1.
Culver Shuttle
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The Culver Shuttle was a New York City Subway shuttle, running along a remnant of the BMT Culver Line, most of which is now the IND Culver Line. It had formerly been a service between Manhattan and Coney Island, known as the BMT5 service. The fleet consisted of R1s, and R27s/R30s, all were equipped with side rollsigns, on the last run of the Culver Shuttle, the R27/R30 train had its side rollsigns read, The number 5 was assigned in 1924. At the time, all BMT Culver Line trains used the elevated BMT Fifth Avenue Line, rush-hour trains made no stops between 36th Street and Atlantic Avenue. Subway trains started to run on the Culver Line on May 30,1931 and these trains used the south half of the Nassau Loop, ending at Chambers Street. During rush hours and Saturday mornings, they used the loop, entering Manhattan via the Manhattan Bridge. These trains only ran to Kings Highway on the Brooklyn end, rush hour trains ran express on the BMT Fourth Avenue Line, trains operating in the reverse-peak direction ran express between Ninth Avenue and Kings Highway. Elevated service was cut back to Ninth Avenue, except during rush hours, the BMT Fifth Avenue Line was closed on May 31,1940, and from that time all Culver trains used the subway. Some Culver trains continued to run into Manhattan until 1959, when they were all truncated to a shuttle between Ninth Avenue and Ditmas Avenue and this shuttle, assigned the label SS in 1960, last ran on May 10,1975. The elevated trestle along with the 13th Avenue and Fort Hamilton Parkway stations stood abandoned until finally being demolished in the mid-1980s, the right of way has been sold, as houses have been built on the old right of way near the Ditmas Avenue station. After the shuttle was discontinued, new signs were hung stating what passengers had to do since the shuttle stopped running, a sign like this may have read, CulverShuttle. com - Photos and history of the Culver Shuttle BMT Culver Line CULVER’S TRAVELS. The demolition of a Brooklyn elevated link
2.
R142 (New York City Subway car)
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The R142 is the first model class of the newest generation or new technology IRT cars for the New York City Subway. It was built by Bombardier in La Pocatiere, Quebec and Barre, Vermont with final assembly performed at Plattsburgh, New York, there are 880 cars numbered #6301–7180, with another 150 cars numbered #1101–1250, for a total of 1,030 cars. Along with the R142As, they replaced all of the existing Redbird trains, including the R26, R28, R29, R33, R33 WF, R36, and R36 WF. On April 30,1997, the Board of the Metropolitan Transportation Authority approved the purchase of 680 cars from Bombardier and 400 cars from Kawasaki. The original purchase order was for 740 cars, but because of the competition between the firms, the MTA was able to purchase 340 cars at the same price. The entire cost of the purchase was $1.45 billion, the new subway cars were based on the results of the tests from the R110A and R110B test trains. The historic deal came after negotiations and the contract was the largest subway car purchase in the history of the New York City Subway up to this point. The first 10 R142s numbered #6301–6310 were delivered on November 16,1999, regular service began on the 2 train on July 10,2000, after several months of testing and troubleshooting of all bugs. The R142s and R142As replaced all of the Redbirds—the R26, R28, R29, R33, R33 WF, the 1,030 R142 cars have Alstom ONIX AC propulsion, electronic braking, automatic climate control, electronic strip maps, and an on-board intercom system. The R142 and the R142A was partly designed by Antenna Design, there are two types of cars, A and B. A cars are powered with four traction motors each, with the passenger doors opposite each other, the B cars are powered by two traction motors at the number-two end, and the passenger doors are staggered. The trains are linked up in 5-car, A-B-B-B-A sets, but also can be linked in sets of 4 cars,6 cars,9 cars, the R142/A cars are similar to the R110A cars, with 54-inch side doors. All car ends have windows, allowing passengers to see through to the car, except unit ends. R142 car bodies are stainless steel, the R142 and R142As are the first fleets to feature recorded announcements. All later NTTs will later have this feature, dianne Thompson, announcements on the 2 train as well as the other IRT Broadway – Seventh Avenue Line trains when the R142s run on them in rare occasions. Charlie Pellett, Announcement to warn passengers of the doors, safety announcements, delay announcements. These people were news anchors with Bloomberg Radio at the time the announcements were recorded, since then, Ettinger and Pellett are now at 1010 WINS-AM and Sirius Satellite Radio working with Howard Stern and his Howard 100 news team. New Technology Train - A list of all NTT trains on the New York City Subway, R142A - a similar car built by Kawasaki Railcar Corp. of Kobe, Japan
3.
Nereid Avenue (IRT White Plains Road Line)
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It is served by the 2 train at all times and the northern terminal for most peak-direction rush-hour 5 trains that use this branch. All 2 trains and a number of northbound a. m. rush hour 5 trains terminate at the next stop. This station was the terminal of the White Plains Road line when the station opened on March 31,1917 and this station has three tracks and two side platforms. At the north end of the station, the northbound track ascends to pass over yard leads, a three story tower is located north of the station which has an old blue and white letter sign Warning — Do not lean over edge of Platform. North of this tower, two tracks enter the line from the 239th Street Yard, the 2006 artwork here is called Leaf of Life by Noel Copeland. This station has one elevated station house beneath the center of the platforms, two staircases from each platform go down to a waiting area. Outside fare control, two go down to the northwest and southeast corners of Nereid Avenue and White Plains Road. Nycsubway. org – IRT White Plains Road Line, 238th Street nycsubway
4.
