mattress company to have an orthopedic advisory board consisting of the world's best doctors, clinicians and orthopedic surgeons working together to design the best Seurey posturepedic mattress. No matter what product Sealy introduces, their main focus has been to design their products around a restful night. This means eliminating the common problem people face when sleeping on cheap mattresses: tossing and turning. If you spend the night trying to fall asleep instead of sleeping, you may feel restless and tired when you wake up in the morning, as opposed to feeling asleep on a Sealy mattress – fresh, energetic and ready to go.

In 2010, Sealy celebrated its 60th anniversary by presenting a unique collection of indoor mattresses. The Sealy Posturepedia Mattress has been around for most of a long time, and with the introduction of this new line, they have made an extraordinary memory of the first Posturepedia Mattress they produced in 1950. The 60th Anniversary Collection contains the PostureTech Innerspring system, stability offered by Uni Cased XT support and the mattress surface is built in high memory foam and latex. In addition, the mattress comes with a special 10-year warranty. These mattresses come in different comfort levels such as narrow top mattresses, plush top edge, solid euro pillow and plush euro pillow, solid top pillow, ultra plush narrow top, solid euro top pillow pillow and ultra plush euro pillow and the like. Their entire collection contains pressure-reducing inlay along with memory foam or smart latex, some with a combination of both.

The promotional mattresses introduced in 2011 have their own Posture Tech coil stand system with the extra power and stability provided by their Advent-Edge / Advantage Edge Plus.

Their 2012 collection is Optimum, which includes, among other things, mattresses of post-rehearsal fate, inspiration and brilliance. These mattresses feature a unique Opticool Gel memory foam. Destiny is a solid mattress while Radiance is not as solid as Destiny; offers a softer feel.

Sealy mattresses are made from high quality materials that help release pressure points in some of the most sensitive areas of our body. Their zoned system gently pushes pressure sensitive areas, and the mattress feels like it was created just for you.

Long Island Rail Sights: Riverhead and Greenport

Long Island Railroad Museum in Riverhead:

Although Riverhead may be considered the virtual end of Long Island, it was only the beginning of the originally conceived intermodal rail-to-sea connection to the North Fork towards an eventual cruise ferry.

Taking the name of the earliest settlement "river head" or "river head", the extremely designated one-man river "river", the ninth of the ten Suffolk County towns, was created from the west end of Southold on March 13, 1792.

So detached and autonomous, it was injected with the growth of the arrival of the railway and the station itself, built on July 29, 1844, and serving the Southern Ferry, from Brooklyn, to the Greenport Line, was built on what is now Railroad Avenue. Despite its purpose, it channeled its own passenger who disembarked on coaches that took them to Quogue and other southern island destinations.

Trains in the east set up the city on Tuesdays, Thursdays and Saturdays, while the west, according to Brooklyn, operated them on Mondays, Wednesdays and Fridays.

Mercantile, milling and manufacturing, its predominant commercial endeavors, in 1875 supplied 1,600 residents, a community boasting two mills, offices, 20 shops, three hotels and six churches.

The replacement of the original train station, which was turned into the home of the railroad workers, a wooden framed wooden designed by Charles Hallett containing decorated and intricate finials, was built west of Griffing Avenue between 1869 and 1870. This was later replaced by a third, this time which in included its construction on brick, June 2, 1910.

"In the early 1900s, the East was the site of prosperous potato farms in the summer and deep snow in the winter," wrote Ron Ziel and George H. Foster in their book "Steel Rails to the Exit: Long Island Rail" (Ameron House, 1965; page 158).

"From the moment he realized that the original reason for his existence had disappeared with the construction of the New Haven to Boston railroad (fifty years earlier), LIRR had played a major role in the development of the area to the east," they continued (p. 158). "… Business and civic organizations across the island have joined prominent citizens, newspapers and railroads to promote Long Island travel and resorts."

That development, however, was hardly fast and when the rails were later replaced by roads, the Long Island Railway was re-invented, the intermodal transportation goal disappeared, which left most of its passengers traveling to Manhattan during a mass morning exit. .

