100th Anniversary of School District 27 and the Chestnut Street School

The following article originally appeared in the Winter 2013 edition of the WHCSA News & Views newsletter.

Early photo of Chestnut St School. (Courtesy of the WH Historical Society)

Last month, February 3^rd, 2013 marked the 100^th anniversary of the opening of the Chestnut Street School, West Hempstead’s first schoolhouse and purportedly the oldest school building still in use in Nassau County.  This edition of A Look Back in Time examines the beginnings of School District 27 and the Chestnut Street School.

The origins of public education in the West Hempstead area stretches back to the 1820s when district 17 was created to serve children who lived in an area covering a large swath of rural countryside west of Hempstead Village.  The first schoolhouse built for this district was a one-room affair crowned by a bell tower, erected at the southern corner of Dogwood Avenue and John Street (now Nassau Boulevard).  The building was known then as the Trimming Square School, taking the name of the tiny village centered at the intersection of John Street and the Hempstead & Jamaica Plank Road.  Perhaps the most significant historical tidbit about the Trimming Square School was the brief stint that a young 20 year-old Walt Whitman spent there as schoolmaster in 1840, right around the time that he introduced the world to the sublime poetry that would solidify his renown as “America’s Poet”.  (When Whitman penned the lines -

The noble trees, the sweet young flowers,
The birds that sing in forest bowers,
The rivers grand that murmuring roll,
And all which joys or calms the soul
Are made by gracious might

published in the May 1840 edition of the Long Island Democrat during his tenure at Trimming Square, could it be that he drew his inspiration from the idyllic scene across Nassau Blvd. where a crystal-clear Pine Brook once gently meandered south through the woods and emptied into a lily-blanketed Hall’s Pond?)

The schoolhouse continued to serve the needs of local children until 1894, when an addition of a second room was necessitated.  A decade-and-a-half later, a couple of neighborhood subdivisions, starting with the Fairlawn Park section in 1906, brought numerous new residents to West Hempstead, and once again, SD17 faced a shortage of space at its aging schoolhouse.  By April 1911, the 29 families of SD17 from West Hempstead openly discussed forming a new school district to commence in the Fall of 1912, and thereafter they arranged a series of meetings to work out details including boundary lines, location of the new school, and the election of a new board.   On Wednesday, August 9, 1911, a vote was held in Norwood Chapel (WH’s first church located at the corner of Hempstead Ave and Oak[ford] St.) where residents of West Hempstead passed a resolution to authorize the establishment of a Union Free School District.  Later that Fall, on October 7, voters gave almost unanimous approval to Proposition 3, to raise $3,000 to purchase a centrally located school site at Chestnut Street.  That vote, however, was declared illegal due to its short and inadequate notice, and another vote was scheduled for November when once again, Prop. 3 was carried.  Hempstead architect I.B. Baylis was then promptly chosen to design a four-room school building.

The first ever school taxes for SD27 were scheduled to be paid in December 1911 and a paltry rate of 44 cents per $100 of assessed property valuation was set.  (To give you an idea of how different a world we live in and how far our school taxes have come since then, consider the case of Robert Wilcox, who at the time was about to begin construction of a new home at 555 Cedar Street.  Using his actual purchase price of his lot at $1,600 and his actual construction cost of $3,200, Wilcox’s annual tax bill would have come to $21.12.   Factoring for inflation, in today’s dollars that would have been like paying $462.  And this, mind you, was before the implementation of a Federal income tax, which would not come until the following year!)

Title of the Chestnut property was acquired by the district on June 1 and shortly thereafter notices requesting sealed bids were sent out for the construction of the schoolhouse.  A vote at the Chapel on the 21^st elected the district’s first trustees, whereupon a local real estate man named Paul Ohrtman was chosen as President of the Board of Education.  (Ohrtman went on to have a prolific local civic career where, in addition to SD27 Board President, he served as Fire Commissioner, Sanitation Dist. 6 Commissioner, and TOH Receiver of Taxes.  He died in 1967 at age 91).  An Irish teacher from Upstate New York named Mary Davern, a veteran of 32 years who had previously taught the upper grades at Trimming Square, was chosen as Principal of the new school.

