User:Kew Gardens 613/sandbox
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NYC Subway History Post-Unification  |
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User:Epicgenius/sandbox/Metropolitan Transportation Authority
User:Epicgenius/sandbox/article-draft1 — Manhattan Bridge subway closure
User:Kew Gardens 613/Subways70s80s
User:Kew Gardens 613/NYSTC Annual Reports
User:Tdorante10/sandbox3 – Includes draft bus articles
Queens Bus Routes and lines – A list of bus article projects
User:Epicgenius/sandbox/1 – Interesting track map drafts
User:Epicgenius/sandbox/3 – Includes draft bus articles
User:Epicgenius/sandbox/5 – Includes a draft split of Technology of the New York City Subway that I have been wanting to work on
Updates[edit]
Pkg III-3 ADA Stations (Bellerose, Bellmore, Kew Gardens)
Transit Museum[edit]
Court Street abandoned entrance
Highway/induced demand West Side Highway NYC, Staten Island[edit]
https://babel.hathitrust.org/cgi/pt?id=ien.35556021034483&view=1up&seq=1&skin=2021&q1=staten
Fares[edit]
On July 20, 1966, the New York City Transit Authority turned down a proposal sponsored by the Democratic members of the New York City Board of Estimate to issue free transfers between bus and subway routes. The Democrats had urged the plan as a compromise to boost the fare to 20 cents for all city bus rides. While the NYCTA bus fare was 20 cents, it was 15 cents for the seven private bus companies. The NYCTA said it would boost the fare from the new 20-cent level to 25 cents as it would not yield enough revenue to meet the TA's budget requirements to meet the 20-cent fare level.[1]
Annual Reports[edit]
Links[edit]
Transit Record and IRT Bulletins
https://www.scribd.com/document/387278673/RBB-One-Seat-Ride-from-JFK-to-midtown-Manhattan
London docs FOI[edit]
https://www.whatdotheyknow.com/request/track_map_london_undergound
Info on decisionmaking https://www.whatdotheyknow.com/request/decision_to_run_night_overground#incoming-1095035
https://www.whatdotheyknow.com/request/section_customer_flow_on_the_und#incoming-1989208
Explanation https://www.whatdotheyknow.com/request/bus_frequency_reductions_in_cent#incoming-1928833
https://tfl.gov.uk/corporate/transparency/freedom-of-information/foi-request-detail?referenceId=FOI-1707-2122 Tube Driver cost
https://tfl.gov.uk/corporate/transparency/freedom-of-information/foi-request-detail?referenceId=FOI-1482-2122 Track improvements
https://tfl.gov.uk/corporate/transparency/freedom-of-information/foi-request-detail?referenceId=FOI-2318-2122 journey times between stations
Data behind frequency change https://tfl.gov.uk/corporate/transparency/freedom-of-information/foi-request-detail?referenceId=FOI-2210-2122
https://tfl.gov.uk/corporate/transparency/freedom-of-information/foi-request-detail?referenceId=FOI-2490-2122 signaling diagram
https://www.whatdotheyknow.com/request/tracksignalling_diagrams#incoming-1572985
https://content.tfl.gov.uk/tfl-transparency-strategy.pdf
Web Archive[edit]
Technical Advisory Committee Meeting
https://web.archive.org/web/20010822121659/http://www.mta.nyc.ny.us/planning/sas/sas_les.htm
http://web.archive.org/web/20000229235802/http://www.mta.nyc.ny.us/planning/mesa/index.html
https://web.archive.org/web/20010714095130/http://www.mta.nyc.ny.us/planning/sas/index.html
https://web.archive.org/web/20010718070537/http://www.mta.nyc.ny.us/planning/sas/sas_sched.htm
https://web.archive.org/web/20010718071005/http://www.mta.nyc.ny.us/planning/sas/sas_stations.htm
https://web.archive.org/web/20010718072139/http://www.mta.nyc.ny.us/planning/sas/sas_alignment.htm
https://web.archive.org/web/20010718065636/http://www.mta.nyc.ny.us/planning/sas/sas_history_1.htm
https://web.archive.org/web/*/http://www.mta.nyc.ny.us/planning/*
https://web.archive.org/web/20011029032443/http://www.mta.nyc.ny.us/mta/ffa/toc.htm
https://web.archive.org/web/20011027102835/http://www.mta.nyc.ny.us/mta/ffa/index.html
https://web.archive.org/web/20000706230537/http://www.mta.nyc.ny.us/mta/ffa/index.html
https://web.archive.org/web/20000816070345/http://www.mta.nyc.ny.us:80/mta/mta-table.htm
http://web.archive.org/web/20041010185335/http://accesstotheregionscore.com/documentsProducts.html
Capital Projects[edit]
Subway parking[edit]
Whitestone[edit]
Fare increase instead of abandonment
Cost Whitestone/College Point lines
Elevateds[edit]
Queens Bypass[edit]
Subway floods[edit]
Joint Flushing Line[edit]
Substations[edit]
Rockaway Beach Branch[edit]
Parking TA[edit]
63rd[edit]
Transfer points[edit]
BMT[edit]
1930s Nassau Street Line design
14th Street subway; more; continued; more
Change Atlantic Avenue-entrances
IRT[edit]
Details Times Square; more; more
Flushing extension; to Flushing
IND[edit]
Protest Schermerhorn over Atlantic
Veto Grand/Woodhaven express; underpass
Steinway Street Loop one contract
Request Northern Boulevard/108th Street
Three subway routes ahead of schedule
1938-no Winfield Loop-possible spur
QBL bids-delay-change plans-1930
Opening Crosstown-no celebration opening
Astoria Loop assured 1928; more
Request eliminate Astoria Loop; instead-extension Whitestone
1930 Times Square passage, QBL underpasses
Only minor work needed left-operate QBL-1931
May operate before 1931-another yard-site considered
Oppose Crosstown Line route-want down Jackson Avenue
Funding 3 Queens Lines asked-Winfield Loop-results many petitions; more
Steinway Loop added-1925-action Winfield Loop-QBL past Elmhurst deferred
QBL plan-submitted approval-including Winfield Loop-partially open cut
Request open Ely-rest of line-1932
Further Queens extensions studied
Shift route-Kew Gardens Road-opposition-land owners
1930 IND stop locations chosen
Widen plan underpass Union Turnpike; more
Request Woodhaven express 1940
Speed subway yard work Jamaica
QBL-1929-work ahead of schedule-QBP platform extension
