User:Kew Gardens 613/sandbox 7
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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
This is for the Dual Contracts.
Clark Street Tunnel[edit]
.jpg) | |
| Overview | |
|---|---|
| Line | IRT Broadway–Seventh Avenue Line (2 and 3 trains) |
| Location | East River between Manhattan, New York and Brooklyn, New York |
| System | New York City Subway |
| Operation | |
| Opened | April 15, 1919 |
| Operator | Metropolitan Transportation Authority |
| Technical | |
| Length | 5,900 feet (1,800 m) |
| No. of tracks | 2 tracks |
The Clark Street Tunnel is a rail tunnel of the New York City Subway under the East River between the boroughs of Manhattan and Brooklyn, connecting the IRT Broadway–Seventh Avenue Line and IRT Eastern Parkway Line. The 2 train uses the tunnel at all times, while the 3 train uses it all times except late nights.
The tunnel was constructed as part of the Dual Contracts expansion of the subway system, and opened in 1919. After being heavily damaged by flooding caused by Hurricane Sandy in 2012, it was closed on weekends in 2017–2018 to be reconstructed.
Description[edit]
The tunnel is about 5,900 feet (1,800 m) long, with about 3,100 feet (940 m) underwater.[1]
History[edit]
Planning[edit]
The Interborough Rapid Transit Company (IRT) opened its first subway line in 1904;[2] the line was extended from Manhattan to Downtown Brooklyn in 1908 with the opening of the Joralemon Street Tunnel.[3] Residents of Brooklyn Heights, a largely residential neighborhood near Downtown Brooklyn, expressed concerns in 1909 that there was no subway station within Brooklyn Heights, even though the line had an emergency exit at Joralemon and Hicks Streets in the center of the neighborhood.[4]
"On May 26 , 1908 , the IRT requested the Manhattan Bridge route to connect the Manhattan 3rd Avenue el to the Contract II subway at Nevins Street . Both were refused "[5][6]
1912 decided on[7]; agreement[8]
Held up[9]
War Department[10]
Cost savings[11] After the first line opened, the city began planning new lines. In April 1912, the New York Public Service Commission gave the Brooklyn Rapid Transit Company (BRT) the right to operate the proposed Clark Street Tunnel under the East River, between Old Slip in Lower Manhattan and Clark Street in Downtown Brooklyn, with a stop along Clark Street.[12][13] The next month, the Old Slip–Clark Street route was assigned to the IRT instead; the plans called for a station at Clark Street.[14][15] As part of the Dual Contracts between the government of New York City, the BRT, and the IRT, which were signed in 1913, the Clark Street Tunnel was assigned to the IRT, becoming the Brooklyn branch of the Broadway–Seventh Avenue Line, which diverged from the original subway south of Times Square.[16]
The Clark Street Tunnel consisted of a pair of 5,900-foot-long (1,800 m) tubes, with a station at the eastern end of the tubes.[17] This station, the line's first stop in Brooklyn, was to be at Clark and Henry Streets[18] and was initially known as the Brooklyn Heights station.[19][20] As early as November 1913, the Public Service Commission had determined that the Brooklyn Heights station would be a deep-level station that would be solely or primarily accessed by elevators.[21] Booth & Flinn Ltd. and the O'Rourke Engineering Construction Company received a $6.47 million contract in July 1914 to build a tunnel between Old Slip in Manhattan and Clark Street in Brooklyn.[22][23]
Construction[edit]
Construction of the tunnel began on October 12, 1914, using a tunneling shield in conjunction with compressed air.[24] The tunnel was designed by civil engineer Clifford Milburn Holland, who later served as the first chief engineer of the Holland Tunnel.[25][26] Five hundred men, working in several shifts, excavated the tubes for 24 hours a day.[27]
Progress[28]
1915 blow out[29]
The north tube was holed through on November 28, 1916,[30][31] followed by the south tube on December 19 of the same year.[32][33]
Protective blanket channel[34]
Details/profile[37]
Lighting/heating[38]
Telephone system[39]
Construction staging[40]
Details-article[41]
Compressed air magazine[42]; more[43]
State regulations decompressions[44]
Concrete work subways[47]
Construction details[48]
Construction status[49]
Tunneling[50]
Tons steel/iron[51]
Need to finish tunnel[52]
By January 1919, the tracks had been completed, but signals and station finishes were still being installed.[53] Because the station was 80 feet (24 m) deep, it could only be accessed by elevators from the lobby of the Hotel St. George.[19] The IRT decided to push forward the tunnel's opening after learning that BRT workers might go on strike.[54]
Switch added for operation[55]
Completed[56]
Operation[edit]
On April 15, 1919, the Clark Street Tunnel opened, and this station opened with it, extending West Side Line express trains from Wall Street on the other side of the East River to Atlantic Avenue via a new connection at Borough Hall.[59][60][61] The connection doubled the number of IRT trains that could travel between Manhattan and Brooklyn, and it eased congestion in the Joralemon Street Tunnel,[62] the only other tunnel carrying IRT trains between the two boroughs.[63] Direct express service to Times Square was provided to the inhabitants of Brooklyn for the first time as a result (trains through the Joralemon Street Tunnel made express stops in Manhattan, skipping Times Square).[60] Soon after the station opened, the Public Service Commission began planning to install an escalator there, as passengers had to climb 71 steps to exit the station.[64]
1922 deepening channel above tunnel[65]
Dredging[66]
Pier over tunnel[67]
1925 ballast[68]
1935 smoke[69]
1974 fire, loudspeakers[70][71][72][73][74][75][76]
Pumping facilities[77]
Ventilation facilities[78]
"The problem facing the TA is it doesn't have enough capital funds to both complete that new $ 633 million 63rd Street tunnel and plug the holes in the old Clark Street tube"[79]
1985-POOR condition fans[80]
On December 28, 1990, snowfall on a third rail caused an electrical fire in a tunnel near the Clark Street station, trapping passengers on a subway train for over half an hour. The fire killed two people and injured 149 others;[81] it was the subway's worst-ever fire at the time.[82] Some riders left their train and tried to walk through the smoke-filled tunnel.[83]
The severity of the fire was exacerbated by the fact that ventilation fans near the station were not working.[84][85] The MTA had ordered four replacement fans in 1977[86] but did not install them until after the fire.[87] The fans were modified when MTA officials discovered that the fans would not turn on because they required too much electricity.[87]
Toxic fumes[88]
New fire safety plans[89]
Blame old error[90]
Mix-up[91]
Sandy damage[92]
Hurricane Sandy also damaged the Clark Street Tubes, necessitating a full closure on weekends from June 27, 2017 to June 24, 2018, thus affecting 2, 3, 4, and 5 service. In addition, as a result of the closure for repairs of the Clark Street Tubes, the stations on the Brooklyn Branch of the line (Park Place to Borough Hall, as well as Hoyt Street on the Eastern Parkway Line) saw closures on weekends as well (2 trains continued to operate to Brooklyn on weekdays and weekday late nights as did 3 trains on weekdays except late nights).[93] The new South Ferry station reopened on June 27, 2017, in time to accommodate the Clark Street closures.[94][95][96] Throughout the duration of the Clark Street tunnel closures, a free out-of-system MetroCard transfer was provided between South Ferry (where 2 trains were rerouted from 11:45pm Fridays to 5:00am Mondays), and Bowling Green (where 4 and 5 trains ran local in Brooklyn in place of the 2 and 3 trains during those same times).[97] Normal service on the Brooklyn Branch resumed on June 25, 2018.[98]
References[edit]
- ^ Engineering News-record. McGraw-Hill Publishing Company. 1916.
- ^ "Our Subway Open: 150,000 Try It; Mayor McClellan Runs the First Official Train". The New York Times. October 28, 1904. p. 1. ISSN 0362-4331. Archived from the original on December 13, 2021. Retrieved April 21, 2020.
- ^ "Brooklyn Joyful Over Its Tunnel". The New York Times. January 10, 1908. ISSN 0362-4331. Archived from the original on June 4, 2011. Retrieved March 6, 2010.
- ^ "For Censor of Plays: Aldermen Take Up Theatre Question -- Brooklyn Heights Subway Station". New-York Tribune. February 24, 1909. p. 14. ISSN 1941-0646. ProQuest 572203715.
- ^ Cunningham, Joseph (1993). A History of the New York City Subway System. J. Schmidt, R. Giglio, and K. Lang.
- ^ "INTERBOROUGH HAS NEW RAILROAD PLAN; Offers to Build and Equip a Line Between Flatbush Avenue and Canal Street, Manhattan. TO USE THE NEW BRIDGE Line to Run Under Ground to Bridge Plaza and Thence to Third Avenue Elevated -- One Fare Promised". The New York Times. May 27, 1908. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ "Article clipped from The Brooklyn Daily Eagle". Newspapers.com. Retrieved May 7, 2023.
- ^ "Article clipped from The Brooklyn Citizen". Newspapers.com. Retrieved May 7, 2023.
- ^ "Article clipped from The Brooklyn Daily Eagle". Newspapers.com. Retrieved May 7, 2023.
- ^ "Article clipped from The Brooklyn Daily Eagle". Newspapers.com. Retrieved May 7, 2023.
- ^ "Article clipped from The Brooklyn Daily Eagle". Newspapers.com. Retrieved May 7, 2023.
- ^ "Fix Tunnel Routes for New Subways; One for B.R.T. Across Broadway, Through Beaver to Old Slip, and Under River". The New York Times. April 27, 1912. ISSN 0362-4331. Retrieved May 5, 2023.
- ^ "Lay Out New Subway: P. S. C. Gives B. R. T. Tunnel From Old Slip to Clark Street Sent to Estimate Board Work on Lexington Avenue Line, Below 41st Street, Ordered Suspended for a Time". New-York Tribune. April 27, 1912. p. 6. ISSN 1941-0646. ProQuest 574907612.
- ^ "Dual Subway Routes Fixed; Service Commission and McAneny Committee Agree, Satisfying Interboro and B.R.T." The New York Times. May 15, 1912. ISSN 0362-4331. Retrieved May 6, 2023.
- ^ "Subway Agreement Finally Reached: Both Interborough and B. R. T. Said to Be Satisfied With Conferrees' Solution of Problem". New-York Tribune. May 15, 1912. p. 1. ISSN 1941-0646. ProQuest 97294038.
- ^ "Money Set Aside for New Subways; Board of Estimate Approves City Contracts to be Signed To-day with Interboro and B.R.T." (PDF). The New York Times. March 19, 1913. ISSN 0362-4331. Archived (PDF) from the original on July 7, 2021. Retrieved November 10, 2017.
- ^ "Rushing Work in River Tubes". Times Union. June 19, 1915. p. 19. Retrieved May 5, 2023.
- ^ "Clark St. Tube to Brooklyn to Open Tuesday: After Midnight First West Side Train Will Leave Wall Street and East Side Cars Atlantic Avenue for New York--Brooklyn Heights Station". The Wall Street Journal. April 11, 1919. p. 19. ISSN 0099-9660. ProQuest 129808946.
- ^ a b "Linking of Subways in Brooklyn Soon to Abolish Shuttle Nuisance". The Standard Union. March 13, 1919. p. 13. Archived from the original on May 2, 2023. Retrieved May 2, 2023.
- ^ "Clark Street Tube To Brooklyn To Be Ready Next Month: Commissioner Whitney Announces Only Stations and Crossover To Be Finished; Urges Study of Plans". New-York Tribune. March 14, 1919. p. 19. ISSN 1941-0646. ProQuest 576043129.
- ^ "Engineer at Work on Escalator Idea". The Brooklyn Daily Eagle. November 23, 1913. p. 56. Archived from the original on May 2, 2023. Retrieved May 2, 2023.
- ^ "$21,000,000 for Subways; Contracts Signed for East River Tunnels and Other Work". The New York Times. July 17, 1914. ISSN 0362-4331. Archived from the original on May 2, 2023. Retrieved May 2, 2023.
