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The Bulletin MAJOR CHANGES COMING to the Published by the Electric Railroaders’ GRAND CENTRAL SUBWAY STATION COMPLEX Association, Inc

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The Bulletin MAJOR CHANGES COMING to the Published by the Electric Railroaders’ GRAND CENTRAL SUBWAY STATION COMPLEX Association, Inc ERA BULLETIN — MAY, 2018 The Bulletin Electric Railroaders’ Association, Incorporated Vol. 61, No. 5 May, 2018 The Bulletin MAJOR CHANGES COMING TO THE Published by the Electric Railroaders’ GRAND CENTRAL SUBWAY STATION COMPLEX Association, Inc. P.O. Box 3323 by Subutay Musluoglu Grand Central Station New York, NY 10163 (Photographs by the author) For general inquiries, (Continued from March, 2018 issue) or Bulletin submissions, contact us at In the March, 2018 Bulletin, I described Two of them provided access to the mezza- [email protected] the first round of capacity upgrades and as- nine level of the 42nd Street Shuttle. One was or on our website at erausa.org/contact sociated improvements that have been com- 317 Madison Avenue, which occupied the pleted at the Grand Central subway station southeast corner of the block and actually Editorial Staff: complex. It had been my intention to contin- had its main entrance on E. 42nd Street (this Jeffrey Erlitz ue by specifically focusing on the creation of author worked in the building from 2004-5), Editor-in-Chief new stairways and the reconstruction of the and within its lobby there was a stairway existing stairways between the mezzanine down to the subway. Next door to the east Ronald Yee nd Tri-State News and and the platforms of the Lexington Avenue was 51 E. 42 Street, which featured an off- Commuter Rail Editor Line. However, the situation in the station sidewalk entrance within its front façade. has been very fluid lately, with an unusually These two entrances were essentially one Alexander Ivanoff North American and fast pace of work resulting in stairways open- unit, since both stairways joined together on World News Editor ing and closing on short notice. Considering an intermediate landing prior to descending this, we will revisit this work next month, ac- to the Shuttle mezzanine and opening at a David Ross Production Manager companied by graphics that will be essential point north of, and adjacent to, the main fare in deciphering the myriad of changes. array, to the west of the entrance to GCT Copyright © 2018 ERA Instead, this month we will examine the from the Shuttle mezzanine. work taking place on the western side of the The construction of 1 Vanderbilt Avenue complex, including improved access to the provides an opportunity to reconfigure this 42nd Street Shuttle, the future extension of entire area. A new, much larger entrance lo- the Main Concourse level of Grand Central cated within the tower, located prominently Terminal (GCT), and connections to the fu- on E. 42nd Street, will provide future access ture Long Island Rail Road East Side Access to the Shuttle (see Figure 1). A key feature of (LIRR ESA) concourse. As with the improve- this entrance will be the ability to access both In This Issue: ments occurring over at the 456 part of the Shuttle mezzanine and platform levels The Genesis of the station, this work is also funded by the simultaneously (see Photo 1). This will be developers of the 1 Vanderbilt Avenue office achieved by a single direct stairway from Dashing Dan — tower, which continues to rise directly across street level to the mezzanine level, which is Enter the North the street from GCT, occupying the full block at the same elevation as GCT's Main Con- Side Division bounded by E. 42nd Street, Madison Avenue, course level (see Figure 2), in conjunction …Page 2 E. 43rd Street, and of course, Vanderbilt Ave- with a double escalator bank that will de- nue. scend from the street further down to a large Prior to the start of the Vanderbilt Avenue space that opens on to the Shuttle platform project, this block was occupied by four com- level, with an additional opening into the pas- mercial buildings, all of which dated to the sageway that leads to the Lexington Avenue era of GCT's construction in the early 1910s. (Continued on page 6) NEXT TRIP: DANBURY RAILWAY MUSEUM/WAREHOUSE1 POINT, SATURDAY, JUNE 23 NEW YORKERA DIVISION BULLETIN BULLETIN — MAY, OCTOBER, 2018 2000 THE GENESIS OF DASHING DAN — ENTER THE NORTH SIDE DIVISION by George Chiasson (Continued from April, 2018 issue) LEANING ON THE STEINWAY TUNNEL — THE IRT otherwise brief ride on the existing IRT Subway. Lower HELPS OUT West Side and Midtown passengers in those days were Even before the North Side Division lines had arrived forced into surface line or Manhattan elevated connec- at Penn Station in 1912-3, the hard numbers and obvi- tions somewhere along the way (most likely from Penn ous resultant stress that had taken shape in the brief Station by that time), but access to just about anywhere time since its opening were eye-popping (recall the else in Manhattan or certainly the Bronx was open