October, 2004 Electric Railroads/ Division Bulletin 1 Electric The Railroads & Bulletin NUMBER 33 OCTOBER, 2004 Vol. 47, No. 10 October, 2004 A joint publication of the Electric Railroaders’ Association, Incorporated and its New York Division

NEW YORK CITY’S SUBWAY TURNS 100!

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 1 Composite 2 Electric Railroads/New York Division Bulletin October, 2004 Introduction by Raymond R Berger he continuous operation of any railroad for one improved transportation options for certain segments of the T hundred years is deserving of recognition. However, city. The foresightedness of these pioneers of New York's the start of an underground electric service in rapid transit network cannot be underestimated. We are the urban environment of the City of New York deserves beneficiaries of those efforts to this very day and will even further acclaim because of its impact on the citizens at continue to be so into the future. the time and for every day ever since. The Electric Railroaders' Association is an integral part of While the concept of an underground rapid transit line was the history of electric railways in New York. Founded in 1934 not new when the first passengers arrived on the platforms, in , it was the intention of its founder, E.J. the magnitude, scope of operation and potential for growth Quinby, to have local organizations throughout the United for both the city and the system was. Boston, Budapest and States, but to have the headquarters in the New York area. London already had two- lines in service, but the This was so information, history, advocacy, and other Interborough Rapid Transit Company's First Subway studies would emanate from New York. employed a four-track line for much of its route. This can be In fact, when the use of street railways and other forms of attributed to the topography of , a long, narrow electrically-propelled railroads declined in the second half of island, only twelve avenues wide through much of it, but the twentieth century, the remnants of these groups formed running many miles in length from the Battery at the separate independent organization to preserve local southern tip to Inwood at the north. Since growth was equipment and history. Nonetheless, the ERA still maintains somewhat restricted by the borders of the Hudson, East, its domain throughout the United States and is still the and Harlem Rivers, it forced congestion and overcrowding premier organization for the study, support and interest in within much of the metropolitan area. the electric railway industry. Its Sprague Library is still one of Such was the setting when the four steam-powered the greatest sources of information about electric in elevated railroads were constructed in Manhattan and the world. others in Brooklyn in the second half of the nineteenth Many members of this organization are employed in the century. It also was the consideration of planners at the turn transportation industry today. Some started as young, eager of the twentieth century when it was decided to embark on enthusiasts and developed into transit executives. While the venture to construct the mainly underground line. Of others were already in the industry and owe their course, we know that the First Subway was an immediate enthusiasm and expertise to the ERA These men and success and coupled with the increase in immigration to women range from clerical, to operating and maintenance New York before and after World War I, demand was made personnel, to engineers, to planners, designers, and for extensions to the line and the construction of new rapid executives, to those who completed many years of service transit routes. and are now retired. Today, the New York subway system extends to almost Since no member or reader of this publication was alive every part of four of the five boroughs. Trains run from New on October 27, 1904 when the subway started, we all have York City's northern borders with Mount Vernon and Yonkers had electric underground rapid transit service throughout to Coney Island, Bay Ridge, Flatbush, and Canarsie in our lives in New York. We hope its continued fine, time- Brooklyn and well into Queens. Planning for new lines and honored, efficient means of transportation will continue to extension of existing services continues to occur every year serve every person in New York indefinitely. and we know that official plans exist that will result in

Our sources for Bernard Linder’s articles are as follows: Historic American Engineering Record, which was published in 1979 to commemorate the IRT’s Diamond Jubilee. This book is in the public domain. The five chapters were written by the following historians: Wallace B. Katz, The New York Rapid Transit Decision of 1900: Economy, Society, Politics Clifton Hood, The Impact of the IRT on New York City Charles Scott, Design and Construction of the IRT: Civil Engineering Barbara Kimmelman, Design and Construction of the IRT: Electrical Engineering David J. Framberger, Architectural Designs for New York’s First Subway Other sources for Bernard Linder’s articles are Public Service Commission reports, previous issues of the New York Division-ERA Bulletin, and his own observations.

Front cover: Car No. 2, the John B. McDonald. Bernard Linder collection Rear cover: R-142As at the recently rehabilitated Brooklyn Bridge station. Andrew Grahl photograph

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 2 Composite October, 2004 Electric Railroads/New York Division Bulletin 3

ew Yorkers were looking forward to October N 27, 1904, the opening date of the new subway. It was the biggest event that took place in New York for several years, and it was New York’s accompanied by appropriate ceremonies. The Board of Aldermen met in the Aldermanic Chamber at 1 PM. The Mayor was the presiding officer and Chief Engineer William Parsons made a brief speech. The officials then proceeded to the City First Hall station, and whistles blew at 2 PM while crowds gathered around every station. At 2:35½ PM, the Mayor started the first with a silver key. Its consist was 3371-2118-3369-2083-3359. Fifteen thousand holders of passes were allowed to Subway ride until 6 PM, but regular riders were not admitted until 7 PM. Sixty persons attended a dinner to honor August Belmont at Sherry’s. At the end of the evening, he was presented with a silver loving cup as a token of his fellow Directors’ Opened 100 appreciation for his courageous efforts in bringing both the subway and the IRT Company to fruition. The rest of the night was described by newspapers as a carnival night in New York. Test Train Years Ago Before trains carried passengers, equipment was tested and crews were trained in non-revenue service. Because influential people were anxious to see the new subway, guests were transported on An Exciting Day hand-operated flatcars, a picture of which was by Bernard Linder published in many periodicals. On February 6, 1904, these cars operated from City Hall to 145th Street and Broadway, then back to 125th Street, where the guests attended a luncheon at the Claremont Hotel. The Mayor and officials inspected the new subway on July 19, 1904. The train made the first stop at , was turned north of 145th Street and Broadway, and returned to 96th Street, after which it proceeded to 125th Street and Lenox Avenue, where the passengers were discharged. The temperature was only 70 degrees in the subway because there were no trains in service. And in the beginning... On August 17, 1904, the first electric train, whose consist was 3306-2045-3223, operated from 96th Street to Brooklyn Bridge and then returned to 96th Street. (3000-series cars were motors and 2000-series cars were trailers.) When the composites were delivered, they were placed in service on the Second Avenue “L” because the structure was the strongest. They were transferred to the subway on September 1, 1904. Power was on intermittently a few times before it Bernard Linder collection was turned on permanently on September 1, 1904. Test trains started operating in the subway. The number of test trains was increased from 9 to 12 on September 18, 1904. A special train with 150 reporters departed from City Hall at 2:30 PM October 3, 1904. This train

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 3 Composite 4 Electric Railroads/New York Division Bulletin October, 2004

was turned at 145th Street and headway. On Broadway, there was the right to build and operate the road Broadway, after which it proceeded to almost a continuous procession of cars to a corporation. The Board of Rapid 96th Street, 145th Street and Lenox between Bowling Green and 23rd Street. Transit Railroad Commissioners invited Avenue, and then returned to City Hall. Moving at a snail’s pace, they delayed bids in 1891 but could not find a The special must have run non-stop traffic. Pedestrians had difficulty responsible bidder. from City Hall to 96th Street; the running crossing the street. Because it was obvious that private time was 10 minutes 45 seconds, five Planning and Financing the Subway corporations were not interested in minutes less than the scheduled It was quite obvious that Manhattan building a subway, the New York November 23, 1904 express running needed more rapid transit. When Chamber of Commerce suggested time. additional elevated lines were municipal ownership. To determine Effective October 10, 1904, light proposed, people objected because the whether the people wanted municipal trains started operating on a 6-minute structures obstructed and darkened the ownership, the question was submitted headway between 137th Street- streets. The smoke and cinders from to a popular vote. At the fall election of Broadway and City Hall. Trains stopped the steam locomotives dirtied the 1894, there were 132,647 votes in at each station and the Conductors streets. Most people concluded that the favor of and 42,916 against municipal opened and closed the doors. subway was the only satisfactory way to ownership. Starting October 21, 1904, light trains furnish adequate rapid transit. But they In 1891, the Rapid Transit operated on the same schedule as the were unable to solve the problem of Commission selected a route, a line on passenger trains would operate a week financing the projected subway. Broadway from the Battery to the city later. In the latter part of the nineteenth line. It was the most profitable route. Nineteenth Century Transit century, numerous corporations were The heavy downtown traffic would have In 1890, there were nearly one and a incorporated under the general railroad balanced the anticipated losses until half million people living in Manhattan, law. They had planned to build a the was built up. But and nearly 90,000 had moved into the subway, but never constructed one. the Broadway property owners opposed Annexed District north of the Harlem Because of the failed attempts to build this plan because it might have River, the present-day Bronx. But a subway earlier under special charter damaged their properties. Manhattan’s transit system was unable or later under the general railroad law, In 1894, the State Legislature created to accommodate the rapidly increasing the city secured passage of the Rapid a new Rapid Transit Commission. This population. The elevated lines provided Transit Act of 1891. The subway was eight-man commission included the the city with temporary relief. Within ten built in accordance with this act, which Mayor, Comptroller, president of the years of the completion of the elevated was amended but did not provide for Chamber of Commerce, and five men to network, service was inadequate municipal ownership. It specified that a be appointed. The new commission because they created more traffic than Board of five Rapid Transit Railroad sent its Chief Engineer, William Barclay they could satisfactorily handle. Trains Commissioners could adopt routes and Parsons, to Europe, where he studied were so crowded that there was no general plans for a railroad. If it was their rapid transit systems. After room for another passenger. Trains unable to obtain consents of abutting returning to New York, he presented his could never accomplish the feat property owners, it could seek approval December, 1894 report in which he predicted in a nineteenth century from the Supreme Court. After adopting stated that the route under Broadway slogan, “From the Battery to Harlem in these plans, it could sell at public sale might exceed the stipulated cost of $50 15 minutes.” Trains million by at least $15 were slow because they million. Instead, he were driven by steam recommended a route under engines with poor Elm Street (the present-day acceleration. Running ), which was time was 23 minutes then being improved. from the Battery to 23rd Parsons did not favor the Street and Sixth Avenue, Broadway route because he and 45 minutes from anticipated objections from South Ferry to 129th property owners. At that Street and . Andrew Grahl photograph time, Broadway was the only After making two to four thoroughfare in the lower stops per mile, speeds part of the city. It was lined averaged 12 miles per with expensive buildings and hour. Street cars running traffic was very heavy at all in congested streets times. Building a subway on were slow. Many lines a crowded street would have were loaded close to The kiosk at the station. Typical of Contract I IRT interfered with business. capacity; they operated station entrances and exits, this is actually a reproduction The Board agreed with on a 15-second from the 1980s. Parsons’ preference for Elm

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 4 Composite 4 Electric Railroads/New York Division Bulletin October, 2004 October, 2004 Electric Railroads/New York Division Bulletin 5 was turned at 145th Street and headway. On Broadway, there was the right to build and operate the road Street because the Broadway route was $1 million. It fixed a $15 million bond, invitation was issued by the Board to Broadway, after which it proceeded to almost a continuous procession of cars to a corporation. The Board of Rapid expensive and inconvenient. which discouraged contractors from contractors to bid for the construction 96th Street, 145th Street and Lenox between Bowling Green and 23rd Street. Transit Railroad Commissioners invited In May, 1896, the Appellate Division bidding. When it became apparent that and operation of the railroad. On Avenue, and then returned to City Hall. Moving at a snail’s pace, they delayed bids in 1891 but could not find a of the Supreme Court rejected the the subway would not be built, public January 15, 1900, the date for The special must have run non-stop traffic. Pedestrians had difficulty responsible bidder. report of its own commissioners meetings were held demanding a receiving bids, two bidders appeared. from City Hall to 96th Street; the running crossing the street. Because it was obvious that private because they were unwilling and unable municipally-owned subway. After this John B. McDonald (1844-1911) had a time was 10 minutes 45 seconds, five Planning and Financing the Subway corporations were not interested in to give the court an exact figure bond requirement was reduced to $5 good reputation. He built the Baltimore minutes less than the scheduled It was quite obvious that Manhattan building a subway, the New York regarding the cost of the proposed million at the end of 1899, city officials Belt Railway and Hoosac , the November 23, 1904 express running needed more rapid transit. When Chamber of Commerce suggested subway. The justices argued that the believed that they could find a extension of the Delaware, Lackawanna time. additional elevated lines were municipal ownership. To determine subway’s cost would exceed and contractor who was willing to perform & Western Railroad from Binghamton to Effective October 10, 1904, light proposed, people objected because the whether the people wanted municipal exhaust the city’s debt limit of ten the work. On November 15, 1899, a Buffalo, the Potomac Valley Railroad, trains started operating on a 6-minute structures obstructed and darkened the ownership, the question was submitted percent on the assessed value of the form of contract was adopted and an and the Jerome Park Reservoir. The headway between 137th Street- streets. The smoke and cinders from to a popular vote. At the fall election of property, and that the other bidder, Andrew Broadway and City Hall. Trains stopped the steam locomotives dirtied the 1894, there were 132,647 votes in projected routes failed to Onderdonk, built the at each station and the Conductors streets. Most people concluded that the favor of and 42,916 against municipal meet the needs of the city in opened and closed the doors. subway was the only satisfactory way to ownership. since they did not extend to British Columbia, the Starting October 21, 1904, light trains furnish adequate rapid transit. But they In 1891, the Rapid Transit the northern limits on railroad under Lake operated on the same schedule as the were unable to solve the problem of Commission selected a route, a line on either the east or west Michigan in , and a passenger trains would operate a week financing the projected subway. Broadway from the Battery to the city sides. The commission was ship canal in New York City. later. In the latter part of the nineteenth line. It was the most profitable route. so disappointed that it Both men were hard- Nineteenth Century Transit century, numerous corporations were The heavy downtown traffic would have considered resignation. But working construction men In 1890, there were nearly one and a incorporated under the general railroad balanced the anticipated losses until it decided to carry on after who could be trusted to half million people living in Manhattan, law. They had planned to build a the Upper West Side was built up. But it received letters of build the road well, but and nearly 90,000 had moved into the subway, but never constructed one. the Broadway property owners opposed support from labor unions, could not run it. Annexed District north of the Harlem Because of the failed attempts to build this plan because it might have reformers, and leading McDonald bid $35 million River, the present-day Bronx. But a subway earlier under special charter damaged their properties. businessmen. on construction plus $1.5 Manhattan’s transit system was unable or later under the general railroad law, In 1894, the State Legislature created Because the Broadway million for real estate and

to accommodate the rapidly increasing the city secured passage of the Rapid a new Rapid Transit Commission. This route was too expensive, Andrew Grahl photograph terminals. He offered the population. The elevated lines provided Transit Act of 1891. The subway was eight-man commission included the the commission took city the required minimum the city with temporary relief. Within ten built in accordance with this act, which Mayor, Comptroller, president of the Parsons’ advice and rental. Onderdonk bid $40 years of the completion of the elevated was amended but did not provide for Chamber of Commerce, and five men to selected the route of the million and the minimum network, service was inadequate municipal ownership. It specified that a be appointed. The new commission present-day subway. rental plus a percentage of because they created more traffic than Board of five Rapid Transit Railroad sent its Chief Engineer, William Barclay Starting at City Hall, the all returns above $5 million they could satisfactorily handle. Trains Commissioners could adopt routes and Parsons, to Europe, where he studied proposed route followed per year. Instead of were so crowded that there was no general plans for a railroad. If it was their rapid transit systems. After Elm Street (present-day gambling on returns from room for another passenger. Trains unable to obtain consents of abutting returning to New York, he presented his Lafayette Street), Fourth Contract Two’s Wall Street station on the Lexington operation, the conservative could never accomplish the feat property owners, it could seek approval December, 1894 report in which he Avenue, E. and W. 42nd Avenue Line. One of the first stations rehabilitated under commissioners accepted predicted in a nineteenth century from the Supreme Court. After adopting stated that the route under Broadway Street, Broadway, and the MTA Capital Program in the early 1980s, it has been McDonald, who was the slogan, “From the Battery to Harlem in these plans, it could sell at public sale might exceed the stipulated cost of $50 Boulevard (present-day proposed for a second round of rehabilitation work in the lowest bidder. 15 minutes.” Trains million by at least $15 Broadway) to Kingsbridge. 2005-2009 program. Contract One were slow because they million. Instead, he An east side branch would Contract One, or the First were driven by steam recommended a route under be built from the Boulevard Subway, was officially the engines with poor Elm Street (the present-day and W. 103rd Street via Manhattan-Bronx Railroad. acceleration. Running Lafayette Street), which was Lenox Avenue and the The contract provided for time was 23 minutes then being improved. to Bronx Park. construction of a 21-mile from the Battery to 23rd Parsons did not favor the The estimated cost was subway and viaduct system Street and Sixth Avenue, Broadway route because he $30 to $35 million. from City Hall to W. 225th and 45 minutes from anticipated objections from Because the Elm Street Street, with a branch to South Ferry to 129th property owners. At that property owners refused to Harlem and . The Street and Third Avenue. Andrew Grahl photograph time, Broadway was the only give their consent, the case city’s cost of construction After making two to four thoroughfare in the lower was taken to the Appellate Andrew Grahl photograph was McDonald’s $35 stops per mile, speeds part of the city. It was lined Division of the Supreme million bid plus $1.5 million averaged 12 miles per with expensive buildings and Court, which approved the for real estate and hour. Street cars running traffic was very heavy at all route in December, 1897. terminals. The proceeds of in congested streets times. Building a subway on The Court attempted to municipal bond sales were were slow. Many lines a crowded street would have interfere with the to reimburse the contractor, were loaded close to The kiosk at the Astor Place station. Typical of Contract I IRT interfered with business. commission’s work by who was to equip and capacity; they operated station entrances and exits, this is actually a reproduction The Board agreed with requiring the contractor to A plaque at the Brooklyn Bridge station commemorated the operate the line at his own on a 15-second from the 1980s. Parsons’ preference for Elm post a bond greater than Rapid Transit Subway Construction Company. expense. McDonald agreed

version 3 - October 2004... Thursday, September 30, 2004 19:05 version 3 - October 2004... Thursday, September 30, 2004 19:05 page 4 Composite page 5 Composite 6 Electric Railroads/New York Division Bulletin October, 2004

to pay the city an annual rental equal to Interborough Rapid Transit IRT. Belmont’s father founded the the interest on the bonds plus one Company Louisville & Nashville Railroad. After his percent of the construction cost for the Included in the contract award to father died in 1890, Belmont managed sinking fund to amortize the bonds. The McDonald was the operating lease of the railroad. In 1896, he joined a term of the contract was 50 years plus the subway. In 1902, Belmont syndicate that took control of the Long an option to renew for an additional 25 organized the Interborough Rapid Island Rail Road. Shortly afterward, he years. A $5 million construction bond, a Transit Company for the operation of took control of the Brooklyn & Brighton $1 million permanent performance the subway, which McDonald assigned Beach and Kings County Elevated bond, and a deposit of $1 million in to Belmont for his share in financing the Railroads. When they were merged into cash or securities to cover damages construction. Belmont, however, found the Brooklyn Rapid Transit system, he protected the city. The contractor was it almost impossible to obtain an was rewarded with a huge profit and a liable for damage to properties abutting operating charter from the New York seat on the BRT’s Board of Directors. the excavations. Construction was to be State Legislature, which was then Belmont’s greatest accomplishment completed in 4½ years barring strikes, controlled by street and was the financing of New York’s first injunctions, or interference by city interests. Belmont was not easily subway and organizing the operating authorities. stopped. He found a small independent company, the Interborough Rapid The contract specified that McDonald street railway in the Bronx with a valid Transit Company. must build and also operate the road. operating charter, the City Island Parsons Supervises Subway But he was at a disadvantage. He had Railroad. He bought the line and had Construction experience in building railroads, but his charter. William Barclay Parsons, the Chief none in operating them. Unfortunately, He became the president and acting Engineer of the Board of Rapid Transit the security companies that had agreed executive head of the new company, Railroad Commissioners, planned and to supply his bond changed their minds with an initial capitalization of $25 supervised the construction of New at the last moment. McDonald was million, divided into 250,000 shares. It York’s first subway. unable to get financing until August was increased to $35 million (350,000 He graduated from Columbia College Belmont (1853-1924), a prominent shares) in August, 1902. in 1879, and received a degree in Civil banker and agent for the Austrian Contract Two Engineering from the Columbia School branch of the Rothschild banking When the original subway was of Mines in 1882. After graduation, he house, was brought into the picture. planned, there was not enough money was hired by the Erie Railroad, where he Belmont organized the Rapid Transit available to extend it south of City Hall. was assigned to the division engineer’s Subway Construction Company, which, With $8 million available in January, office at Port Jervis, New York. He was together with McDonald, built the First 1901, the Board planned an extension transferred to Rochester and Subway. to Atlantic Avenue in Brooklyn. Belmont supervised the reconstruction of the Rapid Transit Subway Construction was the low bidder for Contract Two, Erie’s Rochester Division. His brother-in- Company which was awarded on September 11, law, civil engineer S.A. Reed, advised Belmont had no difficulty selling the 1902. Construction proceeded rapidly; him to return to New York City and stock of the new company, whose trains started running to South Ferry on become a consulting engineer. In New capitalization was $56 million. He was July 10, 1905 and to Atlantic Avenue on York, he was on the engineering staff of the president and executive head of the May 1, 1908. Contract Two cost $26.5 two companies, the New York District new company and McDonald was million, more than three times the Company and the City Railway retained as an employee. August original estimate. Company, which was not able to build Belmont selected the best engineers Belmont decided to eliminate any subway tunnels. After leaving New and operating experts, supervised the competition of the Manhattan Elevated York in 1886, he became the Chief letting of subcontracts, and completed Railway’s elevated lines by leasing Engineer for the Fort Worth & Rio the financial arrangements for carrying them. The lease was signed on January Grande Railroad. A year later, he on the work. The plan was approved by 1, 1903 and took effect on April 1 of became the Chief Engineer and General the Board of Rapid Transit Railroad the same year. The dividend of the Manager of the Denver Railroad & Land Commissioners and Contract One was Manhattan’s shareholders was and Coal Company. After completing signed on February 21, 1900. This guaranteed at not less than six percent work on the above projects, Parsons contract included , all annually on the capital stock of $48 returned to New York in 1891, where he machinery and mechanisms for million in January, 1906 and seven was appointed assistant to the Chief generating electricity for motive power, percent yearly thereafter. The IRT also Engineer of the New York City Board of signaling, and lighting, and the power agreed to pay the interest on the Rapid Transit Railroad Commissioners. house, substations, and the real estate Manhattan’s bonded debt of $39.545 He was soon dismissed because private upon which they were to be erected. million with the Manhattan responsible companies did not bid on the proposed There were appropriate ceremonies for the principal as previously. franchise. He was appointed Chief when Mayor Van Wyck broke ground for Belmont, who was able to unify rapid Engineer of the same board after voters the new subway on March 24, 1900. transit in Manhattan, had railroad approved municipal operation in 1894. experience before he took control of the He revised the 1891 plans and

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 6 Composite October, 2004 Electric Railroads/New York Division Bulletin 7

proposed a four-track electrically- a military engineer in World War I. railroad cars and improved signal powered subway close to the street Parsons died on May 9, 1932. systems. When George Westinghouse surface. Parsons was unhappy that Gibbs Designs the Cars heard about Gibbs, he hired Gibbs as construction could not proceed because The original IRT steel subway cars his representative in Europe. Gibbs was of negative legal decisions. He spent were nicknamed “Gibbs cars” because in charge of the electrification of the 1898 and 1899 surveying rail lines in George Gibbs designed them. After he Mersey Tunnel in Liverpool, England China and returned to New York as soon graduated from Stevens Institute in and was a consultant to the Paris as the construction contracts were Hoboken, in 1882, he Metro. Returning to New York, he approved. He supervised the design started to work in Thomas Edison’s supervised construction of rolling stock, and construction of the new subway Menlo Park laboratory. He was also tracks, and signals. He invented the trip and resigned when construction was involved in the early operation of mechanism that stops trains passing completed. In 1905, he founded a Edison’s central power house on Pearl red signals and a latch mechanism for consulting engineering firm, whose first Street in Manhattan. In 1895, he was in the sliding doors of the subway cars. His big project was the construction of the charge of the Chicago, Milwaukee & St. design for all-steel railroad cars was Steinway Tunnel. During the next nine Paul Railroad’s testing department, soon adopted by the Long Island and years, he was the Chief Engineer of the where he designed and patented steam Pennsylvania Railroads. Cape Cod Canal, after which he became heating and electric lighting systems for ERA-Sprague Library

A few days before the First Subway’s October 27, 1904 opening, a group of officials posed for this photograph. General Manager Frank Hedley is in front, third from the left.