In August, the winning bid for the building of the school went to a local contractor named Carl Mirschel, whose yard was located in WH on the Turnpike and who had built extensively throughout the area.  Construction hastily commenced, but in the interim a home on Woodfield Road was leased from Franklin Duryea to be used as a temporary school until the Chestnut building was ready.   This home hosted the first ever day of classes for the nascent district on Monday, September 9^th.  Meanwhile that Fall, contractor Mirschel was working at a fever pitch and by November, he had enclosed the outer structure of the Chestnut building. 

Monday, February 3, 1913 was chosen as the move-in date despite the fact that the interior of the school was not quite finished, and on that date, without much fanfare, the Chestnut Street School was inaugurated.

Over the years, Chestnut underwent two significant expansions to meet the needs of the growing district: the first when a south wing was added in 1925 and a second when a north wing 1947.  However, the original building with its distinctive bell-tower remains intact and is a testament to its sturdy construction, over 100 years ago.

A&P - Western Beef

The photo above (courtesy of Dave over at the Pleasant Family Shopping Blog) shows the A&P supermarket that was built at 103 Woodfield Rd, shortly after it opened in 1968.  In 1965, the owners of the home and flower shop on that property, Emil and Sophie Baumgartner, began proceedings to have their lot rezoned from residential to business to develop a supermarket and mini-strip mall at the location.  Despite some opposition from neighbors, given the fact that the property was flanked on either side by commercial businesses (on the north by the Hempstead Seed Co. and on the south by the Nassau County Mental Health Assn. rehabilitation center), the TOH granted the request and shortly thereafter ground was broken on the development.  At the same time, the Baumgartners had their home moved further south so that it would front Cedar Street while they continued to run their flower shop for a while in the new strip mall.  

Throughout the '60s, the Great Atlantic & Pacific Tea Company (a.k.a. A&P) embarked on a strategy to stem the tide of its slow decline as a supermarket chain.  The company faced stiff competition from newer and bigger stores that left most of the existing A&P chains feeling small and dated.  Part of this strategy was a blitz of new "centennial stores" to celebrate the 100th anniversary of the company, where the buildings would be designed in the "early American style".  The West Hempstead A&P was opened in 1968 (photo depicted above.  The photo shows a checkout attendant helping a lady load her bags into what looks like a new '67 or '68 Ford Country Squire Station Wagon, the way they used to do it in the "old days").

Sometime in the mid '90s, A&P vacated the location and it was taken over by Western Beef.  Below is a "now" shot, taken roughly at the same angle as the photo above, showing the monstrous Western Beef sign that just about obscures any vestige of the building's original architectural features. (Note the iron fence along the roof is still there).

Over the years, the adjacent mini-strip mall has seen many tenants come and go. However, one of them, Fel's Hair Creations, has been in business at that location for forty years, since almost the beginning of the mall's inception. 

Comparing the then and now shots below, the old triangular pediment from the original design still peeks out above the new sign, as well as the original cupola and weather vane.

To me, shopping today at this Western Beef has kind of a retro feel to it, since very little changes have been made to modernize the interior, and I'm not sure if it's intentional or not, but they always seem to pipe through what sounds like Greatest Hits of the 70s over the store loudspeakers.  I almost feel like I'm in a time warp over there, bargain hunting for food deals with my mom, pushing a half-broken shopping cart with wheels that never seem to all roll in the same direction.  Western Beef also plays host to the "Pickle People", an old West Hempstead business held over from the old Shoppers Village days back in the 80s.  