In fact, by 1963, the mainline line east of Riverhead had been reduced to one daily freight passenger and thirty weekly freight traffic using the railroad originally laid for the mid-19th century rail link.

Today's high-level concrete platform, which on certain days and seasons is not subject to any steaks, was built between 1996 and 1997, but for rail lovers, part of its history is preserved at the Long Island Railway Museum across from it.

"Long Island's history can be traced to the steel rails that cross its diverse landscape – from the dark tunnels below New York to the farms and sand dunes of the East End," his website states. "The Long Island Railroad Museum seeks to illustrate this history through interpretive displays from its archive of photographs and artifacts, and through the preservation and restoration of vintage railroad equipment at its two locations in Riverhead and Greenport, New York."

The former, which consisted of a 70-foot parcel of land now owned by the Metropolitan Transportation Authority, but leased to the museum, used to throw a pump house, a water tower and a turntable that was no longer dimensionally compatible with a larger, more powerful locomotives occur during World War II. The foundation of the complex today is a building dating from 1885, used by the Corwin and Vail Lumber Yard yards, and now serves as a visitor center for the Long Island Railroad's Lionel model carriage of various carriages, cardboard and balsa wood replicas at the Riverhead depot, marking its one hundredth anniversary, and a souvenir shop.

Through it is the Lionel Visitor Center, which features a multi-track layout with the Ringling and Barnum and Bailey circular displays, a water tower that identifies the city as "Lionelville", and 72 extras activated by a push of a button from the windmill to the illuminated control the towers.

There are two other rail lines out there: the Freeman Railway with Chassis G and the Complex Bypass and Ride, 1964-1965 World's Fair Train.

Built by Alan Herschel, the 16-lane train was an integral part of the Long Island Rail Show, after which it was used by Grumman Aerospace at its Calverton excursion site, and before being used by the Patchogue Village and eventually donated to the museum.

Since it has been rebuilt, its engine and three cars, carrying the fair world and advertising, “Drive the Log Island. Take the Easy, Steel Road to the Fair Gateway, ”running at 670 feet of track, usually starting every half hour and making three laps. The ride is included in the price.

The passageway before it, originally located in Innwood, Queens, and protected by weather guards, made it easier to manually lower and raise the gates when trains passed to hinder the movement of pedestrians and vehicles. Riverhead returned to the automatic system in the early-50s.

The Long Island Railroad Museum, steam and diesel locomotives, and passenger and freight cars are diverse and historically significant. Although several are exhibited outside the gift shop, most are located across Griffing Avenue, parallel to the currently active LIRR lanes and across the present Riverhead station.

The players at the 1955 Steam Completion Ceremony were exposed, albeit at different stages of the restoration.

Time, distance and technology separated the steam locomotives from their passenger wagons more than half a century ago, but the museum has reunited some of them and is now located just meters away from each other, albeit in static but rebuilding states.

As one of ten Pennsylvania Railroad G-5 tennis wheels, the "39 engine", for example, was built in its Juniata dealerships in 1923, but its powerful capabilities, expressed in its characteristics, are ideally suited for everyday work, demanding line service : gross weight of 237,000 pounds, cylinder power of 2,178 hp, boiler pressure of 205 psi, 41 towing effort of 41,328 pounds and speeds between 70 and 85 mph.

Primarily serving the Oyster Bay branch, it was the last steam engine to travel to Greenport in June 1955.

Releasing his rail car in the arms of the RS-3 diesel locomotive, Number 1556, during the handover of End Steam in Hicksville, he indulged in an era. The 1,600-hp AGP-16msc engine, envisioned by multiple unit speed controls and built by a U.S. locomotive, then served the Long Island rail system for 22 years, after which it was purchased by the Gettysburg and Maryland Midland Railroad, and was eventually acquired by the museum.

An interesting, but not necessarily related to Long Island history, was the recently purchased BEDT (East District Terminal Railway) locomotive in Brooklyn, which has a 0-6-0 wheel configuration. Made by HK Porter in 1923 for Astoria Power and Light Company, it has been crossed in several hands, including those of Fleischman & # 39; s yeast in Peekskill, New York; Alabama rail and locomotive; and finally, since 1938, the Brooklyn East Terminal District itself, numbering 16 and providing waterway (barge) service by car from the Brooklyn coast to several Class 1 railroads in Manhattan, the Bronx and New Jersey.