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 7 Composite 8 Electric Railroads/New York Division Bulletin October, 2004

he design and engineering of the "First T Subway" was by and under the jurisdiction of the New York City Rapid Transit Railroad Commissioners (or "Board"). The subway structure Contract I belonged (and still belongs) to the City of New York, and only the operation of it was leased to the Interborough. Rolling stock also belonged to the Interborough. Contract Drawings for the "First Subway" were Construction completed and published by the Rapid Transit by David Rogoff Railroad Commissioners in 1898. Essentially, they were the work of the third great figure in the history of the subway construction, William Barclay Parsons (1859-1932), then 39 years old. Parsons was the Board's chief engineer and designer. He was quite close to Belmont, as he had been chief engineer of Belmont's New York District Railroad in 1885. The engineering and design of the "First Just-delivered composite cars at the incomplete 147th Street Shop, Subway" was divided into five sections, or 1903. "divisions," each in charge of a Division Engineer under Parsons. Construction, however, was divided into 15 sections, which were each sub- contracted by the contractor, the Rapid Transit Construction Company. The contractor's staff included: Chief Engineer - S.L.F. Deyo Car Designer - George Gibbs Electrical Director - L.B. Stillwell

Bernard Linder collection General Manager - E.P. Bryan Mechanical Engineer - J. Van Vleck Station design was by consulting engineers Heins and La Farge. All stations had two outside platforms and were used by both express and local trains except where noted below. All station platforms were originally to have been 200 feet long (five "old type" IRT car lengths). However, before construction all express platforms below the 96th Street station and all platforms from 96th Street north were lengthened to 350 feet (eight old IRT car lengths). Between 1909 and 1911, express platforms were again lengthened, this time to ten old IRT car lengths and local platforms were lengthened to six old IRT car lengths. Since World War II, all active Contract I stations have been lengthened to ten "R" type IRT car lengths, except the 145th Street station. In 1905 and 1906, an extensive investigation was made in reference to complaints of poor Bernard Linder collection ventilation, by Dr. George A. Soper of Columbia University. A lengthy report was issued on February 1, 1906. As a result, additional ventilation shafts were added throughout the length of Contract I construction, and later structures were built with dividing or separating

This history was written by the late David Rogoff, who wrote similar construction histories for the Bulletin until he passed away in 1969. This manuscript, which was published in the July, 1985 Bulletin, was sent to us by George Horn, ERA’s former Vice- President and editor of Electric Railroads.

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 8 Composite October, 2004 Electric Railroads/New York Division Bulletin 9

walls between tracks for better air been 80-pound rail fastened to selected was that of Wilkes-Barre and circulation. The Brooklyn Bridge station continuous wooden supports, the latter Hazelton Railway, constructed only a even had a primitive air conditioning resting on concrete composing the floor. few years earlier. It used cover boards system installed on August 29, 1906 This type of roadbed was actually tested over the as a safety feature. (using artesian well water). This air for one quarter-mile on the Long Island This required, in turn, a different conditioning system has long been Rail Road near Jamaica, but it was not location for the contact rail than that abandoned, but an air tempering as successful as 100-pound rail and used on earlier New York City elevated system using chilled water entered ballasted track with wooden cross ties, railways and a different type contact service at the Grand Central station of which was approved on September 25, shoe. the Line in the 1902. Pedestrian underpasses were Originally, all subway stations sold summer of 2000. built as part of the original structure at fare tickets at a railroad agent's booth. The cut and fill sections of the subway the Astor Place, Times Square, and 72nd These tickets were dropped into a were shallow, with the top of the Street stations. Pedestrian bridges were hopper on the platform entrance. This subway usually 30 inches below the built as part of the original structure at ticket system, much like a movie street surface to allow space for the the Brooklyn Bridge, , Grand theatre, was replaced by nickel- (then conduit street railway yokes then in use. Central, 103rd Street, 116th Street token- and now MetroCard-) operated The dimensions for each trackway were (Columbia University), 168th Street, turnstiles. The first turnstile was placed 12 feet 4 inches above the top of the 181st Street, 191st Street, and 149th in service on May 10, 1920. Double rail and 12 feet 6 inches from the Street-Grand Concourse (then known as level elevators were installed at the center of columns to the face of the 149th Street-Mott Avenue) stations. 168th Street, 181st Street, 191st Street, sidewall. Duct benches were not used Other underpasses were added later at and 149th Street-Mott Avenue (now in Contract I construction. A four-track the 28th Street and 66th Street stations. 149th Street-Grand Concourse) stations. section was 50 feet wide. Construction Where space permitted, express Each of these stations' elevators had of cut-and-fill sections consisted of stations of the four-track sections were two levels. One station platform loaded concrete floors ("inverts") and steel roof built with two island and two outside on the lower elevator level, and the beams and columns ("bents") usually platforms. This permitted maximum other station platform loaded on the five feet apart. Small concrete "jack" separation of express and local upper elevator level, via a bridge across arches were used between the bents on passengers. Stations so built were the tracks. The double level elevators, the walls and the roof. There was also Brooklyn Bridge, 14th Street, and 96th unique in the subway, have since been some concrete construction in shallow Street. Space was not adequate at replaced by common single level types. cut-and-fill sections and some concrete either the 72nd Street or Grand Central The elevators now load only from the arch construction in deep cut-and-fill stations. Local stations were spaced upper or bridge platform. The lower sections. In addition, there was about one quarter mile apart while platform elevator entrances and exits considerable rock tunneling using either express stations were about 1½ miles have been sealed. circular or three center-arched roofs apart. "Inclined elevators" (actually and underwater trench tunneling under According to George S. Rice, the escalators) were installed at the the Harlem River. The elevated portions Deputy Chief Engineer under Parsons, Manhattan Street (now 125th Street) of the subway were of the open floor, the engineers used no upset figure in and 177th Street (now E. Tremont steel girder type, which was cheaper calculating the capacity of the line, or Avenue) stations. than the solid floor type used in rather did not plan a road to carry any Stations on the elevated or "viaduct" Philadelphia and elsewhere. Elevated estimated number of passengers, but sections usually had two outside structures were used in lightly settled planned to give it as great a carrying platforms which had separate controls. areas to reduce costs. The more capacity as the limitations of the line Intervale Avenue-163rd Street and the expensive subway construction was would permit. A statement often made, terminal stations were exceptions. used in congested areas to avoid traffic that the line was designed to carry only The construction of Contracts I and II interference. See notes on the various 400,000 a day, is without backing. It is very similar. They can be sections below. The design of the "First was soon planned, however, to run differentiated from others by the Subway" was based on an assumed expresses at longer intervals and with absence of duct benches in subway motor car weight of 50 tons and a car more cars per train than the locals, sections and by the presence of length of 46 feet. hence the difference between local and rounded columns in local stations (and The maximum grade was 3% at the express platform lengths of the actual some express stations) and by Harlem River Tunnels and 2.2% at the constructed stations. rectangular station tile trim and fancy Bronx East Side Division portal. The The Rapid Transit Construction roofs. Contracts I and II used ballasted maximum grade under Broadway was, Company built a 90,000 horsepower track and small center upright columns however, not over 1.5%. The maximum power house at W. 58th and W. 59th with special bulb angles. Some round curves were 147 feet at City Hall station Streets, between 11th and 12th columns have since been covered by and 180 feet at E. 42nd Street and Park Avenues, and eight substations square column falsework. Avenue. scattered throughout the "First Subway" Cut-and-fill construction was all done The running rail was originally to have area. The contact rail (third rail) in open cut, without any attempt being

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 9 Composite 10 Electric Railroads/New York Division Bulletin October, 2004

made to maintain street traffic. When Street, but tracks were not installed to This section was 1.13 miles long. The Contract II construction was in progress, the end of the structure. sub-contractor was Degnon-McLean. the cut-and-fill construction was The City Hall station was built Work began July 10, 1900. There were covered over by planking so that traffic centered near the front of City Hall and some construction delays due to poor and business was as unaffected as was the most ornate station of the ground conditions, part of the route possible. subway. The station loop was on a 147- being on the site of the old filled-in The total length of the "First Subway", foot radius. The loop track connected to Collect Pond near Pearl Street. The as completed, was 21.19 miles the south end of the southbound local Worth Street station was abandoned on (Contract I) and 3.35 miles (Contract II). track at the Brooklyn Bridge station at September 1, 1962 after the Brooklyn The route was divided and built as one end, and to the south end of the Bridge station was lengthened and follows: northbound local track of the Brooklyn renamed "Brooklyn Bridge-Worth Section 1 - Ann Street north to the Bridge station, after passing under the Street" (now “Brooklyn Bridge-City center of Chambers Street. A four-track two layup and two express tail tracks. Hall”). subway under Park Row with a one- The City Hall station was designed to This section has since been track loop under the park in front of City take on passengers only; passengers underpinned by the BMT Broadway Hall. Construction was cut-and-fill using were to exit at the Brooklyn Bridge Subway at and by the IND steel beams and concrete jack arches. station. Subway at E. Houston Stations built were City Hall (terminal), The sub-contractor was the Degnon- Street. Canal Street is the lowest point one outside platform, and Brooklyn McLean Contracting Company. Work on Contract I, exclusive of the Harlem Bridge (express), two island platforms was begun officially in front of City Hall River Tunnels and their approaches. It is and two outside platforms. This section on March 24, 1900 but actual below water line. construction began on Section 3 - Center of Great Jones March 24, 1901. Street north to the center of E. 33rd The City Hall station Street plus 100 feet. A four-track was abandoned on subway under Lafayette Street (then December 31, 1945, Elm Place), Fourth Avenue, although the loop South (then Fourth Avenue), and Park remained and is still in Avenue (then also Fourth Avenue). Bernard Linder collection service. This section Construction was by cut-and-fill using was underpinned at steel bents and jack arches. Stations Beekman Street by the built were Astor Place (local), 14th Street IRT "Park Place- (express with two island and two Beekman Street" outside platforms), 18th Street (local), subway. 23rd Street (local), 28th Street (local), Section 2 - Center of and 33rd Street (local). This section was City Hall station entrance kiosk, taken just after the Chambers Street north 1.50 miles long. 14th Street had two station was abandoned at the end of 1945. to the center of Great layup tracks, one south of the station Jones Street. A four- on the northbound side and one north was 0.5 miles long. track subway under Lafayette Street of the station on the southbound side. The Contract Drawings showed the (then Elm Street). This loop as a two-track, two-level affair street had been cut passing around the old Post Office (now through, but was not the south end of City Hall Park), via the paved or opened until front of City Hall, Broadway, and Park 1902. Construction was Row. The loop station was to have been by cut-and-fill using steel on Broadway, approximately where the bents and concrete jack City Hall station of the BMT is now. This arches. Stations built Bernard Linder collection was a complicated and expensive layout were Worth Street which was changed before construction (local), Canal Street to provide a one-level loop with one (local), Spring Street track for local trains between City Hall (local), and Bleecker and the old Post Office. Two tail tracks Street (local). A 600-foot were provided for the switching of center track or siding express trains. There were also two was added to the Spring The Worth Street station’s northbound platform, as layup tracks immediately west of the tail Street station after seen on October 30, 1960. tracks. All tail and layup track stubs construction began. It ended separately north of Ann Street. was connected to the The subway structure narrowed to a express track at each end and had third The 18th Street station was closed on two-track structure and ended near Ann rail. It was removed in 1906 or earlier. November 8, 1948.

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 10 Composite October, 2004 Electric Railroads/New York Division Bulletin 11

The sub-contractor was the Holbrook, The two separate two-track tunnels The sub-contractor was Degnon- Cabot & Daly Contracting Company. were joined by a cross drift between E. McLean. Work began on February 25, Work began on July 12, 1900. 37th and E. 38th Streets for drainage, 1901. Work was delayed by a series of This section was later underpinned by and by a cross passage between E. 38th unsuccessful negotiations with the New the BMT 14th Street-Canarsie Subway and E. 39th Streets for a signal tower. York Central Railroad (see Park Avenue on E. 14th Street, and was later On August 1, 1918, this section was Deviation). underpassed by the Pennsylvania disconnected from the adjoining On August l, 1918, this section was Railroad Company's tunnels on E. 32nd Section 5 and connected to the newly broken at the point where the section and E. 33rd Streets which passed built IRT Lexington Avenue Subway. A begins to turn into Seventh Avenue from underneath with a clearance of about single-track connection into Section 5 W. 42nd Street. The four tracks north of 36 feet. was retained for service moves into the W. 42nd Street were connected instead The Astor Place station was built in southernmost track of the 42nd Street into the newly constructed IRT Seventh large part under what had been private Shuttle (the original southbound local Avenue Subway. A single track property at the west side of the place, track). This new section required connection into Section 5A was and considerable property had to be considerable rebuilding (see 42nd Street retained for service moves into the torn down for its construction. This Shuttle and Contract III Construction). northernmost track of the 42nd Street demolition resulted in the present large Section 5A - Center of E. 41st Street Shuttle (the original northbound local and odd shape of Astor Place. west and north to the center of W. 47th track). (See 42nd Street Shuttle). Section 4 - The "Murray Hill Tunnels" - Street. A four-track subway under The route of the "First Subway" was Center of E. 33rd Street, plus 100 feet private property, E. and W. 42nd Street, changed to the present "H" type north to the center of E. 41st Street. A private property, Seventh Avenue, and operation on August 1, 1918 (see four-track subway under Park Avenue. Broadway. Stations built were Grand Contract III Construction). That part of This section consisted of two parallel Central (express station with two island Section 5A on E. and W. 42nd Street was two-track tunnels constructed by rock platforms only) (centered on Vanderbilt isolated for operational use and tunneling, except for a few feet south of Avenue and E. 42nd Street), and Times became the present 42nd Street Shuttle E. , where the two tunnels Square (local) (centered at the of the IRT between Times Square and join into a single four-track subway built intersection of W. 42nd Street and . The original by cut-and-fill using steel bents and Seventh Avenue). This section was 0.82 shuttle plan had been to connect the concrete jack arches. No stations were miles long. Queensborough Subway (see Electric built in this section. This section is 0.38 This section undercuts the former Railroads Issue #29) to the two miles long. Airlines Building (then the 21-floor Hotel southernmost tracks of Section 5A Two separate two-track tunnels were Belmont) at the southwest corner of E. under E. and W. 42nd Street, and to use chosen for this section in order to avoid 42nd Street and Park Avenue, the Long- the two northernmost tracks for the underpinning or destroying the much acre Building (1472 Broadway), at the actual shuttle. Both the Times Square older street railway tunnel also known northeast corner of W. 42nd Street and and Grand Central stations of the "First as the "Murray Hill Tunnel." This latter Broadway, and the 23-floor New York Subway" were to have been abandoned tunnel had been originally built as an Times Tower (then and replaced with new two track shuttle open cut for the New York & Harlem Building) between Broadway, Seventh stations. Track connections were also to Railroad Company in 1837. It was Avenue, and W. 42nd Street. Both the have been maintained, in an altered converted to a tunnel in 1850. On June Hotel Belmont and the New York Times layout between the shuttle and the 11, 1896, it was leased to the Building were built at the same time as present IRT Lexington Avenue Subway Metropolitan Street Railway for 999 the subway. The press rooms of the for non-rush hour trains between Times years. The street railway tunnel was New York Times were located under the Square and Brooklyn. centered on Park Avenue. The subway floor of the subway and were 27 feet A new shuttle terminal at Grand tunnels were also to have been below the top of the rail. They were Central was actually built east of the centered on Park Avenue and to have abandoned as such when the New York original station, but the tracks were been separated by 17 feet of rock. Times moved to a new building on W. never installed. Instead, the track pits However, before construction, the 41st Street. The Longacre Building had were boarded over and the terminal easternmost tunnel was relocated 21 been built earlier. became the present passageway feet eastward (see Park Avenue Section 5A is currently undercut by between the original station and the IRT Deviation). the IRT Flushing Subway from Grand Lexington Avenue Subway mezzanine. The sub-contractor was Major Ira A. Central Terminal to Fifth Avenue, by the The boards were removed and the track Shaler. Work began on August 12, IND Sixth Avenue Subway at the Avenue pits filled in, and the new passageway 1900. This section was plagued with of the Americas, and by the BMT was placed in service on March 18, accidents (again see Park Avenue Broadway Subway at Broadway and W. 1946. Deviations). Major Shaler was killed by 42nd Street and at Broadway near W. A diamond crossover was to have rock falling from the tunnel roof on June 45th Street. The downtown local track of been built west of the new shuttle 17, 1902 and the section was the BMT Broadway Subway is under the terminal between the two north tracks completed by his estate. uptown local track of the "First Subway." (northbound local and express tracks).