Hempstead Gardens LIRR Station

The above photo looks northeastward showing the Hempstead Gardens LIRR station some time after the platform and station house was moved 350ft to the north in December 1933.  Before that time, the station was located south of Chestnut St. and the crossing at Chestnut, the only one for nearly a mile north or south, made a precarious single lane "elbow route" from one side to the other where motorists and pedestrians had to navigate a dangerous sharp turn across the tracks.  (Keep in mind that until 1956, the LIRR also ran freight service along the WH line with no stops or slowdowns at the passenger stations). For years, residents and civic groups petitioned the LIRR to fix the crossing, particularly for the benefit of school children who walked to and from the Chestnut St. School, and the WH Fire Dept. who could barely manage to fit their fire apparatus through the bend that was a mere 12ft wide.  These petitions fell on deaf ears at the LIRR until August 1933 when the Public Service Commission ordered the railroad company to fix the crossing in the interest of public safety.  The LIRR made an additional improvement by building the new station so that Railroad Avenue (now called Hempstead Gardens Drive) would be unobstructed, whereas the previous station jutted out into the street.

In the ensuing years, the LIRR's improvement did little to increase safety.  In fact, the direct, unguarded crossing made the situation much worse. The site became the scene of some fatal and near fatal collisions.  Among them:

•  In November 1941, James Moores' vehicle was struck by an oncoming train and burst into flames when it hit the third rail.  A brave bystander rescued Moores from the inferno before his car was reduced to a charred skeletal heap. (Following the accident, when a reporter from the LI Star Journal questioned the LIRR about the dangerous conditions at Chestnut St, which lacked any gates, lights or warning bells, an LIRR spokesman assured him that Chestnut was a "protected crossing".  When probed further about what features qualified Chestnut as a "protected crossing", the spokesman pointed out with a straight face that there was a sign there that read "Watch out for the train".)
• In March 1942, Christoph Koenig's milk truck was struck by an eastbound train.  (The driver escaped unhurt).
• Most tragic of all, on the night of Jan. 14, 1947, a train struck the car of a 21 year-old WWII Navy veteran and WH resident named Richard Stanley and his fiance Jane Alford, killing him instantly and critically injuring the young woman.  The couple was to be married that March.  A day later, Alford too succumbed to her injuries and died at Meadowbrook Hospital.

In 1956, there was a proposal to eliminate the Hempstead Gardens station altogether, but at an LIRR meeting on Jan. 9 of that year, residents voted overwhelmingly against the proposal. (197 against vs. 67 for).

It wasn't until March 1966 when the LIRR finally got around to installing automatic crossing gates at Chestnut St.  Below is a photo of the Hempstead Gardens Station as it looked on Jan. 1, 1972 (Photo taken by Dave Keller at roughly the same angle as the above photo), with Hempstead Gardens Drive running behind it. (The street was officially renamed Hempstead Gardens Dr. by the TOH board on Jan 4, 1955).

The photo shows a station that was built at ground level, 22 months before the LIRR raised the platform five feet to accommodate their new "metropolitan trains".  The WH line was the last of all the LIRR branches to continue using the old MU trains (shown in the picture), where passengers had to navigate a flight of stairs to board and disembark their train.

Below is a "now" shot of the two photos above, (photo courtesy of Jeremiah Cox, a.k.a the Subway Nut).

Notice the white three story home at 347 Hempstead Gardens Dr. built in 1908, is visible in all three photos.

Marian M. Delaney (Eagle Avenue) School

The picture above comes from the front page of the Hempstead Sentinel from February 28, 1929 and is a front view of a newly built school on Eagle Avenue.  The building was District 27's second school to be built, following the Chestnut Street School in 1912.  During its first decade, the WH school district experienced a steady increase in its student population and by 1924, a four-room addition was built at Chestnut to accommodate the influx of students.  But very shortly, even that proved inadequate. A series of meetings was then organized with the purpose of selecting two additional sites for schools, one in the southern section of the district, and another in the northern section.   A 3-4 acre parcel was chosen on Oak(ford) St. with a purchase price of $15,000 and its acquisition would be decided by a voter referendum on March 1, 1926.  In one of the most closely contested votes in District 27 history, residents rejected the proposal 113 to 110.  Owing to the closeness of the vote, the school board decided to resubmit the proposal again the following month.  Again, voters rejected it, this time by a count of 92 to 73.