- ^ "City Subway Contracts: Fourth Avenue Line in Brooklyn and Steinway Tunnel in Operation About January 1". The Wall Street Journal. August 29, 1914. p. 2. ISSN 0099-9660. ProQuest 129480415.
- ^ Aronson, Michael (June 15, 1999). "The Digger Clifford Holland". New York Daily News. ISSN 2692-1251. Archived from the original on May 30, 2019. Retrieved July 2, 2010.
- ^ "Work Begins on New Tubes Under River — Engineer Tells How Subway Tunnels Will Be Cut Through to Brooklyn — Will Burrow in Shield — Steel Ring Pushed Forward Under Hydraulic Pressure of 6,000,000 Pounds". The New York Times. October 11, 1914. p. 2. ISSN 0362-4331. Retrieved February 28, 2010.
- ^ Aronson, Michael (June 15, 1999). "The Digger Clifford Holland". New York Daily News. Retrieved July 2, 2010.
- ^ "This Week is to See Final Blast in Tube; Tunnel Connecting Old Slip and Clark Street, Brooklyn, Nearing Completion". The New York Times. November 26, 1916. ISSN 0362-4331. Retrieved May 2, 2023.
- ^ "EAST RIVER TUBES NEARLY COMPLETED; Headings of North Tunnel Are Now Only 190 Feet Apart Under the River. BUILT BY SERVICE BOARD More Tunnels Under the East River Than Any Other Stream in the World". The New York Times. November 12, 1916. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ "ESCAPING AIR DRAWS 3 INTO SUBWAY HOLE; Workmen Lock Arms to Pull to Safety Comrades Caught in East River Tunnel. "MADE GROUND" GIVES WAY Tons of Mud and Water Burst Up Like a Geyser and Fall on Plers". The New York Times. December 3, 1915. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ "Under-River Tunnel Headings Meet". Public Service Record. III (12). December 1916. Retrieved November 6, 2016.
- ^ "Blast Merges Tube Beneath East River; Two Headings of New Westbound Subway from Brooklyn Vary Only an Inch". The New York Times. November 29, 1916. ISSN 0362-4331. Retrieved May 2, 2023.
- ^ "Lutheran Book Is Rushed; Published In Seven Days to Answer Charges Against Reformer". The New York Times. December 20, 1916. ISSN 0362-4331. Retrieved May 2, 2023.
- ^ "Blast Opens New Tube: South Tunnel of Old Slip-Clark Street Subway Now Clear for Tracking". New-York Tribune. December 20, 1916. p. 18. ISSN 1941-0646. ProQuest 575661566.
- ^ Legislature, New York (State) (1920). Legislative Document. J.B. Lyon Company.
- ^ Commissions, New York (State) Legislature Joint Committee on Investigations of Public Service (1916). Minutes and Testimony of the Joint Legislative Committee Appointed to Investiage the Public Service Commissions ... J. B. Lyon Company, printers.
- ^ District, New York (State) Public Service Commission First (1916). Proceedings. The Commission.
- ^ Scientific American. Scientific American, Incorporated. 1915.
- ^ District, New York (State) Public Service Commission First (1919). Proceedings of the Public Service Commission for the First District, State of New York ... The Commission.
- ^ Municipal Journal and Public Works. Municipal Journal & Engineer, Incorporated. 1914.
- ^ District, New York (State) Public Service Commission First (1913). Proceedings of the Public Service Commission for the First District, State of New York, from ... New York Public Service Commission, First District.
- ^ Contractor. 1915.
- ^ Compressed Air Magazine. Compressed Air Magazine Company. 1917.
- ^ Compressed Air. Compressed Air Magazine. 1917.
- ^ Congress, Pacific Science (1940). Proceedings of the Sixth Pacific Science Congress of the Pacific Science Association. University of California Press.
- ^ Assembly, New York (State) Legislature (1918). Documents of the Assembly of the State of New York.
- ^ Medical Insurance and Health Conservation. M.M. Smith. 1916.
- ^ Institute, American Concrete (1916). Proceedings.
- ^ Engineers, Boston Society of Civil (1918). Journal of the Boston Society of Civil Engineers. Boston Society of Civil Engineers.
- ^ District, New York (State) Public Service Commission First (1919). Report. J.B. Lyon Company, printers.
- ^ Scientific American: Supplement. Munn and Company. 1917.
- ^ Greater New York. 1921.
- ^ "BROOKLYN TUNNEL WAITS FOR $40,000; T.H. Whitney Says It Will Connect West Side Subway with Interborough Lines.CONTRACTOR MUST HAVE AIDBy Payment of Not More Than $65,000 Structure Costing $10,000,000 Will Be Put In Operation". The New York Times. December 8, 1918. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ "Clark Street Subway To Be Opened April 1: Three New Tunnels Within Year to Lighten Burdens of Tubes, Whitney Says Direct Lines to Brooklyn Montague and 60th Street Projects to Give Better Service to the Beaches". New-York Tribune. January 27, 1919. p. 16. ISSN 1941-0646. ProQuest 575952460.
- ^ "Fear B.R.T. Strike; Rush Use of Tunnel; Service Board Aims to Have Clark Street Tube Open to Care for Brooklyn Travel". The New York Times. April 13, 1919. ISSN 0362-4331. Retrieved May 5, 2023.
- ^ Journal of Proceedings. 1919.
- ^ "NEW CLARK STREET TUNNEL COMPLETED; Operation of West Side Subway to Brooklyn via the Clark Street Tunnel to Begin about April First". The New York Times. March 16, 1919. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ "Opening of Clark Street Tunnel to Brooklyn To Bring Radical Changes in Subway Routes". The New York Times. April 6, 1919. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ "CLARK ST. TUNNEL READY.; Plan to Run First Trains on Tuesday Morning". The New York Times. April 11, 1919. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ "50,000 Persons Use New Tube On First Day: Clark Street Tunnel of the West Side Subway Cuts Down the Congestion of Traffic From Brooklyn". New-York Tribune. April 16, 1919. p. 11. ISSN 1941-0646. ProQuest 576071281.
- ^ a b "Open Clark Street Line; New Route Doubles Subway Service Between the Two Boroughs". The New York Times. April 16, 1919. ISSN 0362-4331. Archived from the original on July 27, 2019. Retrieved May 2, 2023.
- ^ "New Subway Service Between Brooklyn and Manhattan Boroughs". The New York Times. April 13, 1919. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ "Lessens Subway Crush; New Clark Street Tunnel Inspectors Say It Has Relieved Conditions". The New York Times. April 17, 1919. ISSN 0362-4331. Archived from the original on May 2, 2023. Retrieved May 2, 2023.
- ^ "Soon to Open New Tunnel; Interborough Hopes to Have Clark Street Line Working in April". The New York Times. March 14, 1919. ISSN 0362-4331. Archived from the original on May 2, 2023. Retrieved May 2, 2023.
- ^ "Escalator for Subway; Moving Stairway Will Be Erected in the Clark Street Station". The New York Times. April 19, 1919. ISSN 0362-4331. Archived from the original on May 2, 2023. Retrieved May 2, 2023.
- ^ "RIVER CHANNEL OVER TUBE MADE DEEPER; Transit Board Announces Completion of Hazardous Engineering Feat.GREAT CARE IN BLASTING Colonel Burr Praised for Work Under His Direction--No Damageto Subway". The New York Times. July 16, 1922. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ Transportation, New York (N Y. ) Board of (1926). Proceedings. The Board.
- ^ Legislature, New York (State) (1923). New York Legislative Documents.
- ^ Transportation, New York (N Y. ) Board of (1925). Proceedings. The Board.
- ^ "GASPING VICTIMS FLEE INTO WALL ST.; Emergency Hospitals Set Up as Subway Trains Unload Panic-Stricken Passengers". The New York Times. April 21, 1935. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ Kerbs, Peter (August 22, 1974). "Loudspeakers Ordered for IRT Trains". The New York Times. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ "A TIE‐UP AVERTED IN IRT LINE FIRE". The New York Times. October 12, 1974. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ Cummings, Judith (August 21, 1974). "HUNDREDS ON IRT TRAPPED BY FIRE". The New York Times. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ Perlmutter, Emanuel (August 25, 1974). "TRANSIT OFFICIALS VIEW IRT FIRE SITE". The New York Times. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ Kihss, Peter (August 23, 1974). "Jittery Passengers Blamed for Forcing Evacuation of IRT Trains During Fire". The New York Times. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ Burks, Edward C. (October 3, 1974). "Supervisors Are Scored In M.T.A. Report on Fire". The New York Times. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ Cummings, Judith (August 21, 1974). "HUNDREDS ON IRT TRAPPED BY FIRE". The New York Times. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ Passenger Transport. American Public Transit Association. 1979.
- ^ York (State), New. Laws of the State of New York.
- ^ Mass Transit. PTN Publishing Company. 1981.
- ^ Carmody, Deirdre (November 17, 1985). "TRANSIT NOTES; SOMETHING OLD, SOMETHING NEW". The New York Times. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ McFadden, Robert D. (December 29, 1990). "2 Subway Riders Die After a Blast". The New York Times. ISSN 0362-4331. Archived from the original on May 2, 2023. Retrieved May 2, 2023.
- ^ Cite error: The named reference
n79050968was invoked but never defined (see the help page). - ^ Treaster, Joseph B. (March 24, 1992). "East River Tunnel Fire Stops No. 7 Subway". The New York Times. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ Carper, Alison (January 6, 1991). "Subway Fans Missing, Broken: Ventilation hazard at busiest stations". Newsday. p. 4. ISSN 2574-5298. ProQuest 2316124075.
- ^ Sims, Calvin (March 9, 1991). "Subway Officials Unveil New Fire-Safety Plans". The New York Times. ISSN 0362-4331. Archived from the original on May 25, 2015. Retrieved May 5, 2023.
- ^ Dwyer, Jim (January 2, 1991). "Failure of the Fans". Newsday. pp. 3, 16. ISSN 2574-5298. Retrieved May 5, 2023.
- ^ a b Steinberg, Jacques (November 6, 1991). "Subway Tunnel Fans Are Rebuilt but All Wrong". The New York Times. ISSN 0362-4331. Archived from the original on May 25, 2015. Retrieved May 5, 2023.
- ^ Lee, Felicia R. (January 12, 1991). "Riders May Have Breathed Toxic Fumes in Brooklyn Subway Fire". The New York Times. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ Sims, Calvin (March 9, 1991). "Subway Officials Unveil New Fire-Safety Plans". The New York Times. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ Sims, Calvin (January 5, 1991). "Subway Agency Blames Old Error for Fatal Fire". The New York Times. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ Sims, Calvin (March 6, 1991). "Inquiry Reports Rescue Mix-Up In Subway Fire". The New York Times. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ Sullivan, Robert (October 23, 2013). "Could New York City Subways Survive Another Hurricane?". The New York Times. ISSN 0362-4331. Retrieved May 7, 2023.
- ^ "Transit & Bus Committee Meeting December 2016" (PDF). mta.info. Metropolitan Transportation Authority. December 12, 2016. pp. PDF–169 to PDF–175. Archived from the original (PDF) on December 10, 2016. Retrieved December 9, 2016.
- ^ "South Ferry subway station in Manhattan reopens". ABC 7 New York. June 27, 2017. Retrieved June 27, 2017.
- ^ Danielle Furfaro (June 27, 2017). "South Ferry station finally reopening nearly 5 years after Sandy". New York Post. Retrieved August 1, 2019.
- ^ Warerkar, Tanay (June 26, 2017). "South Ferry subway station readies for its reopening after Sandy". Curbed NY. Retrieved June 27, 2017.
- ^ "Clark St Tunnel Reconstruction Weekend Service Changes". mta.info. Metropolitan Transportation Authority. June 8, 2017. Archived from the original on August 25, 2017. Retrieved June 8, 2017.