Groundbreaking 179th extension
Opening QBL-lower Flushing ridership
Subway cars[edit]
Expansion[edit]
Subway station improvements[edit]
Public hearing-1939 crew quarters-Jackson Heights, Union Turnpike
Newkirk Av/Nostrand structure reconstruction, fluorescent lighting QBL
Flushing Line concrete platforms
Queensboro Plaza passage; more
Subway police-Metropolitan/7th; more
Roosevelt escalator; more; continued; more
22nd Avenue station renovation
Canopy replacement 23 stations
DeKalb Avenue; more; continued; more
Grand Central escalator; more; continued; more
Improved transfers Union Square; more; more; continued
Hoyt police quarters, New Lots platform
Clark Street; more; more; more
Unused mezzanine Franklin Avenue
Buses[edit]
Subway cars[edit]
GOs[edit]
Service changes[edit]
Criticism station closing Brighton Line 1960
Service patterns[edit]
Accessibility[edit]
Access-A-Ride/Broker service/On Demand E-Hail Pilot[edit]
Accessibility Lab[edit]
https://ny.curbed.com/2019/10/17/20918911/mta-jay-street-metro-tech-accessibility-lab
Bowling Green
Lawsuits[edit]
https://gothamist.com/news/mtas-long-history-being-sued-over-subway-accessibility
Poor maintenance/out of service especially privately operated ones[edit]
https://www.documentcloud.org/documents/6773169-WorstPrivateElevators.html
Opposition to elevators[edit]
Cost escalation[edit]
Station renovations without accessibility[edit]
Enhanced Station Initiative
Challenges faced[edit]
https://www.nytimes.com/2019/05/15/nyregion/mta-access-a-ride-nyc.html?searchResultPosition=59
Delays in installation[edit]
Advocacy[edit]
https://transitcenter.org/publication/access-denied/
Latest push for accessibility[edit]
https://www.nytimes.com/2019/10/07/nyregion/mta-nyc-subway-elevators.html
Good Topics[edit]
Jamaica–179th Street (IND Queens Boulevard Line) 169th Street (IND Queens Boulevard Line) Parsons Boulevard (IND Queens Boulevard Line) Sutphin Boulevard (IND Queens Boulevard Line) Briarwood (IND Queens Boulevard Line) : Kew Gardens–Union Turnpike (IND Queens Boulevard Line) : 75th Avenue (IND Queens Boulevard Line) : Forest Hills–71st Avenue (IND Queens Boulevard Line) 67th Avenue (IND Queens Boulevard Line)
63rd Drive–Rego Park (IND Queens Boulevard Line) :
Woodhaven Boulevard (IND Queens Boulevard Line) : Grand Avenue–Newtown (IND Queens Boulevard Line) Elmhurst Avenue (IND Queens Boulevard Line) :
Jackson Heights–Roosevelt Avenue/74th Street (New York City Subway) 65th Street (IND Queens Boulevard Line) Northern Boulevard (IND Queens Boulevard Line) 46th Street (IND Queens Boulevard Line)
Steinway Street (IND Queens Boulevard Line) 36th Street (IND Queens Boulevard Line) Queens Plaza (IND Queens Boulevard Line) : Court Square–23rd Street (New York City Subway) Lexington Avenue/51st Street (New York City Subway) Fifth Avenue/53rd Street (IND Queens Boulevard Line) 50th Street (New York City Subway)
References to add to articles[edit]
- Flushing-Main Street one-way stair test 1978
- Q via Sea Beach
- 1959 "As a result of recent maintenance study , an inspection period of 7,500 miles has been adopted for the new equipment ."
- [1]
- [2]
- [3]
- [4]
- [5]
- [6]
- [7]
- [8]
- [9]
- [10]
- [11]
- [12]
- [13]
- [14]
- [15]
- [16]
- [17]
- [18]
- [19]
- [20]
The MTA started the Save on Sunday program as a five Sunday experiment on December 16, 1973, offering round trips on subway lines, buses and commuter rail lines for the half of one-way fares. and the program was extended through June 29, 1975 on December 23, 1974 even though it resulted in a $6 million loss. Ridership increased by 30 percent as a result of the program. Another reduced-fare program that was offered was the Night on the Town plan. The plan had been started in November 1974, and it was not nearly as popular as other reduce-fare programs. The tickets cost 75 cents, and the tickets allowed unlimited trips on all Manhattan buses between 6 p.m. and 2 a.m. with discounts in hundreds of restaurants, movies, and legitimate theaters.[2]
On May 27, 1970, the City Planning Commission approved an increase of $14.3 million in capital budget funds for the extension of subway platforms on the BMT Broadway Line, the BMT West End Line, and the BMT Sea Beach Line. The total cost of the project, after the increase, went up to $18.9 million. The platforms at all of the stations on the West End Line and the Sea Beach Line, as well as the Lexington Avenue station on the Broadway Line were to be lengthened.[3]
In October 1976, the MTA announced the introduction of wallet-sized timetables on the 7 train. They included strip maps and the running times of express and local trains between stations. They were prepared and printed by Metro Transit Schedules Incorporated at no cost to the MTA. They were paid for by advertisements in the timetables. The 7 was the second service to receive a timetable.[4]
The proposed construction of the 48th Street line was directly connected to the development of land east of Eighth Avenue. As part of a plan by the City Planning Commission, areas of land on both sides of 48th Street from Eighth Avenue to Twelfth Avenue were to have been condemned so that the rise of property values in the area would go in part to the city for public purposes. 48th Street was chosen for the crosstown line because it would serve the major traffic generators in the area: the United Nations, Grand Central Terminal, Rockefeller Center and Times Square. The line would have served a new East Side terminal for the Long Island Rail Road that would have been built at 48th Street and Third Avenue. The Commission said that the line might later be connected to a new rapid transit tunnel under the Hudson River to New Jersey.[5]
- ^ "City Transit Derails Free Transfer Plan". Newsday. July 21, 1966. p. 11. Retrieved March 20, 2022.