The following year, on March 31, a vote was passed to acquire a $25K parcel on Eagle Avenue near the corner of Woodfield Rd.  After a heated meeting, on April 26th, 1927, two bond proposals were floated, one for a $400K 16-room school house and the other for a $260K eight-room school to be built at that site.  Both were soundly rejected.  Finally on August 16, a $200,000 bond issue was approved and work commenced on the new school in the fall.  A local firm from Hempstead, Kirwin Estabrook Construction Corp. was awarded the contract for the work.  The firm specialized in school construction and had just recently completed the Fulton Ave School and Garden City School, among others.  Ground was broken on Nov. 14. In a rare example of public works efficiency, construction of the eight-room building came in under budget at $185,000 and on Monday, November 5, 1928, nearly a year after work had started, students moved into their new school.  The date for a formal dedication ceremony was chosen to coincide with Washington's Birthday and on February 21, 1929, the new building was dedicated amid much fanfare.

Among the faculty that first year was a sixth-grade teacher named Marian Delaney, who soon worked her way up to assistant principal and eventually principal of the school.  In 1963, she retired and the following year, in appreciation of her 35 years at the school, the district decided to rededicate the Eagle Avenue School by renaming it the Marian M. Delaney school.  Below is a photo of district officials conferring the naming of the school after Ms. Delaney (right), who is visibly moved by the gesture.

Some time in the late 40s/ early 50s, the Eagle Ave. School added an east wing addition, but by the 1970s, a declining enrollment forced the district to consolidate the student body of the southern section with the Cornwell Ave School. Parents petitioned the State Supreme Court unsuccessfully to keep the school open and by the 1981-82 school year, the district vacated Eagle Ave.  For a time thereafter, the building was rented out by Adelphi University to run adult education programs.  After that, Nassau County has since utilized the school for its BOCES program, but it was announced this past year that the County would not extend its lease beyond 2013, leaving the building's future in doubt.

Below is a "now" shot of the Eagle Ave "Marian M. Delaney" School.

1875 Woodfield Train Disaster

The following article first appeared in the Fall 2012 edition of the WH Community Support Association newsletter.

Wreckage of the South Side Railroad disaster at Woodfield, purportedly the oldest surviving image of a train wreck on LI.  The Wreck occurred on the David Bedell farm, currently the site of the former Stop & Shop on Woodfield Rd. From the WH Historical Society archives.

Here’s a pop question: name the worst ever human disaster in the history of West Hempstead?  One would have to go all the way back over 137 years for the answer -  the South Side Railroad train wreck at Woodfield on February 3, 1875. (Update: Ironically at the same time this article went to print, West Hempstead learned about an awful car crash on the Southern State Parkway that killed four teenagers, matching the human life toll suffered in the Woodfield train disaster).   The following is a brief recap of that calamitous incident and the events that lead up to it.  But in order to understand what happened, some background information is necessary involving two important geographical features of West Hempstead that have long since disappeared – the headwaters of Schodack Brook and the path of the Hempstead-Valley Stream branch of the Southern Railroad.

Schodack Brook and the David Bedell Farm

Schodack Brook is a small rivulet which runs southward through Lakeview and empties into Schodack Pond in Hempstead Lakes State Park.  The brook can still be viewed today running though the residential section of Lakeview, just east of Woodfield Rd., but years ago it extended further north through what is now the site of the former Stop & Shop property.  In the late 1800’s that property was part of a large farm owned by David Bedell, who moved there with his wife Ruth (Rhodes) Bedell shortly after their marriage in 1843.  (That marriage brought together two of the more prominent families of West Hempstead whose roots in the local community date back to the very founding of Hempstead Village. David was a son of Hiram K. Bedell who had lived on a farm on the north side of Hempstead Turnpike.  Ruth was the daughter of William Rhodes whose large homestead sprawled along the east side of Woodfield Road and occupied much of the land that would become known as Hempstead Gardens.  The sole remaining visible legacy of the Rhodes estate is what is purported to be the oldest standing house in West Hempstead in its original location, the modest home at 419 Woodfield Rd, circa 1839).

