BULLETIN - OCTOBER, 2010 Bulletin New York Division, Electric Railroaders’ Association Vol
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TheNEW YORK DIVISION BULLETIN - OCTOBER, 2010 Bulletin New York Division, Electric Railroaders’ Association Vol. 53, No. 10 October, 2010 The Bulletin BROOKLYN’S FIRST ELEVATED LINE Published by the New QUIT 60 YEARS AGO York Division, Electric Railroaders’ Association, Lexington Avenue was Brooklyn’s first ele- discontinued. Service was provided by Myrtle Incorporated, PO Box vated line, which ran continuously from May Avenue trains via a new curve at the north- 3001, New York, New 14, 1885 to October 13, 1950. east corner of Myrtle and Grand Avenues. York 10008-3001. Ground was broken on May 24, 1876 at Remnants of this curve were still in place Reid and Lexington Avenues and a few when the line was abandoned in 1969. For general inquiries, stones were set in place. Construction pro- Manhattan-bound riders had two choices. contact us at nydiv@ ceeded slowly. They could ride Lexington Avenue trains to erausa.org or by phone at (212) 986-4482 (voice The original line extended from Washington Sands Street and transfer to the Brooklyn mail available). The and York Streets via York Street, Hudson Bridge Cable Railway, which ran to Park Division’s website is Avenue, Park Avenue, Grand Avenue, Lex- Row. There they were near several office www.erausa.org/ ington Avenue, and Broadway to Gates Ave- buildings and stores. If they rode Myrtle Ave- nydiv.html. nue. Stations were located at Bridge and nue trains, they had to transfer to the Fulton Editorial Staff: York Streets, Navy Street and Park Avenue, Ferry, which was unreliable and uncomfort- Editor-in-Chief: Washington and Park Avenues, Myrtle and able in bad weather. After arriving in Manhat- Bernard Linder Grand Avenues, DeKalb and Grand Avenues; tan, they had a long walk to Nassau Street News Editor: the following on Lexington Avenue: Franklin and Broadway. Because the ferry could not Randy Glucksman compete with the cable railway, service via Contributing Editor: Avenue, Nostrand Avenue, Tompkins Ave- Jeffrey Erlitz nue, Sumner Avenue, Reid Avenue; and the Park Avenue to Fulton Ferry was discontin- terminal at Broadway and Gates Avenue. The ued in December, 1889 and Myrtle Avenue Production Manager: line was extended via private property to Ful- trains were rerouted to Sands Street. David Ross ton Ferry on November 10, 1885. An article describing the demolition of the Because transferring from the York and first elevated structure erected in Brooklyn Washington Streets terminal to the Brooklyn was published in the August, 7, 1893 Eagle. Bridge Cable Railway station at Prospect and It started that the work of razing the old Park Sands Streets involved walking in the street, Avenue elevated had begun, and within two ©2010 New York the company requested permission to build weeks all that would be left of the structure Division, Electric Railroaders’ an overhead foot bridge connecting the sta- was the foundation stones. The structure was Association, tions. a mile long, extending on Park Avenue from Incorporated On April 10, 1888, trains started operating Hudson Avenue to Grand Avenue, and was via a new curve at the southwest corner of the first New York City elevated structure to Grand and Myrtle Avenues, then via Myrtle be demolished. In This Issue: Avenue to the Adams Street station. On Sep- The Lexington Avenue Line was extended A History of the tember 1, 1888, the line was extended again in stages, finally reaching 168th Street- R Train to the Brooklyn Bridge station at Sands Jamaica on July 3, 1918. We have no record (Continued) Street, a convenient transfer point to the of the service operated during the next six Brooklyn Bridge Cable Railway. years, but we know that rush hour service ...Page 2 On April 27, 1889, Lexington Avenue ser- was extended to 168th Street until 1938. vice to Fulton Ferry via Park Avenue was (Continued on page 3) NEXT TRIP: PATH HARRISON1 SHOP TOUR, OCTOBER 16 NEWNEW YORKYORK DIVISIONDIVISION BULLETINBULLETIN - OCTOBER,OCTOBER, 20002010 A HISTORY OF THE R TRAIN by George Chiasson (Continued from September, 2010 issue) THE R TRAIN AS WE KNOW IT (temporarily replacing N to Astoria) starting on May 7, (1987 TO PRESENT) 2001. This practice had been discontinued for some In 1985 the “RR” designation in use for more than 20 time prior to the Connector’s actual opening in Decem- years was simplified to R, in two forms on system ber, 2001. When the Coney Island terminal was closed maps. The black letter in yellow circle designated base for reconstruction on September 8, 2002 and all but service from 95th Street to Astoria, while rush hour ser- West End traffic removed, overnight R service was ex- th vice to Chambers Street was shown as a white letter tended from 36 Street to Pacific Street via the express inside a brown diamond. Starting on April 