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 11 Composite 12 Electric Railroads/New York Division Bulletin October, 2004

via a single-track areas north of the city over trackage connection left intact owned by the New York Central & from the original "First , New York & Harlem, and Subway," between the New York & New Haven Railroads. The south track (former plans for the actual construction were, southbound local) of however, not included in the Contract the shuttle and the Drawings, but were left for future

Bernard Linder photograph photograph Linder Bernard southbound local track development in conjunction with the of the present railroads concerned. Lexington Avenue Accordingly, discussions were held in Subway under Park 1900 with the New York Central & Avenue. Hudson River Railroad, owner of the The former southbound Grand Central Depot. The railroad express track of agreed to the connection only if it were Section 5A under E. not made on railroad property. Railroad nd The south platform of the 42 Street Shuttle’s and W. 42nd Street was officials explained that they had plans Grand Central station, looking west, March 1, 1955. abandoned and torn up to develop a future lower level at the in This crossover would have replaced a 1975. The original single crossover leading from the then Times Square station of northbound local to the northbound the "First Subway" was express track of the "First Subway" converted to a terminal which had been removed in order to station by boarding build the new and unused terminal. over the former However the new crossover was never southbound express built, and the northbound local track track pit and building a photograph Linder Bernard was left isolated from the other three wooden bridge across tracks of the shuttle. To this day trains the track bed of all four are still brought in and out of the north tracks. The temporary track via a makeshift track connection wooden planking is still at Times Square between the shuttle in use, although and the present IRT West Side Subway. innumerable plans This requires the removal of a have been suggested The north platform of the Grand Central station of temporary station platform. The other to rebuild or replace the 42nd Street Shuttle, looking east, the same day. the shuttle with moving Depot for suburban traffic, using belts, etc. The Grand electricity or compressed air as motive Central station of the power. The city and the subway people, "First Subway" is used however, believed that to so locate the today as a terminal connection would be prohibitory in cost station with the former and would not provide adequate southbound express service. track pit boarded over Meanwhile as negotiations Bernard Linder photograph photograph Linder Bernard and used as a progressed, Parsons designed Section platform. The former 4 to allow for a connection into Grand northbound local and Central Depot, as he knew it. The express tracks end at Contract Drawings placed the 2 two- bumpers at the end of track subway tunnels centered under the station. Park Avenue (then Fourth Avenue), only Park Avenue Deviation- 17 feet apart, which was insufficient to Again on March 1, 1955, the south platform of the The original make an adequate three- or four-track 42nd Street Shuttle’s Grand Central station, this time construction contract connection into the station without looking east. called for a track crossing each other at grade. To remedy connection from the this, he moved the easternmost tunnel two tracks of the shuttle are connected subway into the various railroads at further east until it almost abutted the by crossovers at the west end of the Grand Central Depot (now the site of east building line of Park Avenue. The original station, which is still in use, at Grand Central Terminal). This would westernmost tunnel was left as shown the Grand Central station. Trains are have enabled the subway to operate on the Contract Drawings. Moving the brought in and out of these two tracks through service into various suburban easternmost tunnel put about 21 feet of

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 12 Composite October, 2004 Electric Railroads/New York Division Bulletin 13

rock between the subway tunnels, stalled, and they never were resumed. platforms only), and (local). adequate for a tight clearance three- The space between the two two-track This section was 1.20 miles long. track depressed connection to be built subway tunnels was, however, used The sub-contractor was William between the tunnels. A fourth track was finally for a two-track connection into Bradley. Work began on August 22, to connect into the present northbound the IRT Lexington Avenue Subway on 1900. This section underpinned the local track at grade. After the August 1, 1918. The other two tracks of Ninth Avenue “L” at W. 64th Street. three tracks had arrived between the this latter connection were made by Section 6B - Center of W. 82nd Street two subway tunnels, the westernmost other means. Another result of the north to the center of W. 104th Street A track was to pass under or over the two relocation of the easternmost tunnel four- and six-track subway under southbound main line tracks to connect was to introduce a slight shifting of the Broadway on a single level from W. 82nd into the present southbound main line two northbound tracks eastward, just Street north to W. 101st Street, thence local track. north of the 33rd Street station. on two levels to W. 103rd Street, and The easternmost subway tunnel was Section 5B - Center of W. 47th Street one level to W. 104th Street. Halfway relocated before construction and with- north to the center of W. 60th Street. A between W. 96th and W. 97th Streets the out publicity or notice to the adjoining four-track subway under Broadway. two center express tracks descend, property owners. Pending completion of Construction was by cut-and-fill using spread into three tracks, and swing to negotiations with the New the east, leaving Section York Central & Hudson 6B at the east building River Railroad, he made line of Broadway. The no other changes to point at which the center Section Four except tracks descend is the relocation of the beginning of both the easternmost subway "West Side tunnel. Nobody would Branch" (outer or local have noticed any changes tracks) and the "East in the plans except that Side Branch" (center or on January 27, 1902 express tracks). The there was a dynamite upper level, after the loss explosion in a photograph Linder Bernard of the two center tracks, contractor's shanty on the expands by switches to street surface at the east three track, halfway side of E. 41st Street and between W. 100th and W. Park Avenue. Five people 101st Streets and so were killed and there was continues to the end of considerable damage to the section at W. 104th adjoining property on the Another eastward look at the south platform of the 42nd Street Street. Construction was east side of Park Avenue. Shuttle, taken on March 1, 1955. by cut-and-fill using steel There were also rock bents and concrete jack slides inside the tunnels on March 20 steel bents and concrete jack arches. arches. Stations built were 91st Street and 21 at E. 37th and E. 38th Streets Stations built were 50th Street (local) (local) (abandoned on February 2, and Park Avenue. The property owners and (Columbus Circle) 1959), 96th Street (express) (two island investigated, found the tunnels were not (local). This section was 0.69 miles and two outside platforms )(outside being built as per original Contract long. This section has since been platforms subsequently abandoned), Drawings, and sued for damages underpinned at Eighth Avenue by the and 103rd Street (local) (upper level because of what they called the "Park IND Eighth Avenue Subway and at W. only). This section was 1.07 miles long. Avenue Deviation." They claimed that 53rd Street by the IND 53rd Street The "West Side Branch" was originally had the tunnel been dug as originally Subway. The sub-contractor was planned as a two-track line and planned, away from the east building Naughton and Company. Work began construction was begun as such. line, their property would not have been on September 19, 1900. This section However, it was soon decided to add a affected, and that they were not notified underpinned the Columbus statue at third track to the branch through the of any changes. Columbus Circle and the Sixth Avenue 137th Street station (see "West Side Parsons defended the changes in the "L" at W. 53rd Street. Branch Reconstruction" below). As a plans under a broad interpretation of Section 6A - Center of W. 60th Street related part of this construction, a third the original contract. The case dragged north to the center of W. 82nd Street. A track was added to both the upper and for years before being settled. Even four-track subway under Broadway. lower levels, immediately east of the after the settlement, the tunnel was not Construction was by cut-and-fill using two tracks originally planned for each relocated, as it had been long steel bents and concrete jack arches. level. As a result the 103rd Street completed. In the meantime the Stations built were 66th Street (local), station was not centered on the center negotiations with the railroad had 72nd Street (express (two island line of Broadway. The third track of the

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 13 Composite 14 Electric Railroads/New York Division Bulletin October, 2004 Bernard Linder collection BernardLinder collection

Grand Central looking west, May 7, 1910. Grand Central looking east, April 23, 1910. switch at the south end. It was local and express tracks of each known as the "Lenox direction. As express and local trains Stub" and apparently was were operated into both branches, used only for storage and these crossovers became a serious layups. It was bottleneck, especially during rush subsequently removed hours. A "96th Street Improvement" was and its space is now used authorized in 1908 to eliminate the for storage. As originally bottleneck by adding one track to the built there was no east and two tracks to the west of the crossover between subway between W. 96th Street and W. express tracks north of 102nd Street, together with necessary the 96th Street station. underpass (fly-under) tracks and The sub-contractor was switches. Contract Drawings were William Bradley. Work prepared and work was almost ready to began on August 22, begin when the project was dropped 1900. suddenly in 1909 in favor of better "96th Street Improvement" signaling north of the 96th Street - A project related to the station. "Better signaling" was not a Bernard Linder collection

Grand Central looking northwest. building of Section 6B.

lower level was located immediately Section 6B Bernard Linder collection under the easternmost upper level was built track and ran underneath this track as with far as the turnoff into Section Seven diamond where it rejoined the original lower level crossovers northbound track. This lower level track north of the was apparently connected to the main 96th Street line northbound track at its north end station Grand Central looking east, May 7, 1910, with platform exten- only, although space was left for a between the sions under construction.

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 14 Composite October, 2004 Electric Railroads/New York Division Bulletin 15

permanent cure, and by 1959 it was rumor, the Lenox Avenue section was Terminal, located at W. 149th Street and necessary to eliminate the use of the not built under one side of the street to Seventh Avenue was opened to the diamond crossovers altogether, by allow for future four-tracking of the line. public on May 13, 1968, and 145th St- routing all local trains to the "West Side The 135th Street station has a third reet became just another through Branch" and all expresses to the "East center layup track connected by trailing station. Trains operated light to 148th Side Branch". A diamond crossover was point switches to both main line tracks Street from May 5-13, 1968. added in April, 1958 between the two beyond the station limits. Construction on both the original part center tracks north of the 96th Street The sub-contractor was Farrell and of Section 9A and the Lenox Avenue station. Hopper, but the major part of the Extension was mainly by cut-and-fill East Side Branch - Section 7 - "Central section was let to John C. Rodgers. using steel bents and concrete jack Park Tunnel" - Beginning of rock tunnel Work was begun on August 30, 1900. arches. There were, however, several at W. 103rd Street, east to the center of Section 9A - A point north of the small parts which were constructed by W. 110th Street. A single two-track center of W. 135th Street north and east cut-and-fill but using concrete walls and tunnel under private property, W. 104th to the east building line of Gerard Street roofs reinforced by imbedded steel rods Street, and the northwest corner of in The Bronx. A two-track subway under (reinforced concrete). This was the first Central Park. Construction was by rock Lenox Avenue, private property (now the use of reinforced concrete construction tunneling except for a small section of Col. Charles Young Playground), the Har- on the subway. It was later used in parts cut-and-fill using steel bents and lem River, and E. 149th Street. of Section 9B, and to a much greater concrete jack arches near Lenox Construction was by rock tunneling, extent in the “Contract II Construction” Avenue. No stations were built on this except under the river, where trench of the IRT Subway. section, although a station at Eighth tunneling was used (for the first time in Section 9B - East building line of Avenue (now Central Park West) was the United States), and a small cut-and- Gerard Avenue, east to Brook Avenue, authorized during construction but soon fill section using flat side roofs and just beyond Third Avenue, where the was dropped. This section was 0.87 walls reinforced by steel rods steel viaduct elevated begins. A two- miles long. It passed below the IRT ("reinforced concrete") south of the track subway under E. 149th Street, Ninth Avenue “L” on Columbus Avenue. Harlem River. Stations built were 145th Third Avenue and Westchester Avenue. As the section was in deep tunnel no Street (terminal with two outside Construction was by cut-and-fill using underpinning was necessary. The platforms) (see Lenox Avenue Extension concrete arch at the Gerard Avenue section, however, later underpinned the below). This section was 0.78 miles end, and by cut-and-fill using reinforced IND Eighth Avenue Subway at Eighth long. concrete at the other. Stations built Avenue (now Central Park West). The sub-contractor was McMullen and were Mott Avenue (called "Mott Avenue- The sub-contractor was Farrell and McBean. The work began on July 10, 149th Street") and Third Avenue (called Hopper. Work began on October 2, 1901 and construction was delayed by "Third Avenue-149th Street"). This 1900. consideration of possible route change section was 0.72 miles long. Section 8 - Center of W. 110th Street in the adjoining Bronx section. Instead, The contract drawings called for a north to the center of W. 135th Street a new station called 148th Street-Lenox portal west of Third Avenue on plus 100 feet. A two-track Westchester Avenue, which subway under Lenox Avenue would have blocked cross traffic in the Harlem district of on Bergen Avenue. However in Manhattan. Construction was 1902, after some work had by cut-and-fill using steel begun, it was decided to reduce bents and concrete jack traffic interference by placing the arches. Stations built were portal and embankment leading 110th Street (single island to it on private property just platform), 116th Street, 125th south of the original site on a Street, and 135th Street. This block bounded by Westchester th section was 1.28 miles long. Bernard Linder collection Avenue, E. 149 Street, and Lenox Avenue is a wide Brook Avenue. street, currently with two The Mott Avenue-149th Street roadways separated with a station was to have been built by small island. When Section 8 rock tunneling, but bad rock was being planned, what is faults made it necessary to now the east roadway was construct the station in an used by a two-track conduit enormous cut, the largest on the The 96th Street-Broadway station. On the left is an street railway. The subway whole subway, and to roof the agent’s booth and on the right is a door that could was therefore built under station with a single concrete be unlocked by the agent when an employee what is now the west roadway wanted to enter. This door was installed about 1936 arch. The remainder of the to avoid underpinning the to reduce fare evasion. It replaced chains that were section was in cut-and-fill, but was conduit tracks. Contrary to opened by employees entering the station. built with reinforced concrete.

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 15 Composite 16 Electric Railroads/New York Division Bulletin October, 2004

Construction was delayed by hour storage and layups consideration of a possible and rush hour express route change in the Bronx. service to connect with both Mott Avenue became the the New York, New Haven & Grand Concourse Extension Hartford Railroad and the on March 13, 1934 and the New York, Westchester & station signs were Boston Railroad. The latter accordingly altered to read line was then in the "Grand Concourse-149th planning stage and was not Street". A platform extension operated until 1912. A was originally planned at the direct track connection to east end of the Mott Avenue these suburban railroads station to provide a was even envisioned for the pedestrian connection to a future. On March 3, 1917 proposed adjoining New York the "White Plains Line" was Central station. Work was built and connected to the Bernard Linder collection actually begun, but was viaduct as part of "Contract never completed, as the New III Construction". Express York Central station plan was operation on the "East Side dropped in the planning Viaduct" actually began on stage. The west end of the April 23, 1953. station was cut back A second connection from somewhat during Dual the Third Avenue “L” (the The Mott Avenue station, now known as 149th Street- Contract construction to "Bergen Avenue Cutoff") was Grand Concourse, on June 7, 1917. allow for a track connection built by July 1, 1917. It from the Lexington Avenue connected into the upper Subway. This section underpinned the Avenue. This connection to the “L” was level track of Section 10, east of Third Third Avenue Elevated Line at Third authorized in 1903 and enabled Avenue and E. 149th Street at grade. Avenue and the New York Central and elevated trains to operate on the Service was discontinued on November Hudson River Railroad between Anthony section before the adjoining Section 9B 5, 1946, and the structure was torn Griffin Place and Park Avenue. The was completed. (See Electric down in the summer of 1950. (See sub-contractor was John C. Rodgers. Railroads Issue #25 - "New York's El Electric Railroads Issue #25 – “New Work began on June 13, 1901. Lines"). York's El Lines”). Section 10 - "East Side Viaduct" - West There was to have been an elaborate This section underpinned the "Bergen side of Brook Avenue east and north to terminal at Bronx Park and E. 182nd St- Avenue Cutoff" from the portal to Brook the Bronx Park and E. 181st Street. A reet. The Park objected violently to a Avenue. Section 10 was underpinned by three-track steel elevated structure over station abutting a Park property and a the New York Central and Hudson River Westchester Avenue, Southern temporary terminal was built at E. 181st Railroad's Spuyten Duyvil and Port Boulevard, and Boston Road. Stations Street instead. Finally a new and Morris Division between Brook and St. built were Jackson Avenue, Prospect permanent station was built at E. 180th Ann's Avenues on Westchester Avenue. Avenue, Simpson Street, Freeman Street (single island platform) called West Side Branch - Section 11 - Street, E. 174th Street, E. 177th Street "180th Street-Bronx Park" and was Center of W. 104th Street north to the (now E. Tremont Avenue), and Bronx opened on October 28, 1910. south side of La Salle Street (then W. Park-180th Street (terminal) (single Another station, Intervale Avenue- 125th Street) plus 10 feet. A three-track island platform). The Simpson Street 163rd Street, was added to the line on subway under Broadway. Construction station was originally planned as the April 30, 1910 after the opening of the was by cut-and-fill using steel bents and Fox Street station. "East Side Viaduct." Section 10 also concrete jack arches from W. 104th The sub-contractor was Terry and included the large twelve-track West Street to W. 116th Street, and by cut- Tench. The viaduct foundations were by Farms elevated inspection and storage and-fill with a single concrete arch roof E.P. Roberts. Work began on August 19, yard, built at the east side of the north to La Salle Street. Stations built 1901. This section was 3.13 miles long. structure just north of the 177th Street were 110th Street (Cathedral Parkway) This section was originally to have been station. The Bronx Park-180th Street and 116th Street (Columbia University). two-tracked, but it was changed to three station, together with most of the This section was 1.07 miles long. tracks in 1902. At the west end, elevated structure between it and the The sub-contractor was John Shields. however, it was built with four tracks 177th Street station, was torn down Work began on June 18, 1900. This between the portal and Jackson after abandonment on August 4, 1952, section was rebuilt as part of the "West Avenue. The inner two tracks connected as was West Farms Yard. Side Branch Reconstruction" (see to the Third Avenue “L” via Westchester The center track of the "East Side below). Avenue at Brook Avenue into St. Ann's Viaduct" was built to provide non-rush Section 12 - "Manhattan Valley

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 16 Composite October, 2004 Electric Railroads/New York Division Bulletin 17

Viaduct" - South side of La Salle Street west and crossing under the viaduct, subway system. This section later (then W. 125th Street) plus 10 feet thence both tracks going west on the underpinned the IND "Eighth Avenue north to the north side of W. 133rd present W. 125th Street to the Fort Lee Subway" at the confluence of St. Street. A three-track steel and masonry Ferry on the Hudson River. The Nicholas Avenue and Broadway. viaduct over Broadway. Station built was connection was to have been built with "West Side Reconstruction" - A Manhattan Street (now 125th Street). one track each along each side of the replanning and rebuilding of parts or all This section was 0.41 miles long. viaduct. Although extensive plans were of Sections 6B, 11, 12, and 13. Under Broadway, at this area of the west completed and the route was the terms of the original contract, the side of Manhattan, is situated in the authorized in 1903, it was never built. contractor was to build an underground deep "Manhattan Valley." The lowest Section 13 - North side of W. 133rd "terminal" (storage yard) in Section 11 point is W. 125th Street (then called Street to the center of W. 182nd Street at a location of his own choosing. The “Manhattan Street”), which crosses plus 100 feet. A three- and two-track contractor, however, decided to build Broadway on a diagonal. A subway subway under Broadway and St. the yard between the 137th Street and under Broadway at this area would have Nicholas Avenue, passing through the 145th Street stations (see above) in been possible, but would have meant middle of a five track underground Section 13. It was also decided to third- steep grades and difficult construction. storage ("terminal") yard between the track the line from just south of the It was therefore decided, very early in 137th Street and 145th Street stations. 103rd Street station through the 145th planning, to cross the valley on a Construction was by cut-and-fill using Street station to provide express service viaduct. The Contract Drawings showed steel bents with concrete jack arches in rush hours and layup space in non- this section as a series of plate girder through the 145th Street station and by rush hours, and to simplify track access spans on steel towers. It was found, rock tunneling and short sections of between the four-track section north of however, that to build the crossing of W. cut-and-fill with concrete arches north the 96th Street station and the yard. 125th Street (then Manhattan Street) in to the end of the section. The cut-and- However, track construction was such a manner would have meant an fill section has three tracks, the rock partially completed in Sections 11 and almost complete rerouting of the very tunneling and arch section has two. 13, and it was therefore necessary to complicated street railway layout at the Stations built were 137th Street-City add the third track on one side of the intersection of the current W. 125th College (terminal for some trains), 145th existing structure, without regard to Street and Broadway. The crossing of Street (local), 157th Street (local), 168th centering the subway on the center line the current W. 125th Street was, Street (local), and 181st Street (now of Broadway. It was decided to put the therefore, revised before construction, 181st Street- third track on the east side of the to substitute a two hinged arch steel Bus Terminal) (local). All these stations subway, where it is today, as the viaduct. The span of the arch was 168 had two outside platforms, and 145th present main line track. Adding the feet and the top of the rail was 52 feet Street had a third or center track for third track posed many difficulties. above the street surface at the present layups. This section was 2.42 miles Section 11 was built as a single two- W. 125th Street. The section north and long. track subway with a concrete arch roof. south of the actual arch consisted of The underground storage yard ("137th In order to add a new track, it was conventional steel plate girder Street Yard") was to have been built necessary to blast out the roof and side construction on concrete or steel with three tracks alongside each side of walls and replace them with new walls abutments. the two track main line tracks. However, and a larger arch, all without disturbing The extreme ends of the section when the section from the 103rd Street the two tracks already in place. This consisted of graded embankments station to the 145th Street station was was quite an engineering feat. Section leading to simple portals just south of third-tracked, the yard track 12, the Manhattan Valley Viaduct, W. 122nd Street and just south of W. immediately east of the original fortunately had not been constructed 135th Street. northbound main line track became the and its designs were revised to center On April 24, 1921 the name of present northbound main line track, the viaduct on the center line of Manhattan Street was changed to W. leaving the yard with three tracks to the Broadway. Section 13 and the small 125th Street. The original W. 125th west, but only two tracks to the east of part of Section 6B affected were Street, in this section, was renamed La the present three main line tracks. (See constructed in cut-and-fill with steel Salle Street. The station signs were " Reconstruction" below.) bents and concrete jack arches and repainted with each name change. The sub-contractor was L.B. McCabe reconstruction was relatively simple. The sub-contractor was Terry and and Bros. Work began on May 14, However, as Sections 6B, 11, and 13 Tench. Foundations were by E.P. 1900. McCabe defaulted on the were not centered on the center line of Roberts. Work began on June 1, 1901. contract and was replaced on Broadway, while Section 12 was, it was "Fort Lee Connection" - A proposed December 1, 1901 by his necessary to introduce a slight shift of two-track steel elevated connection superintendent, Rufus C. Hunt. all three tracks westward, just inside beginning at the portal at W. 122nd The rock tunnel from W. 158th Street each portal. Street in Section 12, thence two tracks to Dyckman Street at the north end of Section 14 - "Fort Washington Tunnel" above Broadway north to the present W. Section 14 is about 2.4 miles long and - Center of W. 182nd Street plus 100 125th Street, thence one track turning is the longest single tunnel in the feet north to Hillside Avenue. A two-