The above map, circa 1873, shows the route of the South Side RR's Hempstead line through Woodfield at the bottom, with David & Ruth (Rhodes) Bedell's home just north of the tracks.  Further north along Woodfield Rd. are the homes of three of Ruth Bedell's Brothers, William L., Jacob and Isaac Rhodes.

Southern Railroad

In the mid-nineteenth century, Hempstead Village was displeased with being bypassed by the Long Island Railroad’s main line which ran three miles to the north, despite being one of the largest villages in western Long Island. Though since 1839 Hempstead was provided a shuttle train that connected to the LIRR’s main line at a depot called Hempstead Branch (later Mineola), villagers were looking for a more direct and reliable connection to points west.  By 1868, they found their answer in the South Side Railroad, a competing line to the LIRR that targeted the growing but underserved communities of Long Island’s South shore.  The South Side RR laid a single-track route from Valley Stream to Hempstead which was completed in 1870 and service began in September of that year.  (The branch should not be confused with the path of the existing WH branch of the LIRR built some 23 years later).  The route spurred off at Valley Stream and ran northeast, paralleling Cornwell Ave. until it crossed at Franklin Ave. in present-day Malverne where a station called Bridgeport was located.  Thereafter, it headed on a virtual straight path to Norwood station, located just south of Hall’s Pond (site of the St. Thomas Chapel parking lot).  Proceeding northeastward, the track passed Woodfield Depot at the intersection of Woodfield Rd. and Oakford St., and then over an embankment and culvert at Schodak Brook (at the present site of the old Stop & Shop).  The line then turned slightly northward where it ran through the woods and finally terminated in Hempstead Village.  No trace of this old line exists any longer, with the possible exception of a small access road that runs behind the WH Water District’s Birch St. Plant.

On January 31^st, 1875, the area experienced unusually strong rains that swelled the ponds and brooks of Long Island. At Woodfield Depot, the water backed up behind the culvert, and flooded David Bedell farm.  Bedell’s house was located just 70 yards north of the railroad bridge over the brook, and when the water level came within inches of the top step of his porch, he directed his family to roll up the rugs on the main floor so they wouldn’t get ruined.  On the evening of February 3, the managers of the South Side RR instructed an eight man crew to run a single engine and passenger car to Hempstead to verify the safety of the road and make any necessary repairs.  The crew proceeded slowly over Schodack Brook without incident and reached the terminal in Hempstead.  At around 8 PM, on the return train, the weight of the engine undermined the bridge, sending it backwards into the flooded creek and causing an enormous explosion that could be clearly heard as far away as Garden City.  The engineer, James Scott of Hempstead, was killed instantly.  Benjamin Carman, the brakeman and Eli Thorpe, trackmaster, were also killed.  Bernard Callahan, the fireman, survived the blast but was pinned down by the debris and drowned to death in the water.  Three of the four others on the train were severely injured.  The dead bodies were brought to David Bedell’s barn where the Hempstead coroner examined their cause of death.  A photo of the incident remains as the oldest surviving image of a train wreck on Long Island.

In the following months, an investigation of the incident revealed that the South Side Railroad was responsible for the shoddy construction of the Hempstead Branch and they were ordered to make repairs and pay for damages.  A couple of other fatal incidents sealed the fate of the South Side.  On April 30, 1879, less than ten years from when the line was opened, the last train rode the Hempstead - Valley Stream branch.  The South Side went bankrupt and its assets were sold at auction.  Locals had always hoped that another concern would purchase the Hempstead line and reopen it.  Instead, the buyer tuned out to be Henry Hilton, manager of the Garden City Company, who had no intention of reopening the line.  In all likelihood, his purchase was an attempt to protect his Garden City line from nearby competition.  West Hempstead would have to wait 1893 before it regained rail service, when the LIRR built the existing branch.

David Bedell continued to live at Woodfield until 1896 when he sold his farm to Edwin C. Duryea.  The Bedells lived to celebrate their 63rd wedding anniversary in 1906.  That year, Ruth passed away at age 90 and David was called to Heaven a few weeks later on July 4th, at age 93.