New Lots Avenue (IRT New Lots Line)
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New Lots Avenue is the eastern terminal of the IRT New Lots Line of the New York City Subway. It is the terminal for rush hour 2 and 5 trips, the 3 train at all times except late nights. This elevated station has two tracks and one island platform, the station has an active tower and crew quarters at platform level. The platform has a canopy for most of its length, to the east of the station, the tracks curve into Livonia Yard. Northeast of the station, there is a never-used trackway structure which continues for about 75 feet and this extension was a provision for the line to continue east on New Lots Avenue. The stations sole exit is two staircases to either corner of Livonia Avenue and Ashford Street via an elevated, wooden mezzanine/station house under the far eastern end of the platform
5.
East 180th Street (IRT White Plains Road Line)
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East 180th Street is an elevated express station on the IRT White Plains Road Line of the New York City Subway in the Bronx at the intersection of East 180th Street and Morris Park Avenue. It is served by the 2 and 5 trains at all times. The station was opened on March 3,1917 as part of the Dual Contracts program and it also served as a connection to the 1912-built New York, Westchester and Boston Railroad Administration Building, and East 180th Street NYW&B station. The New York City Subway station has two platforms and three tracks. All 2 trains, and 5 trains at all times except rush hours and late nights, the center track is used by 5 service during rush hours in the peak direction, and late nights. The south end of the platforms has a bridge allowing access from the platforms to the East 180th Street Yard directly to the west. Heading north, after West Farms Square–East Tremont Avenue, trains turn east, to the northeast are the Unionport Yard and a signal tower, just to the northwest is the flyover that carries the southbound track of the IRT Dyre Avenue Line. The 2 train continues on the IRT White Plains Road Line to Wakefield–241st Street, the 5 train diverges to the Dyre Avenue Line northeast, and also continues on the White Plains Road Line to Nereid Avenue during rush hours in the peak direction. Until the 1980s, the station had escalators to street level via a mezzanine, a walk is now required to reach fare control, which is in the former New York, Westchester and Boston Railway station house. A secondary exit leads to 180th Street, directly to the east of the platforms are the platforms of the old New York, Westchester and Boston Railways 180th Street station. The station was designed by Fellheimer & Long with Allen H. Stem Associated Architects and its design is reminiscent of late 19th and early 20th century revivals. After the demise of NYW&B in 1937, a portion of the line was bought by the city of New York. In 1957, a connection between the IRT White Plains Road and Dyre Avenue Lines opened, allowing trains from the latter to travel to Manhattan. All services that used the NYW&B tracks and platforms moved to the White Plains Road Line platforms. It was placed on the National Register of Historic Places on April 23,1980, the original NYW&B station house on Morris Park Avenue is still in use as the main entrance. It is also home to office space, a small convenience store, and until recently. Restoration of the house was completed by MTA in 2013. From March 2010 to mid-2012, the station underwent a rehabilitation coordinated by Lee Harris Pomeroy Architects, community groups hoped to see the return of businesses inside the station such as a barber shop, shoe repair, and dry cleaners which existed many decades ago
6.
Bowling Green (IRT Lexington Avenue Line)
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Bowling Green is a station on the IRT Lexington Avenue Line of the New York City Subway, located at Broadway and Battery Place, in the Financial District of Manhattan. It is served by the 4 train at all times and the 5 train at all times except late nights, the station has two tracks and two platforms in service, a center island platform that serves Brooklyn-bound trains, and a side platform that serves uptown trains. An abandoned and walled off island platform and track on the west side of the station were used by the Bowling Green – South Ferry Shuttle to the inner platform at South Ferry. South of the station, the tracks diverge with one set entering the Joralemon Street Tunnel to Brooklyn, the line continues to the closed South Ferry inner loop station, which is used by the 5 train when it short turns at Bowling Green during evenings and weekends. When the station opened on July 10,1905, there was as yet no IRT service to Brooklyn, after the Joralemon Street Tunnel opened in 1908, some Lexington Avenue trains continued to terminate at South Ferry, even during rush hours, while others went to Brooklyn. This service pattern was found to be inadequate for the high volume of Brooklyn riders. Just three months after the Joralemon Street Tunnel opened, construction began on the track and the western island platform at Bowling Green. Once they were completed in 1909, all trains were sent to Brooklyn. Even after the IRT Broadway – Seventh Avenue Line local service began to South Ferry in 1918, the shuttle platform was renovated in 1978 along with the rest of the station. The 1978 renovation covered over the original Heins & LaFarge mosaic tapestries that were along the walls, the 1970s renovation also led to the construction of the eastern side platform, again due to high passenger volume on the island platform. Additional exits were requested and an underpass was built, funneling some of the traffic away from the exit at the south end. This led to the current configuration, with uptown trains using the side platform. A fence is located along the edge of the island platform, two elevators make the station ADA-accessible. The stations usage as both a station and a through station is still an issue today, as 5 trains short turn at Bowling Green on weekends. This causes a bottleneck on the Lexington Avenue Line, as Brooklyn-bound 4 trains must wait at Wall Street for at least 3 minutes to allow 5 trains to discharge passengers here. The station has three street stairs, an elevator, a set of escalators, and a control house. At the stations end at Bowling Green, two street stairs are located at the northwestern corner of the T-intersection of State Street and Broadway. The elevator is at the corner of said intersection
7.