- ^ "Weekend Service Through Clark St 2,3 Tunnel Resumes On Time and On Budget". mta.info. Metropolitan Transportation Authority. June 25, 2018. Retrieved August 1, 2019.
- ^ "NYCT reopens Clark Street Tube following Fix & Fortify efforts". Railway Track and Structures. June 25, 2018. Retrieved May 7, 2023.
- ^ "Clark Street Tube Rehabilitation | STV". stvinc.com. Retrieved May 7, 2023.
External links[edit]
Media related to Clark Street Tunnel at Wikimedia Commons
BMT changes[edit]
On January 22, 1934, the BMT began operating two special morning rush hour express trains from 95th Street to Broad Street via the Manhattan Bridge on an experimental basis. Trains would leave 95th Street and 8:06 a.m. and 8:18 a.m.. Ridership checks found that riders from Bay Ridge heading to downtown Manhattan transferring to expresses at 59th Street and back to tunnel trains at Pacific Street slowed down service through those points. The new trains were expected to speed up Sea Beach and West End service.[1][2][3] In the first week of service, the trains were heavily used. On January 24, BMT officials said that there were no plans at the time for a return express service in the evening.[4]
On December 17, 1934, the BMT began operating two special morning express trains during rush hours from Brighton Beach to Broad Street via the Manhattan Bridge on an experimental basis. Trains would leave Brighton Beach at 8:07 a.m. and 8:19 a.m.,[5] run express via the Brighton Line, and skip DeKalb Avenue and Myrtle Avenue.[6] These trains would be similar to the special service on the Fourth Avenue Line, which was effective at diverting downtown Manhattan-bound passengers from Sea Beach Line express trains to Times Square. Ridership checks had found that many riders along the Brighton Line headed to downtown Manhattan used Brighton express trains to Times Square and transferred at DeKalb Avenue. The heavy interchange at that location slowed up operations of trains in the area and led to congestion on the express trains. There was no additional track capacity for additional express service to Times Square via the Manhattan Bridge. The two special Brighton Line trains during the peak hour were believed to eliminate the need for riders to transfer at DeKalb Avenue and reduce travel times for riders.[7]
On June 14, 1937, another Wall Street Special weekday rush hour express train was added between 95th Street and Broad Street to improve convenience for workers in offices in downtown Manhattan. The trip, leaving 95th Street at 8:30 a.m., supplemented two other express trains, running express via Fourth Avenue and via the Manhattan Bridge.[8] The three trips would leave 95th Street at 8:06 a.m., 8:18 a.m., and 8:30 a.m..The previous trips had been added on January 22, 1934.[9]
Effective June 30, 1950, a series of service improvements was made in Brooklyn service. Two new Brighton expresses to Brighton Beach began operating from Chambers Street via the Montague Street Tunnel weekdays, leaving at 5:05 p.m. and 5:22 p.m..Two new Fourth Avenue expresses to 95th Street began operating via the Manhattan Bridge from that stop at 5:09 p.m. and 5:26 p.m.. West End trains began running express between 36th Street and Pacific Street all times. Sea Beach trains would run express from 59th Street to 36th Street and Pacific Street at all times except for Coney Island-bound trains between 3 a.m. and 7 a.m., which would run local between 36th Street and 59th Street. Saturday morning rush hour Sea Beach trains that skipped 36th Street would now stop there. On Saturdays, West End tunnel trains between Chambers Street and Bay Parkway via Fourth Avenue Local would be replaced with Culver Line tunnel trains between Chambers Street and Stillwell Avenue. Culver Line trains had previously terminated at Ninth Avenue.[10][11]
Contracts 1 and 2[edit]
- Future Subway plans including a connection between the elevated system with a subway to be built along 10th Avenue to a connection with the existing subway at 72nd Street and a track connection at Grand Central (Page 13)
- On March 12, 1903, the Chief Engineer proposed (15)
- Nassau Street Line/Williamsburg and Manhattan Bridges
- 2nd Avenue El connection to Willy B and temporary with Brooklyn Bridge
- Atlantic Avenue-Whitehall tunnel
- Progress on Manhattan-Bronx RR during 1903 (33)
- Third Track
- Proposed Westchester Avenue Connection
- Fort Lee ferry Extension
- Park Avenue Deviation
- CPW station
- Brooklyn-Manhattan RR
- 146- East Side Viaduct change- avoid damage to Westchester Avenue
- 198-207 Principles of Station Construction
- Plans fo 72nd Street and 116th Street stations, and others
- May 12, 1905 adoption of 3rd, Lexington, 7th and 8th Avenue lines
- May 18, 1905, 34th street to Queens
- May 25, 1905, Brooklyn and Manhattan loop lines, Willy B and Manny B
- June 1, 1905, Fourth Avenue to Fort Hamilton, Eastern Parkway and Jamaica Avenue to Jamaica, 1st Avenue and 9th Avenue to the Bronx, and 5 routes in the Bronx
- Route 15 – Jerome Avenue Subway
- Route 16 – Jerome Avenue Elevated Road
- Route 17 – Gerard Avenue
- Route 18 – White Plains Road
- Route 19 – Westchester Avenue
- Proposal for Uniting the Manhattan and Brooklyn Elevated Railroads
- Progress
- Opening of New Branch from Lenox to Westchester Avenue
- Washington Heights and Kingsbridge Divisions (changes in plan)
- ElectricWires on Viaducts
- Stations and Station Entrances
- Advertising
- Ventilation
- Easements
- Proposed extensions
- Brooklyn Progress
- Opening to the Battery
- East River Tunnel
- Two Extra Tracks Added
- 115 Report of the Chief Engineer
- Changes 154
- 307 Diagram Atlantic
- History of route changes
https://books.google.com/books?id=qD0pAAAAYAAJ&printsec=frontcover#v=onepage&q=subway&f=false
Dual Contracts[edit]
Broadway Line
https://books.google.com/books?id=XEA8AQAAMAAJ&q=atlantic+avenue#v=onepage&q=whitehall&f=false
History of IRT service patterns[edit]
Notes[edit]
Weekdays= Monday — Saturday
Interchangeable names[edit]
West Side/Broadway
East Side/Lenox Avenue
West Farms/Bronx Park
October 27, 1904[edit]
Opening of the first subway from City Hall to 145th Street.
| Route | Service | Northern terminal | Southern terminal | Hours | Frequency | Marker lights | Notes |
|---|---|---|---|---|---|---|---|
|
Broadway Express | 145th Street/Broadway | Brooklyn Bridge | Weekdays except late nights | |||
| Broadway Local | City Hall | All times |
November 12, 1904[edit]
Temporary extension to 157th Street for football specials.
| Route | Service | Northern terminal | Southern terminal | Hours | Frequency | Marker lights | Length | Notes |
|---|---|---|---|---|---|---|---|---|
|
|
Broadway Express | 157th Street | Brooklyn Bridge | Weekdays except late nights | ||||
| Broadway Local | City Hall | All times |
November 23, 1904[edit]
Opening of the IRT Lenox Avenue Line, also known as the East Side Branch, to 145th Street.
- Express: Brooklyn Bridge to 145th Street/Lenox or 145th Street/Broadway[12]
- Trains alternated
- The frequency of service between 96th Street and Brooklyn Bridge increased from running every 4 minutes to every 2.5 minutes[13]
- Local: Brooklyn Bridge to 145th Street/Lenox or 145th Street/Broadway[14]
- Trains alternated
- The frequency of service between 96th Street and Brooklyn Bridge increased from running every 3 minutes to every 2 minutes
| Route | Service | Northern terminal | Southern terminal | Hours | Frequency | Marker lights | Length | Notes |
|---|---|---|---|---|---|---|---|---|
|
|
Broadway Express | 145th Street/Broadway | Brooklyn Bridge | Weekdays except late nights | ||||
| Broadway Local | City Hall | All times | ||||||
|
Lenox Avenue Express | 145th Street/Lenox | Brooklyn Bridge | Weekdays except late nights | ||||
| Lenox Avenue Local | City Hall | All times |
December 4, 1904[edit]
Permanent opening of 157th Street.
| Route | Service | Northern terminal | Southern terminal | Hours | Frequency | Marker lights | Length | Notes |
|---|---|---|---|---|---|---|---|---|
|
|
Broadway Express | 157th Street | Brooklyn Bridge | Weekdays except late nights | ||||
| Broadway Local | City Hall | All times | ||||||
|
|
Lenox Avenue Express | 145th Street/Lenox | Brooklyn Bridge | Weekdays except late nights | ||||
| Lenox Avenue Local | City Hall | All times |
January 16, 1905[edit]
Service extended to Fulton Street.
| Route | Service | Northern terminal | Southern terminal | Hours | Frequency | Marker lights | Length | Notes |
|---|---|---|---|---|---|---|---|---|
|
|
Broadway Express | 157th Street | Fulton Street | Weekdays except late nights | ||||
| Broadway Local | ||||||||
| City Hall | Late nights | |||||||
|
|
Lenox Avenue Express | 145th Street/Lenox | Fulton Street | Weekdays except late nights | ||||
| Lenox Avenue Local | City Hall | |||||||
| Fulton Street | Late nights |
June 12, 1905[edit]
Service extended to Wall Street.
| Route | Service | Northern terminal | Southern terminal | Hours | Frequency | Marker lights | Length | Notes |
|---|---|---|---|---|---|---|---|---|
|
|
Broadway Express | 157th Street | Wall Street | Weekdays except late nights | ||||
| Broadway Local | City Hall | All times | ||||||
|
|
Lenox Avenue Express | 145th Street/Lenox | Wall Street | Weekdays except late nights | ||||
| Lenox Avenue Local | City Hall | |||||||
| Wall Street | Late nights |
July 10, 1905[edit]
With the opening of the Harlem River Tunnel and connection to the IRT White Plains Road Line, then known as the West Farms Branch, half of Lenox Avenue Line (East Side Branch) trains were extended to 180th Street—Bronx Park. On the same day, the subway was extended south from Wall Street to Bowling Green and South Ferry loop. All express trains and some Broadway Local trains were extended to South Ferry.[16][15] Trains on the West Farms Branch ran every 30 minutes during late nights, between 12:01 and 6 a.m, and ran every 5 minutes afterwards.[17] Express service continued to end shortly after midnight.
| Route | Service | Northern terminal | Southern terminal | Hours | Frequency | Marker lights | Length | Notes |
|---|---|---|---|---|---|---|---|---|
|
|
Broadway Express | 157th Street | South Ferry | Weekdays except late nights | ||||
| Broadway Local | City Hall | |||||||
| Bowling Green | Alternate trains during late nights | |||||||
| South Ferry | ||||||||
|
West Farms Express | 180th Street—Bronx Park | South Ferry | Weekdays except late nights | ||||
| West Farms Local | City Hall | All times | ||||||
|
|
Lenox Avenue Express | 145th Street/Lenox | South Ferry | Weekdays except late nights | ||||
| Lenox Avenue Local | City Hall | |||||||
| 135th Street | Late nights[18] | Irregular | 2 cars |
On September 3, 1905, the IRT shortened many of the Sunday Lenox Avenue expresses to 3 cars, having already done so for local trains. The IRT had determined that ridership on Sunday in hot weather was not as popular, with more people traveling by elevated or surface cars, where there was more fresh air.[19]
Pre-March 1906[edit]
| Route | Service | Northern terminal | Southern terminal | Hours | Frequency | Marker lights | Length | Notes |
|---|---|---|---|---|---|---|---|---|
|
|
Broadway Local | 157th Street | City Hall | Rush hours | White-White | |||
| South Ferry | Non-rush hours | |||||||
| Broadway Express | Weekdays except late nights
Sundays and Holidays 11:30 a.m. to 11:30 p.m. |
Red-Red | ||||||
|
|
West Farms Express | 180th Street—Bronx Park | South Ferry | Green-Red | ||||
| West Farms Local | City Hall | All times | Green-Green | |||||
|
|
Lenox Avenue Express | 145th Street/Lenox | South Ferry | Weekdays except late nights
Sundays and Holidays 11:30 a.m. to 11:30 p.m. |
Red-Green | |||
| Lenox Avenue Local | City Hall | Green-Green | ||||||
| 135th Street | Late nights |
March 12, 1906[edit]
Service extended to 221st Street.
