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TheNEW YORK DIVISION BULLETIN - NOVEMBER, 2011 Bulletin New York Division, Electric Railroaders’ Association Vol. 54, No. 11 November, 2011 The Bulletin IRT OPERATED FREQUENT, DEPENDABLE SERVICE Published by the New 75 YEARS AGO York Division, Electric Railroaders’ Association, (Continued from September, 2011 issue) Incorporated, PO Box 3001, New York, New In the September issue, we were unable to the bottom or oil lamps red on the side which York 10008-3001. publish all the interesting information in the they are to take the switch. If they are to turn July 1, 1924 IRT subway rulebook because to the right to carry a red lamp on the right For general inquiries, of the lack of space. In this issue, we are still side of the head car, and if to take the switch contact us at nydiv@ printing excerpts from this book, which de- to the left, to carry a red light on the left side erausa.org or by phone scribes the duties of the Motormen and Con- of car. at (212) 986-4482 (voice mail available). The ductors operating the same cars that were in 213. Each Conductor and Rear Guard is Division’s website is service 75 years ago. required to carry on his train a white lantern www.erausa.org/ 82. The input of current to motors is gov- which must be kept lighted and ready for im- nydiv.html. erned automatically and automatic feed must mediate use. be used at all times when in proper working 228. The post of the Rear Guard is on the Editorial Staff: Editor-in-Chief: order. In starting trains from the terminals, last car of the train, and he must never leave Bernard Linder Motormen must notch up controller one notch that car except in the performance of his du- News Editor: at a time to ascertain if automatic feed is ties. If for any cause his train comes to a stop Randy Glucksman working properly. If working properly, in start- at any unusual point where not protected by Contributing Editor: Jeffrey Erlitz ing thereafter controller must be moved to signal, he must immediately protect the rear first point and allowed to remain for 1½ sec- end of his train and station himself with lamp Production Manager: onds or until slack is taken up in train and in the rear of his train prepared to flag the David Ross then moved to full-on position. following train at a sufficient distance away to Rule 82 applies to old equipment only, and avoid collision. on that type of cars Motormen are instructed (Editor’s note: Signals were not installed from to hand feed the controller to avoid the possi- Borough Hall to New Lots Avenue and Flatbush bility of blowing the circuit breakers. (Editor’s Avenue until July, 1937 and on Lenox Avenue ©2011 New York note: There is probably a typographical error in from 110th Street to 135th Street until the spring of Division, Electric this sentence. Hi-Vs had manual acceleration and 1939.) Railroaders’ Association, Lo-Vs had automatic acceleration.) RULES FOR OPERATING MULTIPLE Incorporated 101. Motorman will start train on bell signal UNIT CONTROLLED DOORS when leaving terminal or when cars are At Bowling Green, southbound station, all added or cut off en route. doors must be kept closed on the shuttle In This Issue: (Editor’s note: In the 1930s, we observed that platform side. A History of the the Rear Guard pressed a button located near the On trains going around South Ferry Loop, A Train roof adjacent to the end door between the cars. only the doors controlled by Guard will be (Continued) The Conductor received indication, a white light opened at this station. Guard will drop seat at on a similar device, after which he gave the Mo- center door on these cars before entering ...Page 2 torman the bell signal.) station. Conductor after leaving Rector Street 127. Motormen are instructed that when the top lights or markers are out to turn one of (Continued on page 5) NEXT TRIP: NYCT WESTCHESTER1 SHOP TOUR, NOVEMBER 5 NEWNEW YORK YORK DIVISION DIVISION BULLETIN BULLETIN - NOVEMBER,OCTOBER, 2000 2011 A HISTORY OF THE A TRAIN by George Chiasson (Continued from October, 2011 Issue) GENESIS OF THE A TRAIN: PART THREE- where platforms were again located at 72nd Street, 81st th th IND’S AA LOCAL Street-Museum of Natural History, 86 Street, and 96 rd For over 55 years, the A express and AA local were Street. Through the northbound local station at 103 virtually inseparable partners on IND’s Eighth Avenue Street, the northbound express track began a descent Subway. Mostly AA was a non-rush hour participant on to become level with the two southbound tracks, while the subway scene, being spelled by various combina- the northbound local track again veered overhead to tions of B, BB, or CC during