East 180th Street Yard
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The New York City Transit Authority operates a total of 24 rail yards for the New York City Subway system. There are 10 active A Division yards,11 active B Division yards, of these yards, rolling stock are assigned to seven A Division yards and seven B Division yards. Within the yards are 14 maintenance and cleaning facilities, and two yards perform heavy maintenance and overhaul. The A Divisions yards consist of the 240th Street, 239th Street, Livonia, Jerome, East 180th Street, Pelham and Corona maintenance yards, a total of 2892 cars are assigned to the seven maintenance yards. The 137th Street Yard is a rail yard located just north of 137th Street–City College on the IRT Broadway–Seventh Avenue Line. The yard has six tracks surrounding the three mainline tracks, three tracks are to the west of the line and three tracks are to the east. The yard is used to store some 1 trains outside of rush hours, each track can hold two full-length trains, so a total of 12 trains can be stored there at any given time. Opened in 1916, it is one of the oldest yards in the system, there is considerable fleet interchange with the R142s at East 180th Street Yard used for the 5. In addition, some R62s for the 3 are stored here, the car wash at 239th Street is used for the 1 occasionally, the 2, the 3 and the 5. A wheel truing machine was installed here to damage to rail cars. Also, during this period, all assigned to the 2 were inspected and maintained at the East 180th Street Yard shared with the 5. It re-opened as an inspection and maintenance facility for the 2 in 1982, the yard consists of a seven-track inspection shop and 38 layup tracks. The layup tracks are arranged on two levels, the other yard in the system to share this trait is the East New York Yard. Access to the 239th Street Yard is located between Wakefield–241st Street and Nereid Avenue on the IRT White Plains Road Line. On February 3,1998, two trains collided at the yard lead after the motorman of one train passed out at the helm. The yard consists of six tracks in the shop and 15 additional layup tracks. The yard is home to the 365 R62As and the 10 R62s assigned to the 1, the shop was built in 1906 to support the original IRT subway. The yard and shops are entirely on an elevated structure, there are 15 layup tracks, and six shop tracks
8.
2 (New York City Subway service)
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The 2 Seventh Avenue Express is a rapid transit service in the A Division of the New York City Subway. Its route emblem, or bullet, is colored tomato red since it uses the IRT Broadway–Seventh Avenue Line through most of Manhattan. The 2 operates at all times between 241st Street in Wakefield, Bronx and Flatbush Avenue–Brooklyn College in Flatbush, Brooklyn, making all stops in the Bronx, daytime 2 service runs express in Manhattan, late night service operates local. The service operates via White Plains Road in the Bronx, Lenox Avenue and Seventh Avenue in Manhattan and Eastern Parkway, limited rush hour service also operates between the Bronx and New Lots Avenue in East New York, Brooklyn due to capacity issues at Flatbush Avenue. The first section of what became the current 2 entered service on November 26,1904 from the temporary 180th Street–Bronx Park terminal via the West Farms El to 149th Street–3rd Avenue. On July 10,1905, the connection between the IRT Lenox Avenue Line and IRT White Plains Road Line opened, allowing subway service from Manhattan to the Bronx. On January 9,1908, the Joralemon Street Tunnel opened, at this time, trains ran from East 180th Street to Borough Hall. On May 1,1908, trains were extended to Nevins Street, on March 3,1917, the IRT White Plains Road Line was extended to 219th Street. On March 31,1917, the IRT White Plains Road Line was extended to 238th Street–Nereid Avenue, on August 1,1918, the entire IRT Broadway–Seventh Avenue Line was completed. On April 15,1919, the Clark Street Tunnel, connecting the line to Brooklyn, beginning on December 19,1919, trains ran to South Ferry with some rush hour trains to Atlantic Avenue. In 1923, during rush hours,2 trains alternated between South Ferry and Utica Avenue, beginning December 1,1924,2 trains that ended at South Ferry were extended to New Lots Avenue. As of 1934,2 trains ran from 180th Street-Bronx Park to Flatbush Avenue weekdays and Saturday during daytime and to South Ferry evenings and Sundays, late-night service was from 241st St to South Ferry, making all stops. There were occasional lay-up/put-ins from New Lots, four weekday evening trains turned at Atlantic. On September 5,1937, some evening rush hour trains started running to Flatbush Avenue, as of July 1,1938, weekday and Saturday evening service was extended to Flatbush Avenue from South Ferry. Sunday service was extended to Flatbush Avenue on March 5,1950, beginning on December 26,1950, alternate weekday rush trains were extended to 241st Street in the peak direction, but PM rush service to 241st Street was discontinued on June 26,1952. Beginning on August 4,1952, the 180th Street - Bronx Park station was closed, morning rush hour service to 241st Street, on October 2,1953, was cut back to Gun Hill Road. On March 19,1954, weekend service was rerouted to New Lots Avenue at all times except late nights, on May 4,1957, a track connection to the IRT Dyre Avenue Line was completed and daytime 2 trains were rerouted to Dyre Avenue. Evening service remained a shuttle between Dyre Avenue to East 180th Street, and morning service from Gun Hill Road was discontinued
9.