- ^ "Sunday Half‐Fare Plan Extended Despite Loss". The New York Times. December 24, 1974. ISSN 0362-4331. Retrieved December 25, 2016 – via New York Times Archive.
- ^ Burks, Edward C. (May 28, 1970). "FUND INCREASED FOR WORK ON BMT". The New York Times. ISSN 0362-4331. Retrieved December 25, 2016 – via New York Times Archive.
- ^ "Timetables For IRT Line". The New York Times. October 14, 1976. ISSN 0362-4331. Retrieved December 25, 2016 – via New York Times Archive.
- ^ Stern, Michael (December 8, 1970). "6TH AND LAST PART OF MASTER PLAN ON CITY RELEASED". The New York Times. ISSN 0362-4331. Retrieved December 25, 2016 – via New York Times Archive.
Developer Transit Improvements[edit]
https://wagner.nyu.edu/files/faculty/publications/ValueCapture_Feb26-18.pdf
https://zr.planning.nyc.gov/article-ix/chapter-1/91-251
https://www1.nyc.gov/assets/planning/download/pdf/zoning/zoning-text/art07c04.pdf
https://www1.nyc.gov/assets/planning/download/pdf/about/cpc/040172.pdf
https://www1.nyc.gov/assets/planning/download/pdf/about/cpc/980314.pdf
https://www1.nyc.gov/assets/planning/download/pdf/zoning/zoning-text/art08c02.pdf?r=0605
https://www1.nyc.gov/assets/planning/download/pdf/about/cpc/180459.pdf
1980s[edit]
- https://digitalcommons.nyls.edu/cgi/viewcontent.cgi?article=1348&context=fac_other_pubs
- https://up.codes/viewer/new_york_city/nyc-zoning-resolution/chapter/IX/special-purpose-disctricts#IX
- https://webcache.googleusercontent.com/search?q=cache:tdoAG2idfakJ:https://appsrv.pace.edu/GainingGround//ProgramFiles/ViewResource/newFileDownload.cfm%3Fres%3D68K63050517094713+&cd=9&hl=en&ct=clnk&gl=us&client=safari
- https://www.cb5.org/cb5m/projects/west-midtown-transit-corridor/The-Penn-Station-Study-Area-Trends-and-Opportunities_May-2012.pdf
Second Avenue Subway[edit]
Failed 15 Penn[edit]
- http://archive.citylaw.org/wp-content/uploads/sites/25/bpm/2010/May/15pennFINALpdf.pdf
- http://archive.citylaw.org/wp-content/uploads/sites/31/cpc/2010/07.14.10/C-100049-ZSM.pdf
- https://www.cb5.org/cb5m/resolutions/2014-december/n_150086_cmm_and_n/
One Vanderbilt[edit]
- https://www1.nyc.gov/assets/planning/download/pdf/applicants/env-review/vanderbilt/final_scope_work.pdf
- https://www1.nyc.gov/assets/planning/download/pdf/plans-studies/vanderbilt-corridor/presentation.pdf
- https://www1.nyc.gov/assets/planning/download/pdf/applicants/env-review/vanderbilt/appendg_feis.pdf
- http://secondavenuesagas.com/2014/09/09/a-glimpse-at-the-200m-transit-plans-for-one-vanderbilt/
- https://commercialobserver.com/2014/10/sl-green-city-planning-detail-1-vanderbilt-transit-upgrades/
- https://www.pcac.org/blog/greater-midtown-east-rezoning-moves-in-the-right-direction-for-transit/
- https://patch.com/new-york/midtown-nyc/see-how-one-vanderbilt-will-connect-grand-central-terminal
East Midtown Rezoning[edit]
https://www.youtube.com/watch?v=5FQGoLEA3xY – New staircases at Lexington and 42nd Street
Potential East Midtown Transportation Improvements
https://vdocuments.site/east-midtown-presentation-october-2012.html
As part of the East Midtown Rezoning, developers will be able to add additional floors to their buildings if they provide transit improvements to certain stations. The stations include the Grand Central, Lexington Avenue/53rd–51st Street, 42nd Street–Bryant Park/Fifth Ave, Lexington Avenue–59th Street, Fifth Avenue/53rd Street, and 47th/50th Streets–Rocketfeller Center. If all of the projects are completed, there will be four new entrances, six new stairways and twelve widened stairways, one widened escalator and two new escalators, nine new elevators, and a completed renovation of the Lexington Avenue mezzanine at Grand Central.