May 30, 1906[edit]
January 14, 1907[edit]
Service extended to 225th Street.
January 27, 1907[edit]
Service extended to 230th Street.
January 9, 1908[edit]
Service was extended to Borough Hall.[21] All Lenox Avenue express trains would run to Borough Hall between 6:44 a.m. and 12:52 a.m.. Between 12:52 a.m. and 6:44 a.m., all Lenox Avenue local trains would run to Borough Hall, and all Broadway local trains would run to South Ferry. As such, City Hall station would be closed between 12:30 and 6:45 a.m., and on Sundays and holidays from 12:30 a.m. to 9:30 a.m.. Lenox Avenue express trains had red and green markers.[22]
| Route | Service | Northern terminal | Southern terminal | Hours | Frequency | Marker lights[23] | Length | Notes |
|---|---|---|---|---|---|---|---|---|
|
|
Broadway—Kingsbridge Express | 230th Street | South Ferry | Weekdays except late nights | Red-Red | 8 cars | Ran express in the peak-direction between 137th Street and 96th Street | |
| Broadway—Dyckman Express | Dyckman Street | White-Red | ||||||
| Broadway Local | 137th Street | City Hall | 5 cars | |||||
| South Ferry | Late nights | |||||||
|
|
West Farms Express | 180th Street—Bronx Park | Borough Hall | Weekdays except late nights | 8 cars | |||
| West Farms Local | City Hall | 5 cars | ||||||
| Borough Hall | Late nights | |||||||
|
|
Lenox Avenue Express | 145th Street/Lenox | Borough Hall | Weekdays except late nights | Red-Green | 8 cars | ||
| Lenox Avenue Local | City Hall | 5 cars | ||||||
| Borough Hall | Late nights | |||||||
| City Hall station closed between 1 and 6 a.m.[24] | ||||||||
May 1, 1908[edit]
The Brooklyn extension opened to Atlantic Avenue on May 1, 1908. Dyckman Street expresses, which were half of the Broadway expresses, were extended to Atlantic Avenue during rush hours to accommodate the increased demand from the extension.[25]
All Lenox Avenue express (which included West Farms Express trains) trains would run to Atlantic Avenue between 6:35 a.m. and 1:10 a.m.. All Dyckman Street express trains would also run to Atlantic Avenue between 7:58 and 9:14 a.m. and between 4:56 and 6:37 p.m.. Trains would run every 2 minutes during rush hours to Atlantic Avenue, and between 1:34 a.m. and 5:04 a.m., trains would run every 15 minutes. Between 1:10 a.m. and 6:35 a.m. all Lenox Avenue local trains would run to Atlantic Avenue and all Broadway locals would run to South Ferry. During the day, all local trains terminated at City Hall loop. Atlantic Avenue express trains had red and green markers on the front of the leading motor car. Broadway express trains ran to South Ferry during the day.[26]
| Route | Service | Northern terminal | Southern terminal | Hours | Frequency | Marker lights | Length | Notes |
|---|---|---|---|---|---|---|---|---|
|
|
Broadway—Kingsbridge Express | 230th Street | South Ferry | Weekdays except late nights | Ran express in the peak-direction between 137th Street and 96th Street | |||
| Broadway—Dyckman Express | Dyckman Street | Weekdays except rush hours and late nights | ||||||
| Atlantic Avenue | Rush hours in the peak direction
(7:58 to 9:14 a.m to Atlantic Avenue) (4:56 and 6:37 p.m. to Dyckman Street) |
|||||||
| Broadway Local | 137th Street | City Hall | Weekdays except late nights | |||||
| South Ferry | Late nights | |||||||
|
|
West Farms Express | 180th Street—Bronx Park | Atlantic Avenue | Weekdays except late nights | ||||
| West Farms Local | City Hall | |||||||
| Atlantic Avenue | Late nights | |||||||
|
|
Lenox Avenue Express | 145th Street/Lenox | Atlantic Avenue | Weekdays except late nights | Green-white[30] | |||
| Lenox Avenue Local | City Hall | |||||||
| Atlantic Avenue | Late nights |
August 1, 1908[edit]
Service extended to 242nd Street.
| Route | Service | Northern terminal | Southern terminal | Hours | Frequency | Marker lights | Length | Notes |
|---|---|---|---|---|---|---|---|---|
|
|
Broadway—Kingsbridge Express | 242nd Street | South Ferry | Ran express in the peak-direction between 137th Street and 96th Street[31] | ||||
| Broadway—Dyckman Express | Dyckman Street | Weekdays except rush hours and late nights | ||||||
| Atlantic Avenue | Rush hours | |||||||
| Broadway Local | 137th Street | City Hall | Weekdays except late nights | |||||
| South Ferry | Late nights | |||||||
|
|
West Farms Express | 180th Street—Bronx Park | Atlantic Avenue | Weekdays except late nights | ||||
| West Farms Local? | City Hall | |||||||
| Atlantic Avenue | ||||||||
|
|
Lenox Avenue Express? | 145th Street/Lenox | Atlantic Avenue | |||||
| Lenox Avenue Local | City Hall | Weekdays except late nights | ||||||
| Atlantic Avenue | Late nights |
February 23, 1909[edit]
With the completion of the Bowling Green–South Ferry shuttle, both Broadway and Lenox Avenue expresses could be extended to Brooklyn.[32]
| Route | Service | Northern terminal | Southern terminal | Hours | Frequency | Marker lights | Length | Notes |
|---|---|---|---|---|---|---|---|---|
|
|
Broadway—Kingsbridge Express | 242nd Street | Atlantic Avenue | Ran express in the peak-direction between 137th Street and 96th Street[33] | ||||
| Broadway—Dyckman Express | Dyckman Street | Weekdays except rush hours and late nights | ||||||
| Rush hours | ||||||||
| Broadway Local | 137th Street | City Hall | Weekdays except late nights | |||||
| South Ferry | Late nights | |||||||
|
|
West Farms Express | 180th Street—Bronx Park | Atlantic Avenue | Weekdays except late nights | ||||
| West Farms Local? | City Hall | |||||||
| Atlantic Avenue | ||||||||
|
|
Lenox Avenue Express? | 145th Street/Lenox | Atlantic Avenue | |||||
| Lenox Avenue Local | City Hall | Weekdays except late nights | ||||||
| Atlantic Avenue | Late nights | |||||||
| Shuttle | Bowling Green | South Ferry |
March 14, 1910[edit]
A new schedule took effect on March 14, 1910, adding 128 local and express trains to the schedule, increasing the number of trains run from 1,776 to 1,904. Express trains would run every 1 minute and 48 seconds from 7 to 10 a.m. and from 3:40 to 6:40 p.m., every 2 minutes between 10 and 10:30 a.m., 2:56 to 3:40 p.m., 6:10 to 6:40 p.m., every 2.5 minutes from 10:30 a.m. to 2:53 p.m., and every 3 minutes between 6:40 p.m. and 12:00 a.m.. Between 10:30 a.m. and 2:56 p.m., five- or six-car trains would run on the Broadway branch while eight-car trains would run on the Lenox Avenue branch. Prior to the opening of the subway, engineers estimated that its capacity was 450,000 people a day. Ridership several days a week exceeded 800,000, and on some days exceeded 1 million. This schedule improvement was made possible with the arrival of new train cars.[34][35]
November 4, 1912[edit]
Dyckman Street expresses extended to 215th Street.[36]
| Route | Service | Northern terminal | Southern terminal | Hours | Frequency | Marker light | Length | Notes |
|---|---|---|---|---|---|---|---|---|
|
|
Broadway—Kingsbridge Express | 242nd Street | South Ferry | Ran express in the peak-direction between 137th Street and 96th Street | ||||
| Broadway—215th Street Express | 215th Street | Weekdays except rush hours and late nights | ||||||
| Atlantic Avenue | Rush hours | |||||||
| Broadway Local | 137th Street | City Hall | Weekdays except late nights | |||||
| South Ferry | Late nights | |||||||
|
|
West Farms Express | 180th Street—Bronx Park | Atlantic Avenue | Weekdays except late nights | ||||
| West Farms Local? | City Hall | |||||||
| Atlantic Avenue | ||||||||
|
|
Lenox Avenue Express? | 145th Street/Lenox | Atlantic Avenue | |||||
| Lenox Avenue Local | City Hall | Weekdays except late nights | ||||||
| Atlantic Avenue | Late nights |
March 3, 1917[edit]
Opening of White Plains Road Extension of the West Farms Branch from 177th Street to 219th Street.
March 31, 1917[edit]
Opening of White Plains Road Extension from 219th Street to 238th Street.
June 2, 1917[edit]
Opening of the first section of the IRT Jerome Avenue Line from 149th Street to Kingsbridge Road.
June 3, 1917[edit]
Opening of the first section of the IRT Broadway—Seventh Avenue Line from Times Square to Penn Station as a shuttle service.
April 15, 1918[edit]
Extension of the IRT Jerome Avenue Line from Kingsbridge Road to Woodlawn.
July 1, 1918[edit]
Opening of the IRT Broadway—Seventh Avenue Line from Penn Station to South Ferry, and from Chambers Street to Wall Street.
July 17, 1918[edit]
Opening of the IRT Lexington Avenue Line from Grand Central to 149th Street.
August 1, 1918[edit]
Completion of the H-system and opening of Pelham Line to Third Avenue—138th Street.
Routes discontinued on August 1, 1918[edit]
| Service | Service pattern | Northern terminal | Southern terminal | Hours | Frequency | Notes |
|---|---|---|---|---|---|---|
| Broadway Local | Broadway | 137th Street | City Hall | |||
| Broadway—Dyckman Express | Dyckman Street | City Hall | ||||
| 242nd Street | City Hall | |||||
| 215th Street | South Ferry | |||||
| Dyckman Street | Brooklyn Bridge | |||||
| Lenox Avenue Local | Lenox Avenue | 145th Street | City Hall | |||
| 180th Street–Bronx Park | City Hall | |||||
| Freeman Street | City Hall | |||||
| East 180th Street | South Ferry |
Temporary routes discontinued on August 1, 1918[edit]
| Via | Service pattern | Northern termini | Southern termini |
|---|---|---|---|
| Lexington Avenue | Kingsbridge Road | 149th Street–Grand Concourse | |
| Woodlawn | 149th Street–Grand Concourse | ||
| 167th Street | Grand Central | ||
| 167th Street | Atlantic Avenue | ||
| Seventh Avenue | Times Square | South Ferry | |
| Chambers Street | Wall Street |
Routes began on August 1, 1918[edit]
| Via | Service pattern | Northern termini | Southern termini |
|---|---|---|---|
| Broadway–Seventh Avenue | 137th Street | South Ferry | |
| Dyckman Street | Wall Street | ||
| Lexington Avenue | Third Avenue–138th Street | City Hall | |
| 149th Street–Grand Concourse | City Hall | ||
| 167th Street | |||
| Hunts Point Avenue | |||
| 149th Street–Grand Concourse | South Ferry | ||
| 161st Street | |||
| East 180th Street | |||
| 167th Street | Atlantic Avenue | ||
| 180th Street–Bronx Park | |||
| East 180th Street |
Routes discontinued August 7, 1918[edit]
| Via | Service pattern | Northern termini | Southern termini |
|---|---|---|---|
| Lexington Avenue | 149th Street–Grand Concourse | City Hall | |
| 149th Street–Grand Concourse | City Hall |
January 17, 1919[edit]
Extension of the IRT Pelham Line from Third Avenue—138th Street to Hunts Point Avenue.