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 17 Composite 18 Electric Railroads/New York Division Bulletin October, 2004

track subway under St. Nicholas Avenue Railroad Company Spuyten Duyvil and the bridge so completely proved to be and private property in the Washington Port Morris Branch (now MTA Metro- too complicated, and the bridge had to Heights district of Manhattan. North Railroad’s Hudson Line) and the be replaced with an entirely new bridge, Construction was by rock tunneling. The NYC&HRRR's "New York and Putnam also a double draw turntable bridge, but two tracks were in a single arched roof Railroad Branch" (formerly the New York with two levels. The original or first tunnel. No stations were built in this Central's Putnam Division and dead- Broadway Bridge, then only 11 years section during the original construction, ended at the east building line of Bailey old, was lifted out of its moorings and but 191st Street was added later and Avenue. The Bailey Avenue terminal was floated down the Harlem River to W. opened on January 14, 1911. This to have been a two-track, single island, 207th Street, all on one day, June 14, section was 0.81 miles long. 190th elevated platform station with no 1906. The second or "new" Broadway Street is the deepest point below the provision for any track connection to Bridge was floated into place and by street surface of the entire New York either of the Kingsbridge stations of the June 16, 1906 one roadway was in City subway system, 181 feet. two NYC&HRRR's lines below. operation. The first Broadway Bridge The north end of this section was at a The 225th Street station was, and still ("University Heights Bridge") was portal just south of the present is, on a part of Manhattan known as replaced in the 1990s ( Dyckman Street station. The original Marble Hill, although the hill is service was rerouted via the 225th route of this section was to have been connected by land to the Bronx and not Street Bridge effective September 9, via a long curve to the west from St. to Manhattan. Marble Hill, however, was 1990 and returned to its regular routing Nicholas Avenue (then 11th Avenue) to originally part of Manhattan Island. At via the 207th Street Bridge on June 23, Broadway (then Kingsbridge Road). This its north, it was separated by the 1996.) Trains operated over the upper route was changed in 1901 to divert the Harlem River and level of the second Broadway Bridge to route to the east to Nagle Avenue and from the Bronx. In those days, the 225th Street on January 14, 1907. 10th Avenue (then Amsterdam Avenue) Harlem River did not reach the Hudson The Dyckman Street station was built to Broadway. The route change River, but instead met Spuyten Duyvil with a third track between the station lengthened the Fort Washington Tunnel Creek, which in turn flowed to the and the "Fort George" portal. This third 500 feet northward, but shortened the Hudson River. At the extreme northern track, the "Fort George Siding," was on adjoining Section 15 viaduct by 1,705 tip of Marble Hill (Manhattan), a small the west side of the two main line feet. stream, Tibbet's Brook, fed into Spuyten tracks and connected into the The sub-contractor was L.B. McCabe Duyvil Creek from the north. Much of southbound track at its south end. The and Bros., who defaulted on this section the Harlem River and practically all of north end of the siding had a bumper as he did on Section 13. This section the Spuyten Duyvil Creek was not then just short of the southbound platform of was finished by McCabe's navigable. In 1895 the U.S. Corps of the station. The siding was authorized superintendent, Rufus C. Hunt. Work Engineers cut the Harlem Ship Canal at the same time as the third tracking began on March 27, 1901 (or March through Manhattan Island, south of of the West Side Viaduct. It was 14, 1900). Marble Hill, connecting the Hudson probably used for layups and storage, Section 15 - "West Side Viaduct" - River with a redug and rechanneled had third rail, and was removed in Portal at Hillside Avenue in the Inwood Harlem River, making a navigable 1929. Part of its roadbed has since district, north to W. 242nd Street plus waterway. The route of Spuyten Duyvil been covered by a platform extension of 288 feet in the Bronx. A three track Creek north of Marble Hill was the southbound platform of the steel elevated structure or "viaduct" abandoned and later filled in. Most of Dyckman Street station. above Nagle Avenue, 10th Avenue, Tibbet's Brook is now a sewer. "Van Cortlandt Park Extension" - A Broadway, in the Inwood section of Section 15 was to have crossed the change to the route of Section 15, built Manhattan, the Harlem Ship Canal Harlem Ship Canal on the first as extra work. It was a three-track steel (commonly misnamed the "Harlem Broadway Bridge (opened January 1, elevated viaduct over Broadway from W. River") and Broadway, in the Riverdale 1895). This single-level double draw 230th Street north to W. 242nd Street section of the Bronx. Stations built were bridge was to have been rebuilt with an plus 288 feet in the Kingsbridge and Dyckman Street (local), 207th Street upper level for the IRT, conduit street Riverdale districts of the Bronx. Stations (local), 215th Street (local), 225th Street railway tracks with widened roadways, built were 231st Street (local), 238th (local) (then called Muscoota Street), and revised north end abutments to Street (local), and 242nd Street-Van 231st Street (local), 238th Street (local), permit a rerouting of the New York Cortlandt Park (now also Manhattan and 242nd Street-Van Cortlandt Park Central's Hudson River Division tracks College) (terminal) (one island platform (terminus) (one island and two outside alongside the Harlem Ship Canal and and two outside platforms). Work began platforms). This section as finally built under the bridge. The Hudson Division on December 1, 1906. This section was was 2.6 miles long. had previously followed the north shore 1.0 miles long. Construction was The original route of Section 15 was of the old abandoned parts of the standard steel, open floor, plate girder as above only to W. 230th Street (then Harlem River and Spuyten Duyvil Creek type. Riverdale Avenue). Here the work went beds and had a station ("Kingsbridge") The extension was originally planned east on W. 230th Street and crossed the alongside the "Kingsbridge" station of as a separate "Route 14." It was, New York Central & Hudson River the former Putnam Division. Rebuilding however, decided to abandon the

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 18 Composite October, 2004 Electric Railroads/New York Division Bulletin 19

Looking north toward the University Heights-207th Street and W. 240th Initial operation between the 157th Street Bridge on July 16, 1951. This was the first Street. Work began Street and 221st Street stations was by Broadway Bridge before it was moved to 207th Street in November, 1909. two shuttle trains between the stations and replaced in 1906. The inspection shed at 12- and 16-minute intervals. The opened May l, 1911. shuttle trains were abandoned on May The "Van Cortlandt 30, 1906, at which time the 168th Park Extension" was Street station was opened and through

Bernard Linder photograph photograph Linder Bernard designed with service began. provision for an When the line was extended to 225th additional extension Street at 12:01 AM January 14, 1907, north to the city line, the temporary 221st Street station was which was, however, closed and dismantled. It was never built. The reassembled at 230th Street, where a 242nd Street-Van temporary station, probably an island Cortlandt Park platform, was opened at 12:01 AM Looking west toward the second Broadway Bridge, original 0.11-mile part of Section 15 station was therefore July 16, 1951. planned above W. 230th Street and to built to be converted substitute "Route 14" as extra work on into a regular three- Section 15. The change was prompted track station by in part by the desire to give better removing the center access to the Bronx, which since the platform, which was

abandonment of part of the old Harlem a temporary wooden photograph Linder Bernard River and Spuyten Duyvil beds, was now structure. connected by land to Marble Hill, and This section was expected to grow fast. Also, with crossed the Tibbet's the abandonment of the New York Brook at W. 240th

Street. The brook January 27, 1907. This station was passed under Broadway removed after the line was extended to in a four arch masonry 242nd Street on August 1, 1908. Details

Bernard Linder photograph photograph Linder Bernard culvert. As this culvert of these temporary stations are lacking. underpinned several The 207th Street station was finished in elevated columns, 1906 but was not opened until April 1, considerable special 1907, when the W. 207th Street construction was (University Heights) Bridge was opened. required. Tibbet's Brook The 191st Street station was also built at this point is now a after the beginning of regular operation sewer. and was finished on January 14, 1911. The second Broadway Bridge, looking east, April The delay in building the The second Broadway Bridge was 25, 1959. second Broadway damaged by fire on October 11, 1956 Bridge delayed the and was removed on December 24, Central's Hudson Division's old construction of Section "Kingsbridge" station, and its 15, and it was Looking south toward the second Broadway Bridge replacement with a new station at necessary to open it in from the 225th Street station, April 25, 1959. Marble Hill adjoining the canal and sections as follows: West 225th Street, there no longer 157th Street to 221st existed any traffic potential at a Bailey Street on March 12, Avenue Terminal. 1906; 221st Street to th

An elevated storage yard and 225 Street on January photograph Linder Bernard inspection sheds ("240th Street Yard") 14, 1907; 225th Street with a total capacity of 185 cars was to 230th Street on built on the west side of the structure at January 27, 1907; W. 240th Street, together with an extra 230th Street to 242nd or fourth track parallel and west of the Street on August l, three original tracks between W. 238th 1908.

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 19 Composite 20 Electric Railroads/New York Division Bulletin October, 2004

Grand Central stations 1953) of both the Lexington The author wishes to thank the Avenue and following for their assistance in Queensborough Lines compiling this and earlier IRT histories: (IRT) George E. Horn, Henry Raudenbush, 6. Times Square Herman Rinke, Vincent Seyfried, Martin (original station) to Schachne, Robert Presbrey, Robert Bernard Lindercollection Times Square and 42nd Olmsted, etc.

Pay car 3342 at the Dyckman Street station, looking north. For another view of this car, the first steel

subway car in the United States, see page 34. photograph Linder Bernard

1960. It was replaced with a large Street stations single lift bridge (the third Broadway (IRT Seventh Bridge) on December 26, 1960. Avenue and Section 15 was underpinned at W. Queensborough 207th Street by the yard lead tracks of Lines and BMT the IND Eighth Avenue Subway going Broadway Line) into the 207th Street Yard. (A flyover 7. 59 th Street Looking north, toward the third Broadway Bridge under from the Broadway IRT to 207th Street station to construction, October 11, 1961...

Columbus Circle This manuscript was completed by station (IND) David Rogoff on July 10, 1962 and was 8. 168th Street station edited and updated in May, 1985 and to 168th Street station again in March, 2004. (IND) 9. 149th Street-Grand

Bernard Linder photograph photograph Linder Bernard Concourse station to 149th Street-Grand Concourse station of the Jerome Avenue Line (IRT) The following transfer

...and the same scene, looking east.

Yard entered service November 8, points to the 1987.) Third Avenue "L" Free transfers now exist on parts of have been Contract I Construction as follows: discontinued: 1. Brooklyn Bridge station to 1. 149th Chambers Street station (BMT) Street-Third 2. Canal Street station to Canal Street Avenue station Larry Linder photograph station (BMT) to 149th Street 3. station to station of Third Broadway-Lafayette Street station (IND) Avenue (from the southbound side of Bleecker "L" (1905-1973) Street only). No transfer from 2. Brooklyn northbound side Bridge station to 4. 14th Street station to 14th Street City Hall station The Marble Hill station of what was then known as Penn- and Union Square stations (BMT) of Third Avenue Central, looking west, with the 225th Street station above. 5. Grand Central (original station) to "L" (IRT) (1950- Note the wooden low-level platforms. (April 4, 1969)

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 20 Composite October, 2004 Electric Railroads/New York Division Bulletin 21

Signals he designers predicted that traffic would be very T heavy and they planned a high-capacity subway where expresses could operate on a 2-minute headway Signals and and locals would operate on a 1-minute headway. This frequent service could not be operated without a block signal system and power-operated switches controlled from central points at all interlockings. A complete block signal system was installed on the express tracks Tracks of between Brooklyn Bridge and 96th Street, both directions on the middle track between 96th Street and 137th Street for rush hour service, and the local tracks between 145th Street and Dyckman Street. Other local tracks were signalled only on curves or locations with the New IRT poor visibility. Most local tracks were not signalled until the early 1930s and the last line, Lenox Avenue, did not receive signals until 1939. Color light signals were placed in the subway and semaphores were installed on the structures. The designers found that the best Subway results could be obtained from the electro-pneumatic by Bernard Linder block and interlocking system where power could be transmitted in small pipes and utilized in compact apparatus in restricted spaces. An automatic train stop prevented collisions. Alongside the track rail at the entrance to each block was an automatic trip, controlled electro- pneumatically by the same mechanism used to operate the signals. The movement of the signal to “danger” triggered the valve circuits of the automatic trip, and moved it to an upright position. On the truck of each subway car a similar trip, connected with the mainline of the train’s air brake system, extended downward towards the track. If the train passed the “danger” signal, the upright track-level trip hitting the trip on the truck opened the main air pipe and set the brakes. There was another safety measure: To move the train, the Motorman had to apply pressure on the “dead-man’s button.” If he eased the pressure, the train would stop. These safety and traffic control installations had been standard equipment on steam railroads for several years. The original schedule provided for northbound trains alternating between Broadway and Lenox Avenue while alternate southbound trains switched to local or express tracks north of 96th Street. The trains that were delayed at this double crossover slowed operations on the entire line. In 1908, Parsons wrote, “this junction is found in practice to be the limiting condition of the whole railway.” After time signals were placed in service on April 23, 1909, the track capacity at this junction was increased by one-third. Bion Arnold, a consulting engineer, recommended installing automatic speed control devices that allowed trains to enter the station block slowly rather than stop completely in the next block. On November 28, 1909, station time signals were in service on the express tracks at 96th Street, 72nd Street, Grand Central, 14th Street, and Brooklyn Bridge. These signals allowed the IRT to run two or three more trains per hour. Contact Rails Contact rails were made of special soft steel to secure high conductivity. Although it contained low percentages of carbon and manganese to increase rail conductivity, its resistance was eight times that of an equal section of copper. The contact rail weighed 75 pounds per yard. It rested on block insulators supported on malleable iron castings. To protect the employees, a wood plank 8½ inches wide and 1½ inches thick was supported in a horizontal position directly above the contact rail. Track Rails Track rails were 100-pound American Society of Civil Engineers cross-section fastened to selected hard pine crossties and resting on broken stone ballast. Tie plates were attached to all ties and all curves were protected with steel inside guard rails.

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 21 Composite 22 Electric Railroads/New York Division Bulletin October, 2004

he opening of the IRT altered traffic patterns in New York. T In the built-up sections of Manhattan, the street cars lost passengers to the faster subway and the elevated trains. The street cars, which were delayed by street congestion and Success! frequent stops, averaged only 8 miles per hour. Elevated trains ran at an average speed of 14 miles per hour and subway locals were scheduled for 15 miles per hour. Subway expresses, averaging 25 miles per hour, were the fastest form of urban transportation in New York City. Riding The IRT express service was extremely popular. The planners thought that the locals would carry most of the passengers, but they were wrong. In 1908, Parsons complained that the large number of people transferring between locals and expresses delayed the trains. Expresses were crowded while locals Increases contained empty seats. When the subway was opened, Brooklyn Bridge became the most crowded station because the bridge was the only direct connection across the East River. Traffic was greater than anticipated. The planners believed that the maximum capacity was 400,000 daily riders. When the Rapidly subway was opened, General Manager Hedley estimated that it by Bernard Linder could accommodate 600,000 passengers. Service was gradually increased to transport the additional HEADWAYS—WEEKDAYS riders. The original platforms could accommodate eight-car expresses and five-car locals. In 1909, the Public Service Commission ordered the Schedule Ser- Mid- Rush Mid- Eve- IRT to extend the platforms for ten-car express and six-car local Date vice night Hour day ning operation. Southbound Broadway platforms north of 96th Street and October Local 5, 10 3 3 3 Bronx platforms on the elevated structure were not extended. All rush 27, 1904 hour locals were lengthened to six cars on October 27, 1910 and the first ten-car express was operated on January 23, 1911. October Ex- — 4 5, 10 5, 6 In 1907, the average rush hour headway was 2 minutes 4 seconds for 27, 1904 press expresses and 2 minutes 8 seconds for locals. Five years later, after November Local 7½ 2 2½ 3 325 additional cars were placed in service, the average rush hour 23, 1904 headway was 1 minute 48 seconds (33 trains per hour) for both services. With longer trains in service, they provided about 40 percent November Ex- — 2½ 5 5 more seats per hour. But the trains were just as overcrowded, because 23, 1904 press riding increased rapidly from 300,000 daily passengers in December, March 14, Ex- — 1 min 2½ 3 1904 to 800,000 in 1908 and 1.2 million six years later. 1910 press 48 There were five motors and three trailers in each eight-car express. sec The consist of the five-car locals was three motors and two trailers. At the present time, rush hour Lexington Avenue trains are probably just as overcrowded as they were when the subway was new. The stations, which are illuminated by fluorescent lights, are much brighter than the original stations were when they were opened, and they are being rehabilitated. With more than a thousand new cars assigned to We believe this is the interior of a composite the IRT, they should furnish reliable service for the foreseeable future. car, but we do not have the date or the car number. NOVEMBER 23, 1904 RUNNING TIME Local Express 145th Street-Lenox Avenue — — 96th Street 12 12 72nd Street 17 15 Bernard Linder collection Grand Central 25 20 14th Street 31 24 Brooklyn Bridge N/A 28 City Hall 38 —

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 22 Composite October, 2004 Electric Railroads/New York Division Bulletin 23 great deal of enthusiasm is generated by A railfans, employees, citizens of the City of New York, and other interested parties about the opening of The Subway, the first Rapid Transit underground rapid transit line in New York City, one hundred years ago. Much of this enthusiasm is centered on the construction of the line, the first four-track wide rapid transit service in the world. People marvel at the track, Subway Cars signals, stations, tunnels, and elevated structures — basically, the infrastructure itself. All these are quite worthy of consideration of what was necessary to accomplish those tasks and we rightly marvel at the foresightedness of of the the leaders of the time in allowing for the construction to be brought forward with such great magnitude, within a set time frame and within budget. The facts surrounding these things are discussed in other chapter of this Interborough special issue. However, let us now turn our attention to the chronology of events involving the design, construction, and operation of the rapid transit passenger rolling stock throughout the life of the Interborough Rapid Transit Rapid Transit Company. While design of the initial rapid transit equipment was at first very advanced, over a short period of time car design became very standardized. Toward the end of the operation Company of the IRT as a private enterprise, it was thought by some to be conservative, stagnant, and even By Raymond R. Berger backward when compared to other rail cars constructed at the same time periods. There were reasons why this conservative approach was taken. Interchangeability with the current fleet, unwillingness of car designers to risk anything beyond what was tried and proven, a desire to save as much money as possible, labor costs, and requirements to build new cars to fit the current clearance envelope were all factors in making the selections that were made. However, the operation of the fleet was unbelievably precise and with little delay to service. Reroutes, breakdowns, Bernard Linder collection and car failures were virtually unknown. Remember that the Public Service Commission kept a close watch on everyone's operation, including the IRT's. Car Maintenance and Transportation operations were extremely strict; everyone knew their job and performed at the highest levels possible. Today we look back at these events and we marvel at our predecessors and the decisions that were made at various points in the history of the IRT Company from the first plans in 1900 to municipal takeover at Unification, June 12, 1940. This work examines the various IRT subway cars that were constructed Bernard Linder collection between those times. It tries to limit this history only to that equipment. Composite Cars; Experimental Pilot Cars, Motor Cars, Trailer Cars Once it was decided to construct The Subway, the Interborough Rapid Transit Company's engineers worked in earnest to plan a vehicle that was equally worthy as the physical undertaking of an Cars Nos. 1 and 2—the August Belmont and the John underground rapid transit railroad. The car design engineers B. McDonald.

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 23 Composite 24 Electric Railroads/New York Division Bulletin October, 2004

first heavy rapid transit operation underground in the world. While other Builder Cars Jewett 2000-2059,

Bernard Linder collection Bernard Linder collection 3000-3039 Stephenson 3040-3139 St. Louis 2060-2119, 3140-3279 Wason 2120-2159, 3280-3339 Interior of the August Belmont (left) and the John B. McDonald. cities such as Boston and Budapest did wanted to have as standard, a steel reconsidered its plan for an all-steel have subways, these were really street electrically-propelled . subway car fleet. railway operations beneath the street. Dimensions of the car were based on This resulted in the design of another The IRT realized that it planned a step the idea that the railroad would be built class of passenger car: The composites. beyond that in that there was a underneath or above existing streets as These were 500 cars built to the potential of much greater traffic and in much as possible. Therefore, the Manhattan (Elevated) Railway clearance turn a greater risk of catastrophe outside dimensions were based on the envelope of a wood car, but with because of the crowds. Speed and ability to negotiate ninety-degree turns enough metal and fireproofing to carrying capacity had to be matched with a radius as tight as possible. This protect them in case of fire or with a vehicle that was faster, stronger, would minimize the requirement to accidents. In the first months of 1902, and safer than any other electric railway purchase property where such turns two sample cars were built. These were vehicle in service at that time. required tunnel construction there. the "August Belmont," Car No. 1, and The IRT car designers wanted a car as When various car builders were the "John B. McDonald," Car No. 2, fireproof as possible. The steel approached to build the cars the IRT which were built by Wason and which underframe was reinforced with white engineers designed, they refused to served as test vehicles for the oak timber and the side frames agree to a contract. There were two remainder of the composite fleet that reinforced with steel. The floor was of reasons for this. First, construction of followed. The "August Belmont" had a double thickness compared to steel-bodied passenger cars was only in light-colored exterior, the experimental stage. The carbuilders while the "John B. were wary of difficulties not only in the McDonald" had a dark- construction of the car, but also once colored one. Car No. 1 they were delivered, they did not know was soon renumbered whether the cars would fail after a 3340 and became the period of time in service. Second, they instruction car at 147th feared failure of the trackway, stress Street Main Shops, while failure of the steel members and Car No. 2 became 3341. frames of the cars themselves, and First it was a pay car, but failure of the on-board propulsion and later it was placed in the braking systems. There was no proof regular passenger fleet. that the cars would not be real trouble. During 1902, all the All this resulted in a request by the car manufacturers were carbuilders for additional time, but very busy with orders Bernard Linder collection construction of the line by the City was and none was able to progressing at a rapid pace. The IRT guarantee delivery of an wanted to have cars available for order in time for the service as quickly as possible, certainly October, 1904 opening in time for opening day. Still, the car date. A solution was design engineers finished their work in found: divide the order the spring of 1902, and at that time the among four car builders. Interior of composite car 2084 — the Motorman’s only steel passenger cars were the The IRT Company felt it cab and front window have been rebuilt for ele- experimental steam coaches built by had ordered a fleet of vated service. the at its Juniata cars that were stronger Main Shops near Altoona. With about and safer than any other electric railway Manhattan Elevated cars and was 2½ years before opening, the IRT could car running at that time. Of course, this made of maple with asbestos fire-felt not afford to concede to any delay, so it was a major concern as they were the between the two layers. One-quarter-

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 24 Composite October, 2004 Electric Railroads/New York Division Bulletin 25 EricOszustowicz collection Eric Oszustowicz collection Peter Strauss photograph,

Deck roof Hi-Vs on the Broadway Line at 125th Street. The interior of flivver 4094. Williamphotograph, Rosenberg EricOszustowicz collection Eric Oszustowicz collection

Steinway motor 4733 at 207th Street Yard. Interior of a 4700-series Steinway car. EricOszustowicz collection EricOszustowicz collection

A southbound train of Lo-Vs approaches the 167th The interior of Lo-V 5239 in later years. Street-Jerome Avenue station.