https://www1.nyc.gov/assets/planning/download/pdf/applicants/env-review/gem/tech-memo-03.pdf
Grand Central[edit]
- Widen platform stairs at east end of Flushing platform
- Widen two stairs between uptown Lexington platform and Flushing and Lexington platforms
- Renovate to contemporary standards the south end of the Grand Central Lexington Subway mezzanine from the Shuttle Passageway and 125 Park Avenue entrances to join the renovated areas on the north end of the mezzanine
- Provide new Flushing platform stair and expand transfer passageway to accommodate the addition of the stair
Lexington Avenue/53rd–51st Street[edit]
- Replace escalator and stair connecting downtown Lexington platform to underpass with widened stair
- Provide new street entrance to uptown Lexington platform from 50th Street
- Provide widened escalator between 53rd street platform and mezzanine
42nd Street–Bryant Park/Fifth Ave[edit]
- Provide ADA elevator between Flushing platform and mezzanine level
- Provide new street entrance from north side of West 42nd street
- Provide ADA elevator between Sixth Avenue northbound platform and mezzanine level
- Provide ADA elevator between Sixth Avenue southbound platform and mezzanine level
Lexington Avenue–59th Street[edit]
- Provide new street stair capacity at northeast and northwest corners of East 60th Street and Lexington Avenue
- Provide ADA elevator between local IRT platform and street level
- Provide ADA elevator between 60th Street (BMT) line platform and mezzanine level
- Provide new platform stair and widen existing stairs between 60th Street (BMT) line platform and mezzanine level
- Provide ADA elevator between northbound local Lexington Avenue Line platform, northbound express Lexington Ave Line platform, and the 60th Street (BMT) line mezzanine
- Provide ADA elevator between southbound local Lexington Avenue Line platform, southbound express Lexington Avenue Line platform, and the 60th Street (BMT) line mezzanine
Fifth Avenue/53rd Street[edit]
- Provide new street entrance on East 53rd Street west of Madison Avenue
- Provide a new stairs from mezzanine level to upper platform, and a new stair from upper platform to lower platform
- Provide ADA elevator from mezzanine to upper platform, and to lower platform
- Provide two escalators from mezzanine to upper platform
- Provide new mezzanine area under East 53rd Street with fare control to accommodate street entrance and new access core
- Provide new access core between platforms and street level to accommodate escalators, elevator, and stairs
47th/50th Streets–Rockefeller Center[edit]
- Provide two new platform stairs and widen seven platform stairs
Smaller projects[edit]
Broad Street[edit]
- https://www.newyorkyimby.com/2016/07/45-broad-street-supertall-coming-with-new-subway-elevators-financial-district.html
- https://ny.curbed.com/2016/7/28/12315258/financial-district-supertall-45-broad-subway-elevator
- http://www.tribecatrib.com/content/battle-over-fidi-subway-elevators-advocates-disabled-win-day
- https://www1.nyc.gov/assets/planning/download/pdf/applicants/env-review/eas/18dcp063m-eas.pdf?r=1
Jay Street[edit]
- https://www.brooklynpaper.com/stories/40/24/dtg-jay-street-subway-makeover-2017-06-16-bk.html
- https://ny.curbed.com/2016/3/4/11160538/downtown-brooklyn-tower-subway-entrance
- https://nypost.com/2016/03/07/residents-mixed-on-building-getting-its-own-subway-entrance/
86th[edit]
- https://www.dnainfo.com/new-york/20160321/upper-east-side/locals-angered-by-developers-plans-alter-ues-subway-station/
- https://www.dnainfo.com/new-york/20170616/upper-east-side/east-86th-street-lexington-avenue-tower-developer-plans-new-staircase-elevator-to-subway/
- https://therealdeal.com/2017/06/20/community-board-rails-against-ceruzzi-properties-plans-for-subway-entrance-near-new-condo-tower/
- https://therealdeal.com/2016/03/23/ceruzzi-bails-on-public-meeting-over-ues-project/
ADA[edit]
Dead Fulton History Links[edit]
https://www.flickr.com/photos/127872292@N06/32731452135/in/dateposted-public/
Amtrak documents[edit]
Shell flyover https://www.governmentattic.org/19docs/AmtrakInkNewsletters_2006-2010.pdf#page=338
https://www.governmentattic.org/19docs/AmtrakInkNewsletters_2006-2010.pdf#page=417
Hell Gate catenary https://www.governmentattic.org/19docs/AmtrakInkNewsletters_2006-2010.pdf#page=734
Secaucus transfer https://www.governmentattic.org/docs/Amtrak-Ink_2001-2006.pdf#page=289
LIRR random[edit]
LIRR train started at Jamaica to serve KG/FH https://www.newspapers.com/clip/91232683/the-brooklyn-daily-eagle/
Municipal Archive[edit]
Expo SIRT study
Manhattan West Side Transit Opportunity Study
Queens Transit Service Sufficiency NYCTA inc. Q44A changes
NYCTA 1990 Operating Budget Proposal November 17, 1989
Page 9 Five Car Trains on SIRTOA
IND[edit]
1943 reduced service https://www.nytimes.com/1943/06/08/archives/subway-service-to-queens-to-be-cut-beginning-july-4-ind-train.html?searchResultPosition=10
IRT[edit]
50 mph East River Tunnel https://www.newspapers.com/image/542165802/?terms=%22lenox%20avenue%20express%22&match=1
1906 express service https://www.nytimes.com/1906/11/14/archives/more-express-trains-wanted-on-upper-subway-citizens-civic-bodies.html?searchResultPosition=11
1906 express
- https://www.newspapers.com/clip/92735219/
Extra tracks 96th Street
Side doors
SIR resources[edit]
1870-1930 NY Herald, other newspapers
Staten Island Railway[edit]
Woods of Arden[edit]
Other[edit]
Station consolidation https://onlinepubs.trb.org/Onlinepubs/nctrp/syn16/syn16.pdf#page=16
1977 strike ridership decrease https://books.google.com/books?id=zbMkAQAAMAAJ&q=%22ridership%22+%22staten+island+rapid+transit%22&dq=%22ridership%22+%22staten+island+rapid+transit%22&hl=en&newbks=1&newbks_redir=0&sa=X&ved=2ahUKEwi4srasuon1AhWoVN8KHS3LB604MhDoAXoECAcQAg
1927 double track
http://cityrecord.engineering.nyu.edu/data/1927/1927-06-01.pdf
Railway Age SIR https://books.google.com/books?id=s3hCAQAAIAAJ&q=million+passengers+staten+island#v=snippet&q=million%20passengers%20staten%20island&f=false
1905 SIR improvements https://www.newspapers.com/clip/91520602/
B&O SI Belt Line 1929 https://www.newspapers.com/clip/91520556/
Improvements 1893 http://www.nygenweb.net/richmond/prominent/kreischer_b.pdf
1955 Transfer
Delay grade crossing elimination WWII
Electrification
1938 Grade crossing project https://books.google.com/books?id=jYPmAAAAMAAJ&pg=PA684&dq=%22double+track%22+%22princess+bay%22&hl=en&newbks=1&newbks_redir=0&sa=X&ved=2ahUKEwih-uzdn4f1AhVHRzABHaJODPQQ6AF6BAgGEAI#v=onepage&q=%22double%20track%22%20%22princess%20bay%22&f=false
1917
1885 B&O
Letter from Wiman to Thomas Edison
https://edisondigital.rutgers.edu/document/SB012BBD#?c=&m=&s=&cv=&xywh=-88%2C-53%2C907%2C1046
Article on 1941 Grade crossing project
Financials/corporate history
Accident SIR Pleasant Plains?