April 14, 1919[edit]
| Via | Service pattern | Northern termini | Southern termini |
|---|---|---|---|
| Broadway–Seventh Avenue | Dyckman Street | Atlantic Avenue |
August 1, 1919[edit]
| Via | Service pattern | Northern termini | Southern termini |
|---|---|---|---|
| Broadway–Seventh Avenue | Dyckman Street | South Ferry |
| Via | Service pattern | Northern termini | Southern termini | |
|---|---|---|---|---|
| Lexington Avenue Line | Local | Third Avenue–138th Street | City Hall | |
| 149th Street–Grand Concourse | City Hall | |||
May 30, 1920[edit]
Extension of the IRT Pelham Line from Hunts Point Avenue to East 177th Street.
October 24, 1920[edit]
Extension of the IRT Pelham Line from East 177th Street to Westchester Square.
December 20, 1920[edit]
Extension of the IRT Pelham Line from Westchester Square to Pelham Bay Park.
January 3, 1921[edit]
Institution of a local train service Nostrand Avenue, Eastern Parkway
Later in 1921-start of express service to Flatbush Avenue, Pennsylvania Avenue-trains divided at Institute Park
Additional through trains to Pelham Bay Park rush hour. Through-summer service all day Sundays-instead of Hunts Point Road to Pelham Bay Park shuttle. Additional through train evening rush hour; additional cars weekday non-rush hour shuttle
2 more through trains Brooklyn to 238th Street-rush hour-more afternoon service, more service Queens lines[37]
December 11, 1921[edit]
As of April 1923[edit]
| Route | Service | Northern terminal | Southern terminal | Hours | Frequency | Marker lights | Length | Notes |
|---|---|---|---|---|---|---|---|---|
|
|
Broadway—Seventh Avenue Express | 242nd Street | Utica Avenue | Red-Red | ||||
| 242nd Street | Flatbush Avenue | White-Red | ||||||
| 215th Street | ||||||||
| Dyckman Street | ||||||||
| Broadway—Seventh Avenue Local | 137th Street | South Ferry | White-White | |||||
| Dyckman Street | ||||||||
| Flatbush Avenue | Late nights | White-Pink | ||||||
|
|
West Farms Express | 180th Street | Flatbush Avenue | Green-Red | ||||
| South Ferry | Red-Green | |||||||
|
|
Lenox Avenue Local | 145th Street | South Ferry | All times except late nights | Green-Green | |||
| 180th Street—Bronx Park | Late nights | White-Green | ||||||
|
Jerome Avenue Express | 167th Street | Atlantic Avenue | Red-Green | ||||
| South Ferry | Red-Red | |||||||
|
Fourth Avenue—Lexington Avenue Express | East 180th Street | Atlantic Avenue | Red-White | ||||
|
Pelham—Lexington Avenue Local | City Hall | ||||||
|
White Plains Road Shuttle | Wakefield | East 180th Street | |||||
|
|
42nd Street Shuttle | Times Square | Grand Central |
December 1, 1924[edit]
November 4, 1925[edit]
Rush hour 4 service was extended from Atlantic Avenue to Utica Avenue.
December 5, 1927[edit]
Weekday evening 4 service was extended from Atlantic Avenue to Utica Avenue.
April 28, 1930[edit]
September 5, 1937[edit]
July 1, 1938[edit]
July 10, 1939[edit]
December 31, 1945[edit]
May 10, 1946[edit]
October 14, 1946[edit]
December 22, 1946[edit]
March 7, 1949[edit]
June 17, 1949[edit]
March 5, 1950[edit]
December 26, 1950[edit]
June 26, 1952[edit]
August 4, 1952[edit]
April 23, 1953[edit]
October 2, 1953[edit]
March 19, 1954[edit]
June 7, 1954[edit]
January 3, 1955[edit]
June 23, 1956[edit]
May 3, 1957[edit]
December 20, 1957[edit]
June 16, 1958[edit]
December 12, 1958[edit]
February 6, 1959[edit]
March 1, 1960[edit]
April 8, 1960[edit]
January 8, 1962[edit]
April 18, 1965[edit]
May 3, 1965[edit]
October 17, 1965[edit]
May 13, 1968[edit]
December 15, 1968[edit]
May 23—24, 1976[edit]
- On Sunday, May 23
- Sunday morning 4 trains were extended to Utica Avenue, running express in Brooklyn
- The current practice of starting 3 Sunday service late (9 or 10 a.m.) began
- 5 service began starting late on Sunday mornings.
- On Monday, May 24
- Weekday midday 5 service, between 10:30 a.m. and 3:30 p.m. was cut back to Bowling Green from Atlantic Avenue.[39]
- The frequency of 1 service during rush hours south of 137th Street was reduced from every 2.5 minutes to every 4 minutes.
- 1 express service was eliminated
January 13, 1980[edit]
May 15, 1980[edit]
July 10, 1983[edit]
January 18, 1988[edit]
August 5, 1990[edit]
Nassau Street Loop[edit]
Tuscarora Almanac – May 30, 1931 – The Book of First Runs
Manhattan and Brooklyn, New York
Brooklyn-Manhattan Transit Company
The 14th Street Line is extended westward one stop from Sixth Avenue to Eighth Avenue.
The Nassau Street Line is opened between Chambers Street and the Montague Street Tunnel with stations at Fulton Street and Broad Street.
Culver – Nassau Street subway service begins. A week earlier the platform edges on the Culver line had been cut back to accommodate ten foot wide cars. Culver – 5th Avenue El service will continue to operate.
Midday express service begins on the Broadway-Brooklyn Line.
The side platforms at Chambers Street are taken out of service.
Source: New York Division Bulletin /April 1971, article by Mr. Bernard Linder
“Rapid Transit in Brooklyn” (19770 by Mr. Joseph Cunningham and Mr. Leonard DeHart
Triborough System[edit]
Description[edit]
Centre Street Loop
Fourth Avenue Line
Lafayette Avenue Line
Broadway-Lexington Avenue Route — Planning started 1908, construction 1912, section abandoned
Canal Street Route
Seventh Avenue Extension
Pelham Line
Jerome Avenue Line
History[edit]
Background[edit]
Chapter 6: Growth of the Dual System
The Dual System of Rapid Transit (1912)
March 1907 RTC approved contract for Lexington Avenue Subway
April 1907 Report Triborough
May routes
June 1907 Brooklyn subway
Early plans[edit]
A New Subway Line for New York City, The Triborough System: Its History (1910)
Drafting of plan in 1907 by the New York Public Service Commission, newly created to take over subway construction from the 1894 Rapid Transit Commission
Construction start on Fourth Avenue Line in 1909
April 1910 form of contract announced,
May 9 public hearing; recent BRT proposal to operate trains over Williamsburg Bridge to Chambers Street on a 5-year lease
Pay $240,000 for the lease
https://www.google.com/books/edition/Metropolitan/q-1HAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 660
Bids to be advertised no later than June 15 for Triborough construction
https://www.google.com/books/edition/Metropolitan/q-1HAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 660
May 13, 1910 PSC adopts a resolution to study new lines
May 1910 Pennsylvania supports IRT extension of existing subway-most expediently connect to Penn Station
May 27, 1910 Board of Estimate report expenditures on new subways
July 1910 new IRT proposal
https://www.google.com/books/edition/Transit_Journal/9j8_AQAAMAAJ?hl=en&gbpv=1&bsq=triborough 122
Submitted on city's credit; difference from existing proposal-use Lexington instead of Madison
https://www.google.com/books/edition/Electrical_World/PM9AAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 87
July clear IRT proposal would not win favor of the PSC
https://www.google.com/books/edition/Electrical_World/PM9AAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 143
Hudson and Manhattan Railroad proposals
August triborough
https://www.google.com/books/edition/Transit_Journal/9j8_AQAAMAAJ?hl=en&gbpv=1&bsq=triborough 339
August possible NYW&B through running with Broadway-Lex route
https://www.google.com/books/edition/Electrical_World/PM9AAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 422
1910 PSC advertises bids on September 1,
Bids advertised two ways-one construction alone-paid by municipality, second operation by private capital-made possible by change in rapid transit law
Bids asked
Details on magnitude of work
https://www.google.com/books/edition/Metropolitan/q-1HAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 1060
September Rumor New Haven RR interest in project
https://www.google.com/books/edition/Electrical_World/PM9AAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 535
October Public hearing IRT proposal for extensions and third tracking
https://www.google.com/books/edition/Electrical_World/PM9AAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 778
October 1910 PSC Chief Engineer resigns
https://www.google.com/books/edition/Transit_Journal/9j8_AQAAMAAJ?hl=en&gbpv=1&bsq=triborough 527
October 17 meeting discussion of NY transit situation-Frank Sprague, Wilgus, Stillwell, discussion of Triborough system
https://www.google.com/books/edition/Electrical_World/PM9AAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 917
bids filed by October 27, work 41 miles, must be done in four years cost estimate $125 million
No bids of private capital received by October 20 as expected, by 27th, receive bids for sections with city money
Advertisement
https://www.google.com/books/edition/Scientific_American/_oI3AQAAMAAJ?hl=en&gbpv=1&bsq=triborough 206
Letting of contracts https://www.google.com/books/edition/Engineering_News/gwYSAQAAMAAJ?hl=en&gbpv=1&bsq=%20triborough 488
Statement November 1910
Wilcox response to criticism of Triborough November
IRT's proposal official?
https://www.google.com/books/edition/Metropolitan/q-1HAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 1446
Chamber of Commerce requests delay in award of contracts for more public hearings
Details on Triborough bids November 1910
https://www.google.com/books/edition/Transit_Journal/9j8_AQAAMAAJ?hl=en&gbpv=1&bsq=triborough 1003
23 recent bids-all on city's money, 73 bids total
https://www.google.com/books/edition/Scientific_American/_oI3AQAAMAAJ?hl=en&gbpv=1&bsq=triborough 415
Total for lowest bid of 21 sections $85,437,570
https://www.google.com/books/edition/Electrical_World/PM9AAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 1092
PSC accepts IRT offer to operate Steinway Tunnel in return for third tracking elevated lines
https://www.google.com/books/edition/Transit_Journal/9j8_AQAAMAAJ?hl=en&gbpv=1&bsq=triborough 1004
November 1910 Electric Railway Journal https://www.google.com/books/edition/Transit_Journal/9j8_AQAAMAAJ?hl=en&gbpv=1&dq=DETAILS+OF+THE+METHODS+AND+COSTS+IN+THE+CONSTRUCTION+OF+THE+TRIBOROUGH+SUBWAY&pg=PA936&printsec=frontcover 936
November H&M bid
https://www.google.com/books/edition/Metropolitan/q-1HAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 1440
https://www.google.com/books/edition/Electrical_World/PM9AAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 1056
December approval of IRT elevated extensions
https://www.google.com/books/edition/Transit_Journal/9j8_AQAAMAAJ?hl=en&gbpv=1&bsq=triborough1211
New IRT proposition December 5
Approved December 17 by PSC
Attitude of IRT
https://www.google.com/books/edition/Scientific_American/_oI3AQAAMAAJ?hl=en&gbpv=1&bsq=triborough 474
December-H and M offer-McAdoo https://www.google.com/books/edition/Engineering_News/gwYSAQAAMAAJ?hl=en&gbpv=1&bsq=%20triborough 659
H and M proposal
https://www.google.com/books/edition/Transit_Journal/9j8_AQAAMAAJ?hl=en&gbpv=1&bsq=triborough 1071
Communication from Sprague
https://www.google.com/books/edition/Electrical_World/PM9AAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 1344
December 20-the PSC advised the Board of Estimate to accept the IRT offer instead of constructing the Triborough System
Chapter 01. History and Extent
April 12, 1911 BRT offers to take over Triborough
March 1911 opposition to IRT plan
June 1911 IRT proposal
Main source: https://www.google.com/books/edition/Tunneling_to_the_Future/D4cUCgAAQBAJ?hl=en&gbpv=1&dq=triborough+subway+system+irt&pg=PA133&printsec=frontcover and https://www.google.com/books/edition/722_Miles/0YfdjUgMAscC?hl=en&gbpv=1&dq=triborough+subway+system+irt&pg=PA136&printsec=frontcover
http://academic.brooklyn.cuny.edu/history/burrows/NYC/Documents/hood.htm
Failure of it and the Dual Contracts[edit]
After the statutory debt ceiling for the now-united city of New York had been raised, there were more plans for subway construction until 1908. The Triborough plan comprised three new lines:
- An IRT line from South Ferry–Whitehall Street in Manhattan, with the IRT Lexington Avenue Line to Pelham Bay Park and Woodlawn in the Bronx
- The BRT Nassau Street Loop, later the BMT Nassau Street Line. The BRT's track went over the Brooklyn, Manhattan, and Williamsburg Bridges; the Nassau Street Line was to connect to the Brooklyn Bridge, but never did. The connections to the other two bridges were built, but with the 1967 opening of the Chrystie Street Connection, the Manhattan Bridge connection was eliminated.