David and Ruth (Rhodes) Bedell at their 60th wedding anniversary- owners of the farm where the 1875 Woodfield train wreck occurred.

Freddie Voelpel's

The photo above depicts Freddie Voelpel's restaurant as it stood at 372 Hempstead Avenue between the years 1950-1957.  Freddie Voelpel was a bowling legend who at one time captured the Long Island bowling championship in 1944. The following year, Voelpel was on track to win a second championship before he suffered a serious mishap.  At his day job in the NY Daily News print room, he lost the tips of a couple fingers on his bowling hand when it got caught in a print roller.  He managed to continue to bowl competitively after that, but he never returned to the top of his game.

Freddie Voelpel was part of a pretty substantial bowling culture that existed on Long Island back in the '40s and '50s, wherein names like George Young, Andy Varipapa, Joe Falcaro and Tony Sparando would compete in tournaments and bowling halls like Mid Isle Lanes (formerly Heinemen's) on Peninsula Ave in Hempstead (now the site of a public storage facility) and Falcaro's own hall in Lawrence (Falcaro's closed down only about ten years ago).

In 1944 Voelpel took his winnings and bought a stake in a bowling venue called Baldwin Modern Lanes, but then he made a business decision that would later come back to haunt him, one that he would later regret.  Thinking that there was no commercial future in bowling, in February 1950 he sold his stake in Baldwin Modern and bought the restaurant you see pictured above. (He named it after himself because, well, he couldn't find a better name for it). This was right around the time when the deployment of automatic pin-setting machines was about to revolutionize the sport by obviating the need to rely on "pin-boys" to reset the pins. (Voelpel never gave these newfangled machines a chance but was the first to admit his mistake years later in an interview). As a result, commercial bowling would enjoy a huge upswing in the coming decades.

On the other side of the coin, around the same time that he got bought his restaurant, those local, family-run eating establishments such as Voelpel's were getting crowded out and losing business to cheaper fast-food joints that were popping up all over Long Island.

Freddie Voelpel was simply a victim of bad timing.  Aside from that, the combination of his day job and managing the restaurant left him averaging around four hours of sleep a night with no time for any leisure activity. In 1957, he sold the tavern and moved to the South Shore where he bought a boat and lived his life in semi-retirement.

Empire State Diner

The photo above c. 1949 looks south across Hempstead Turnpike and shows the Empire State Diner, a West Hempstead landmark during the '40s '50s and '60s. The diner was owned and operated by a Cathedral Gardens resident named Charles Efthinion, along with his brother Phillip who lived in nearby Hempstead Gardens.  

The Efthinion Bros. ran the restaurant until 1963, whereafter they relocated down the road to the southwest corner of Hempstead Turnpike and Nassau Blvd (current location of a Sleepy's), and opened a restaurant called "The Country Gentleman".  That restaurant was built on a site that for years, dating back to the 19th century, was occupied by William Stringham's general store and was once the central location of the long-forgotten Hamlet of Munson. Below is a "now" shot of the old Empire State Diner location. 

In 1964, the diner was demolished and in November of that year, ground was broken to build the first of many IHOPs on Long Island.  That restaurant continues to operate at the same location, nearly 50 years later, one of the few original businesses from that era.  (Below is an ad that appeared in the May 13, 1965 edition of Newsday).

The vacant building in the "now" shot was built in 1966 and represented S Klein's first foray into the automotive and tire business.  The building boasted 12 bays and the operators originally envisioned a capacity of servicing up to 280 cars per day.  What they did not envision was that S Klein wouldn't last another 10 years after that.

 The S Klein Tire & Auto Center became Korvette's Tire & Auto Center which then became Tires Incorporated.  This building may well be the record-setter for the duration of a vacant commercial building in West Hempstead.  (No, the temporary occupancy as the campaign headquarters of former Town Supervisor Greg Peterson's failed election bid for County Executive in 2005 does not count for filling the vacancy).