As the last steam engine to run both east of the Mississippi River and New York, it was withdrawn only in October 1963, or eight years after the Long Island Railroad discontinued its own use of this technology.

The museum is well presented and passenger cars.

The # 200 double-decker bus, which for example had its own Tuscan red color, was the first such two-level aluminum car. A joint project between the Pennsylvania Railroad and the Aluminum Company of America (ALCOA), an experimental prototype for 120 passengers, built in 1932, was an attempt to increase capacity without creating excessively long trains, and because of their non-standard status, emerged without control posts or traction units engine. Marked Class T-62s in production form, they housed 132.

A later, more ubiquitous passenger car was the P72, two of which were exposed, which had an earlier Nordic scheme of blue and platinum misty colors on the Long Island Railroad. Nos. 2923 and 2924 were part of the 1954 order for 25 trailers with 120 passenger locomotives, manufactured by Pullman Standard, at the Osgood Bradley plant in Worcester, Massachusetts, which initially appeared with battery-operated lighting and steam heating, but were retrofitted with kits below the diesel generator sets that powered these utilities. Providing Yoman service for 44 years, they did not retire until 1999.

The significance of the museum couple is that they both participated in the steam completion ceremony on October 8, 1955 in Hicksville: car 2924 pulled engine 39 and housed a Brooklyn scout leader, while car 2923 was similarly towed by engine 35 but originated in the East End .

Unbound, the former transferred to a 1556 diesel engine, departing for Jamaica, while the latter joined forces with 1555, departing for Riverhead. Practically hand in hand, a pair of now incomplete locomotives drove in the steam era, slamming into their retirement home in Morris Park.

Another notable pair of cars are two M1 museums displayed on the same track.

With a lightweight of 85 feet, 10 feet wide and 122 passengers, these lightweight temporary multi-unit cars, made of stainless steel with rounded fiberglass plugs, have four 160-horsepower General Electric 1255 A2 draft engines. and a quarter-point automatic, sliding door. They had a track width of 8 feet, 8.5 inches and offered a maximum radius of curve of 240 feet for connected units, and served as the threshold for the electrified era for the Long Island Railroad, as expressed in a public relations brochure called, " A New Generation of Rail Travel: Meet the Metropolitan, "who promised that" a new suburban railroad launch has been launched on the Long Island Railroad.

"The sleek stainless steel Metropolitan represents the next generation of suburban rail services," it said. "It's introducing a whole new look to the Long Island Railroad, the largest railroad in the country."

Explaining the motivation behind the design, it was said: "(The Metropolitan Transportation Authority) has determined that more of the same is in meeting the expectations of the equipment (needs and) of the Long Island Rail Road (not an option).

"The MTA has joined an extraordinary group of experts to work out the detailed specifications of the car, which resulted in the birth of the Metropolitan.

"This joint operation was managed by the MTA and its own technical staff, working in close collaboration with the experienced Long Island Railroad operating staff. This effort produced, in record time, specifications for the dramatically modified, newly built rail passenger cars. This would be at the forefront. the nation's passenger lines … "

A firm order for the 620 M1 Metropolitan and 150 options, then the largest single North American for multi-unit electric cars, was shipped with Budd, and deliveries took place between 1968 and 1973.

Demanding an increase in power from 650 to 750 volts DC, drawn by a contact shoe-third rail link, the guy entered service in an eight-car configuration on Dec. 30, 1968, from Brooklyn to Penn Station, blurring the lines between the characteristic rail lines. Supplement to engines and circuits and the concept of autonomous subway.

"The Metropolitan trains are deployed in two wagons, fully equipped for independent operations …," the public relations brochure explained. "One car in each unit contains batteries and a motor alternator. The other has an air compressor. The Metropolitan is the first such multi-utility utility train to operate."

The brochure also emphasized its progress.

"America's fastest, most modern trailer is loaded with innovation and modern features, designed to provide a high level of service and comfort to the LIRR driver."