1925 facilities
Harold Interlocking[edit]
https://new.mta.info/projects/harold-interlocking
https://new.mta.info/document/21951#page=76
- Regional Investment Program, Including FRA High Speed Intercity Passenger Rail Grant Scope
- Westbound Bypass Structure
- The Westbound Bypass tunnel enables Amtrak trains entering Harold Interlocking from the Hell Gate Line to be routed into Penn Station East River Tunnel (ERT) Line 2 conflict free, thereby decreasing the number of potential service delays which will be caused by current service levels. Construction of the grade separated Westbound Bypass will reduce travel times through Harold Interlocking and allow Amtrak to increase service.
- Eastbound Reroute
- Eastbound Reroute tunnel enables Amtrak trains entering Harold Interlocking from Penn Station to be routed into the Hell Gate Line Track 2 decreasing the number of conflicts and thereby reducing the number of service delays which will be caused by current service levels. Construction of the Eastbound Reroute will reduce travel times through Harold Interlocking and allow Amtrak to increase service
- Loop & T Interlocking
- Modification of the existing Loop Track interlocking (installation of Central Instrument Locations (CILs) and crossovers) provides additional routing east of the Amtrak car washer. This routing permits efficient access by Amtrak from the Amtrak Bypass track to the southern existing Sunnyside Yard storage tracks.
B&O Staten Island[edit]
In December 1861, members of the New York Chamber of Commerce requested that Congress override the Protection Act by issuing a federal charter requiring New Jersey to permit the construction of a National Air-Line Railroad between New York and Washington.: 297
The House passed legislation to charter the National Railway Company to construct the new Air Line in July 1866.: 298
During and following the Civil War, there were multiple proposals to build an air-line railroad sponsored by the federal government between New York, Baltimore, and Washington, D.C. to provide a unified route along the corridor. These proposals were stopped by B&O President John Garrett and allies of his who saw the plans as being created to benefit the competing Pennsylvania Railroad.[1]: 279–280
Starting in 1855, the Baltimore and Ohio Railroad interchanged traffic with the Philadelphia, Wilmington and Baltimore Railroad (PW&B) at Baltimore, providing a connection to traffic to Philadelphia and to New York via independent lines.[2] The railroad was willing to ship freight from either the PRR or the B&O and did not favor either railroad. The stability of this agreement disintegrated following B&O President John Garrett announcement of plans to build a "double-tracked first class road" at the railroad's January 11, 1871 board meeting.[1]: 279–280 to Philadelphia and Jersey City-New York
The B&O was in weak financial shape, motives unclear
PW&B route-most owners were Bostonians-had little stake in the fight between Baltimore and Philadelphia and the trunk-line rate wars between the B&O and PRR-willing to haul freight rom either carrier
Temporarily-sought alliances-to get B&O to New York avoiding the United Companies lines-Jersey Central had a line from Jersey City to Allentown through Bound Brook. The North Pennsylvania Railroad owners, wealthy off profits from anthracite coal, sponsored the construction of the Delaware & Bound Brook Railroad-incorporated in 1874-link Bound Brook with Delaware River: 503
Garrett realized the importance of the New York market later than other railroads, making it difficult for the B&O to enter it. Garrett's determination of the B&O's ability to finance the project was unduly optimistic given the railroad's poor financial shape, and he determined that he had to make use of existing railroads to enter New York. Garrett sought out a route, later known as the Bound Brook Route, using the Central Railroad of New Jersey's route from Jersey City to Bound Brook, a new line connecting Bound Brook with the Delaware River, and the North Pennsylvania's Delaware River Branch, which ran to Jenkinstown and connected to the North Pennsylvania line connecting Bethlehem and Philadelphia. Trains would then run over the Junction Railroad to reach the PB&W to get to Baltimore.[3]
Initially-all three companies-locally controlled-without B&O influence: 503
The new line, the Delaware & Bound Brook Railroad, was incorporated in 1874, and was financed by the North Pennsylvania Railroad's owners. While the Pennsylvania Railroad tried to stop the completion of the route in late 1875 and early 1876,: 503 having crews place a locomotive to block workers of the Delaware & Bound Brook from installing a crossing with its Mercer & Somerset Railroad line near Hopewell in New Jersey, it was unsuccessful. The first passenger train between Philadelphia and Communipaw, New Jersey ran along the Bound Brook Route on May 1, 1876, with fares being set at, $2.65, a rate ten cents lower than the PRR rate. This ended the PRR's monopoly on service to Elizabeth, Trenton, and Newark, and in the Philadelphia to New York market. Following the deaths or resignations of multiple directors of the North Pennsylvania Railroad, new directors were chosen, and they sought to reach an alliance with the Reading Railroad. The Reading had sought an alliance as it wanted to obtain permission to use the new rail link to New York. A connection between the North Philadelphia Railroad and the Reading was completed in February 1879, and the latter railroad leased the former and the Delaware & Bound Brook Railroad in May 1879. The new connection eased the shipment of anthracite coal to New York over the Bound Brook Route than the PRR via the Delaware & Raritan Canal Railroad. A new link between the Reading and the Philadelphia, Germantown & Norristown Railroad was finished by October 1879, allowing Bound Brook Route passenger trains to use that line's terminal at Green and 9th Streets.[3]: 504
Route known as New Route