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 25 Composite 26 Electric Railroads/New York Division Bulletin October, 2004

inch asbestos transite motor cars were delivered. board covered the complete The composite cars were underside of the car. Also, used on shuttle trains on above the motor truck, lightly used outer portions steel plates protected the ERA-Sprague Library of branch lines in the underside of the floor Bronx, Manhattan, and framing and one-quarter Brooklyn. inch thick fire-felt. A layer of The 1904 Director's Car asbestos was on the — The Mineola — Car outside of all wires, which 3344 were carried in ducts also Car 3344—The Mineola. Wason Car Company built molded into asbestos. Switches, fuses, completed in 1910, as shown in the "The Mineola," August Belmont's private and high-voltage cables were located in table in the article entitled “Alterations car, in 1904. The car was built of wood an undercar steel compartment. The to the Original Cars” in this issue, there to the IRT elevated system's clearance cars were nicknamed “coppersides” were only 124 composite motors. envelope, except for the height, which because the sides of the cars had The composite cars featured was the same as the standard copper sheathing, but some cars had "Manhattan"-type seating, i.e.; they had composite cars. This allowed "The this removed around World War I. longitudinal seats except four seats Mineola" to operate in the subway. It across the aisle, had Van Dorn couplers and elevated- two of which type trucks but no multiple-unit faced each connections. It featured a unique other. The fourteen-point master controller. The cross-seats ends of the car were glass-enclosed to were located in give an excellent view of the tunnels the center of and rights-of-way. the car. They The car's exterior was finished in were converted glossy maroon paint with gold leaf to all- striping and lettering, while the interior longitudinal trim was of natural mahogany. There seating when was a completely equipped steward's the center gallery on board, as well as a lounge, BernardLinder collection doors were lavatory, and office area with Mr. added in 1912. Belmont's famous roll top desk. The car When the flivver was also equipped with broadloom class cars were carpeting. built in 1916, "The Mineola" had two General some Electric Model 66 traction motors and equipment on was 45 feet long, 8 feet 9½ inches A Gibbs car as built, before the center door was added. the composite wide, and 12 feet high. Thus this car At the time the four car orders were cars was used on the flivvers. These was within the clearance envelope of placed, it was anticipated that two- cars originally had wooden lattice both the Subway and Manhattan thirds of the fleet would be motor cars floors, similar to other Manhattan (Elevated) Divisions. and one-third trailers. As a result, the Division motor cars were numbered 3000-3339 elevated cars. and the trailers numbered 2000-2159. By 1916, Please remember that the usual most composite practice was that the carbuilders would cars were construct only the bodies and the transferred to trucks. The Car Equipment personnel at the Manhattan

IRT Company shops installed underfloor Division for use Bernard Linder photograph equipment. The IRT's car engineers felt on the elevated they needed a 3:1 motor-to-trailer ratio. lines. However, But the 674 steel cars that were a few delivered between 1904 and 1910 composites altered the motor-trailer ratio because remained until they were all motors. Therefore, 78 the 1915 high composite motors were equipped as voltage trailer trailers when they were received from cars and 1916 A Gibbs car after modification for Door Con- the builders. When this conversion was low voltage trol (MUDC) in 1936.

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 26 Composite October, 2004 Electric Railroads/New York Division Bulletin 27

When The Subway features could run in any opened in 1904, "the position in the train. Mineola" was operated as Remember that a a single car. As traffic Conductor was always increased, August positioned between the Belmont became first and second cars in concerned about the the train. Trains longer possibility of a collision, than seven cars had a especially after the Rear Guard (Trainman) delivery of the first steel between the last two cars subway cars. He in the consist.

eventually decided to Bernard Linder photograph Gibbs cars had exposed couple a supply car at the beamed ceilings. rear of his train for Originally, like the protection. After it was composite cars, they had sold for scrap in the late four cross-seats on each 1940s, the car survived side of the aisle, which several adventures and is were removed when the now at the Shoreline center doors were added Trolley Museum at East Gibbs cars at the Pelham Line’s Whitlock Avenue station on in 1912. They also Haven, Connecticut. It is April 28, 1946. featured leather hand believed to be the only straps, Van Dorn private subway car ever built. and developed what is known as the couplers, wooden lattice floors, and no First All-Steel Cars: The Gibbs Cars Gibbs car, a high voltage car without anti-climbers. Unfortunately, all Gibbs — The "Merry Widows" center doors and with manually cars were scrapped except one, with While the IRT had compromised on operated end doors. The IRT placed an the delivery of the R-17 cars to the the concept of running the system with order for 300 of these all-steel cars to Lexington Avenue Local-Pelham Bay an all-steel fleet, it did not give up on supplement the 500 composites. The Park Line in 1955-1956. the idea that it wanted steel cars in The American Car & Foundry Company built Car 3352 is the only car remaining. It Subway. The order for 500 composite them in 1904-05 and they were is at the Seashore Trolley Museum in cars, spread among four carbuilders, numbered 3350-3649. Kennebunkport, Maine. alleviated the urgency of acquiring cars, In 1912, the Gibbs cars were rebuilt 1907-1908 ACF Deck-Roof Motor but the car engineers persisted in with a pneumatically-operated center Cars - "The Battleships" (3650-3699) designing the type of car they thought door, but retained the manual end In conjunction with the extension of suitable for their needs. doors in the earlier group. In 1936, cars the Broadway Line into the Fort The first all-steel car was built by the 3514 and 3517-3649 were converted Washington tunnel in Upper Manhattan, Pennsylvania Railroad in 1903 at its to MUDC. Thus, after then the cars with fifty additional high voltage motor cars Altoona Shops under the guidance and manual end doors ran at the ends of with deck roofs were bought from the design of its Chief Engineer, George trains, while Gibbs cars with MUDC American Car and Foundry Company in Gibbs, and numbered 1907 and 1908. They 3342. Basically, this were numbered 3650- design was meant for the 3699. Originally, these Pennsy’s use in the did not have center Pennsylvania Railroad doors, but they were tunnels into Manhattan. added three years later. The car had Manhattan- They were always kept as style seating and was modified cars and never tested on the Second received MUDC features. Avenue Elevated Line in They could be found on 1904. It was determined the ends of the that the car was too Bernard Linder photograph Broadway-Seventh heavy for use in The Avenue Expresses and Subway and was Lexington Avenue Locals converted into a pay car with other MUDC high after the experiments; it voltage cars in between. lasted until 1956. When delivered, these George Gibbs and the cars had Van Dorn IRT engineers went back Another view of a Gibbs car, this time 3623, taken on December couplers and wooden to the planning tables 26, 1955. lattice floors, with

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 27 Composite 28 Electric Railroads/New York Division Bulletin October, 2004

longitudinal seating except two between doors from 40 feet to seats across the center aisle 18. It allowed more seats to be which faced each other and retained. Another eight cars were located at the center of were modified for this second the car. When the center doors experiment. The result was that were added in 1912, the cars this eight-car train were modified to have all outperformed the eight-car longitudinal rattan seating, J- train of Mr. Arnold's design. type couplers (standard on all Consequently, all subsequent subway cars), and IRT car orders came with this

Westinghouse AMRE brakes Bernard Linder collection three-door design. (standard on all Hi-Vs) with 1909 High Voltage Motor Westinghouse ME-19 brake Cars — The "Hedley Motors" valves. After modification in In 1909 an order for 325 high 1912, the added center door voltage motor cars was made, was pneumatically operated, and these cars were numbered while the end doors remained a 3700-4024. There were 59 manual operation. Because of “Hedley motor” 3704. modified high voltage motor this, they remained in operation cars that were not converted to only at the ends of trains, principally on service. He recommended two pairs of MUDC (3700-3756, 3815, and 3915). the Broadway-Seventh Avenue Express. doors at each end of the car, two Cars 3700-3756 were built by American Remarkably, one Deck Roof car marked "Entrance" (closest to the car Car and Foundry, car 3815 by the remains (number 3662) at the Shore ends) and two marked "Exit" (closest to Standard Steel Car Company, and car Line Trolley Museum, East Haven, the car centers) over each door to 3915 by the Pressed Steel Car Connecticut. improve passenger flow. As a result, Company. Cars 3730 and 3748 were Four-Door Car Experiment eight cars were modified by the IRT in the first IRT cars to be equipped with There were several noticeable February, 1909. However, there were electric ceiling fans. mistakes when "The Subway" was performance difficulties with their Also in 1909, 266 unmodified high planned. One of them was that the operation, and no other cars were voltage motor cars were ordered from number of passengers was greatly rebuilt with four doors per side. three car builders. Cars 37573809 underestimated. The thinking of the About the same time of these tests, a were built by American Car and time before operation commenced was second experiment was conducted with Foundry. Standard Steel Car Company that it would be "moderately the installation of a single center door built cars 3810-3814 and 3816-3849, patronized.” Once opened, it became exactly midway between the end doors. while cars 3850-3914 and 3916-4024 very apparent that this was incorrect This modification decreased the space were built by the Pressed Steel Car and that many more passengers had Company. In total, there were 325 to be accommodated. Most critical high voltage motor cars known as was the need to improve traffic flow "Hedley Motors". All of them had AMRE and to relieve long dwell time by brakes, J-type couplers, ME-19 brake allowing quicker boarding and valves, and 200-horsepower alighting. Westinghouse Type 577-R1 traction The first attempt to improve traffic motors. These cars were converted to flow was in the redesign of the door MUDC in the early 1920s. area in the second group of subway The First Steinway-type Motor Cars cars ordered. The original composite — "The Boilers" subway cars and the Gibbs cars had On April 3, 1913, the City of New York 39-inch-wide doors that were only took ownership of the Steinway positioned at the ends of the car. Tunnels and the IRT was selected as When the deck roof cars were the operator of the line. The Steinway ordered, the doors were fifty inches Tunnels were double-track trolley

wide, but even that was insufficient. Bernard Linder collection tunnels built by the New York & Long Bion J. Arnold, famous Special Island Railroad Company between Consulting Engineer, was contracted Lexington Avenue/E. 42nd Street, by the Public Service Commission to Manhattan, and Van Alst Avenue, near study the entire subway operation the present Hunter's Point Avenue problem and make recommendations station, in Long Island City, Queens. in October, 1907. In his report in After a brief consideration of the February, 1908, Mr. Arnold proposed A Motorman at the controls of a train resumption of trolley service, the IRT a modification of the cars already in of Hi-Vs. concluded it was best to convert the

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 28 Composite October, 2004 Electric Railroads/New York Division Bulletin 29

Standard IRT cars were controller and the other five cars had a impractical because of Westinghouse 214 controller. the steep grades in the 1915 Flivver Class Cars — An IRT tunnel. IRT car Hybrid: Motors 4037-4160, Trailers engineers redesigned 4161-4214 the standard car with a From the start of service on The slightly lower weight Subway until 1915, all cars had high EricOszustowicz collection and a gear ratio better voltage control equipment. It was state- suited for operation in of-the-art at that time. Frank Julian this environment. Sprague discovered that several motors These cars were could be turned on, accelerated, and classified "Steinway- turned off simultaneously from a single types" and were not source. This was the basis for the first operated either in the multiple unit electric rail car, and most Hi-V trailer interior. same consist with rapid transit cars followed this concept standard IRT cars or until 1915. By then it was discovered with trailers because of that battery power could be used to these differences. send electric impulses between the Twelve cars were master controller in the cab and the required for the initial underfloor controller and that subway service, which acceleration of traction motors could be began on June 22, achieved automatically. This concept

EricOszustowicz collection 1915 between Grand was first used by the IRT in its next Central (formerly group of subway cars. This new Lexington Avenue) and generation was known as the "flivver" Jackson Avenue (now, class. Vernon Boulevard- The flivvers were true hybrid cars. Jackson Avenue). They had all the pneumatic equipment These twelve cars, built used by the high voltage cars until that

st in 1915 by the Pressed time, but in a low voltage configuration. Lo-Vs at 181 Street-Broadway, October 1956. Steel Car Company, The braking system was were quite distinct from Westinghouse's Triple-R braking using line to a heavy rapid transit style of other Steinway-types and all standard its ME-21 brake valve. The master operation. In order to have the tunnels low voltage and high voltage cars that controller and control box were similar in service as quickly as possible, only followed. in outward appearance to the Hi-Vs, but the reconstruction necessary for Six of the cars, 4026-4028 and 4031- operation was quite different. High temporary rapid transit operation was 4033, had General Electric PC-10 voltage cars had manual acceleration; carried out prior to the official opening. controllers, with GE 259-A traction there were ten points of power in the More extensive projects, such as motors, two per car on the #2 truck. master controller — five in series, five in platform lengthening, replacement of The remaining six cars, 4025, 4029, parallel. In addition, a heavy duty spring the old Van Alst Avenue trolley loop, and 4030, and 4034-4036, had prevented the motorman from the extension to Queensboro Plaza, Westinghouse 302-F traction motors. accelerating too quickly. The flivver’s were completed later. Car 4035 had a Westinghouse 214-B controller had only three points of EricOszustowicz collection Eric Oszustowicz Collection Steve Zabel photograph,

Lo-V 5651, laid up on the Third Avenue “L” at 204th World’s Fair Steinways headed north on the Third Ave- Street. nue “L” at 204th Street.

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 29 Composite 30 Electric Railroads/New York Division Bulletin October, 2004

power as the automatic accelerator built by Pullman in 1915. When these far exceeded the IRT's first estimates. relay accelerated the cars to the proper cars were delivered, the composite cars By 1923, 10-car trains were possible switching, series, or parallel speeds. were beginning to be transferred from because of the elimination of the Because of these differences, flivvers the Subway Division to the elevated barriers separating the IRT and BMT could not normally be operated in trains lines. In 1952 and in 1955 several high portions of stations on the Astoria and with other car classes. All 178 cars voltage trailers were converted to "blind Corona extensions and the lengthening were built by Pullman and delivered in motors," that is, they had motors and of subway station platforms in the 1915. They ran until 1962, mostly on other equipment from retired Gibbs Steinway Tunnel. In order to provide for the Seventh Avenue Express, when they cars installed, but had no master 10-car train operation, 22 low voltage were removed from passenger service. controllers, brake valves, nor trailer cars, also built by Pullman in None survive today. Motorman's cabs. These were used to 1916, were converted to Steinway-type Steinway-type Motor Cars give additional power to Broadway motor cars along with eight flivver Converted from Other Car Classes, Seventh Avenue Express trains. trailers. 1915-1916 In 1916, the built Pullman Low Voltage Motor Cars The IRT Company was noted for its 40 low voltage trailer cars once again to 4577-4699, 4719, 4772-4810, 4966- frugal operating practices, which were provide for increased riding, extensions 5302, and 5403-5502; Pullman Low made necessary by ever-increasing of lines into the Bronx and Brooklyn, Voltage Trailer Cars 4811-4825, costs and refusal by municipal and longer trains. These 40 trailer cars 4826-4965, and 5303-5402 government administrations to increase supplemented low voltage motor cars Desperate need for additional fares. Traffic on IRT lines in Manhattan, already in service. equipment arose during the expansion the Bronx, and Brooklyn grew slowly 1 91 6 P u l l m a n Steinway-type years wherein the IRT extended service because the areas they served were Motor Cars farther into the Bronx, Manhattan, and already developed. However, traffic on On June 22, 1915, the Brooklyn. Six hundred low voltage-type the Flushing and Astoria Lines Queensborough Subway opened motor cars were ordered. Five hundred skyrocketed between 1917 and 1929 between Manhattan and Queens, the came from the Pullman Company in because of the construction of first subway service connecting the two 1916 and 1917 and 100 from American apartment houses, particularly in boroughs. It ran between Lexington Car and Foundry in 1924. Additionally, Jackson Heights. Avenue (now Grand Central) and Pullman built 255 trailers in three Faced with overcrowding on those Jackson Avenue (now Vernon Boulevard- groups. There were 15 in 1916, 140 in trains and a lack of money to buy Jackson Avenue). After this line opened, 1917, and 100 in 1922. additional equipment, the IRT converted the IRT pushed to rebuild the Steinway Of the cars in the 1916 group, low eight flivver trailer cars (4215-4222) trolley tunnels for rapid transit use and voltage motors 4577-4699, 4719, and and 22 low voltage trailers (4555-4576) to extend the line to Queensboro Plaza, 4772-4810 as well as low voltage to Steinway motor cars in 1929. The which occurred on November 5, 1916. trailers 4811-4825 were similar to flivver trailers were built by the Pullman However, work was already in progress previous orders. However, low voltage Company in 1915 and the low voltage on even further extensions. The first motors 4966-5301 and low voltage trailers were also built by Pullman, but was to Ditmars Avenue (now Boulevard) trailers 4826-4965 in the 1917 group in 1916. To differentiate these cars for in Astoria and the second to 104th incorporated some changes. These shop and transportation personnel, a Street-Alburtis Avenue (now 103rd included brass window sashes, red line appeared beneath the exterior Street-Corona Plaza) in Corona. These masonite ceilings, and carbody car number after cars were transferred opened on February 1, 1917 and April modifications that gave more window to the main lines from Flushing. Many 17, 1917 respectively. space. The cars were considered by high voltage cars had a similar line in In order to provide equipment for some to be cleaner in appearance, as white. The white indicated these cars service for these extensions, the IRT they did not have the customary row of had MUDC, which was not compatible Company ordered 71 Steinway-type lights down the center of the car. They with other high voltage cars. motor cars from the Pullman Company were used for the extensions of the Both types of converted Steinway cars in 1916 in addition to other standard Jerome Avenue, White Plains Road, and had General Electric PC-10-K-1 low voltage motor and trailer cars for Pelham Bay Park Lines to their current controllers, with General Electric 240 or the mainline extensions in the Bronx terminals. The last car in the series, 259-D motors, two per car on the #2 and Brooklyn. These 71 Steinway-type 5302, was built as a revenue collection truck, as usual. These Steinway-type motor cars were numbered 4700-4770 car. It had wooden sashes similar to the motor cars had Westinghouse ME-30 (later, 4700-4771 except 4719) and had 1916 low voltage cars, but had no brake valves. Westinghouse ABF control groups with center door. This car was designed to 1915 High Voltage Trailers and model 214-B controllers, Westinghouse look as much as possible like other IRT 1916 Low Voltage Motors 302 traction motors, ME-23 brake subway cars for security reasons and In order to provide for increased valves, and CJ-131-8 master controllers. ran for many years until scrapped in riding, extensions of IRT lines into the These 71 motor cars were insufficient 1979. Bronx and Brooklyn, and longer trains, for the traffic requirements of the In 1922 the IRT Company placed its high voltage trailers 4223-4514 were Astoria and Corona Lines as ridership final order for low voltage trailers. There

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 30 Composite October, 2004 Electric Railroads/New York Division Bulletin 31

were 100 cars built by the Pullman Guard". The practice of running trains of Livonia Avenue Line was nearing Company and numbered 5303-5402. shorter length trains during off-peak completion to the New Lots Avenue The cars were fitted with traditional periods, weekends, and overnight terminal, and these ACF low voltage wooden sashes as an austerity (midnight) hours continued well into the cars were used on that extension and measure as well as the center row of 1960s. also to provide through service to all IRT lights down the middle of the car body. As a general rule, low voltage cars terminals. Seventy-five of the cars had were assigned to the Seventh Avenue These cars had General Electric PC- Westinghouse D-2-F compressors, the Express, the Lexington-Jerome Avenues 10-K-1 controllers with General Electric only trailer cars on the IRT so equipped. Express, or the Lexington-White Plains model 260-D traction motors, two per This was to provide additional air brake express. These cars rarely were car, on the #2 truck, as was the case on reliability. operated in local service, except in the all other IRT cars. The 125 Lo-Vs had In 1924, the next-to-last order for low midnight hours and on weekends, when Westinghouse ME-30 brake valves, as voltage motor cars was placed with the there was a completely different service well as Westinghouse D-3-F American Car and Foundry Company for pattern. compressors. This was the first use of 100 cars, which were numbered 5403- The low voltage cars were considered this type of brake valve, but it could 5502. These were built for even more safer because they employed battery also be found on the 25 Steinway-type service needed on the last extensions power in the master controller and cars that were purchased in conjunction built during the IRT Company years, the brake valve, while the high voltage cars with this order. Nostrand Avenue and Livonia Avenue used 600 volts direct current for the The 1925 low voltage cars had Lines. These cars, too, reverted back to master controller and brake valve. In window sashes made of wood. It was the traditional wooden sashes and fact, there was no high voltage (600 discovered that it was more costly to other austerity measures that were volts d.c.) in the Motorman's cab of low maintain the brass window sashes on incorporated in the 1922 Pullman voltage cars. Knife switches with high previous orders than the wooden Company trailer cars. voltage wiring were located in the sashes. When the specifications were It must be remembered that on the cabinet opposite the Motorman's cab. drawn for these cars, it was decided to IRT system, trailers were run in trains of Low voltage cars used the 32-volt use wooden sashes. motor cars. Generally, they operated battery circuit for the master controller All standard low voltage cars were three trailer cars in a ten-car train. and brake valve, which sent battery interchangeable. They could be and Trailer cars were usually placed as the circuit power to operate the 600-volt were operated that way. Ten-car trains second, ninth, and usually the fourth d.c. group switches and brake were run with seven motor cars and car calculated from the north end of the equipment underneath the car, thus three trailers. On weekends, when train. This was because if the train was reducing the possibility of injury to train seven-car trains were operated, trains cut for operation during the overnight crews in the cab. consisted of five motor cars and two hours, it would be uncoupled to form a Standard equipment on all low voltage trailers. These cars normally ran on five-car consist. Alternate trains would motor cars were rattan longitudinal both Lexington Avenue Express lines be laid up. The trains running in the seats, J-type couplers, either 195- (Jerome Avenue and White Plains midnight hours would have four motor horsepower General Electric type 260 Road). The 1925 low voltage motor cars cars and one trailer, while the other traction motors or 200-horsepower were of the last low voltage IRT cars to would have three motors and two Westinghouse type 577 traction motors, be retired, lasting in passenger service trailers. and Westinghouse type ME-23 brake until 1964. Beginning after World War II, seven- valves (with the ME-30 valve as an Four cars of this class have survived. car consists became the norm in off- exception). Originally, cars with center Cars 5443 and 5483 are part of New peak periods, so that two motor cars doors had drop seats, but these were York City Transit's current Nostalgia plus one trailer would be cut to make removed between 1942 and 1948. Train, while 5466 is currently at the the seven-car consist. In order to 1925 ACF Low Voltage Motor Cars Shore Line Trolley Museum in East understand this practice more clearly, it (5503-5627) Haven, Connecticut and 5600 is with must be remembered that the labor The IRT Company purchased 150 the Trolley Museum of New York at agreement with the Transport Workers motor cars from the American Car and Kingston. Union required a second Conductor for Foundry Company of Berwick, 1925 ACF Steinway-type Motor Cars a ten-car train. The Conductors were Pennsylvania in 1925. Of these, 25 (5628-5652) positioned between the first and were of the Steinway-type configuration These 25 Steinways were a part of the second cars and between the ninth and and 125 were of the standard low 150-car order with American Car and tenth cars. There was no additional voltage design. These cars were Foundry in 1925. The cars were needed cost, except the cost for mileage, to run purchased to provide the additional for the extension of the Corona line a seven-car consist versus a five-car cars needed for the expansion of the from 104th Street-Alburtis Avenue (now train. Both could operate with one IRT subway system. Until 1925, 103rd Street-Corona Plaza) to Main Motorman and one Conductor. As a bit composite cars were operated as Street in Flushing and the westerly of trivia, the Conductor (second shuttles on the lightly used portions of extension from Fifth Avenue to Times position) was known as the "Rear the outer ends of the system. The Square underneath W. 41st Street.