233rd Street (IRT White Plains Road Line)
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233rd Street is a local station on the IRT White Plains Road Line of the New York City Subway. It is located in the Bronx at the intersection of 233rd Street and it is served by the 2 train at all times and the 5 train during rush hours in the peak direction. This elevated station opened on March 31,1917, and contains three tracks and two side platforms, the center express track is not normally used in revenue service. Both platforms have windscreens and red canopies supported by green frames. They also have yellow ADA tactile strips on their edges and these were all installed during a Spring 2006 rehabilitation. On either ends, both platforms have black, steel, waist-high fences with lampposts at regular intervals. The station signs are in the black name plates with white lettering. The 2006 artwork here is called Secret Garden, Theres No Place Like Home by Skowmon Hastanan and it consists of stained glass panels on the platform windscreens and station house depicting plants, fruits, and trees. It is associated with the New York Botanical Garden and this station has one elevated station house below the tracks and platforms. Two staircases and one elevator from each platform go down to a waiting area/crossover, outside fare control, there is a token booth and two staircases going down to either northern corners of White Plains Road and East 233rd Street. There is also an elevator going down to the northwest corner, the three elevators make the station ADA-accessible. Media related to 233rd Street at Wikimedia Commons nycsubway. org – IRT White Plains Road Line, 233rd Street nycsubway
10.
225th Street (IRT White Plains Road Line)
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225th Street is a local station on the IRT White Plains Road Line of the New York City Subway. Located in Wakefield, Bronx, at the intersection of 225th Street and White Plains Road, it is served by the 2 train at all times, and the 5 train during rush hours in the peak direction. This elevated station, opened on March 31,1917 and renovated in Fall 2005, has three tracks and two side platforms, the center track is normally not used in revenue service. The windscreens have mesh fences at various points, the station signs are in the standard black name plates with white lettering. The 2006 artwork here is called Universal City by Nicky Enright and it consists of stained glass windows on the platform windscreens depicting images related to astronomy, including constellations, shooting stars, and orbiting planets and moons. This station has one elevated station house beneath the center of the platforms, two staircases from each platform go down to a waiting area. The back of the token booth faces this crossunder with steel fences on either side, on the Wakefield-bound side, there are two exit only turnstiles. On the Manhattan-bound side, there is a gate and a bank of three turnstiles. Outside fare control, two go down to the northwest and southeast corners of 225th Street and White Plains Road. The station house has glass windows
11.
219th Street (IRT White Plains Road Line)
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219th Street is a local station on the IRT White Plains Road Line of the New York City Subway. Located at the intersection of 219th Street and White Plains Road in the Bronx, it is served by the 2 train at all times and this elevated station, opened on March 3,1917 and renovated in mid-2006, has three tracks and two side platforms. The center track is not normally used in revenue service, there is a mechanical room below the northbound platform at its north end that is reachable by a closed-off staircase. The windscreens have mesh fences at various points, the station signs are in the standard black name plates with white lettering. The 2006 artwork here is called Homage by Joseph DAlesandro and it consists of stained glass panels on the platform windscreens that depict colors showing certain human emotions and qualities. There are track switches that connect the tracks between this station and the station south, Gun Hill Road. This station has one elevated station house beneath the center of the platforms, two staircases from each platform go down to a waiting area. The back of the token booth faces this crossunder with a steel fences on either side, on the Wakefield-bound side, there are two exit only turnstiles. On the Manhattan-bound side, there is a gate and a bank of three turnstiles. Outside fare control, two go down to the northwest and southeast corners of 219th Street and White Plains Road. The station house has glass windows, nycsubway. org – IRT White Plains Road Line, 219th Street nycsubway
12.