- A BRT subway under Fourth Avenue in Brooklyn, leading to Bay Ridge and Coney Island. This corresponded to today's Fourth Avenue and Sea Beach lines.
The BRT lines were built to wider profiles because the BRT did not want to use IRT trackage, which was narrower by comparison and carried far fewer passengers per hour. The design was inspired by the cars built for the Cambridge subway (MBTA Red Line) which were designed after studies were conducted on the design and operation of a subway car that could carry the most passengers the most efficiently. The rolling stock, however, had to be the same track gauge so the trains could interoperate under the Dual Contracts. The Fourth Avenue and Sea Beach lines were opened on June 19, 1915, after years of delays for building of these lines and the Nassau Street Line. The first BRT section, however, had opened on September 16, 1908, from Essex Street across the Williamsburg Bridge, but using narrow-width cars.[40]
The Triborough System was a proclamation for new subway lines to the Bronx and Brooklyn. The new lines include the IRT Lexington Avenue Line, IRT Pelham Line, and IRT Jerome Avenue Line. The Manhattan Bridge line described below later became the BMT West End Line, BMT Fourth Avenue Line, the BMT Sea Beach Line, and the Nassau Street loops.[41][42]
The route of the new subway ... comprises a main trunk north and south through Manhattan Borough on Lexington Avenue and Irving Place from the Harlem River to Tenth St. and on Broadway, Vesey and Church Sts. from Tenth St. to the Battery; two branches in Bronx Borough, one northeast via 138th St. Southern Boulevard and Westchester Ave. to Pelham Bay Park. the other northerly via River Ave. and Jerome Ave. to Woodlawn Road, connecting with the Manhattan trunk by a tunnel under the Harlem River; a Manhattan-Brooklyn line extending from the North River via Canal Street across the East River on the Manhattan Bridge to connect with the Fourth Avenue subway in Brooklyn now being built, which thus becomes an integral part of the larger system; two branches southerly from the Fourth Ave. line extending south to Fort Hamilton and southeast to Coney Island; and a loop feeder line in Brooklyn through Lafayette Ave. and Broadway, connecting with the Fourth Ave. line at one end. and at the other crossing the Williamsburg Bridge and entering the Centre Street Loop subway in Manhattan which is thus also incorporated in the system.
In 1911, William Gibbs McAdoo, who operated a competing subway company called the Hudson & Manhattan Railroad, proposed building a line under Broadway between Hudson Terminal and Herald Square.[43] He later proposed that the Broadway line be tied into the IRT's original subway line in Lower Manhattan. The Broadway line, going southbound, would merge with the local tracks of the IRT Lexington Avenue Line in the southbound direction at 10th Street. A spur off the Lexington Avenue Line in Lower Manhattan, in the back of Trinity Church, would split eastward under Wall Street, cross the East River to Brooklyn, then head down the Fourth Avenue Line in Brooklyn, with another spur underneath Lafayette Avenue.[44]
The Triborough System later became part of the Dual Contracts, signed on March 19, 1913 and also known as the Dual Subway System. These were contracts for the construction and/or rehabilitation and operation of rapid transit lines in New York City. The contracts were "dual", in that they were signed between the City and the IRT and Municipal Railway Company, a subsidiary of the BRT (later BMT).[45]
Some lines proposed under the Contracts were not built, most notably an IRT line to Marine Park, Brooklyn (at what is now Kings Plaza) under either Utica Avenue, using a brand-new line, or Nostrand Avenue and Flatbush Avenue, using the then-new IRT Nostrand Avenue Line. There were also alternate plans for the Nostrand Avenue Line to continue down Nostrand Avenue to Sheepshead Bay.[46]
Design[edit]
Lines designed to be used for higher capacity rolling stock than the IRT; unclear operator that would operate them
Possible operation by commuter railroads like the New York Central Railroad
Dual Contracts[edit]
 | This article needs additional citations for verification. (February 2014) |
The Dual Contracts, signed on March 19, 1913, also known as the Dual Subway System, were contracts for the construction and/or rehabilitation and operation of rapid transit lines in the City of New York. Most of the lines of the present-day New York City Subway were built or reconstructed under these contracts. The contracts were "dual" in that they were signed between the City and two separate private companies (the Interborough Rapid Transit Company and the Brooklyn Rapid Transit Company), all working together to make the construction of the Dual Contracts possible.
Background[edit]
In the late 19th century and for most of the 20th century, New York was host to millions of immigrants each year. Many of the immigrants crowded into tenements and other apartment buildings in the inner city. This resulted in overpopulation of the buildings, and congestion of city streets. Manhattan's population had risen from 516,000 people in 1850 to 2.33 million people just sixty years later.[48] Living in Manhattan was becoming a hazard due to the higher probability of crime and overcrowding, and for the most part, the first subway line only served areas that were already developed.[49] The first subway lines to the outer boroughs were planned during the early 20th century.[50] Dispersion resulted in the expansion and development of the boroughs, and helped prepare New York for the millions of immigrants that came in the following years.[citation needed]
In 1906, Charles Evans Hughes was elected as the governor of New York, and the next year, he created the New York State Public Service Commission (PSC). The PSC was responsible for new rapid transit lines in New York City. Although the PSC had created ambitions plans for the expansion of the city's subway system, they only had $200 million on hand (equivalent to $6,540,000,000 in 2023).[51] In 1911, George McAneny was appointed leader of the Transit Committee of the New York City Board of Estimate, which oversaw the subway expansion plans.[52]
Some opposed the Dual Contracts as they thought that the company owners and city officials were just looking for another way to produce personal revenue.[52] Reformists like Hughes and McAneny would not have it any other way than to see the expansion of the city and the subway. They wanted to see the inner city become less populated and spread the people to the outer boroughs of the city. They planned to expand the city and disperse the people by building subway lines which would hopefully result in new homes being built near the subway lines and the areas surrounding. This would lower population densities in the city and also made as a good reason to help prove the subway expansion as necessary.[citation needed]
Crowding[edit]
Before the Contracts, there was crowding in many of the forms of transportation in the city. The following is a list of annual ridership for each mode of transportation between June 30, 1910, and June 30, 1911:
- Interborough Rapid Transit Company – subways, elevated roads — 578,154,088
- Hudson and Manhattan Railroad — 52,756,434
- Brooklyn Union Elevated Railroad System — 167,371,328
- East River ferries — 23,460,000
- Municipal ferry to Staten Island — 10,540,000
- Hudson River ferries — 91,776,200
In total, 924,058,050 passengers were carried that year over these six modes of transport.[53]
Planned effects[edit]
It was expected that, within five years of completion:
When completed the rapid transit facilities of the City will have been more than trebled. During the year ended June 30, 1911, shortly after which the construction of the new system was begun, the existing rapid transit lines carried 798,281,850 passengers. The new Dual System will have a capacity of upwards of [3 billion], although it is not expected that such capacity will be demanded immediately upon the completion of the system. The combined trackage of the existing lines (including 7.1 miles of the Hudson and Manhattan Railroad) amounts to 303 miles of single track. To this will be added by the new lines of the Dual System 334 miles of single track, making a new system with 637 miles of single track. What this will mean to the City may be appreciated by considering how the existing lines will be amplified by the new additions and extensions. The Hudson and Manhattan road, however, is not to be a part of the Dual System.[53]
This system expansion was expected to be as big as, if not bigger, than the proposed Second System expansion put forth by the Independent Subway System in 1929 and 1939.
History[edit]
Change in Broadway Line route design 1915
https://www.nycsubway.org/wiki/The_Dual_Contracts
The Contracts[edit]
Contracts 1 and 2[edit]
Built before the Dual Contracts, the first regularly operated subway in New York City was built by the city and leased to the Interborough Rapid Transit Company (IRT) for operation under city Contracts 1 and 2. Until 1918, when the new "H" system that is still operated - with separate East Side and West Side lines - was placed in service, it consisted of a single trunk line below 96th Street with several northern branches. The system had four tracks between Brooklyn Bridge–City Hall and 96th Street, allowing for local and express service on that portion.
Contract 1 was for the original 28 stations of the subway system that opened on October 27, 1904, from City Hall to 145th Street, as well as for stations opened before 1908 on several IRT extensions. The original system as included in Contract 1 was completed on January 14, 1907, when trains started running across the Harlem Ship Canal on the Broadway Bridge to 225th Street,[54] and the Contract 2 portion was opened to Atlantic Avenue on May 1, 1908.[55]
Contracts 3 and 4[edit]
On March 19, 1913, the Dual Contracts were signed between the City and the two private operators. Contract 3 was signed between the City and the IRT, who operated the subway that was built under Contracts 1 and 2. Contract 4 was signed between the City and the Municipal Railway Company, a subsidiary of the BRT (later BMT), formed especially for the purpose of contracting with the city for construction of the lines. Contracts 1 and 2 were the original subway contracts between the City and the IRT for the city's first subway. These contracts predated the Dual Contracts, which were contracts 3 and 4.[56]
Under the terms of Contracts 3 and 4, the city would build new subway and elevated lines, and rehabilitate and expand certain existing elevated lines, and lease them to the private companies for operation. The projected $366 million cost would be borne mostly by the City, which paid $200 million, and the companies would pay the difference.[57] The City's contribution was in cash raised by bond offerings, while the companies' contributions were variously by supplying cash, facilities and equipment to run the lines.