Gradually replaced in the early 21st century, successful M7 cars commissioned by Bombardier from Canada, the first of which was delivered in 2002, and participated in its own Goodbye M1 ceremony, hosted by the Sunrise Trail Chapter of the National Railway Historical Society, four years later, on November 4th.

No freight train or railway museum would be complete without a caboose. The Bay window, located at C-68's Long Island Railroad Museum, served as the conductor's office, security point at the end of the car chain, and space for the crew's life when a disabled return was moving. to night stations to home stations.

Long Island Rail Museum in Greenport:

Twenty-three road miles east is Greenport, the second location of the Long Island Railroad Museum and near the railroad. But when the Long Island railroad was conceived, it was only the beginning of it – in terms of purpose and point of intermodal connectivity, where the torch was transiting from a train to a steamboat to travel on a transverse sound. The technology eventually conquered the Connecticut Southern Railroad to Boston and destroyed the growing raison d & trect concern.

Although the second museum is poor in the fleet, it has a rich history.

Settled by colonists from New Haven in 1648, it capitalized on its eastern end, leading an accessible location, developing into a shipping and shipping center, with small ships transporting products to Connecticut and larger ones serving New York and New England. Kitolov began in 1790.

Because its port was intended as a terminal and transfer point, it was equally attractive to the track.

"Greenport was the place that built the Long Island Railroad," historian Frederick A. Kramer. "With the shiny harbor opening in Gardiner's Bay, the Boston mainland boat packages were to be put together with whales and local fishing boats."

Although Greenport opened its doors to the train port on July 29, 1844, the first official trip – and the first segment advertised "via route to Boston" – occurred only the following month, August 10, when the train departed Brooklyn at 8 p.m. and arriving at 12:00, after which the passengers embarked on a rail steamer, "Cleopatra," (part of a $ 400,000 investment in ships and docks) for a two-hour crossing to Stonington, Connecticut, and then ending the journey by rail again. to Boston, at Norwich and Worcester.

Although the fire engulfed the original wooden warehouse and platform, which opened on July 27, 1844, a quarter of a century later a second, designed by Charles Hallett, rose on the north side of the double tracks in October 1870, turning Greenport into a rail center with a freight house. a turntable, a dock and a storage shed, which served as a starting point for Pullman cars destined for cities west of Pittsburgh.

Although the North Fork is in general and the area surrounding it still cultivated potatoes and cauliflower, this once cultivated farmland has been reduced to hours away and re-sized for purpose, attracting people who have developed commerce and industry.

Unsuccessfully competing with the New Haven and Hartford railroads, and then trying to rely on interstate traffic after its original plan was neglected, it still managed to transfer its crops to markets in the west, and the fleet owned by the railroad allowed access to the Block Iceland, Montauk on the South Fork and New London in Connecticut.

In order to facilitate the remaining rail journey on Long Island, while still providing protection from the sea area of ​​the characteristic salty air, a third Victorian style warehouse was built in 1892, incorporating red brick construction and decorative features, such as hip roof, relief patterns. wrought iron coats of arms and finials. In addition to the open cargo house, which also had a truck bay, sliding doors, wooden deck and four-story entrance from Fourth Street, she joined other facilities in what developed into a large rail yard and included a four-story motor home, a tank for water, heating space and maintenance structures.

The East End train, as expected, went down, with daily commuting between Amagansett and Greenport made with a small, 4-4-0 steam locomotive, towing a combine (passenger and luggage) car and a full train. He left at 10:00 and made side stops in Eastport and Manorville. Because it followed the semicircular route guidance, loss-ridden ride, carrying mail, express and a handful of souls, it was alternatively dubbed the "Scoot" and "Cape Town Train."

After landing in Greenport, he again followed in his footsteps, starting at 2pm.

But the advent of the Depression car and silencer hastened its break in February 1931.

"(Today) two train station buildings, combined with a historical turntable and a cross-sectional cavity, contain the largest and most complete view of railroad related structures and structures to survive in the unique and specific historic area of ​​Long Island," to the Long Island Railroad Museum's website.

One of them, the original cargo house, houses the museum itself.