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 31 Composite 32 Electric Railroads/New York Division Bulletin October, 2004

The cars featured PC- 1950, when they 10-K-1 General Electric were replaced by the controllers with R-15 class cars. All General Electric model fifty World's Fair cars 259-A traction motors, were then two per car on the #2 reassigned to the truck, as normal. They Lexington Avenue also had Westinghouse Local-Pelham Bay ME-30 brake valves, Park Line where they the first use of this type ran until they, in turn,

valve on the IRT. It DouglasGrotjahn photograph, were replaced by the

must be remembered Eric Oszustowiczcollection R-17 class cars in that these cars were 1955 and 1956. the last to be built by Once again, they the IRT to their were reassigned to standard car body the Seventh Avenue design. Express and the 42nd 1938 St. Louis Car Street Shuttle. Company World's Finally, they moved to Fair Steinway-type The arrival of R-15 cars in 1950 displaced the 1938 World’s Fair the Third Avenue Motor Cars (5653- Steinways from the Flushing Line (though seen here laid up at Burke elevated line, where 5702) Avenue on the White Plains Road Line)... they saw service In 1938, the IRT between about purchased its last February 4, 1962 passenger cars. This and about November was because of the 3, 1969, twenty-nine planned opening of the years after the IRT New York World's Fair Company turned its and the proposed operations over to running of express the City of New York service on the Flushing on June 12, 1940. Line to handle Car 5655 is the only increased traffic. Fifty IRT World's Fair car motor cars were remaining, under received from the St. DouglasGrotjahn photograph, restoration at the Eric Oszustowiczcollection Louis Car Company to Coney Island operate Overhaul Shops. interchangeably with existing Steinway cars. Featured were a new door configuration and turtle-back roofs. While each car was a while the arrival of R-17 cars in 1955-56 displaced them from the complete unit (they Lexington Avenue-Pelham Line (this photograph was taken on May 2, each had motors and 1970, after the Brooklyn Bridge station had been modified and controls), this extended to the north and headlights and radio brackets had been equipment was located added to the cars). on only one end (#1 end) and the Conductor's controls were Westinghouse XM-129 master located at only one end (#2 end). With controllers, AMUE brake equipment, no cabs at the #2 end of the car, and WABCO D-2-F compressors and ME- seating capacity was increased to 48 23 brake valves. Two 125-horsepower passengers, all on longitudinal seats. Westinghouse 336-A1 motors were on Another unusual feature was the two- the #2 truck only, normal practice on line backlighted route and destination the IRT system. Another feature was the front roll sign, the only cars so equipped 22-bulb, 30-volt light circuit, arranged in on the IRT system. two 600-volt series circuits. These cars also had Westinghouse The cars ran on the Flushing Line ABF-UP-231-B control groups, along with other Steinway cars until

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 32 Composite October, 2004 Electric Railroads/New York Division Bulletin 33

his roster includes work cars delivered to the T IRT for subway operation between 1900 and 1915. It does not include cars assigned to the elevated lines or cars transferred frequently between Work the subway and the elevated lines.

Car Builder Year Type of Car Numbers Built Equipment 39-50 IRT 1903-04 Wooden Flat By Bernard Linder 51-62 Pressed Steel 1906 Steel Flat 63-68 IRT 1909-10 Wooden Flat 69-88 Ralston Steel 1911 Steel Flat Car Company Composite car 2135, destroyed by fire June 1, 1906, was 89-100 Magor 1914-15 Steel Dump rebuilt to pump car 03. Car Date Converted Converted To Numbers 53 November 16, Steel Box Car 1915 54 April, 1909 Motorized 58-60 May, 1909 Motorized 71 December 31, Steel Box Car 1915 75 June 25, 1915 Automatic Dump Bernard Linder collection Steel Hopper 79 August 16, 1911 Derrick 84 December 31, Derrick 1914 87 January 18, 1916 Box 88 December 23, Box 1915

The August Belmont, car No. 1, had been converted to an Bernard instruction car and renumbered 3340 by the Linder collection time this photograph was taken in 147th Street Yard on May 17, 1941.

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 33 Composite 34 Electric Railroads/New York Division Bulletin October, 2004

hundred years ago, employees earned less money A and worked longer hours than they do today. These wages and hours are probably typical. On May 12, 1912, IRT employees’ salaries were increased Wages as shown in the table below. Occupation Previous Hours New Daily Daily Rate Worked Rate and Conductor $2.25-2.50 10 $2.35-2.60 Motorman $3.00-3.50 10 $3.00-3.75 Porter $1.50 10 $1.60 Towerman $2.40-2.50 10* $2.50-2.60 Working Train Clerk $2.25-2.50 12** $2.40-2.60 (Assistant Dispatcher) Agent $2.00-2.30 12* $2.00-2.40 Conditions Trackwalker $2.35 N/A $2.35-2.45 By Bernard Linder Electric $2.50 N/A $2.50-2.60 Repairman Laborer $1.75 N/A $1.75-1.85

*One day off per month with pay **Two or three days off per month with pay

The minimum figure is the entrance salary. The average daily rate was increased by ten cents each year until the maximum was reached.

A Motorman receives instruction.

Pay car 3342 at E. 180th Street on the Dyre Avenue Line, June 29, 1955. Bernard Linder photograph photograph Linder Bernard Bernard Linder collection

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 34 Composite October, 2004 Electric Railroads/New York Division Bulletin 35

he original cars, which were equipped T with end doors and two pairs of cross seats, were slow loaders and had difficulty handling the crowds. Cross seats were removed Alterations from the composites and steel cars as shown in the table at the bottom of the next page. Rush hour trains must have been delayed by passengers attempting to squeeze through the narrow end doors of the original cars. To speed to the up service, the Public Service Commission ordered the IRT to install an additional door 3’9¾” from the original end door (four additional doors in each car). The end doors, which were to be used as an entrance, were Original Cars controlled by the same levers while the new by Bernard Linder pneumatic doors were to be used as an exit. All doors were 3’2¾” wide. The first train was Artist’s rendering of a composite car. placed in service on February 16, 1909 and was still running on August 20, 1909. Two months after it was placed in service, General Manager Hedley said the cars were freaks and failures. He was unhappy that the IRT spent $150,000 because of “experts.” The additional doors were eventually removed and replaced with center doors. The first train with center doors was in service on April 26, 1909. Six center-door express trains were running in August, 1909 and twelve eight-car center-door trains were in service in December, 1909. The shop was producing 16 center-door cars per month and it expected to Bernard Linder collection increase production to 25 cars per month. In January, 1910, the Public Service Commission ordered the IRT to open the center doors in non- rush hours instead of rush hours only. But it was allowed to keep the center doors closed when trains were on the structure in January, February, and March. On September 23, 1912, all cars were equipped with center doors. There was less congestion at Brooklyn Bridge, 14th 3421, one of the 1909 “freaks.” Street, and other express stations. This alteration cost $2 million. There were no fans in the original subway cars, which must have been extremely uncomfortable in the summer. Fans were installed in cars 3730 and 3748, which made their first trip on August 12, 1910. Each fan, whose diameter was 36 inches and whose blades were 4 inches wide, was rated at 1/12 horsepower at 230 RPM. Fans were in service on 50 cars on June 30, 1911 and were operating in all cars at the end of 1912. Electro-pneumatic brakes were installed in

Bernard Linder collection 110 steel cars by June 30, 1910. All cars were equipped with EP brakes by end of 1912. The June 30, 1911 report states that 469 cars were equipped with a new type drawbar and emergency lights were installed in 325 cars.

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 35 Composite 36 Electric Railroads/New York Division Bulletin October, 2004

Composite cars 2037, the elevated lines as soon as enough 3015, 3154, 3221, steel cars were available. and 3242 and steel The remaining 476 composites were car 3518 were transferred to the elevated lines shortly damaged by fire at after the flivvers and high-voltage

Bernard Linder collection 168th Street and trailers were placed in service. Broadway on March In 1917, composites became frequent 29, 1905 and were visitors to the “L” after they had been scrapped. On June 1, rebuilt as Lo-Vs for elevated service. 1906, two layups The original trucks, which were too collided on the middle heavy for the elevated structure, had a track at W. 107th concentrated load of two motors, Street and Broadway. probably 200HP each, on one truck and The steel cars were a lighter load on the trailer truck. They repaired, but the were replaced with special maximum composite cars 2135 traction trucks that distributed the load and 3158 were on the trucks, both of which were almost completely motorized with lighter 120HP motors. destroyed. It was quite All cars were motorized because the obvious that the large motors were replaced with smaller

Bernard Linder collection composites were not motors. as indestructible and When the cars were operated in the

Deck Roof cars before center door was added... The June 30, 1910 report informs us fireproof as the that anti-climbers were installed in 528 designers predicted. cars. Illumination was improved by Steel and wooden replacing 10 candlepower lamps with cars were mixed in Bernard Linder collection 16 CP lamps. The June 30, 1912 report nearly every train. states that tungsten lamps replaced the The Public Service latter (a hundred years ago, light bulbs Commission ruled were called lamps). that this practice Shortly after the subway opened, was unsafe and several composite cars were involved in ordered the IRT to bad accidents and were destroyed. transfer the cars to ...and after

COMPOSITE CARS AVAILABLE Six Months Ending: Cars - Cars - Destroyed During Elevated Subway* Year January 1, 1917 477 -- End of Year Motors Trailers Total Motors Trailers June 30, 1919 476 -- December 31, 1922 448 26 1904 262 238 500 December 31, 1924 452 24 1905 185 310 495 4 1 June 30, 1928 449 26 1906 184 309 493 1 1 June 30, 1929 475 -- 1907 184 307 491 2 June 30, 1933 470 -- December 31, 1938 401 -- 1908 173 315 488 1 2 December 31: 1909 173 309 482 6 1942 345 -- 1910 125 355 480 1 1 1946 159 -- 1911 125 354 479 1 1947 122 -- 1914 124 353 477 1 1 1949 95 -- 1915 124 352 476 1950 2 -- 1916 124 352 476 1953 0 -- *Shuttles at end of subway lines

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 36 Composite October, 2004 Electric Railroads/New York Division Bulletin 37

subway, the upper sash was the tracked between drop sash. To prepare them for Kingsbridge Road and elevated service, the windows Woodlawn and between were altered so that the lower Pennsylvania Avenue and sash could be raised. After the New Lots Avenue until cars had been running on the “L” construction was for a short time, the front completed in 1924.

platforms were altered by Bernard Linder collection Twenty cars, operated in replacing the steel storm door by five-car trains, provided a sliding door with a window. The shuttle service between E. storm doors were rebuilt and 180th Street and 241st fabricated into two-piece fold-back Street until through service doors that formed the was operated in 1929. Motorman’s cab. The inner sliding Composites also operated bulkhead doors were replaced by Composites on the Third Avenue “L,” location between Fordham Road an open archway. When the cars unknown (2145 in the lead)... and 241st Street until left the subway, the fans were through service began in removed and metal discs covered 1937. each fan location. The cars Trains were single-tracked retained the standard subway between Alburtis Avenue décor with white ceilings and (103rd Street) and 111th green sidewalls and bulkheads. Street, then Willets Point The composites were still too Boulevard, until heavy to be operated full-time on construction was completed the latticework elevated structure. in 1928. When member

They were operated in rush hours Bernard Linder collection Karl Groh told us that he only on the Third Avenue Through saw a picture of composites Express, occasionally on the Third in Corona Yard, we Avenue Local-Express, and on the concluded that they must Freeman Street Second Avenue have been operating in Express, whose express tracks Queens. were reinforced for heavier loads. Just before the Ninth Two-car composites were single- ...and north of Tremont Avenue. Avenue “L” ceased SEATING ARRANGEMENT ALTERED Composite Trailers Composite Motors Gibbs Cars Deck Roof Cars 3351-3649 3650-3699

Six Months All Longi- All Longi- All Longi- All Longi- Ending Longi- tudinal and Longi- tudinal and Longi- tudinal and Longi- tudinal and tudinal Cross Seats tudinal Cross Seats tudinal Cross Seats tudinal Cross Seats Seats Seats Seats Seats May 1, 1908 January 1, 1909 -- 315 -- 172 -- 299 -- 50 July 1, 1909 -- 309 -- 172 -- 292 8 42 January 1, 1910 -- 309 -- 172 -- 292 8 42 July 1, 1910 127 75 -- 154 98 194 50 -- January 1, 1911 N/A N/A -- N/A 181 111 50 -- July 1, 1911 238 116 -- 124 N/A N/A 50 -- January 1, 1912 228 71 -- 124 196 96 50 -- July 1, 1912 300 37 60 64 292 -- 50 -- January 1, 1913 all cars -- all cars -- all cars -- all cars --

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 37 Composite 38 Electric Railroads/New York Division Bulletin October, 2004

operating in 1940, Karl Groh was When the Board of Transportation than all the other cars because two surprised to see the composites attempted to replace the composites trailers were coupled in each six-car transferred to the 155th Street Shuttle with Q-cars, it found that the latter were train set. Although the composites were via the Ninth Avenue “L,” where these too heavy for the Third Avenue “L” scrapped, their motors and trucks were cars were never allowed to operate structure. In 1950, it removed the Q- in service for nearly two decades until because the structure was even weaker cars’ trucks, which were equipped with the Myrtle Avenue “L” finally quit in than the Third Avenue “L”’s structure. two 200HP motors. They were replaced 1969. Composites continued operating on the by the composites’ trucks, which were This concludes the story of the cars 155th Street Shuttle until they were equipped with two 120HP motors. the IRT ordered because it had no replaced by steel cars about 1949. Unfortunately, the cars were slower choice. Bernard Linder collection

Q-cars with composite car trucks on the Third Avenue “L” at 204th Street, June 10, 1950. Bernard Linder collection

Q-cars on the Third Avenue “L” south of the 133rd Street station, looking south.

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 38 Composite October, 2004 Electric Railroads/New York Division Bulletin 39

As part of the celebration of the IRT’s centennial, New York City Transit has been running excursions with museum equipment and has put the cars into passenger service at times. On August 30, 2004, in honor of the U.S. Open tennis SMEE tournament, NYCT operated post-World War II-vintage IRT cars, known as SMEEs because of the air brake equipment with which they were delivered. ERA member Ronald Yee was there for the festivities and took several striking photographs. We start with looks at different IRT SMEE cars Museum when they were in everyday service, then we proceed to Ron’s coverage of the museum fleet on the Flushing Line on Cars in pages 40 and 41.

Action EricOszustowicz collection

5980, one of the 100-car R-15 order delivered in 1950. EricOszustowicz collection Steve Zabel photograph, EricOszustowicz collection

R-22 7526, part of an order of 450 cars delivered by St. R-12 5703, the first post-World War II IRT car, at the Louis Car Company in 1957-58, pauses at the 96th Street- American Car & Foundry factory in Berwick, Broadway station on January 2, 1971. Pennsylvania. The 750 cars mentioned included 100 R- 12s, 150 R-14s, and 100 R-15s for the IRT, and 400 R-10s for the IND.

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 39 Composite 40 Electric Railroads/New York Division Bulletin October, 2004

R-12 5760, sporting a U.S. Open banner, leads the way as the train approaches the 61st Street-Woodside station on its way to Flushing. The Flushing Line was the first assignment for the R-12 class.

Repainted into 1970s MTA livery, R-33s 9206/9207 take up the rear of the special train as it passes through the 61st Street-Woodside station. Note the ’s Woodside station below.

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 40 Composite October, 2004 Electric Railroads/New York Division Bulletin 41

On its way back, we find R-33 9206 in the lead on the middle track at 61st Street- Woodside.

Heading back toward Manhattan, we bid a fond farewell as the train approaches the 52nd Street-Lincoln Avenue station. For the record, the cars in the consist were R-12 5760, R-15 6239, R-17 6609, R-33s 9016/9017 and 9206/9207, and R-33S 9306. All cars except 9206/9207 were in their as-delivered paint schemes.

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 41 Composite 42 Electric Railroads/New York Division Bulletin October, 2004

n Wednesday, September 15, at about O 1:30 pm, the Track Geometry Car operated over the new switch from Track J1 to Track J4 south of the Canal Street station on the Tech Talk Nassau Street Line. It then proceeded to test By Jeffrey Erlitz Track J4 all the way up to Essex Street before returning to Canal Street. Northbound J, M, and Z trains started operating via Track J4 as of Monday, September 20. The other big news during September was the cutover of the last interlocking on the 14th Street-Canarsie Line left to be done under contract S-32701. This was Eighth Avenue and was accomplished over the Labor Day weekend. This was historic as it was the very last BMT interlocking machine. Yes, purists will state that it was not actually a BMT plant since the Board of Transportation built it. And yes, it was a GRS Model 5 interlocking machine, not a typical BMT Model 2. Though the levers are no longer active, the contractor modified the model board to show all of the new signal and switch numbers. This was done because the Eighth Avenue Dispatcher is still located in the old tower room and will be for some time until the new Rail Control Center is activated. A project I have not mentioned in a while is the Automatic Train Supervision system for the entire IRT (except for the Flushing Line). Work has been proceeding behind the scenes on this contract, S-32333, since at least November, 2001. Between April 12 and May 2, the ATS circuits were placed in service in the relay rooms on the Lexington Avenue Line. These included Brooklyn Bridge, 14th Street, Grand Central, 59th Street, 86th Street, and 125th Street. All of the new code systems were energized but the operation of these controls from the Rail Control Center is temporarily The Grant Avenue station on the Fulton Street “L.” disabled. Starting on April 26 and running through July 3, the ATS circuits and code systems were placed in service on the Broadway and Seventh Avenue Lines at Chambers Street, 14th Street, Times Square, 72nd Street, 96th Street, and 137th Street. Back on August 28, during the midnight hours, the Division of Car Equipment performed speed and grade testing on a set of R-142 cars on the Flushing Line from Main Street to Times Square. Contract C-34756 calls for the partial restoration of the City Hall station on the IRT to prepare it for a commemorative re-enactment of

BernardLinder photograph the opening of the subway. One of the skylights was dismantled and removed by work train back in May. A new skylight was fabricated and delivered back in August. The Simpson Street station on the Lenox Avenue-White Plains Road Line is undergoing a historic restoration under contract A-35953. M.