Queensboro Plaza[edit]
The contract negotiations were long and sometimes acrimonious. For instance, when the IRT was reluctant to the BRT’s proposed access to Midtown Manhattan via the Broadway Line, the city and state negotiators immediately offered the BRT all of the lines under proposal. This included lines that would have only been operable using IRT rolling stock dimensions, such as the upper Lexington Avenue Line and both lines in Queens. The IRT quickly gave in to the "invasion" of Midtown Manhattan by the BRT.[58][59]
The assignment of the proposed lines in Queens proved to be an imposition on both companies. Instead of one company enjoying a monopoly in that borough, both proposed lines — a short line to Astoria, and a longer line reaching initially to Corona, and eventually to Flushing — were assigned to both companies, to be operated in what was called “joint service.” The lines would start from a huge station called Queensboro Plaza. The IRT would access the station from both the 1907 Steinway Tunnel and an extension of the Second Avenue Elevated from Manhattan over the Queensboro Bridge. The BRT would feed the Queens lines from the 60th Street Tunnel in Manhattan. Technically the line was under IRT "ownership", but the BRT/BMT was granted trackage rights in perpetuity, essentially making it theirs also.[58][59]
The BRT had a big disadvantage, as both Queens lines were built to IRT specifications. This meant that IRT passengers had a one-seat ride to Manhattan destinations, whereas BRT passengers had to make a change at Queensborough Plaza. This came to be important when service was extended for the 1939 World’s Fair, as the IRT was able to offer direct express trains from Manhattan, and the BRT was not. This practice lasted well into the municipal ownership of the lines, and was not ended until 1949. Both companies shared in the revenues from this service. To facilitate this arrangement originally, extra long platforms were constructed along both Queens routes, so separate fare controls/boarding areas could be established. This quickly turned out to be operationally unworkable, so eventually a proportionate formula was worked out. The bonus legacy of this construction was that the IRT was able to operate 11-car trains on this line, and when the BMT took over the Astoria Line, minimal work had to be done to accommodate 10-car BMT units.[59]
Conditions[edit]
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Several provisions were imposed on the companies, which eventually led to their downfall and consolidation into city ownership in 1940:
- The fare was limited to five cents; that led to financial troubles for the two companies after post-World War I inflation. The BMT could charge ten cents for fare to Coney Island Terminal, as well as to stations "where such ten cent fare is now allowed, until the time when trains may be operated for continuous trips over wholly connected portions of the railroad" between Coney Island and the Chambers Street station in Manhattan.[60]
- The City had the right to "recapture" any of the lines it built and run them as its own.[60]
- The City was to share in the profits.[60]
There were other conditions in regards to specific operations of the lines, as part of a deal between the IRT, the BMT, and the Public Service Commission. Many of the conditions applied all across the dual system. For example:
- After the Commission finished constructing the line, the company was to operate it, providing its own rolling stock and furnishings.[60]
- The companies, if they operated lines temporarily, had to operate them as if they were subway extensions. For subway extensions, if a company accepted the extension, it could operate it as part of its system; if not, the company had to pay a significant amount to the city every three months to operate it. This was implemented as part of the Queensboro Plaza trackage-sharing operation.[60]
- The companies had operate these lines "according to the highest standards of railway operation and with due regard to the safety of the passengers and employees thereof, and of all other persons."[60]
- Free transfers would be given at stations where needed, such as transfer stations between lines of the IRT and BMT, bus–subway transfer stations, elevated–subway transfer stations, or streetcar–subway transfer stations, according to the Commission's discretion.[60]
- Freight, mail and express trains could use these companies' tracks if they did not disrupt passenger operations.[60]
- Advertising was prohibited in stations, railroad tunnels, elevated structures, or other places. Bulletins telling of service changes were allowed.[60]
- Selling things in the stations was prohibited, except if it needed for the operation of the subway, or if it was a newspaper, periodical, or magazine that the Commission had permitted.[60]
- Each company was to post their intentions to operate newsstands in the form of proposals to the Commission.[60]
Some conditions applied only to certain parts of the system:
- The BMT agreed to hand out transfers at 86th Street station in Brooklyn. These transfers are to the Third Avenue Line and the Fifth Avenue Line streetcar lines to 86th Street and Fort Hamilton Parkway. They were also to extend these streetcar lines to 86th Street and Fourth Avenue, where a transfer could be made at 86th Street subway station.[60]
- The BMT also agreed to make transfers with the Hudson and Manhattan Railroad (now PATH) from 34th Street subway station to the 33rd Street PATH station. The transfers applied to passengers going to Grand Central Terminal.[60]
- The IRT agreed to equip and operate the Steinway Tunnel until it was rebuilt and completed. Then, the Steinway Tunnel was still a trolley tunnel with no subway connection. Transfers were to be made to IRT rapid transit lines at Grand Central–42nd Street subway station. The Commission approved single-car rolling stock for the line.[60]
IRT lines[edit]
Under the original "H" system, the original line and early extensions built for the IRT are:
- Eastern Parkway Line from Atlantic Avenue–Barclays Center to Borough Hall
- Lexington Avenue Line from Borough Hall to Grand Central–42nd Street
- 42nd Street Shuttle from Grand Central–42nd Street to Times Square
- Broadway–Seventh Avenue Line from Times Square to Van Cortlandt Park–242nd Street
- Lenox Avenue Line from 96th Street to 145th Street
- White Plains Road Line from 142nd Street Junction to 180th Street–Bronx Park (removed north of 179th Street)
The following lines were built under the Dual Contracts for the IRT:[53]
- Astoria Line and Flushing Line
- Broadway–Seventh Avenue Line south of Times Square–42nd Street, including the Brooklyn Branch
- Lexington Avenue Line north of Grand Central–42nd Street
- Jerome Avenue Line
- Ninth Avenue Line from 155th Street to the Jerome Avenue Line
- Pelham Line
- White Plains Road Line north of 177th Street (present-day Tremont Avenue)
- Eastern Parkway Line beyond Atlantic Avenue
- Nostrand Avenue Line
- New Lots Line
The following lines were rebuilt with extra tracks:[53]
- Ninth Avenue Line from Rector Street to 155th Street (one new track)
- Second Avenue and Third Avenue Lines from City Hall station to 129th Street and from 116th Street to 155th Street, respectively.
Some of the IRT lines proposed under the Contracts were not built. Most notably, there were plans to build an IRT line to Marine Park, Brooklyn (at what is now now Kings Plaza) under either Utica Avenue, using a brand-new line, or Nostrand Avenue and Flatbush Avenue, using the then-new IRT Nostrand Avenue Line. There were also alternate plans for the Nostrand Avenue Line to continue down Nostrand Avenue to Sheepshead Bay.[61]
BMT lines[edit]
All Manhattan and Queens BMT lines were built under the Dual Contracts, as were all subway and some elevated lines in Brooklyn.[53]
Lines and line segments built new[edit]
- 14th Street Eastern Line west of Broadway Junction; two-tracked underground structure
- Astoria Line and Flushing Line east of Queensboro Plaza (trackage rights over IRT); both three-track elevated structures
The most important of the lines the the BRT got built as part of the Dual Contracts was the Broadway Line. In the Dual Contracts, the line was merged with the Fourth Avenue Line, collectively being called the Broadway–Fourth Avenue Line. The line would start at an elevated complex at Queensborough Plaza as a two-track line. The line was then planned to go over the Queensborough Bridge before going underground, with one track going under 59th Street and one via 60th Street to Fifth Avenue, where the two tracks would converge and continue as a two-track line until 59th Street and Seventh Avenue. From here, the line would turn southward as a four-track line. The line would run via Seventh Avenue and then Broadway to Canal Street. This would make up Subdivision I. Subdivision II, would have a line over the Manhattan Bridge built. It would start at Canal Street near Broadway, with a connection to Subdivision I, and continue under Canal Street until the approach to the Manhattan Bridge, where the line would become four tracks. Across the bridge, at Nassau Street and Flatbush Avenue Extension, the line would go underground, continuing until Willoughby Street.[56]: 287
The third section, Subdivision III, would extend the first section into Lower Manhattan. From Canal Street, the line would continue as a four-track line until Park Place, where it would become two tracks. North of Vesey Street, the line would turn west under private property to Church Street and Trinity Place. After going via these streets, at Morris Street, the line would go east under private property to Whitehall Street, and thence to the East River. The next section of the line would be today's Nassau Street Line, or Subdivision IV. It would start in Lower Manhattan from Subdivision III under the East River. The two-track line would run under South Street, Broad Street, and Nassau Street to Park Row. Then, the line would go via Park Row to a point underneath the Municipal Building. The line would then be a four-track line under Centre Street until Walker Street. Here, the two easternmost tracks would split off, going under private property and Walker Street to Canal Street, from where the line would go over the Manhattan Bridge, with a connection to Subdivision II. The two-westernmost tracks under Centre Street would become four tracks, and would continue going north until Broome Street, from where, the line would curve under private property to Kenmare Street. After running under Delancey Street, the line would become a two-track line, going over the Williamsburg Bridge before meeting up with the Broadway Elevated. Subdivisions III and IV would be extended as Subdivision V under the East River through the Montague Street Tunnel, Montague Street and Court Street before going under public property, Fulton Street, and private property before going underneath Willoughby Street. Finally, the line would reach Flatbush Avenue Extension.[56]: 287–288
- Brighton Beach Line between DeKalb Avenue and Prospect Park
- Fourth Avenue Line; underground structure with four tracks north of 59th Street and two tracks south of 59th Street
As part of the Dual Contracts, two elevated lines that were operated by a subsidiary, the New York Consolidated Railroad, of the BRT, the Broadway Line and the Fulton Street Line, were extended. The Broadway Line, prior to the Dual Contracts, had extended to Cypress Hills, where it had terminated since 1893. The line was to be extended to Grand Street (now 168th Street) in Jamaica, Queens, and would then be known as the Jamaica Line. The line was constructed with two tracks and space for a third track that could be used for express service. The Fulton Street Line had ended at the border of Brooklyn and Queens at Grand Street since 1894. The line was then extended as a three-track line along Liberty Avenue to Lefferts Avenue (now Lefferts Boulevard) in Queens as the Liberty Avenue Line.[56]: 258
Grade-separated rights-of-way built to replace surface railroads[edit]
- Brighton Beach Line between Neptune Avenue (south of Sheepshead Bay) and Coney Island–Stillwell Avenue. Four-track elevated structure.
- Culver Line between Ninth Avenue and West Eighth Street (merge with Brighton Beach Line). Three-track elevated structure.
- Myrtle Avenue Line east of Myrtle–Wyckoff Avenues. Two-track elevated structure.
- Sea Beach Line from Fourth Avenue Subway to 86th Street. Four-track open cut.
- West End Line between Ninth Avenue and Bay 50th Street. Three-track elevated structure.
Existing rights-of-way rehabilitated and expanded[edit]
As part of Contract 4, the Brooklyn Rapid Transit Company was authorized to install center express tracks on three elevated structures: the Myrtle Avenue Line, the Jamaica Line, and the Fulton Street Line. The Jamaica Line was expanded to three tracks from two from Marcy Avenue to Broadway Junction. The Myrtle Avenue Line was expanded from two to three tracks from Broadway–Myrtle to Myrtle–Wyckoff Avenues, including the addition of a track connection to the Jamaica Line. Finally, the Fulton Street Line was expanded to three tracks from Nostrand Avenue to east of the split from the Canarsie Line at Pitkin Avenue. Additionally, a new flying junction complex with six tracks replaced two tracks between the former Manhattan Junction in East New York and Pitkin Avenue. This portion gave the Canarsie Line two dedicated tracks.[56]: 229–231
- Brighton Beach Line from Prospect Park to Church Avenue. Existing open cut widened and expanded from two to four tracks.
Design[edit]
Chapter 13. Design of Steel Elevated Railways
The New York Rapid Transit Railway Extensions (1914)
Effects[edit]
As reformists predicted the Dual Contracts resulted in city expansion. People moved to the newly built homes along the newly built subway lines. These homes were affordable, about the same cost as the houses in Brooklyn and Manhattan.[57] The Dual Contracts were the key to dispersion of the city’s congested areas. The Dual Contracts helped lower high population areas and probably helped saves lives as people were no longer living in heavily diseased areas. According to the Federal Census of New York City for 1920 the population in Manhattan below 59th Street decreased from 1910 to 1920. The census resulted in the following:
- 1905 State census: 1,271,848
- 1910 United States census: 1,269,591
- 1915 State census: 1,085,308
- 1920 United States census: 1,059,589[62]
People were allowed to move to better parts the same cost and could have a better and more comfortable life in the suburbs. They could still commute to work every day as most of the better off city workers who moved to the outer boroughs did.[57] This also helped the business districts as people could still work.
References[edit]
Notes
- ^ "B.-M.T. to Run Express Trains In Rush Hour". New York Daily News. January 19, 1934. Retrieved July 30, 2023.
- ^ "B.M.T. to Better Bay Ridge Service: Two Special Express Trains Go on Manhattan Run". The Brooklyn Times Union. January 19, 1934. Retrieved July 30, 2023.