In April 1879, the Bound Brook Route companies sued for open access to the Junction Railroad, and in October 1880, a court ruled that the B&O had the right to access it, but allowed the PRR to restrict operations over the 1-mile line section between the Market Street tunnel and 35th Street, which PRR officials had insisted they had sole control over in 1866, to PRR train crews and locomotives. The PRR had maintained that only the three railroads that were part owners of the Junction Railroad, the PRR, the Reading Railroad, and the PW&B, could operate over its tracks. B&O New York passenger trips were rerouted to the Bound Brook route on December 1, 1880, and freight trips were shifted in January 1881. PRR employees, at the behest of management, did what they could to delay B&O traffic traveling along the Junction Railroad until they were ordered to stop following a lawsuit from the B&O. The B&O then proceeded to get its own line between Philadelphia and Baltimore.[3]
Biographers of B&O President John Garrett consider his decision to push to get the B&O its own Washington D.C. to New York Line a major misstep, with one characterizing it as “an irrational act of spite and defiance after years of being bested by the Pennsylvania.”[1]: 279–280
Closer cooperation developed among the Pennsylvania Railroad, the PW&B, and the Joint Companies as a result of the Civil War.: 324
In 1871, the Pennsylvania Railroad leased the United New Jersey Railroad and Canal Company for 999 years, taking control of the route providing rail service between Philadelphia and New York, and eliminating its reliance on the Reading's Allentown Route to New York. The PRR soon changed the gauge of the line in New Jersey from 4 feet 10 inches to 4 feet 9 inches.: 354 In 1872, the PRR opened its own Washington D.C. to Baltimore line, giving it control of its entire Washington D.C. to New York route except for the section between Baltimore and Philadelphia.[4]: 152 This section was provided via the independent Philadelphia, Wilmington and Baltimore Railroad, which, with its own trains, operated traffic of both the Pennsylvania Railroad and the B&O Railroad. For a few years, the Pennsylvania Railroad permitted the B&O to run trains over its Philadelphia to New York line. However, the Pennsylvania Railroad started delaying B&O trains to New York and prohibited B&O trains from using its line to New York after the B&O ended the Pennsylvania's service monopoly in Pittsburgh in 1871, entered the market in Chicago, and cut its rates in 1874. In 1876, Garrett made a joint arrangement with the newly completed Delaware and Bound Bound Brook Railroad, which would shortly be acquired by the Philadelphia and Reading Railroad. Along with an agreement with the Central Railroad of New Jersey, this allowed B&O trains to resume through-service to New York, avoiding the Pennsylvania Railroad's route. Garrett cut Philadelphia to New York fares to be ten cents lower than the Pennsylvania Railroad's rate.[1]: 280–281
New York Central strategy to block Gould-involved B&O and Reading-establish NY-Washington line -battle with PRR-threatened stability of northeastern railroads-investors-intervened to bring order: 497
NYC/Gowen-Reading-expand NYC influence southward-lacked a direct north-south route-more important after 1871-PRR lease of Joint Companies-eliminating the PRR's dependence on the Reading in the pre-Civil War Allentown Route to New York. Garrett wanted northern secure connection-worked together-development of a new route-the Bound Brook Route: 502–503
In 1880, rumors spread that Jay Gould, who was recently elected to the board of the Central Railroad of New Jersey, wanted to build his own new line between Baltimore and Philadelphia, which would likely connect to New York on the route the B&O was using. The PW&B, fearing that it would lose its monopoly, placed 213,000 shares of its stock for sale. Gould and Garrett joined a syndicate to acquire control of the PW&B. By February 17, 1881, the Gould-Garrett syndicate had agreed to purchase 51 percent of the PW&B's stock, or 120,000 shares, for $70 a share, and the syndicate thought it would win control of the railroad in early 1881. The Pennsylvania Railroad, which had not publicly expressed interest in PW&B stock, in early March 1881, purchased 92 percent of PW&B stock, or nearly 218,000 shares, outbidding the Gould-Garrett syndicate, offering $78 per share and gaining control of the PW&B.[4]: 154
Having lost out, on March 21, 1881, Garrett ordered the B&O to purchase the Delaware Western Railroad, whose charters in Delaware and Pennsylvania would allow Garrett to use it to construct a line from Baltimore to Philadelphia to connect with the Philadelphia and Reading, and Central Railroad of New Jersey, which would give the B&O access to New York. Following the procurement of a $11 million loan to extend the line to Philadelphia from Baring Brothers in London, early in 1883, construction started on the line in Wilmington, Delaware. The Pennsylvania Railroad made things as difficult as possible for the B&O to extend into Philadelphia.[1]: 281–283 Completion of the project was delayed due to rate wars with the Pennsylvania Railroad in the early 1880s. Until October 1884, the PW&B permitted the B&O to run along its tracks. The Baltimore to Philadelphia line was completed, and freight started on July 11, 1886, while passenger service started on September 19, 1886. The line cost $15 to $20 million.[1]: 303 [4]: 154, 165–166
A controlling interest in the Staten Island Rapid Transit Railway was acquired in 1885, by which it had already had trackage rights over the Central Railroad of New Jersey and the Philadelphia and Reading. The completion of the Arthur Kill Bridge provided the railroad a connecting service to New York City's lower harbor.[4]: 166
The PWB was acquired by the Pennsylvania Railroad on March 7, 1881, cutting off the B&O's direct connection to Philadelphia and points north. As such, the B&O worked to build its own line between Philadelphia and Baltimore. It had already acquired stock in the Delaware and Western Railroad Company, which had a line between Landenberg, Pennsylvania and Wilmington, Delaware. The B&O consolidated this company with one of its subsidiaries, the Baltimore and Philadelphia Railway Company to form the Baltimore and Philadelphia Railroad Company in February 1883. Using the charters for this company and of the Schuylkill River East Side Railroad, it built a line connecting from the Philadelphia and Reading Railroad at Park Junction in Philadelphia to the Delaware-Maryland state line. At the same time, a Philadelphia Branch was built from Canton, Baltimore to the Delaware-Maryland state line, completing a through line between Philadelphia and Canton. Through passenger service began with a joint traffic agreement with the Reading Railroad and the Central Railroad of New Jersey. A car ferry was used to carry trains across Baltimore Harbor. The Arthur Kill Bridge was completed in 1889, extending the Staten Island Rapid Transit Railroad to the shore of New Jersey. A line between Cranford Junction and Arthur Kill Bridge was completed by July 1, 1890 under the Baltimore and New York Railway Company. Through freight service was established from St. George on Staten Island to Baltimore using the Reading Railroad and Central Railroad of New Jersey between Park Junction in Philadelphia and Cranford Junction in New Jersey. The B&O passed into receivership on March 1, 1896, following the Panic of 1893 and rate wars. The railroad's receivers implemented a reorganization plan on July 1, 1899.[2]