the peak periods. When- resume its easternmost alignment through the local sta- tion at 110th Street-Cathedral Parkway. ever it ran, the most remarkable features of AA were th that it was the only IND route confined entirely to Man- South of 59 Street-Columbus Circle, rush hour BB local trains diverged to the Sixth Avenue Subway via hattan, and that its route was never really changed or rd varied, but for one brief period very early in its existence 53 Street through a grade-separated junction starting during 1933. About the only variety offered at all was its in December, 1940, while in non-rush hours AA trains continued south along Eighth Avenue, through the local equipment, and then only at various times, as it shared th nd the rolling stock used on A until 1967, then became a stop at 50 Street, and on to the express station at 42 Street (now also Port Authority Bus Terminal). E local servant of the revised B train, and was based out of rd Coney Island (of all places) until 1986. Much like the trains (from Queens via the 53 Street Tunnel) merged into the Eighth Avenue Line tracks at another grade- present C train that succeeded it, AA also consistently separated junction north of that location starting in Au- operated shortened consists at all times that it ran, most gust, 1933, and continued to share trackage with AA for typically of four or eight cars, which contrasted mightily the remainder of its route. At 34th Street-Penn Station, with the 10-car trains of its neighboring A and E lines. AA and E both used the outside platforms, while the A Otherwise, very little ever changed with the AA Local, express stopped at a separated middle berthing area. even after it was eventually re-christened K in the AA trains then continued on the Eighth Avenue local 1980s. tracks, passing through additional stations en route at A ROUTE DESCRIPTION OF THE AA LOCAL rd th 23 Street (local) and 14 Street (express), where the Originating from the terminal at 168th Street- tracks turned beneath Greenwich Avenue. From the Washington Heights (and using the relays beyond, as th upper level at the W. 4 Street station (express), the well as the underground yard at 174th Street for lay-ups four-track Eighth Avenue Subway continued under Sixth off its “mother” route), AA used the upper level local Avenue, through the local station at Spring Street and tracks of the Eighth Avenue Subway as it passed along on to the express stop at Canal Street. South of that St. Nicholas Avenue and stopped at 163rd Street- point, AA and E diverged into the stub-end terminus at Amsterdam Avenue and 155th Street before dropping Hudson Terminal (now World Trade Center), while into the local tracks at the 145th Street station. From A there AA continued along the local tracks of the Eighth trains continued to follow the express alignment be- Avenue Subway (past the flying union with the Con- neath the southern tip of Manhattan and on to Brooklyn. course Line) through 135th Street station to the 125th AA LOCAL ROUTE HISTORY Street express stop. South of that point the Eighth Ave- The AA began operation on opening day of the Inde- nue Line swung beneath Frederick Douglass Boulevard pendent Subway—September 10, 1932—as the local th complement to the A express train, running between (Eighth Avenue) and into the local station at 116 th Street. At 110th Street-Cathedral Parkway, both 168 Street-Washington Heights at the north end and southbound tracks began to descend beneath the Hudson Terminal (now World Trade Center) at the northbound tracks and remained so for the rest of their south. At that time service was offered all day and eve- run down Central Park West, with additional local sta- ning Monday to Saturday, but on Sundays AA replaced tions at 103rd Street, 96th Street, 86th Street, 81st Street- A and operated local along Eighth Avenue. As a result Museum of Natural History, and 72nd Street before con- of this pattern AA was extended for the only time in its tinuing toward the express station at 59th Street- existence on February 1, 1933, when it was routed to Columbus Circle, where all four tracks were again at the Jay Street-Borough Hall in Brooklyn on Sundays in same level. From the 59th Street-Columbus Circle sta- place of A. AA was then suspended on July 1, 1933 tion, the northbound local track swung over the when the Concourse Line opened and the new CC pro- northbound express track to assume the westernmost vided local service on Eighth Avenue in its place, but position in the upper level along Central Park West, (Continued on page 3) 2 NEW YORK DIVISION BULLETIN - NOVEMBER, 2011 A History of the A Train maica (for the first time since December, 1936) in June 1964.