- ^ "Express Service On 4th Ave. Line Begins Monday". The Brooklyn Daily Eagle. January 19, 1934. Retrieved July 30, 2023.
- ^ "Express Service From Bay Ridge Proves Popular". New York Daily News. January 25, 1934. Retrieved July 30, 2023.
- ^ "B.M.T. to Improve Its Brighton Service". The Brooklyn Daily Eagle. December 14, 1934. Retrieved July 30, 2023.
- ^ "New Trains Scheduled: Brighton to Broad St. Morning Express Service Begins Monday". The Brooklyn Times Union. December 14, 1934. Retrieved July 30, 2023.
- ^ "B.M.T. to Run Special Express Trains in Morning Rush Hours". The Brooklyn Citizen. December 13, 1934. Retrieved July 30, 2023.
- ^ "B.M.-T. to Add New Wall St. Express". New York Daily News. June 14, 1937. Retrieved July 30, 2023.
- ^ "Extra A.M. Express Train Starts Monday on 4th Ave". The Brooklyn Daily Eagle. June 11, 1937. Retrieved July 30, 2023.
- ^ "BMT Lists More Night Rush-Hour Expresses". New York Daily News. June 30, 1950. Retrieved July 30, 2023.
- ^ "Extra Rush-Hour Expresses Put on 4th Ave., Brighton Lines". The Brooklyn Daily Eagle. June 29, 1950. Retrieved July 30, 2023.
- ^ "New Train Schedule Out For The Subway: Rush Hour Expresses Every Two and a Half Minutes. Elevated Roads Kept Busy: 131,548 Fewer Passengers In Twelve Days Than In Same Period Last Year—Fewer Cars". The New York Times. November 20, 1904. Retrieved March 12, 2020.
{{cite news}}: CS1 maint: url-status (link) - ^ "The Leonx-Ave. Branch: To Be Opened Next Week—Also Broadway Line to Fulton-st". New-York Tribune. November 12, 1904. Retrieved March 12, 2020.
{{cite news}}: CS1 maint: url-status (link) - ^ "Great Bridge Crush: Subway Brings People to Brooklyn Bridge Faster Than Ever". The Burlington Free Press. November 15, 1904. Retrieved March 12, 2020.
{{cite news}}: CS1 maint: url-status (link) - ^ a b "SUBWAY TRAINS RUNNING FROM BRONX TO BATTERY; West Farms and South Ferry Stations Open at Midnight. START WITHOUT A HITCH Bowling Green Station Also Opened -- Lenox Avenue Locals Take City Hall Loop Hereafter". The New York Times. July 10, 1905. ISSN 0362-4331. Retrieved March 12, 2020.
- ^ "First Subway Train Under The Harlem: Regular Service to West Farms Will Begin Monday. Also Down To The Battery. General Manager Hedley and Other Officials on the First Trip Through River Tube". The New York Times. July 7, 1905. Retrieved March 12, 2020.
{{cite news}}: CS1 maint: url-status (link) - ^ "No Subway Transfers; The Bronx Is Angry: Declare Continuing Trip Was Promised to Elevated Passengers: Say They Have Been Duped: Haffen, Wells, and Others Protest—Trains Crowded—Run Every Few Minutes from West Farms". The New York Times. July 11, 1905. Retrieved March 12, 2020.
{{cite news}}: CS1 maint: url-status (link) - ^ "Has Nightly Subway Special: Only Occupant Except Crew of Shuttle Train in Wee Sma' Hours". New-York Tribune. December 11, 1905. Retrieved March 12, 2020.
{{cite news}}: CS1 maint: url-status (link) - ^ "Subway Trains Shortened Up". The New York Times. September 4, 1905. Retrieved January 11, 2022.
- ^ Commerce and Industry Association of New York, Pocket Guide to New York, 1906, pp. 19–26.
- ^ "Brooklyn Tunnel to be Opened for Operation to Borough Hall Thursday". The Wall Street Journal. January 7, 1908. Retrieved March 12, 2020.
{{cite news}}: CS1 maint: url-status (link) - ^ "Plans Now Complete For a Big Tunnel Day". The Brooklyn Daily Eagle. January 8, 1908. Retrieved January 11, 2022.
- ^ "Where Lovers Meet. Maid at Subway Station Waits for Signal from Car". The Washington Herald. January 19, 1908. Retrieved March 12, 2020.
{{cite news}}: CS1 maint: url-status (link) - ^ "Brooklyn Subway to Open. Public to Use East River Tunnel Next Week". Evening Star. Washington D.C. January 4, 1908. Retrieved March 12, 2020.
{{cite news}}: CS1 maint: url-status (link) - ^ "The New Subway Schedule". The Brooklyn Daily Eagle. April 30, 1908. Retrieved January 11, 2022.
- ^ "Train Schedule Out For Subway Service; In the Rush Hours, From Atlantic Avenue. Once in About Two Minutes". The Brooklyn Daily Eagle. April 29, 1908. Retrieved January 11, 2022.
- ^ "Bronx to Montauk; One Change of Cars — This Trip Made Possible by the Opening of Brooklyn Subway Extension Friday — Official Opening Trip — And the Public Can Go Through to Long Island Railroad Station To-night After Midnight" (PDF). The New York Times. April 30, 1908. p. 4. ISSN 0362-4331. Retrieved November 6, 2016.
- ^ "Trains To Atlantic Ave.: New Subway Schedule For Extension Announced". New-York Tribune. April 30, 1908. Retrieved March 12, 2020.
{{cite news}}: CS1 maint: url-status (link) - ^ "PLANNING MORE WORK FOR PRESENT SUBWAY; Engineer Bion J. Arnold Reports That System's Efficiency Can Be Greatly Increased. MORE AND LARGER TRAINS Defects Discovered In the System Which Can Be Taken Advantage Of In Building New Tubes". The New York Times. May 25, 1908. ISSN 0362-4331. Retrieved March 12, 2020.
- ^ "First Train Cheered By A Waiting Throng". The Brooklyn Daily Eagle. January 9, 1908. Retrieved January 11, 2022.
- ^ Arnold, Bion Joseph; District, New York (State) Public Service Commission 1st; District, New York (State) Public Service Commission First (1907). Report.
{{cite book}}: CS1 maint: numeric names: authors list (link) - ^ 1908-1909 Annual Report of the Interborough Rapid Transit Company for the Year Ended June 30, 1909. Interborough Rapid Transit Company. 1909. p. 12.
- ^ Arnold, Bion Joseph; District, New York (State) Public Service Commission 1st; District, New York (State) Public Service Commission First (1907). Report.
{{cite book}}: CS1 maint: numeric names: authors list (link) - ^ "New Schedule in New York Subway". Electric Railway Journal. 35 (12): 505. March 19, 1910.
- ^ "Hedley on New Subway Service: Interborough Manager Thinks the Operation of Cars is Practically Perfect". The Wall Street Journal. March 15, 1910. Retrieved January 11, 2022.
- ^ "Express Trains To 215th St. Broadway Subway Service to Be Increased November 4". The New York Sun. November 1, 1912. Retrieved March 12, 2020.
{{cite news}}: CS1 maint: url-status (link) - ^ Commission, New York (State) Transit (1922). Annual Report. J.B. Lyon Company. pp. 73–74.
- ^ Rider, Fremont (1923). Rider's New York City: A Guide-book for Travelers, with 13 Maps and 20 Plans. H. Holt.
- ^ "IRT BROOKLYN RUNS REDUCED IN MIDDAY" (PDF). Retrieved September 4, 2016.
- ^ "MAYOR RUNS A TRAIN OVER NEW BRIDGE" (PDF). The New York Times. September 17, 1908. p. 16. Retrieved October 30, 2016.
- ^ "A New Subway Line for New York City, The Triborough System: Its History (1910)". www.nycsubway.org. Retrieved March 25, 2014.
- ^ "The Dual System of Rapid Transit (1912)". www.nycsubway.org. Retrieved March 25, 2014.
- ^ "M'Adoo Would Build A West Side Subway". The New York Times. September 16, 1910. p. 10. Retrieved July 19, 2011.
- ^ "M'ADCO READY TO RUN TRIBOROUGH; Giving a 5-Cent Ride from the Bronx to the End of the Brooklyn Extension". The New York Times. November 19, 1910. ISSN 0362-4331. Retrieved April 26, 2018.
- ^ nycsubway.org—The Dual Contracts
- ^ "Transit Outlook Bright in Brooklyn – First Branch Lines on Assessment Plan Likely to be Built in That Borough". The New York Times. March 6, 1910. ISSN 0362-4331. Retrieved August 9, 2016.
- ^ Report of the Public Service Commission For The First District Of The State Of New York. New York State Public Service Commission. 1911.
- ^ Derrick 2001, p. 2.
- ^ Derrick 2001, p. 2–3.
- ^ Derrick 2001, p. 265.
- ^ Derrick 2001, p. 4–5.
- ^ a b Derrick 2001, p. 6.
- ^ a b c d e "The Dual System of Rapid Transit (1912)". nycsubway.org.
- ^ New York Times, Farthest North in Town by the Interborough, January 14, 1907, page 18
- ^ New York Times, Brooklyn Joyful Over New Subway, May 2, 1908, page 1
- ^ a b c d e Bureau, New York (N Y. ) Franchise (March 19, 1913). The City of New York, Acting by the Public Service Commission for the First District and Manhattan Railway Company, Interborough Rapid Transit Company and New York Municipal Railway Corporation: Certificates for the Construction, Maintenance and Operation of Elevated Railroad Extensions and Additional Tracks. Contracts No. 3 and No. 4, for the Construction, Maintenance, Equipment and Operation of Additional Rapid Transit Railroads and Future Extensions of the Same, and Supplementary Agreements for Joint Use of Tracks in Conjunction with the Interborough Rapid Transit Company. Contracts No. 1 and No. 2, Constituting "The Dual Subway System." Dated March 19, 1913 ... – via Google Books.
- ^ a b c Derrick 2001, p. 7.
- ^ a b Public Service Commission 1913, chapter 1.
- ^ a b c Rogoff 1960.
- ^ a b c d e f g h i j k l m n "Terms and Conditions of Dual System Contracts". nycsubway.org. Retrieved February 16, 2015.
- ^ "TRANSIT OUTLOOK BRIGHT IN BROOKLYN; First Branch Lines on Assessment Plan Likely to be Built in That Borough". The New York Times. March 6, 1910. ISSN 0362-4331. Retrieved August 9, 2016.
- ^ "Lower Manhattan Lost in Population". The New York Times. Retrieved November 5, 2013.
Sources
- Derrick, Peter (2001). Tunneling to the Future: The Story of the Great Subway Expansion that Saved New York. NYU Press. ISBN 0814719104.
- New Subways For New York: The Dual System of Rapid Transit. Public Service Commission. 1913.
- Rogoff, David (1960). "The Steinway Tunnels". Electric Railroads (29).
External links[edit]
- nycsubway.org — The Dual Contracts
- Story including 50th anniversary of the contracts
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1923 subway expansion proposals[edit]
Inc. Broadway-Morningside, Lafayette Broadway https://www.google.com/books/edition/Proceedings_of_the_Transit_Commission_St/u5kT80_w6rYC?hl=en&gbpv=1&dq=permit+operation+of+express+tracks&pg=PA1463&printsec=frontcover 1312-1330
Projects[edit]
Myrtle Avenue El widening Pages 1390-1391, 1344, 1323
Relocation of staircases of 174th Street Page 1388
Mott Avenue Page 1386
Express Station Westchester Square 1379, 1371
Platform edge reconstruction 1369
Manhattan Street staircases 1353
Freeman Street staircases 1352-3
Staircases Times Square, 28th Street 1350
Central Park provision 1346-1347
34th Street H&M 1339
Eastern Parkway 1322
Utica 1322-1323