Gun Hill Road (IRT White Plains Road Line)
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Gun Hill Road is an express station on the IRT White Plains Road Line of the New York City Subway. Located in the Bronx at the intersection of Gun Hill and White Plains Roads, service on the new portion of the line was operated as a four-car shuttle from 177th Street due to the power conditions at the time. This station opened on March 3,1917 as a bi-level station, the upper level has always been used and the lower level was used by the IRT Third Avenue Line from October 4,1920 to April 29,1973. The upper level has three tracks and two platforms, while the lower level had two tracks and one wide island platform. North of the station, the lower level tracks rose and joined, from west to east, they were as follows, main southbound local, Third Avenue southbound, main center express, Third Avenue northbound, main northbound local. The stations only exit is at a station house at the north side of Gun Hill Road in the median of White Plains Road. A refurbishing project in 2004–2006 removed the Third Avenue el level, the original station house was one short block north at East 211th Street. New escalators and elevators now make this station ADA-accessible. Nycsubway. org – IRT White Plains Road Line, Gun Hill Road nycsubway. org – Mi Sol, Mi Planeta, Mi Ciudad, Artwork by Andrea Arroyo nycsubway. org – IRT 3rd Avenue El, Gun Hill Road nycsubway
13.
Burke Avenue (IRT White Plains Road Line)
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Burke Avenue is a local station on the IRT White Plains Road Line of the New York City Subway. Located in the Bronx at the intersection of Burke Avenue and White Plains Road, it is served by the 2 train at all times, and the 5 train during rush hours in the peak direction. Service on the new portion of the line was operated as a shuttle from 177th Street due to the power conditions at the time. It was renovated in 2004-2005 at a cost of approximately $12.2 million USD and this elevated station has three tracks and two side platforms. The windscreens have mesh fences at various points, the station signs are in the standard black name plates with white lettering. The 2006 artwork here is called Bronx Literature by Béatrice Coron and this station has one elevated station house beneath the center of the platforms and tracks. Two staircases from each platform go down to a waiting area, the back of the token booth faces this crossunder with a steel fences on either side. On the Wakefield-bound side, there are two exit only turnstiles, on the Manhattan-bound side, there is an emergency gate and a bank of three turnstiles. Outside fare control, two go down to the northwest and southeast corners of Burke Avenue and White Plains Road. Nycsubway. org – IRT White Plains Road Line, Burke Avenue nycsubway
14.
Allerton Avenue (IRT White Plains Road Line)
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Allerton Avenue is a local station on the IRT White Plains Road Line of the New York City Subway. Located in the district of Allerton, Bronx, at Allerton Avenue and White Plains Road, it is served by the 2 train at all times. Service on the new portion of the line was operated as a shuttle from 177th Street due to the power conditions at the time. This station was renovated in early 2005 and this elevated station has three tracks and two side platforms. The windscreens have mesh fences at various points, the station signs are in the standard black name plates with white lettering. The 2006 artwork here is called Allerton Mandalas by Michele Brody and it consists of stained glass panels on the platform windscreens featuring twisting colors of red and green. This station has one elevated station house beneath the center of the platforms, two staircases from each platform go down a waiting area. The back of the token booth faces this crossunder with a steel fences on either side, on the Wakefield-bound side, there are two exit only turnstiles. On the Manhattan-bound side, there is a gate and a bank of three turnstiles. Outside fare control, two go down to the northwest and southeast corners of Allerton Avenue and White Plains Road. Nycsubway. org – IRT White Plains Road Line, Allerton Avenue nycsubway
15.
Pelham Parkway (IRT White Plains Road Line)
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Pelham Parkway is a local station on the IRT White Plains Road Line of the New York City Subway. Located in the Bronx at the intersection of Pelham Parkway and White Plains Road, it is served by the 2 train at all times, and the 5 train during rush hours in the peak direction. Service on the new portion of the line was operated as a shuttle from 177th Street due to the power conditions at the time. This station was added to the National Register of Historic Places on March 30,2005 and this elevated station has three tracks and two side platforms with the center express track not normally used in revenue service. A green trim line runs on top of the windscreens and no support the canopies. This station has two mezzanines, both of which are beneath the tracks and platforms, the full-time one is at the south end and has a staircase and elevator from each platform going down to a waiting area/crossunder, where a turnstile bank provides access to and from the station. The Manhattan-bound platform also has a short, up-only escalator from the station house, the three elevators make this station fully ADA-accessible. In 1976, with funding from the Exxon Corporation, this station, local designer Peter Bradford Associates received $5,000 to repaint the station and put 16 bright posters of animals and parts of animals on each platform wall, in the theme of the nearby Bronx Zoo. The current artwork at this station, installed during a 2004-2007 renovation, is called Back to the Garden by Tomie Arai and it consists of stained glass windows on the platform windscreens depicting images of trees and plants, inspired by the nearby zoo and botanical garden. Nycsubway. org – IRT White Plains Road Line, Pelham Parkway nycsubway
16.