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 42 Composite October, 2004 Electric Railroads/New York Division Bulletin 43

A. Angeliades is the contractor for this of them were originally mechanical with $13.5 million project, which started on pipe-connected switches and lower- December 26 last year and is currently quadrant semaphore signals. When the forecast to be substantially complete by BMT was ordered to equip their non- June 25 of next year. All existing station signaled tracks with full signal elements are to be restored in protection, the signal contracts all compliance with State Historic (apparently) went to GRS. This is why all Preservation guidelines. The entire of the interlockings that had US&S mezzanine will be restored or replaced interlocking machines were equipped in (roofs, walls, floors and rooms) as well the field with GRS switch machines and as the wood canopies over the color light signals. I believe Grant platforms and stairways. The existing Avenue was no exception. This station cast iron low railings will be restored was, until the Dual Contracts

and replicated light posts will be Bernard Linder photograph extensions, the end of the Fulton Street included. The control house was closed elevated line and was originally named off on July 6. City Line, being at the edge of the City The next historic interlocking diagram of Brooklyn. I believe that by the early in my current series is Grant Avenue on 1950s, the era of the diagram below, all the (BMT) Fulton Street Line. The BMT of the semaphore signals had been was predominately a GRS (General replaced with color lights and the Railway Signal Company) shop but there original US&S interlocking machine was were several Union Switch & Signal Grant Avenue Tower’s interlocking replaced with a 12-lever GRS Model 2 Company (US&S) interlockings and 14 machine. interlocking machine. My reference for

FULTON ST LINE GRANT AVE CONTROL

NORTH

11 12 HUDSON ST 6 TK K2

TK K2 TOWER 4 9 10 GRANT AVE TK K3-4 STATION 6 TK K1 8

TK K1 5 1 2 STATION

US&SGRS MECHANICAL MODEL 2 Legend 8 LEVERS FOR SIGNALS 2 LEVERS FOR SWITCHES Home signal 2 SPARE SPACESSPACES? Approach signal 1212-LEVER LEVER FRAME?FRAME Dwarf signal

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 43 Composite 44 Electric Railroads/New York Division Bulletin October, 2004

this diagram was a photograph of the month we take a look at one of the existing Archer Avenue Line ends at a actual model board in the tower, not an versions of the Southeast Queens Line, bulkhead just short of the proposed official signal print. Route 131-D, Section 6. The drawing for tunnel portal. Next month, we will take a look at this does not have a date but it is Next month we will take a look at the Lefferts Avenue Interlocking on the probably from the 1971-2 period. This Queens Super Express Bypass, Route Fulton Street Line and see what it subway line would have taken over the 131-B. looked like just before the end of BMT Long Island Rail Road’s Atlantic Branch Jeff may be contacted via e-mail at operation in April, 1956. from south of Jamaica Station through [email protected]. Continuing with my series of track Cedar Manor, Locust Manor, and diagrams of subway lines not built, this Laurelton, ending up in Rosedale. The

IND Southeast Queens Line Route 131-D, Section 6

End of existing D1A Route 131-D, D2A Section 5

Parsons Blvd ve Portal A r e h rc A 108th-109th Ave 3 A

A Linden Baisley Blvd Blvd

10 9

8 17 7 16 5 6 1 14 5 13 4 A 3 12 11 D1A D1A D2A D2A A Car Car Cleaning Springfield Platform Wash Blvd

Source: Drawing #771-9 Drawn by: J. Erlitz

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 44 Composite October, 2004 Electric Railroads/New York Division Bulletin 45

VRE control cab V907 at the Broad Run/Airport station Commuter on April 27, 2001. Rail Agencies in North David Ross photograph America by Randy Glucksman AGENCY/ POPULAR AREA STA- LINES MILE- DAILY LOCOMOTIVES COACHES / OPERATOR NAME/ TIONS AGE RIDERS CARS NAME ABBREVIATION Elec- Die- Dual- Elec- Die- NOTES tric sel Mode tric sel San Joaquin Altamont Stockton - San 10 1 86 3,000 0 9 0 0 11 Regional Commuter Jose CA Transit Express (ACE) Commission Agence AMT QC 49 5 100 59,000 0 15 0 58 93 1 Métropolitaine (Canada) de Transport Peninsula CalTrain San Francisco - 34 1 77 27,000 0 29 0 0 107 Corridor Joint Gilroy CA Powers Board North Coast Coaster San Diego - 8 1 43 13,000 0 7 0 0 26 Transit District Oceanside CA Connecticut Shore Line East Old Saybrook - 9 1 51 1,655 0 6 0 0 20 Department of Stamford CT Transportation Greater GO Transit ON 53 7 224 145,000 0 45 0 0 362 1, 3 Toronto Area (Canada) Maryland Rail MARC Maryland, West 42 3 220 27,000 10 26 0 0 129 1 Commuter Virginia Service Massachusetts MBTA Boston MA 119 12 368 130,000 0 83 0 0 378 1 Bay Transportation Authority Northeast METRA Chicago IL 224 11 495 292,000 0 151 0 165 683 1 Illinois Regional Corporation

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 45 Composite 46 Electric Railroads/New York Division Bulletin October, 2004 AGENCY/ POPULAR AREA STA- LINES MILE- DAILY LOCOMOTIVES COACHES / NOTES OPERATOR NAME/ TIONS AGE RIDERS CARS NAME ABBREVIATION Elec- Die- Dual- Elec- Die- tric sel Mode tric sel

MTA Long Long Island RR Nassau & 124 10 320 274,000 0 61 23 1042 134 1 Island Rail Suffolk Counties Road NY

MTA Metro- Metro-North Westchester, 119 3 339 248,000 0 22 31 725 189 1, 2, 6, North Railroad Putnam, 7 Dutchess Counties NY, CT

MTA Metro- Metro-North Rockland, 11 2 70 9,100 0 11 0 0 67 5 North Railroad Orange Counties NY

Northern South Shore South Bend IN - 20 1 90 13,000 0 0 0 58 0 Indiana Chicago IL Commuter District New Jersey NJ Transit New Jersey, New 160 8 542 244,000 61 78 0 230 682 1, 5 Transit York, Philadelphia PA

New York, On-Track Syracuse NY 4 1 4 N/A 0 0 0 0 7 Susquehanna & Western Railway Southeastern SEPTA Philadelphia PA - 151 7 298 103,000 8 5 0 304 45 1 Pennsylvania West Trenton NJ Transportation - Newark DE Authority

Railtran Trinity Railway Dallas - Ft. 10 1 34 8,000 0 6 0 0 27 4 Express Worth TX Sound Transit Sounder Seattle - Tacoma 9 2 73 2,800 0 11 0 0 58 WA

South Florida Tri-Rail West Palm 18 1 72 10,000 0 11 0 0 26 1, 3 Regional Rail Beach - Miami Authority FL Virginia Railway VRE Washington DC - 18 2 90 16,000 0 22 0 0 119 Express Virginia

TransLink West Coast Vancouver BC 8 1 42 8,300 0 5 0 0 28 Express (Canada) TOTALS 1253 88 4150 1,672,255 79 641 54 2582 3334

Notes: 1- Equipment on order or planned 2 - Connecticut DOT (CDOT)-owned equipment 3 - Leased cars (Lessee or Lessor) 4 - Includes 13 RDCs 5 - Assumes delivery of all Vs 6 - Includes CDOT-owned cars used in New Haven/Grand Central Terminal service

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 46 Composite October, 2004 Electric Railroads/New York Division Bulletin 47 North American

Electric photograph Ross David Coach Rosters Metra Electric Highliner 313. by Randy Glucksman AGENCE METROPOLITAIN DU TRANSPORT CAR NUMBERS CLASS TYPE BUILT MANUFACTURER NOTES 400-456 MU Coach Motor 1994 - 1996 Bombardier 2 401-449 MU Coach Trailer 1994 - 1996 Bombardier 1 481-487 MU Coach Control Trailer 1994 - 1996 Bombardier 1 Notes: 2. Even numbers 1. Odd numbers NJ TRANSIT CAR NUMBERS CLASS TYPE BUILT MANUFACTURER REBUILT TOILET NOTES 500 - 533 Arrow I Single 1968 St. Louis Car Company 1983 - 84 Y 1, 2 1234 - 1303 Arrow II Married Pair 1975 General Electric 1983 - 84 Y 3 1304 - 1333 Arrow III Single 1977 General Electric 1993 - 94 N 4 1334 - 1533 Arrow III Married Pair 1976 - 77 General Electric 1993 - 94 N 4 Notes: 2. 30 cars rebuilt and renumbered 5155-5169 (cab cars) 1. Originally numbered 100-134. Not all cars were and 5220-5234 (trailers) renumbered into the 500-series (May, 1993 New York Divi- 3. Rebuilt by Morrison-Knudsen. Retired 1998 sion Bulletin) 4. Rebuilt by ABB METRA CAR NUMBERS CLASS BUILT MANUFACTURER NOTES 1501-1630 Highliner 1971-1972 St. Louis Car Company. 1, 2 1631-1666 Highliner 1978-1979 Bombardier 2 (26) Highliner (2004 -) Sumitomo 3 Notes: 2. Overhauled by Morrison-Knudsen 1993-1996 1. 1509 retired due to accident October 30, 1972. 3. Order placed in October, 2002

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 47 Composite 48 Electric Railroads/New York Division Bulletin October, 2004 MTA METRO-NORTH NUMBERS CLASS TYPE BUILT/ MANUFACTURER OWNER NOTES REBUILT* 1100-1125 ACMU Single Motor 1983-85* Morrison-Knudsen* MN 1, 4 1126-1152 ACMU Single Motor 1983-85* Morrison-Knudsen* MN 2, 4 1153-1186 ACMU Single Motor 1983-85* Morrison-Knudsen* MN 3, 4 4000-4179 M-7A Married Pair 2003- Bombardier MN 8000-8141 M-3A Married Pair 1983-85 Budd MN 4 8200-8279 M-1A Married Pair 1971 Budd/General Electric MN 4 8280-8327 M-1A Married Pair 1972 Budd/General Electric MN 5 8328-8377 M-1A Married Pair 1973 Budd/General Electric MN 5 8400-8451 M-2 Married Pair 1973 General Electric/Canadian Vickers MN 4 8452/8470 M-2A Married Pair 1974 General Electric/Canadian Vickers MN 4, 5 8453/8471 M-2B Married Pair 1974 General Electric/Canadian Vickers MN 4, 6, 7 8500-8551 M-2 Married Pair 1973 General Electric/Canadian Vickers CDOT 5, 11 8552/8570 M-2 Married Pair 1973 General Electric/Canadian Vickers CDOT 5, 5 8651/8669 M-2 Married Pair 1974 General Electric/Canadian Vickers CDOT 5, 6, 8 8700-8749 M-2 Married Pair 1975-76 General Electric CDOT 5 8800-8849 M-2 Married Pair 1975-76 General Electric MN 4, 9 8900 M-4A Triplet 1987 Tokyu Car Company MN 4 8901 M-4B Triplet 1987 Tokyu Car Company MN 4 8902/8922 M-4A Triplet 1987 Tokyu Car Company CDOT 5, 5 8903/8923 M-4B Triplet 1987 Tokyu Car Company CDOT 5, 6 8924/8934 M-4A Triplet 1987 Tokyu Car Company MN 4, 5 8925/8935 M-4B Triplet 1987 Tokyu Car Company MN 4, 6 8951 M-4D Triplet 1987 Tokyu Car Company MN 4 8953/8973 M-4D Triplet 1987 Tokyu Car Company CDOT 5, 6 8975/8985 M-4D Triplet 1987 Tokyu Car Company MN 4, 6 9000/9018 M-6A Triplet 1994-1995 Morrison-Knudsen CDOT 5, 5 9001/9019 M-6B Triplet 1994-1995 Morrison-Knudsen CDOT 5, 6 9051/9069 M-6D Triplet 1994-1995 Morrison-Knudsen CDOT 5, 6 9020/9030 M-6A Triplet 1994-1995 Morrison-Knudsen MN 4, 5 9021/9031 M-6B Triplet 1994-1995 Morrison-Knudsen MN 4, 6 9071/9081 M-6D Triplet 1994-1995 Morrison-Knudsen MN 4, 6 Notes: 6. Odd numbers only 1. Pullman-Standard (1962) - NYC 4600-4625, Penn- 7. Former Metro-North bar cars converted into coaches Central 1100-1125, same numbers. Retired 1985. Ex-8601/8619 2. Pullman-Standard (1965) - NYC 4700-4726, Penn- 8. Café cars. Arranged 8651-8550 though 8669-8570 Central 1125-1152, Conrail same numbers. Retired 9. 8516-8841, mis-mated. Original mates wrecked 3. Pullman-Standard (1965) - NYC 4750-4783, Penn- M-1A through M-7A classes have toilets in the odd- Central 1153-1186, Conrail same numbers. Retired numbered car 4. Owned by Port Authority of New York & New Jersey M-N: MTA Metro-North Railroad 5. Even numbers only CDOT: Connecticut Department of Transportation NORTHERN INDIANA COMMUTER DISTRICT CAR NUMBERS CLASS BUILT MANUFACTURER NOTES 1-30 MU Coach 1982-1983 Nippon-Sharyo 31-38 MU Coach 1982-1983 Nippon-Sharyo 1 39-44 MU Coach 1982-1983 Nippon-Sharyo 17, 26, 41 MU Coach 1992 Nippon-Sharyo 2 45-48 MU Coach 1992 Nippon-Sharyo 101-110 Trailer 2000 Nippon-Sharyo Notes: 1. Owned by Metra 2. Replacements for originals that were wrecked/destroyed

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 48 Composite October, 2004 Electric Railroads/New York Division Bulletin 49 MTA LONG ISLAND RAIL ROAD CAR NUMBERS CLASS TYPE BUILT/ MANUFACTURER NOTES REBUILT* 9001-9012 M-1 Married Pair 1968 Budd 1 9013-9174 M-1 Married Pair 1969 Budd 1 9175-9176 M-1A Married Pair 1972 General Electric 2 9177-9240 M-1 Married Pair 1969 Budd 1 9241-9270 M-1 Married Pair 1970 Budd 1 9271-9476 M-1 Married Pair 1970 General Electric 9477-9620 M-1 Married Pair 1971 General Electric 9621-9770 M-1A Married Pair 1972 General Electric 9771-9944 M-3 Married Pair 1985-1986 Budd-Thyssen 9945-9946 M-1A Married Pair 1985-1986 Budd-Thyssen 3 7001-7192 M-7 Married Pair 2002- Bombardier 4 (7193-7292) M-7 Married Pair Bombardier 5 (7293-7644) M-7 Married Pair Bombardier 6 Notes: 4. Original contract 1. Owned by Port Authority of New York & New Jersey 5. First option cars 2. Replacements for original pair, which were destroyed by 6. Second option cars fire Many cars removed from roster. Replaced by M-7s. 3. Renumbered from 9891-9892 in 1994 M-1 to M-7 classes have toilets in the odd-numbered car SOUTH EASTERN PENNSYLVANIA TRANSPORTATION AUTHORITY CAR NUMBERS CLASS TYPE BUILT MANUFACTURER NOTES 101-188 IV Married Pair 1975-1976 General Electric 201-219 Silverliner II Single Car 1963-1964 Budd 1 220-239 Silverliner III Single Car 1967 St. Louis Car 246-250 Silverliner I Single Car 1958 Budd 2 251-269 Silverliner II Single Car 1963-1964 Budd 270-303 Silverliner IV Single Car 1975 General Electric 3 304-399 Silverliner IV Married Pair 1976 General Electric 400-416 Silverliner IV Single Car - General Electric 3 417-460 Silverliner IV Married Pair - General Electric 4 9001-9017 Silverliner II Single Car 1963 Budd 9018-9031 Silverliner IV Single Car 1974 General Electric 1 (104) Silverliner V 5 Notes: formers 1. 210 and 9020 retired 4. Some cars renumbered from 101-188 and 304-399 af- 2. Originally PRR 150-154; Penn-Central 294-298. Retired ter PCB transformers were replaced with silicone transform- 3. Some cars renumbered from 270-303 and 9018-9031 ers after PCB transformers were replaced with silicone trans- 5. Order pending

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 49 Composite 50 Electric Railroads/New York Division Bulletin October, 2004

Commuter and Transit Notes by Randy Glucksman

MTA Metro-North Railroad (East) MTA Long Island Rail Road Bulletin. At about 8:30 AM August 16, The first phase of the Queens Beginning Monday, August 30, the unusually heavy rains caused a Interlocking project has been completed area inside and around Pennsylvania washout of a 25-foot section of track at and work on the next phase of this Station took on the look of a militarized MP 44, between Peekskill and Manitou. project will take place next summer. zone. There were dozens of police Two trains were trapped north of the New timetables under General Order officers, mostly NYPD, in groups of area, and rail service was suspended. No. 104 went into effect as of 12:01 AM three to four. The New York Times Shuttle buses were used between September 7, and schedules were reported that 10,000 officers were Peekskill and Garrison, and because of issued for all lines. For a three-week involved in convention security. One several road closures, there were period after September 7, ties were morning as I walked to the 34th Street reports that the trips required 40-50 replace between Sunnyside and exit, from a distance I observed a pair minutes. Trains normally require about Bayside (Port Washington Branch) of soldiers wearing steel helmets half an hour. Normal service was during middays. Also for a three-week (similar to what I wore when I served in resumed the following morning. period that was to be announced, one the U.S. Army), but as I got closer I also suspended track was removed on the Main Line found that those were not soldiers, but, between NY Penn and Albany. Thanks to through Mineola for unspecified work. rather, NYPD personnel, and they were member Josh Weiss for the report. There will also be platform repairs at armed with M-16s at the ready. Outside, By now, the ACMUs should be a part Seaford, which will take one track out of there were piles of steel gates that of the rich railroad history of the service between Wantagh and could be assembled in a short amount metropolitan area, having faithfully Amityville on the Babylon Branch. The of time and several portable lights. NJ served riders for over forty years. It was next set of timetables will be issued on Transit’s K-9 corps of six dogs was anticipated that all would have been November 16. augmented by an additional 54. They removed from service between mid-to- For the U.S. Open Tennis Tournament, were on loan from other law late September. The first of what would held between August 28 and enforcement agencies. ultimately be 87 cars were delivered (in September 6, the LIRR (as usual) On the first day of the RNC, television three groups) to the New York Central produced a special timetable for the news reporters interviewed commuters beginning in 1962 (please see roster on Port Washington Branch. about how their trip had been, and page 42). By late August, only 3 sets A Family Guide to the Long Island most said that it was uneventful. One of were scheduled each day, two on the Rail Road was published. Inside are my fellow commuters told of a delay of Hudson Line (#720/775 and explanations of how to buy tickets, and several minutes at Secaucus in the #726/763) and one on the the various types of tickets that are morning while teams of police officers (#528/2523); the latter was a available: Family Fare, Off-Peak Ten boarded and searched the train. He deadhead equipment move to North Trip, Senior, and Senior Ten Trip. On the also told me that he observed that the White Plains during the AM peak. M- back cover are the railroad’s overhead racks were empty. NJ Transit 7As, which were their replacements, will promotions: Manhattan Getaways, Long had notified riders that these racks now go after the M-1As, just six years Island One Day Getaways, and other could not be used during that week. younger than the newest ACMUs. packages and discounts. While the morning trip in to New York Metro-North has a telephone number NJ Transit may have been relatively delay-free, this for passengers to call in cars with air- After the September issue went to was certainly not the case for conditioning problems. That number is press, additional temporary RNC commuters who rode trains out of 1-800-RAIL-HOT. (Republican National Convention) Hoboken that evening. What was MTA Metro-North Railroad (West) service notices were published for the described as a suspicious package, and Seat drop notices detailing the service Montclair-Boonton and Main/Bergen/ was later determined to be harmless, changes for west-of-Hudson riders and Port Jervis and Pascack Valley Lines. To caused the police to evacuate the summarizing what NJ Transit had NJ Transit’s credit, substitute trains in terminal for 45 minutes. One of my provided the previous week, were the approximate time slots were friends reported that the Pascack Valley distributed one week prior to the designated to stop at Secaucus for Express (Train #1629) was the first Republican National Convention. those Midtown Direct trains that were train on the line to leave from Hoboken, The roster of Metro-North Comet Vs routed to Hoboken. and it made all local stops, arriving in that appeared in the June Bulletin was On an Arrow III car that I rode in a Nanuet 90 minutes late. A few Main/ incorrect, and is being reprinted below. week ahead of the RNC, the trash Bergen Line trains were turned at receptacles were removed from the . NJ Transit reported CAR NUMBERS TYPE ends of the car, in addition to the one that ridership was off by 30%, LIRR was 6700-6714 Cab (with toilet) 6750-6754 Trailer with Toilet located next to the center door being down 10-15%, and Metro-North was off 6755-6799 Trailer sealed, as was reported in last month’s slightly. But, the last week of August is

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 50 Composite October, 2004 Electric Railroads/New York Division Bulletin 51

traditionally a lower ridership period. trains, and LRVs from September 8-15. basis by commuters walking between The reason that the Morris & Essex These schools are participating in a the temporary World Trade Center Lines received a new timetable on program whereby their students are station and the NYCT Eighth Avenue August 22 was to restore weekend eligible to purchase already discounted Line’s World Trade Center subway service due to completion of installation monthly passes for an additional 25% station. The New York Times reported of concrete ties between Milburn and savings. Previously, this discount was that the Port Authority indicated that it Summit on Track 1. North Jersey Coast only applicable to monthly rail tickets. would also salvage a fluorescent orange Line schedules will not change until NJ Transit plans to open the program to memorial marking the stairwell from the October 31. all colleges and universities in the state underground garage, uncover the In September, three new timetables next year. remaining steel stubs of the twin were available for the Main/Bergen, In preparation for the startup of towers’ perimeter columns, and mark Pascack Valley, and revenue service (which began on the edge of the north tower outline on a Lines. For the first two, “Revised September 7), as of Saturday, August PATH platform that will one day cover September 2004” was added, while the 21, non-revenue service was begun to one corner of the tower’s footprint. effective date for the Northeast Corridor the Lincoln Harbor station from Port Authority Trans-Hudson Line was September 11, 2004. . Trains were to Corporation Joe Malinconico, transportation reverse at Pershing Interlocking in what PATH had been designated as an reporter for the Star-Ledger, in a would remain a non-revenue move. Two alternative service to Manhattan during column that was published just days trains were scheduled, operating 15- the RNC (August Bulletin) and there before the start of the RNC, provided minute headways from 5:30 AM (the was a modification to the stations that some statistics about NJ Transit’s usual one hour later on weekends) would accept NJ Transit (NY Penn) rail service plan for the week. 95 Midtown continuously, until the final departure tickets in lieu of fare payment. The Direct trains were rerouted to Hoboken. from Hoboken at 1 AM, seven days a initial announcement only included (the Those trains typically carry 18,000 week. No through service from Lincoln temporary) World Trade Center, 33rd passengers. Add this to the 254 trains Harbor to points south of Hoboken is Street, and Hoboken, but then 23rd carrying 17,000 passengers that planned during this interim period prior Street, 14th Street, 9th Street, and operate in and out of Hoboken each to full build-out to Tonnelle Avenue. were added. At the day, and it can add up to some serious South Line schedules remained largely latter two, this policy was in only in congestion. During the AM peak period, unchanged, with the exception that effect from 6-10 AM and 4-8 PM. At all the number of trains was increased certain Bayonne Flyer trips in the AM other stations the hours were 6 AM – from 69 to 80, and during the PM peak, peak were extended to Hoboken midnight. No doubt PATH had 67 to 77. To handle this, 24 trains were Terminal to give riders greater flexibility employees there to permit riders to by- canceled (please see September and to also provide additional reverse pass the turnstiles and also to count Bulletin for details of some of these commute capacity for NJT rail those riders so that they could send a cancellations) and the station dwell commuters to reach the financial bill to NJ Transit. In order to time (time that trains remain on the district, which is growing rapidly with accommodate the anticipated platform between runs) was reduced the addition of jobs moving to the new additional ridership, PATH operated five- from 20-25 to 12-20 minutes. Upon Goldman Sachs building at Essex minute headways between Hoboken arrival at Hoboken, riders found a Street. The new extension to Lincoln and 33rd Street – the frequency that number of alternatives, including PATH Harbor was originally to be to Port was in effect prior to this past May. (which had increased service on its 33rd Imperial Ferry, but Weehawken officials Current schedules call for six-minute Street Line), NY Waterway Ferries, were concerned about the traffic headways on this route. which tested a new route to W. 38th impact. The line is essentially finished Metropolitan Area Street, and the bus lines to the Port to Port Imperial Ferry, with only final As promised in last month’s Bulletin, Authority. For holders of NY Penn touches required to the station. Test here are the details of the Don’t Get tickets, the rides were free. trains have operated to that point since Stuck in the Dark brochure that was For a few months, in addition to NJ March. It appears now that the next distributed several days before the first Transit rail tickets, the ticket windows at extension will be to Tonnelle Avenue by anniversary of the “Great Northeast Hoboken have been selling monthly the fall of 2005, which will include the Blackout.” It was published by an passes for HBLRT, Bus Route 126 deep tunnel station at Bergenline organization that calls itself Trans- (Hoboken to Port Authority Bus Avenue, which is well along in Hudson Partners, which includes NJ Terminal), and Intrastate Zones 1 and construction. Transit (the lead agency), the Port 2. Port Authority of New York & New Authority of New York & New Jersey, Students at Seton Hall University, Jersey Amtrak, NY Waterway, Academy Bus, Montclair State College, Drew When the Fulton Street Transportation Coach USA, NYCDOT, plus several police University, Rutgers-Camden, Rutgers- Center is built, it will include a portion of departments and the U.S. Coast Guard. New Brunswick, Rutgers-Newark, and the original World Trade Center station Several scenarios are presented, and in William Paterson University got one pavement. This 66-foot long travertine- each one are the transportation week of free riding on NJ Transit buses, paved section is still used on a daily alternatives that would be available if