to 1916 assertion that the LIRR alone was responsible for individual interpretation. By any measure, the superiori- 73% of the terminal’s annual patronage, then estimated ty of direct service to Manhattan, even though it could at almost 30 million passengers). Suffice it to state that be a bit out of the way for some, was proving far more their introduction, as preordained and gradual as it was, attractive to most Long Islanders than the long-standing only made an increasingly bad situation worse and was slog through Long Island City to the E. 34th Street fer- the genesis of what has remained a long, slow progres- ries (even though the latter may have in fact been more sion of train and human traffic (akin to a perpetual as- direct), and the railroad eagerly embraced the new sembly line) into and out of its subterranean passages, “Steinway” rapid transit line, with its direct service to the especially in rush hours, through the present time. Con- Grand Central hub, as one means of relieving this bur- sider as well that there remained no true ease of access den of imbalance. to Penn Station for several years after its opening and In the late spring of 1914, just over six months after the scale of interplay in its earliest era was simply be- the inauguration of through service between Port Wash- yond description. As such, it is understandable from the ington and Penn Station, the Long Island Rail Road perspective of 100 years why the LIRR made the devel- placed its full organizational faith in the IRT’s future abil- opment of service alternatives to Penn Station a strate- ity to help it manage the traffic situation by adding a full- gy almost from the time it was placed in service in 1910. length, high-platform station to the existing Hunters The inbred customer and political dissatisfaction which Point (49th) Avenue overpass. Barely complete, it was was endemic to this situation (and that at the compara- used by electric trains from several outward points be- bly congested Grand Central) also made external ca- ginning on July 1, which turned directly back from that pacity solutions more attractive to some parties (though location to their end destination instead of being at a completely separate fare), and this ultimately dragged the rest of the way to Long Island City and played into the arena of New York’s rapid transit devel- back by steam switcher. This in turn permitted a general opment over and above that of its metropolitan railway re-shuffling of scheduled service into Manhattan to system. One obvious manifestation of this desire for more evenly distribute its available “slots” across the substitute options was a rather swift rejuvenation of a several electrified routes operated. It was at this point long-standing, semi-dormant proposal to adapt the mor- that a significant portion of the service on the Long ibund Steinway trolley tunnel for rapid transit use, and Beach Branch was rerouted to Flatbush Avenue, while its conversion and extension was quickly begun once there may have also been some effect on non-electric the legal, municipal and political arrangements for its routes that had through trains serving Penn Station. The disposition and operation (by the LIRR’s former ally, the latter is unknown for certain, but from that date forward Interborough Rapid Transit Company) were finalized as most steam-powered trains definitely began making an part of the city’s massive “Dual Contracts” subway ex- additional stop at Hunters Point Avenue when passing pansion agreed upon and executed in 1913. between Woodside and Long Island City. By that same For its part, the Long Island Rail Road was more than time, the construction of expanded facilities at the Stein- willing to divert as much of its commuting traffic as was way Tunnel’s Queens end, and the usual setback of financially and operationally possible into the IRT’s unavailable equipment (particularly wherein custom- hands. Even as conversion work on the Steinway Tun- specified rolling stock was required) had significantly nel was in its earliest stages, the railroad again re- delayed its opening, though rapid transit conversion of examined its scheduling needs and grasped even more the existing trolley bore was itself accomplished rather strongly on the concept of directing a portion of its ser- quickly. Thus, as far as can be ascertained, terminating vice on most, if not all lines, away from Penn Station to passengers were left to their own devices when making alleviate overcrowding, both in terms of trains and pa- their way to and from the lonely, if not secluded new trons. For some branches of course, service to Flatbush station at Hunters Point Avenue for almost a year, most Avenue was an easy alternative, especially for passen- likely being forced to endure a walk of seven blocks gers seeking destinations in the Financial District and (though it was officially counted as four, and all out- Lower Manhattan (as always), as well as the East Side doors) to reach the East River ferry slips.
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