Bronx Park East (IRT White Plains Road Line)
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Bronx Park East is a local station on the IRT White Plains Road Line of the New York City Subway. Located in the Bronx on Birchall Avenue at Sagamore Street, it is served by the 2 train at all times, service on the new portion of the line was operated as a four-car shuttle from 177th Street due to the power conditions at the time. This elevated station has three tracks and two side platforms, old signs at the center exit stairs and have been painted over, but those on the southbound platform are still visible through the paint. Covered windows in the wall are also present. South of this station, one can view the IRT Dyre Avenue Line just off to the east, continuing south, the Unionport Yard is also to the east past the connection to the Dyre Avenue Line. The East 180th Street Yard is to the west just prior to entering the next station, the 2006 artwork here is called B is for Birds in the Bronx by Candida Alvarez. The tiled mezzanine has windows and standard Uptown and Downtown mosaics, the mezzanine itself is made of stucco over concrete and is massive. There are exits to all corners of Birchell Aveneu and Sagamore Street except for the southwest corner, media related to Bronx Park East at Wikimedia Commons nycsubway. org – IRT White Plains Road Line, Bronx Park East nycsubway
17.
Baychester Avenue (IRT Dyre Avenue Line)
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Baychester Avenue is a station on the IRT Dyre Avenue Line of the New York City Subway, located at the intersection of Baychester and Tillotson Avenues in the Bronx. It is served by the 5 train at all times, originally opened on May 29,1912 as a local station of the New York, Westchester and Boston Railway, it was closed on December 12,1937 when the NYW&B went bankrupt. In 1940, the City of New York purchased the right of way from the Bronx line southward, in 1941, a shuttle service was implemented between Dyre Avenue and East 180th Street using IRT gate cars. In 1957, a connection was made to the White Plains Road line. The station has two platforms and three tracks with space for a fourth. It is on an embankment with a cut in the embankment for the street to run below, the station house is on street level below the platforms and tracks on their extreme north end. A staircase from each platform goes down to an underpass, where on the Dyre Avenue-bound side, the main fare control area is on the Manhattan-bound side. It has a set of doors to the underpass, another to the stairs, a turnstile bank, token booth
18.
Gun Hill Road (IRT Dyre Avenue Line)
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It is served by the 5 train at all times. Originally opened on May 29,1912 as a station of the New York, Westchester and Boston Railway. In 1940, the City of New York purchased the right-of-way from the Bronx county line southward, in 1941, a shuttle service was implemented between Eastchester – Dyre Avenue and East 180th Street using IRT gate cars. In 1957, a connection was made to the IRT White Plains Road Line. The station has two platforms with three tracks and space for a fourth. The street is above the part of the station. The entrance is at street level, the stations only entrance/exit is a head house on the south side of Gun Hill Road between Sexton and Dewitt Places. Nycsubway. org – IRT White Plains Road Line, Gun Hill Road Station Reporter —5 Train The Subway Nut — Gun Hill Road Pictures Gun Hill Road entrance from Google Maps Street View
19.
Pelham Parkway (IRT Dyre Avenue Line)
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Pelham Parkway is a station on the IRT Dyre Avenue Line of the New York City Subway. Located at the intersection of Pelham Parkway and the Esplanade in the Bronx and this station was originally opened on May 29,1912, as an express station of the New York, Westchester and Boston Railway, with two island platforms and four tracks. It was closed on December 12,1937, after the NYW&B went bankrupt but was opened again when the City of New York purchased the Bronx portion of the railroad for use in the subway system, an original NYW&B-era train indicator can still be found inside the station. Today, the two local tracks remain in service, and the southbound express track remains in use as a test track. The northbound express track ends about halfway between the end of the station and the northern tunnel portal, however, it used to end at a bumper block just south of the station. The station is designed with two platforms, however it is not considered an express station. The northbound express track had been restored at this station in October 2014, the purpose of the restoration was to serve work trains for the Dyre Avenue Line signal modernization project. Pelham Parkway is the completely underground station on the Dyre Avenue Line. It is also the northernmost underground IRT station, in 1981, the MTA listed the station among the 69 most deteriorated stations in the subway system. However, under the 2015–2019 MTA Capital Plan, the station, along with thirty other New York City Subway stations, will undergo a complete overhaul, updates would include cellular service, Wi-Fi, charging stations, improved signage, and improved station lighting. The stations only entrance/exit is a house in the median of the Esplanade north of Pelham Parkway North
20.