In 1901, the Pennsylvania Railroad purchased 40 percent of the stock of the B&O. In 1902, President Theodore Roosevelt invoked the Sherman Anti-Trust Act, forcing the Pennsylvania to start divesting itself from its majority interest in the B&O.[5]
PRR acquisition/B&O management
Garrett-payed out unearned dividends-large debt-limit ability to upgrade/expand railroad, outmaneuvered by PRR, others
Loree-acquired substantial interest-Reading-secure B&O's NY route
In 1880, railroad promoter Henry S. McComb floated a plan to construct an alternate, more inland route between Philadelphia and Baltimore, through the acquisition of the Delaware Western Railroad, which had an expansive charter. He was purchasing stock in that railroad by 1879, with the intent of creating a bidding war between the B&O and PRR. He met with PRR President Tom Scott and Vice President George Roberts, who had little interest in starting a costly rate war with the B&O. They only agreed to purchase McComb's shares in the Delaware Western if another financier was interested in helping the PRR gain control of the PW&B. McComb tried to interest the New York Central in his shares soon after without success. He then sought to charter the Baltimore & Northeast Railroad to allow the Delaware Western to access Baltimore, and inquired about purchasing the West Chester & Philadelphia to allow it to access Philadelphia.[3]
During April and May 1880, McComb met with Garrett, Reading president Franklin B. Gowen and New York Central president William H. Vanderbilt to discuss McComb's proposal. Gowen was reluctant to invest in the proposal given the Reading's precarious financial state. In May, McComb went back and met with now PRR president Roberts, threatening to start construction on the Baltimore & Northeastern Railroad unless his shares were bought out. Roberts declined and did not want to get blackmailed by McComb.[3]
In December 1880, Vanderbilt, when meeting McComb again, expressed interest in extending the New York Central to the south, and agreed to cover half of the cost of McComb's proposed railroad. B&O President Garrett agreed to fund 20 percent of the cost and suggested that another 15 percent could be provided by the Central Railroad of New Jersey. Jay Gould of the CNJ saw the proposal as an opportunity for his railroad to gain access as far as Washington, and also became significantly invested in the proposal.[3]
The investors in the PW&B were worried that Henry S. McComb's plan for an alternate route between Philadelphia and Baltimore, through the acquisition of the Delaware Western Railroad to make use of its expansive charter, would be successful, threatening the railroad's profitability. The PW&B's largest investor, Nathaniel Thayer, worked with railroad executives to develop a plan to sell their railroad to the companies supporting McComb's plan to eliminate the need to build a new line, and combat McComb's threat. Quickly, the proposed investors in McComb's scheme sought to instead purchase the PW&B and eliminate an inevitable rate war with that line. The group of investors offered the PRR a non-controlling one-third share in the PW&B, but PRR Vice President Alexander Cassatt expressed disinterest.[3]
PRR President Roberts became aware of the fact that Nathaniel Thayer, the largest investor in the PW&B, has promised Garrett and his allies that he would be able to convince his fellow stockholders to sell for $70 a share by March 15, 1881. The PRR offered Nathaniel Thayer and other investors in the PW&B $78 a share to purchase a 39 percent stake in the railroad on March 7, 1881. By March 15, 1881, it had acquired a 92 percent stake in the railroad, after Cassatt had promised to pay the same price for any stock made available for sale by April 1. Acquiring the PW&B cost the Pennsylvania just under $17 million.[3]
After gaining control of the PW&B, the Pennsylvania increased its dominance in the Washington to Philadelphia corridor. Garrett was forced to buy the Delaware Western in 1883. In summer 1884, the Pennsylvania prohibited the B&O from using the PW&B, cutting it off from New York and Philadelphia.[3]
1886-B&O deal to NY; railway Weekawken-joint work NYC/West Shore-to Jersey shore-possible-SI-crossing; more
In the 1890s, financier J.P. Morgan sought closer cooperation among eastern railroads, and devoted a significant amount of time to the planning and implementation of the restructuring of railroads, combining large railroads into larger "communities of interest." These stopped short of mergers but called for railroads in stronger positions, like the Pennsylvania, to buy stock of weaker competitions, enabling there to be interlocking boards of directors, allowing members to coordinate long-term corporate strategy and reliably set and enforce rates. The Pennsylvania Railroad and New York Central would be the core of Morgan's plan to consolidate rail lines in the Northeast. As part of the plan, the PRR would acquire stakes in lines to the south, including the Norfolk & Western, Chesapeake & Ohio, and the B&O. Morgan completed his reorganization of the B&O in July 1899, and the new B&O board supported his efforts to create a community of interest with the Pennsylvania. The Pennsylvania began purchasing 100,000 shares of B&O stock for over $8.4 million in November 1899, and purchased 100,000 more shares in early 1900, giving it 20 percent control of the B&O. With additional purchases of stock and bonds in 1901 and 1902, the PRR's share