28, 1986 the track, again in an effort to avoid delaying West End (B) Chambers Street r service was extended across the and Sea Beach (N) operations. This situation was re- Williamsburg Bridge to Metropolitan Avenue for lay-ups versed when the Manhattan Bridge reopened in full on and put-ins to and from Fresh Pond Yard. N and R February 22, 2004 and service on the West End Line swapped northern termini in Queens as part of a major was assumed by D. service change on May 24, 1987 and from that time R TRAIN ROLLING STOCK (1916-2010) until the present, R has operated at all times through In its initial state on January 15, 1916, short trains of the 11th Street Tie into the Queens IND (while N now 67-foot-long “Standards” were used by the Fourth Ave- runs to Astoria). At first, R ran as far as 71st-Continental nue Local, growing in quantity as deliveries continued Avenues-Forest Hills except for midnights, when it was through 1922 and the array of BRT subway services extended to 179th Street-Jamaica in place of F. When expanded. Steel “Standards” were also used on the was relocated to the new Parsons/Archer (Jamaica Broadway (subway) Local that started operation be- E nd Center) facility on December 11, 1988 R was extended tween Rector Street and 42 Street-Times Square on from 71st-Continental Avenues to 179th Street-Jamaica January 5, 1918 and was gradually extended with each th segment opening through September 1, 1919 (when it at all other times in its place. r service from 95 Street reached Lexington Avenue). As the Broadway Subway to Metropolitan Avenue had continued to operate after was completed on August 1, 1920 the “Standards” con- the May 24, 1987 changes, but used East New York- th tinued to be the only rolling stock in sight on both the based equipment while the operation from 95 Street to th th st Fourth Avenue Local (by then between 86 Street and 179 Street-Jamaica and 71 -Continental Avenues em- Queensboro Plaza), and the Broadway Local (at that ployed cars based at Jamaica Shop and was graffiti- time from 57th Street to Whitehall Street). For the final free in nature. The former became less than full-time as round of Dual Contracts-related extensions of the late the months progressed and as of November 22, 1987 1920s, successor BMT received 121 three-section ar- the Metropolitan Avenue r (or what remained of the ticulated cars from Pressed Steel known as the “D- Fourth Avenue-Nassau route variation) was discontin- Type,” or “Triplex.” The first three of these (6000-2) ued. were assigned to the Fourth Avenue Local, which on the On September 30, 1990 all non-rush hour service R “D-Type” was designated as Route “2,” as a single con- was truncated again at 71st-Continental Avenues-Forest th sist plus one spare unit in September, 1925. After work- Hills as F began making local stops from there to 179 ing the line for about a year and being refined in the Street-Jamaica. It also switched places with N during th th process, additional orders for “D-Types” followed in overnights, running as a shuttle from 36 Street to 95 1926 and 1927, were delivered in 1927 and 1928, and Street while N started running as a through local from were distributed among the Brighton, West End, and Coney Island to Astoria. Rush hour R trains were also Fourth Ave. routes. In turn this released older cutback from 179th St.-Jamaica to 71st-Continental Ave- “Standards” for use elsewhere, most notably the Frank- nues on October 25, 1992 and so it has remained ever lin Avenue Shuttle and lines on the Eastern Division since, with all service to 179th Street-Jamaica provided (Myrtle-Chambers, Broadway-Brooklyn, Broadway- by F. As of October, 2000, overnight R trains used Jamaica, and Canarsie), where the last wooden ele- Track F4 (northbound express) from 59th Street to 36th vated equipment was removed in August, 1927. Suffi- Street to expedite the relay process, and thereby left cient cars were also made available for completion of only the N local to call at the 53rd and 45th Street sta- the 14th Street-Canarsie route in July 1928, after which tions in the northbound direction. R was one of the first the Southern Division’s “Standards” were regrouped in routes to be temporarily diverted through the new 63rd part on the Fourth Avenue Local and the “Triplex” cars Street Connector overnights between 57th Street- removed as of that September 22. Finally, Standards Seventh Avenue and the 36th Street station in Queens (Continued on page 3) 2 NEW YORK DIVISION BULLETIN - OCTOBER, 2010 A History of the R Train DATE CARS (Continued from page 2) September 5, 1956 1793-1802 were used on the newly-established Fourth Avenue- September 10-12, 1956 1773-92 Nassau service in 1934, and then the only other change October 1, 1956 1768-72 through the World War II years was an occasional use December 19, 1956 1753-67 of the Bluebird PCC experimental equipment between March, 1941 and March, 1944.