Of note are two HO model railroads that depict Greenport during the 1950s and today. What is common between the two is the integral role that ports, ports and shores have always played in their history.

Another important aspect was the passenger car service on the Long Island Railroad, which operated between the 1940s and 1980s, providing a rich and popular way of traveling for New Yorkers vacationing in the East End or just making picnics on the weekends find comfortable seating, cutlery, and china. It's down to Montauk, on the South Fork, called "Cannonball," and according to Greenport, "Shelter Island Express."

The railroad atmosphere of an earlier era was created by artifacts and devices that were once considered "modern", such as a handheld typewriter, a handheld telephone, a hose wagon, a water cooler, flags and a lamp conductor signal and ticket windows.

The remnants of the Bliss Tower, formerly located in the Blissville section of Queens, illustrate how objects such as these were erected on the track intersections, allowing operators to have visual contact with approach trains and appropriate actuation, by manual means, by switching the switch, which basically served as locomotives & # 39; & # 39; control mechanisms.

For example, controlling traffic from Long Island City along the Montauk branch, for centuries, these towers constituted an integral intersection infrastructure until automation eliminated their needs.

Several cars are exposed outside on the track accessed by the cargo warehouse that surrounds the wooden deck.

The former Long Island Railroad W-83 snowmobile, for example, was bolted in front of one or more locomotives and was pushed at a speed of 35 km / h, clearing the snow trail. Due to the tooth-like color scheme, the museum example, which is the only such LIRR unit, has been nicknamed the "jaw."

The No. 14 Kabu behind it, built by the American car and foundry company in 1927, was part of the rail order for timber tracks and served the entire route system, including branches that no longer exist.

After retiring in the 1960s, he switched to several secondary hands, including those on the Branford Electric Railway, the Essex Valley Railroad, Connecticut and eventually a museum, returning to the home soil of Long Island on May 17, 1997.

Behind the display of the museum's rolling stock and across the triple, still-active Long Island Railroad, is an 80-meter-long turntable, last used by steam locomotive No. 39, June 5, 1955, and one of the remaining three is the only pneumatic.

Conceived as one day to re-set it for steam-powered excursion trains between the locations of the Riverhead Museum and Greenport, it will take passengers by rail to cross the North Fork and break the original railroad nearly two centuries after it was set up.

To the left of the turntable is a high-level concrete platform built between 1997 and 1998 and in most cases performing LIRR fields two days a day. To the left is the original 1897 station building, which closed 70 years later, and today houses the East End Harbor Museum.

Finally, the current port-extending arch was replaced by one that once supported the railroads leading to steamboats bound for Stonington, the original purpose of the Long Island Railroad.

About Bed & Breakfasts

A bed and breakfast is usually recognized as a private home where a guest room is provided. In some cases, the guest bathroom provided is shared with the family or other visitor – however, many guests now expect (or require) a private bathroom (usually in their own suite or "in their room"). Breakfast in the morning is generally provided along with the bedroom rate.

Bed and breakfast in a private house is sometimes called home accommodation.

Like remodeled single accommodations, some establishments are considered inns with breakfast. Similar "room and breakfast" concepts apply. The key difference is usually that the inn has more rooms available than the usual one to four found in a private home. Inns usually have breakfast at breakfast, as well as other offers that are not always provided in a private home.

These few terms are used in business to distinguish the difference between staying in an individual home and an inn. But keep in mind that no 2 houses or inns are the same. They differ even in the same geographical location. Such differences are part of what attracts travelers to rest in a boarding house or boarding house and are usually a great element of their popularity. Each individual has their own individual personality.

Usually B&B is not a reason for a guest to visit the place, although in some situations the servers did such a masterful promotional work that changed. Consumers read articles and reviews in various publications, and in some cases are actually attracted to BiH and plan to visit this place just to stay at this B&B.

Vacationers are often attracted to recreational, cultural or historical sites or work that they might have in a particular place. Business travelers often try to get breakfast accommodation as a replacement for the usual lodging, motel or hotel accommodation offered in a particular area. Bed and breakfasts provide the traveler with a different accommodation experience, except for what many consider a safer environment.