of the B&O increased to 40 percent. PRR president Cassatt wanted to make use of the PRR's financial and managerial expertise to improve the B&O. Following a change in top management, with B&O officials replaced by managers from the PRR, the rates of the B&O were stabilized and used increased revenues to cover the cost of major improvements in equipment and track. On June 29, 1906, the Hepburn Act was signed into law by President Theodore Roosevelt, requiring rates to be "just, fair, and reasonable," and empowering the Interstate Commerce Commission to set maximum rates. Cassatt, following revelations from a coal bribery investigation by the ICC, and the enactment of the Hepburn Act, ended the Pennsylvania's community of interest, not wanting to risk further negative publicity and scrutiny from the ICC and the judicial system. Starting in July 1906, the PRR began to incrementally sell off its holdings in the B&O Railroad, in addition to the Norfolk & Western and the Chesapeake & Ohio, finishing doing so in 1909.[3]
Bond Record B&O Analysis-St. George unsuitable passenger terminal
In October 1896, it was reported that there was an agreement between the PRR and the B&O to handle freight in Staten Island. As part of the agreement, freight would be exchanged to and from all PRR points that could be reached via a connection of the two lines that would be completed in Linden, New Jersey. This spur was already under construction and was expected to be completed by November 1, 1896. To accommodate the significant increase in business from the PRR, construction began on 2,000 feet (610 m) of bulkheads. Before the agreement, all freight from the PRR system to and from Staten Island had to travel via lighters, increasing costs and travel times.[6]
The B&O Railroad went into receivership on February 29, 1896, having been unable to make an interest payment due on March 1, 1896. Initially, it was believed that receivership would be temporary and that the railroad could address its own troubles. A reorganization plan was agreed to on June 22, 1898 with cooperation from J. P. Morgan and Company. The SIRTR entered receivership in 1898. The SIRTR's lease of the SIRW was ended by the B&O's receivers in 1899 and its property was surrendered to the SIRTR. A new Staten Island Rapid Transit Railway Company (SIRT) acquired the SIRTR's property through foreclosure in 1899, for which the B&O took all stock. This SIRT inherited the SIRTR's half interest in the Rapid Transit Ferry Company and made a new lease of the SIRW's properties. The transferring of the new SIRT's stock to the B&O was delayed due to litigation. State court held that since the B&O was a creditor of the SIRTR, and held 51 percent of its stock, a trust on the B&O's new SIRT stock could only be impressed by minority stockholders by compensating the B&O for a commensurate portion of its disbursement in maintaining its interest.[7]
Some coal was handled by the B&O via its trackage rights over the Reading and Jersey Central to coal docks at St. George. After World War II, these docks were replaced with high-capacity facilities at Howland Hook, which could handle 128 carloads of coal every eight hours.[8]
B&O NY extension-38 percent bridge and trestle work
"The Arthur Kill Bridge," Railroad Gazette
20 (22 June, 1888): pp. 399-400; "The Arthur Kill Bridge
Approaches," loc. cit. 21 (26 July, 1889) : pp. 488-489].
1900 Brooklyn-SI tunnel franchise; more
1902 Wiman approve PRR operation
1902 ferry improvement; Whitlock
Interlocking directors with PRR, others
PRR-sphere of influence-history-family trees
SIRT operated a ferry from Tottenville to Keyport in Monmouth County 1904.
In November 1920, there was a report that the PRR was considering constructing a line from Staten Island to Jersey City.[9]
1933 divert all but local freight from SI to Jersey City to cut costs[10]
Twitter finds[edit]
Modification Fourth Avenue, change grades-suburban railways
Steinway Tunnel'; experiment Pennsy electrification
BRT/Manhattan El alliance against Pennsy/LIRR
New 59th Street elevator-plan begin page 59
Court Square/23rd ramp; more; more
Termination of 195 Bwy easement
1 Wall Street Communication room
Earlier proposal Times Square/6th
6th Avenue entrance 42nd Street; Durst; more
Hoyt/Schermerhorn Bond; more; more
15th Street-Prospect entrances property line
Uniticket/increased LIRR service
Third elevator Clinton/Montague
Reducing service Queens LIRR stations
Flushing Line station projects
Springfield-Hartford fare/service
Nassau-Broad Street-Montague temporary
- ^ a b c d e f Sander, Kathleen Waters (May 25, 2017). John W. Garrett and the Baltimore and Ohio Railroad. JHU Press. ISBN 978-1-4214-2220-6.
- ^ a b A Corporate History of the Baltimore & Ohio Railroad Company As of June 30, 1918. Interstate Commerce Commission. 1922. pp. 14–17.
- ^ a b c d e f g h i j Churella, Albert J. (October 29, 2012). The Pennsylvania Railroad, Volume 1: Building an Empire, 1846-1917. University of Pennsylvania Press. ISBN 978-0-8122-0762-0.
- ^ a b c d Stover, John F. (1987). History of the Baltimore and Ohio Railroad. Purdue University Press. ISBN 978-1-55753-066-0.
- ^ The history of the Baltimore & Ohio : America's first railroad. Internet Archive. New York, NY : Crescent Books. 1989. p. 71. ISBN 978-0-517-67603-5.
{{cite book}}: CS1 maint: others (link) - ^ "Railroad Agreement: Baltimore and Ohio and Pennsylvania Lines Combine at Staten Island. Deal of Much Importance to Both–Value of the Island From a Railroad Standpoint". The Evening Star. Washington, D.C. October 28, 1896. p. 2. Retrieved May 19, 2023.
- ^ Swaine, Robert T. (1948). The Cravath Firm and Its Predecessors, 1819-1947. The Lawbook Exchange, Ltd. pp. 594–607. ISBN 978-1-58477-713-7.
- ^ Solomon, Brian; Yough, Patrick (July 15, 2009). Coal Trains: The History of Railroading and Coal in the United States. Voyageur Press. ISBN 978-1-61673-137-3.
- ^ United States Investor. Frank P. Bennett & Company. 1921.
- ^ "TERMINAL CHANGE PLANNED BY B. & O.; Road to Divert All but Local Freight From Staten Island to Jersey City. IN JERSEY CENTRAL'S YARD Move Not to Affect Operations of the Staten Island Rapid Transit, Willard Says. STEP IN ECONOMY POLICY potion In Line With Washington's Program -- Cost of Harbor Operations Often Criticized". The New York Times. April 13, 1933. ISSN 0362-4331. Retrieved May 19, 2023.