Morris Park (IRT Dyre Avenue Line)
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Morris Park is a station on the IRT Dyre Avenue Line of the New York City Subway served by the 5 train. It is at Paulding Avenue and the Esplanade in Morris Park, the station was first placed in service in 1912 as part of the New York, Westchester and Boston Railroad, a subsidiary of the New York, New Haven and Hartford. The line was designed for the weight of the heaviest main line steam trains, the emblem of the NYW&B, was the caduceus, a staff entwined with serpents that has served as a symbol of commerce since Classical times. It is cast into several locations of the facade facing the Esplanade. The NYW&B offered frequent service between 138th Street in the South Bronx and White Plains and Port Chester in Westchester County, the White Plains and Port Chester branches diverged at Mount Vernon Junction near Columbus Avenue along the boundary between Mount Vernon and Pelham. The two outer tracks at Morris Park were for trains that made stops in the Bronx. The two inner tracks were for trains that made limited stops in The Bronx, and went to White Plains. The trains were powered by 11,000 volt 25 Hz alternating current supplied from overhead catenary, the cut-off stumps of the catenary bridges remain along the right of way and can be seen from the south ends of the platforms. The NYW&B was doomed by the bankruptcy of its patron, the New Haven, a few years later, the portion in The Bronx became part of the New York City Transit System. Initial subway service was a shuttle to the old NYW&B platforms at East 180th Street, in the late 1950s, the construction of a flying junction with the White Plains Road line allowed Dyre Avenue trains to enter the East 180th Street subway station and continue to Manhattan. Around this period, the Morris Park platforms were extended towards the south to accommodate ten-car subway trains and this required reducing the height of the outboard plate girders of the bridge over Colden Avenue so that the bottoms of the platforms would be above the tops of the girders. The massive overdesign of the bridge allowed ample margin for trimming the girders, on November 24,1979, an R22 car, #7602, was involved in a rear-ending accident here. It has two platforms with four tracks and is partially underground and partially on an embankment. The underground portion is at the end of a 4, 000-foot long, four-track tunnel under the Bronx. This tunnel includes an underground station called Pelham Parkway about half a mile from Morris Park. The heavy construction and high clearances greatly exceed the size and weight requirements of IRT subway cars, from the 1990s until the early 2000s the platform walls had a red and blue skyline design, before being painted beige. It was listed on the National Register of Historic Places on July 6,2005, the stations only entrance/exit is a head house at the southwest corner of Esplanade and Paulding Avenue. The head house is notable for its graceful Spanish Mission style architecture, the handsome exterior, with its tall arched windows and tiled roof, has been restored to good condition
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174th Street (IRT White Plains Road Line)
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174th Street is a local station on the IRT White Plains Road Line of the New York City Subway. This elevated station, which has two platforms and three tracks, is built on a curve, which results in large gaps between center doors and the platform. The gaps were almost wide enough to need gap fillers, by 2008, most of the stations gaps had been filled, but train announcements still warn passengers to be careful of the gap between the platform and the train. The station was closed from July to November 2003 and was completely rehabilitated so it has a new white windscreen, the ends of the platform are very narrow. The station does not have a mezzanine, the station houses are at the same level as the platforms. The two southbound exits lead to the corner of the skewed intersection of 174th Street and Southern Boulevard. The two northbound exits are on either corner of that intersection. Nycsubway. org – IRT White Plains Road Line, 174th Street nycsubway
22.
Freeman Street (IRT White Plains Road Line)
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Freeman Street is a local station on the IRT White Plains Road Line of the New York City Subway. The station resembles Prospect Avenue, with three tracks and two curved side platforms, due to the curves in the platforms, train announcements warn passengers to be careful of the gap between the platform and the train, the station does not have any gap fillers. Freeman Street was opened on November 26,1904, and was a terminal for the Bergen Avenue By-pass spur of the IRT Third Avenue Line prior to 1955. On July 10,1905 the IRT Broadway Express Line was constructed at Jackson Avenue, Third Avenue Line service ended on May 12,1955. The station was renovated in 2004, the station has heaters, as well as a wooden mezzanine, floor, and open old booth similar to the one at Simpson Street. Exits lead to all corners of Freeman Street and Southern Boulevard, nycsubway. org – IRT White Plains Road Line, Freeman Street nycsubway
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Simpson Street (IRT White Plains Road Line)
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Simpson Street is a local station on the IRT White Plains Road Line of the New York City Subway. It was renovated in the early 2000s, and has two platforms and three tracks. The center express track is used by the 5 train during rush hours in the peak direction, to the north, the line curves from Westchester Avenue to Southern Boulevard. The IRT Pelham Line, which curves above Westchester Avenue five blocks northeast of station, is visible from the east end of the platforms. Both platforms have cream-colored windscreens and red canopies, both platforms also have green outlines, frames and support columns, in their center and green waist-high, ornament-style steel fences at either ends with several lampposts. The stations signs are in the black name plates with white Helvetica lettering. This station was listed on the National Register of Historic Places on September 17,2004, along with the Westchester-Simpson Street Substation, due to the tracks low height above ground, both station houses are at platform level and there are no crossovers or crossunders. The station has been renovated to be ADA-accessible, a high exit-only turnstile on either side of the station house leads directly to one of the street stairs from the platform. It had a customer assistance booth until April 2010, a high exit-only turnstile on either side of the station house leads directly to one of the street stairs from the platform. The 2006 artwork here is called What We Build is Not Permanent and it consists of stained glass panels on the platform windscreens and station houses with the theme with renewing or rebuilding what has died or fallen. Nycsubway. org – IRT White Plains Road Line, Simpson Street nycsubway