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 51 Composite 52 Electric Railroads/New York Division Bulletin October, 2004

either or all of the following were answer. He wrote that in 1918, the New card that passengers would swipe closed: Penn Station, Port Authority Bus Haven had electric locomotives that through a slot. The “T” is also in the Terminal, PATH, or World Trade Center, were equipped with cam-operated third market for a catchy name, and its World Financial Center & Wall Street rail shoes (which permitted pickup from consultant held a focus group for Silver areas. The telephone numbers of each both types of third rail), which it used Line riders, who will get to test it at the transportation provider was also until the Pennsylvania Railroad’s end of this year. $29,000 will be spent included. Also distributed were blue 11,000-volt AC electrification was to market this scheme, which is plastic flashlights (with two extra L736 extended north from Trenton to expected to be implemented system- batteries) which when turned on, emit a Sunnyside Yard in 1934. This same type wide by 2006. Among the names that small red glow. They also had a whistle of shoe was also found on the EP-5s, or have been rejected are “T-Liberty” and and were sponsored by WCBS-880. “Jets,” as they were more commonly “T-Hub.” Still in the running were, “T- Amtrak known. However, due to some electronic Go,” “Charley Card,” “T-Plus,” and “T- Because of Hurricane Bonnie and interference they created, both the Vantage.” Member Todd Glickman, who Tropical Storm Charley, which struck Pennsylvania and the Long Island contributed these reports from The Florida and the Eastern U.S. on August banned them from Penn Station. This Boston Globe, likes “Charley Card,” 12-14, Amtrak canceled its Florida problem was solved by either because if you are short one nickel, you services. The metropolitan area was modifications to the EP-5s or the cannot get off, a reference to the spared the worst of these storms. electronic equipment. The FL-9s, Kingston Trio’s 1959 hit song. (If you History repeated over Labor Day however, were equipped with centered are interested, the complete lyrics can weekend, when, because of Hurricane double-sprung shoes that also allowed be found at several websites including Frances, service was once again operation on both types of third http://www.newbury-st.com/HTML/ canceled and remained suspended rail. "With good maintenance of both Charlie.htm.) When automatic fare through mid-week. shoes and third rail, they did run into collection is fully in effect, you can Amtrak's three rebuilt Turboliners Penn Station and, on occasion, on third expect the token to become a part of have been put into storage. According to rail power. I was told that this was a Boston’s transit history, and the MBTA a report in the Albany Times-Union, matter of luck, but never believed that would also consider a higher fare the main reason is that the air- story. I think EMD simply did a good job structure during peak hours. conditioning system is "weak". These of engineering." Todd forwarded a summary of the trains, which also have higher fuel costs My wife found an article from the Breda Type 8s on the MBTA, as and limited seating, have not been Travel Section of USA Today provided by NETRANSIT (http:// favorites of Amtrak. They were a part of (September 3, 2004) entitled, “10 members.aol.com/netransit). a $185 million project to bring high- Great Places to Get Off on Subway Art.” • January 31, 1998: Pilot car 3800 speed rail service to . There were excerpts from an interview delivered; non-revenue tests NYSDOT is suing Amtrak for "foot- with David Bennett, author of a new began 03/02/98 dragging and other failures." The book, Metro: The Story of the • March 24, 1999: Enters revenue rebuilding of seven turbo trains plus a Underground Railway (Octopus service on Riverside Line double-tracking of the line between Publishing, $29.95). Mr. Bennett found • November 21, 1999: Removed Albany and Schenectady were also part that around the world there are more from service because of poor of this project. Earlier this year, Amtrak than 200 cities that have underground braking performance; the active and NYSDOT had agreed to scale back railways. His “Top 10” list for their fleet consisted of 5 cars at the the project, by rebuilding only four sets artwork is: Prague, Brussels, Moscow, time of Turbos but adding an additional Toronto, Munich, Stockholm, Los • April 27, 2000: Returned to coach to each train set. This project Angeles, Washington, D.C., London, and revenue service on the Riverside, now appears to be dead for the time Singapore. Commonwealth, and Beacon being. Thanks to member Bob Kingman Other Transit Systems Street Lines for sending this report. Boston, Massachusetts • July 12, 2000: Removed from Miscellaneous When the Democrats departed from service following several Many times in the past, the question Boston after their national convention, derailments on Riverside Line; the about what type of third rail shoes were law enforcement officers stopped active fleet consisted of 7 cars on the New Haven Railroad FL-9s has randomly checking the bags of when the fleet was withdrawn come up, and all that I could say is that passengers, because it was hard to • April 26, 2001: Returned to I heard that it was a "flippable" type, justify this when there was no major service on Commonwealth capable of operating on the New York event. This policy had been challenged Avenue Line following track Central's under-running third rail, and in court by various legal and civil improvements the so-called conventional type used by liberties groups. • August 20, 2001: Removed from the Long Island Rail Road, PATH, and The first inklings of a proposed $160 service following three NYCT, among others. million automatic fare collection system derailments (two in the subway, Member David Klepper, an Electrical have been publicized, and it appears one on Commonwealth Avenue); Engineer, provided the more precise that it may take the form of a debit-like the active fleet consisted of 17

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 52 Composite October, 2004 Electric Railroads/New York Division Bulletin 53

cars when the fleet was Reservoir and Riverside car to release a new RFP. This time, the withdrawn houses winner will be determined through a • March 22, 2003: Returned to • August 22, 2004-Cars 3806 and negotiated bid as opposed to the lowest service on Commonwealth 3841 derailed at Northeastern bid. Damaged Silverliner IV 155 will be Avenue following additional track outbound. All trucks on both cars rebuilt by the Delaware Car Co. at a cost improvements and changes to left the rail. The center truck of of $773,000. The car received collision both wheel and track profiles the lead car (3806) came onto damage at Suburban Station on • May 31, 2003: Removed from the platform. Derailment occurred January 27, 2004. Ex-NJ Transit Arrow II service following derailment of after only 2.5 days of Type 8 1267, which was acquired for use on 3846 at the Hynes Convention operation on the Huntington the SEPTA wire train, has been Center station. Type 8s, however, Avenue Line overhauled and renumbered 601. It returned to service the following Philadelphia, Pennsylvania (and it mate) are probably the sole Monday (June 2). Media reports From Cinders: Work began in July to surviving Arrow IIs, and replaces indicated a washer, part of the add two passing sidings on the R8/Fox Blueliner 9125 as the rider car. stub-axle assembly on the center Chase Line. Upon completion SEPTA A solution to the Route 15/Girard truck, was loose, resulting in the trains will be able to operate in both Avenue LRT problem may be at hand. A wheel of the right #3 axle of 3846 directions on Track 1. Track 2 will then plan has been developed which would leaving the rail. Type 8 fleet be for the exclusive use of CSX freight involve tearing up two blocks of existing returned to service on June 2 trains. In last month's Bulletin, I track on 59th Street and building a new after inspections, and "only" two reported that SEPTA, in its service plan track on the northbound side of the other cars were found to have the proposal for this year, would like to street. It was hoped that work would be same problem. By Friday, June 6, increase the threshold for abandoning completed by late November or additional inspections took place lightly used rail stations from 50 to 75 December, coinciding with the delivery and there were no Type 8s riders. Although SEPTA says it has no of the last of the 18 rebuilt PCCs from spotted in Brookville Manufacturing. Just before service on the streetcars Friday, June 6 or were supposed to Saturday, June 7. return, local Cars were back residents in service on protested to their June 8 elected officials • December 11, about the loss of 2003: Revenue parking, and the operation of project was put on Type 8s on hold. As it Beacon Street happened at resumed for first almost the time since July, eleventh hour, 2000 schedules had • August 20, already been 2004: Type 8s published began operating YeeRonald photograph announcing the to North Station rail service. Details and began were reported in operating in the July, 2004 revenue service Bulletin. for the first time New schedules in E/Heath went in to effect Street- MUNI double-ended PCC outbound passing thru Mission Dolores on September 5 on Huntington Park. This is one of four cars MUNI pulled out for the ERA during the SEPTA’s City Transit Avenue service. 2004 ERA National Convention. Division. Some of Cars can now the changes operate in regular service on all immediate plans to close any stations, include a return to the normal routing lines except D/Riverside. there are currently 14 stations (not for Subway-Surface Route 11, as track Operation of Type 8s on D/ identified) that would fall into this work has been completed. Because of Riverside will require the category. With the cancellation of the heavier riding, AM peak hour Subway- completion of additional track contract to purchase Silverliner Vs, Surface Route 36 service now has been repair work. Cars can make non- SEPTA is now in the midst of another improved with cars operating about rd revenue moves between the effort to procure these cars and was set every three minutes from 73 Street &

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 53 Composite 54 Electric Railroads/New York Division Bulletin October, 2004

Elmwood Avenue to 13th & Juniper project. Passengers must still utilize years has been made to Metra’s UP- Streets from 7:10 to 7:41 AM. Thanks to shuttle buses between North Linthicum Northwest (Harvard) Line, in the member Lee Winson for these reports. and Cromwell (stopping at Ferndale) timetables dated August 15. The SEPTA is just one of many transit and North Linthicum/BWI Airport. It was primary change is to the Saturday agencies in Pennsylvania that have no anticipated that service would be fully service. Member Jim Beeler wrote that dedicated source of funding. That could restored this fall. This project, which generally the schedule has a pretty change as a result of Transit Funding began on February 28 (March, 2004 good memory pattern. However, there bills that were/will be submitted to the Bulletin), will double-track 9.4 miles of were some unusual timings as a result Pennsylvania Legislature by State the line. All work is scheduled to be of the service to Lake Geneva, Senator Stewart J. Greenleaf and State completed in 2006. Wisconsin which was discontinued in Representative John J. Taylor. Their Washington, D.C. area 1977, but those timings have legislation would lift a $75 million cap In late August, Virginia Railway remained. Who says railroads are slow and dedicate and additional 3.2184% Express notified its passengers that it to change? Off-peak outbound trains of the existing sales tax to benefit would soon be instituting random usually leave Chicago at :30; however, transit. Expectations are that this could checks of trains by detection dogs. there were a 1:10 and a 5:20 PM generate approximately $282 million in These visits by specially trained canines express on Saturday (formerly Lake this fiscal year. from a variety of federal, state, and Geneva trains) plus a 5:05 PM The Delaware Valley Rail local sources would be unannounced. local. The 1:10 has been moved to Passenger, which is published by the The dogs will board, check one, two, or 1:30, the 5:20 express has been Delaware Association of Rail maybe all cars, and deboard. These eliminated, and the 5:05 local has been Passengers, reported that the $567 inspections will not delay the train but a moved to 5:30. There are now hourly million reconstruction of the western few minutes. Although there were no Saturday outbound trains from 12:30 to end of the Market-Frankford Elevated implied threats, VRE decided to take 6:30 PM. The change Jim appreciates Line is being delayed. Some of the these measures as part of its ongoing the most is the addition of a 10:30 PM reasons are caused by the magnitude security efforts. outbound on Saturday. Previously there of the project, which has thousands of A few days before the Labor Day were an 8:30 PM and a 12:30 AM, pages of drawings and specifications. weekend, VRE, as it usually does, which made going into Chicago for There are also some conflicts in design, notified riders that it would not be dinner or a play tough on a Saturday survey problems, ongoing design running trains on Labor Day. It did night. There is quite a bit of riding from changes, and disputes among the provide information on the Amtrak the suburbs into Chicago on Saturday various contractors, just to name a few. trains that would be operating on the due to all the events in Chicago - most When completed, 11,000 feet of the Fredericksburg Line. Using its suburban people just do not want to current “L” support structure will be knowledge of ridership patterns, train drive. With the $5 weekend pass (good replaced. Trains will ride on new welded consists were temporarily swapped for for both Saturday & Sunday) it is quite a rail, two new crossovers will be the Friday evening commute to provide bargain, and easy for the Conductors to constructed, and there will be new more seating earlier in the afternoon. sell since almost all suburban stations stations at 46th Street, 52nd Street, 56th Southwest Florida are closed on the weekend. (Ed. Note – Street, 60th Street, 63rd Street, and Seminole County officials have hired a that $5 pass has to be one of the best Millbourne. At those stations, consultant to determine the feasibility transit bargains around.) passengers will find elevators, of commuter rail service along the When I visited Chicago two years ago, escalators, new waiting facilities, and Seminole Gulf Corridor from North although it was during weekdays, this art installations. As of August, the Naples to Arcadia in Lee and Collier line was the only one that I did not ride project was 500 days behind schedule Counties. The Seminole Gulf Railway because trying to ride it just did not fit and work was not expected to begin would be the operator, using Colorado in with all of the others that I rode. It until next spring, by which time it could -type equipment. Thanks to remains the one I need to do the next be 700 days. So far the only significant member Dennis Zaccardi for the report time I get to Chicago. work that is evident is the new single- from the Naples News. Minneapolis, Minnesota column structural support bents down New Orleans, Louisiana Member Neil Carlson, a long-time the middle of Market Street, and the Members Bob and Judy Matten visited Minneapolis resident, wrote the off-street construction of the new New Orleans and enjoyed riding on all following comprehensive report about stations at 46th, 56th, 60th, and 63rd of the streetcar lines, including the new his city’s new light rail line. “One of the Streets. Canal Street Line. Bob wrote that he main reasons for the great success has Baltimore, Maryland was unable to find a map or timetable to be the frequent service. The line On June 7, MTA-MD restored service for this service. Even a visit to the New started off not being timid, with service between North Linthicum and Hunt Orleans RTA headquarters produced no every 7½ minutes during both rush Valley. The service plan also provides maps listing the streetcars, only the bus hours, every 10 minutes between rush for service to operate to Penn Station. lines. hours, and 15 minutes before AM and This was possible due to completion of Chicago, Illinois after PM rush hours. Weekend service another section of the double-tracking The biggest revision in a number of is every 15 minutes morning and

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 54 Composite October, 2004 Electric Railroads/New York Division Bulletin 55

evening, every 10 minutes from 9 or 10 generators in the metropolitan area: to spend between $500,000 and AM to 6 or 7 PM. downtown Minneapolis, MSP airport $750,000 per vehicle for overhauls and “Another reason for the success is (somewhere between the world's 7th to upgrades to make them ADA-compliant. that quality people that have been the world's 12th busiest airport, However, noted UTA commuter rail involved with the start up, such as Joe depending on whose figures you use), project manager Steve Meyer, they are Marie. All transit professionals - no and the Mall of America (the USA's in relatively good condition. “These political appointees. Quite amazing they largest shopping center; the 2nd largest were in service a month an a half ago,” were able to attract the out-of-town rail shopping center in the world).” Meyer told the Deseret News on July transit professionals when you consider “Our current Governor, who was anti- 29. “This is an opportunity to have there is zero permanent transit funding transit, has now changed his mind. He these cars. Granted, they aren't the new for the Minneapolis-St. Paul area. has even arranged for money to get the beauties, but we can fix them up.” “The line has received lots of publicity next project started, commuter trains San Juan, Puerto Rico in the press, mostly favorable. People on the former Northern Pacific (now It has been a long time since there (who) work in downtown Minneapolis part of Burlington Northern Santa Fe) has been news about Tren Urbano. One are using the line to try new restaurants from Big Lake to Minneapolis. The of our members reported that the for lunch. They know if they miss the Lieutenant Governor, who was rabidly system was to be tested for seven days car, there will be another one in just 10 anti-transit, has not been heard from beginning August 19. A part of this test minutes. Quite a few restaurants along since the light rail line opened. Possibly required trains to operate at two-minute the line already reported a substantial she has a piece of crow stuck in her headways. increase in lunch business. In early throat. This is some of the best service From the History Files August, there was a good article in the the Twin Cities have had since the 20 Years Ago: On October 10, 1984, weekly Taste section of The heyday of Twin City Rapid Transit (the NFT Metro in Buffalo started service to Minneapolis StarTribune, which private company). I hope it can last.” six stations between Auditorium and reported about location, menu, and Neil also wanted to correct something Theater, a distance of 1.2 miles. Over price at restaurants and taverns within that appeared in the September the next two years the system reached a couple of blocks of the light rail line. Bulletin, regarding the switches being its current length with extensions to So, their business is going to increase one block away. “The line runs along 5th Amherst and South Campus. Plans for some more. Street and the last station is between other expansions have gone nowhere “I recently rode the line with a friend North and Hennepin due to lack of funding. from Norwegian State Railways. We Avenue (which is named for Father 10 Years Ago: On October 7, 1994, were driving from downtown Louis Hennepin – a French explorer, Denver RTD initiated service on its first Minneapolis towards Fort Snelling along who reached what is known as light rail line, between I-25/Broadway Hiawatha Avenue. All the downtown- Minneapolis in 1680). There are two and Downing. There were 15 stations bound cars had standing loads at 6:30 crossovers (not diamonds) between on this 5.3-mile line. Extensions were PM, more than likely people headed to Hennepin and Nicollet Avenues which added in the following years, and more the baseball game. The parking lot at are one block apart. If the outbound routes are planned. Denver’s first Fort Snelling (currently the farthest track at the last station is clear, the streetcar era ended on July 3, 1950. operating station from downtown) was inbound train uses the westerly Headlights for July, 1950 reported that full at 7 PM. Metro Transit had a 2 crossover to enter the station on the with the abandonment of the narrow- person temporary booth with people outbound track. If not, it will enter the gauge Denver Tramway’s last car line selling tickets because the machines station on the inbound track and depart (Colfax), Ft. Collins got the distinction of can't put out the tickets fast enough using the easterly crossover. Trains on being Colorado’s only trolley system. Ft. (and there are not enough both tracks do not have to enter the Collins held that title for almost a year machines). We caught the 7 PM car, terminal on the same track. The line is before it, too, ended service on June which had a lighter load (the baseball double track all the way from Ft. 30, 1951. In 1985, the Ft. Collins game began at 7:05 or 7:10 PM). Snelling to the station between Municipal Railway Society, a non-profit “The line currently serves one of the Hennepin/First Avenue North.” group, began operation of a 1.5-mile- biggest traffic generators in the Salt Lake City, Utah long line using cars that previously ran Minneapolis-St. Paul area, downtown Metra has been getting rid of its older in Ft. Collins. Minneapolis. Target Center, which has gallery cars as new cars enter service. News items and comments concerning the Timberwolves games and various The latest “customer” is the Utah this column may be emailed to concerts, is one short block from the Transit Authority, which acquired 30 of [email protected]. first station. The Humphrey Metrodome, them starting in July. They would be which has the Twins baseball, Vikings used on the commuter rail route football, and University of Minnesota between downtown Salt Lake City and football, has the 4th station next door. Ogden, which is tentatively scheduled to “When the line is in full operation open in about three years. Although the (supposedly by December—maybe 30-year-old cars came at no cost (just sooner) it will serve the 3 biggest traffic $1,600 each for shipping), UTA will have

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 55 Composite 56 Electric Railroads/New York Division Bulletin October, 2004

Electric Railroads No. 33/ New York Division Bulletin October, 2004

Published jointly by the Electric Railroaders’ Association, Incorporated and its New York Division.

For general inquiries, contact us at [email protected] or by phone at (212) 986-4482 (voice mail available). ERA’s website is: www.electricrailroaders.org

Editorial Staff: Editor-in-Chief: Bernard Linder News Editor: Randy Glucksman Contributing Editor: Jeffrey Erlitz

Production Manager: David Ross

Special thanks go to Sandy Campbell and Larry Linder.

version 3 - October 2004... Thursday, September 30, 2004 19:05 page 56 Composite