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Intervale Avenue (IRT White Plains Road Line)
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Intervale Avenue is a local station on the IRT White Plains Road Line of the New York City Subway. This elevated station, opened on April 30,1910 as the first station in the Bronx with escalators, the station was built at the cost of $100,000, and it was paid with private capital. It has three tracks and two side platforms, the center express track is used by the 5 train during rush hours in the peak direction. Both platforms have beige windscreens that run along the length and brown canopies with green frames. The stations only entrance is a station house beneath the tracks. Inside fare control, it has two staircases to the center of each platform and a area that allows a free transfer between directions. On March 15,1989, three men set the station house on fire after a failed attempt to rob the token booth. The clerk was not seriously injured, while the suspects fled and were never identified, after the incident, New York City Transit considered closing this station permanently due to its close proximity to Prospect Avenue and Simpson Street. However, a community led to the scrapping of the plans. The station was rebuilt with canopies and windscreens and a concrete station house with glass block windows. Renovations took two and a half years, artwork called El 2/El 5 by Michael Kelly Williams was installed in the mezzanine and features two mosaic murals depicting underground and elevated tracks. The renovated station reopened on April 21,1992, nycsubway. org – IRT White Plains Road Line, Intervale Avenue nycsubway
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Prospect Avenue (IRT White Plains Road Line)
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Prospect Avenue is a local station on the IRT White Plains Road Line of the New York City Subway. The station, which was renovated in 2006, has three tracks and two side platforms, the center express track is used by the 5 train during rush hours in the peak direction. The center of both platforms have beige windscreens with green frames and red canopies and green frames and support columns, the ends have waist high, green steel fences with lampposts at regular intervals. The station signs are in the black station name plate with white lettering. The 2006 artwork here is called Bronx, Four Seasons by Urkrainian artist Marina Tsersarskaya and it consists of stained glass panels on the platform windscreens and station houses depicting images related the four seasons of meteorology. This station is listed on the National Register of Historic Places and this station is very close to street level. As a result, the houses are adjacent to their respective platforms. On the Manhattan-bound side, one staircase from the northwest corner of Westchester Avenue, another from the northern intersection of Prospect Avenue and 160th Street goes up to the south side. Inside the station house, there is a booth, turnstile bank, waiting area. The platform has two turnstiles, each of which leads to one of the street stairs. A high exit-only turnstile from the platform directly to the staircases. Towards the south end of the platform, another exit-only turnstile leads to a staircase going down to the northeast corner of Prospect. Nycsubway. org – IRT White Plains Road Line, Prospect Avenue nycsubway
26.
Jackson Avenue (IRT White Plains Road Line)
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Jackson Avenue is a local station on the IRT White Plains Road Line of the New York City Subway. McDonald and funded by August Belmont, for the construction of the subway, contract 1 called for the construction of a line from City Hall north to Kingsbridge and a branch under Lenox Avenue and to Bronx Park. The initial segment of the IRT White Plains Road Line opened on November 26,1904 between East 180th Street and this station, once the connection to the IRT Lenox Avenue Line opened on July 10,1905, trains from the newly opened IRT subway ran via the line. Elevated service via this connection was resumed on October 1,1907 when Second Avenue locals were extended to Freeman Street during rush hours. The Bergen Avenue cutoff was abandoned on November 5,1946, the cutoff was removed in 1950. On June 13,1949, the platform extensions at this station, as well as those on White Plains Road Line stations north to 177th Street, the platforms were lengthened to 514 feet to allow full ten-car express trains to platform. Previously the stations could only platform six car local trains and this station has three tracks and two side platforms. The center express track is used by the 5 train during rush hours in the peak direction, west of this station, the elevated structure widens with room for two more tracks, where the connection to the Third Avenue Line was located. Beyond the vestiges of the old connections, the line curves west, because this station is near the tunnel portal, it is closer to the ground than the other elevated stations further north on the line. Both platforms have beige windscreens with green outlines and red canopies with green frames and columns in the center and lime green, waist-high. The station signs are in the black with white lettering. This station has been listed on the National Register of Historic Places since September 17,2004, the 2009 artwork here is called Latin American Stories by George Crespo. It consists of four stained glass panels on the windscreens of each platform and they depict images from six Latin American stories, including How Fire Came to the Rain Forest and The King That Tried to Touch the Moon from the Lesser Antilles. Both sides have a station house adjacent to and towards the rear of their respective platforms. On the Manhattan-bound side, doors from the lead to a small waiting area. Outside of fare control, there is a booth and two sets of doors leading to two staircases facing in opposite directions that go down to the west side of Westchester Avenue. The platform has two turnstiles, each of which leads to either street staircase, to allow passengers to exit the station without having to go through the station house. The station house on the platform is unstaffed
27.
4 (New York City Subway service)
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The 4 Lexington Avenue Express is a rapid transit service in the A Division of the New York City Subway. Its route emblem, or bullet, is colored apple green since it uses the IRT Lexington Avenue Line in Manhattan. 4 trains operate between Woodlawn in the Bronx and Utica Avenue in Crown Heights, Brooklyn via Jerome Avenue Local in the Bronx and Eastern Parkway Express in Brooklyn at all times except nights. During nights, they serve all stops except Hoyt Street and are extended to/from New Lots Avenue in East New York, Brooklyn via Livonia Avenue as a replacement for the 3. During the extension of the IRT Lexington Avenue Line north of 42nd Street–Grand Central Terminal, on April 15,1918, shuttles were extended to Woodlawn. A second shuttle, using cars, from 149th Street–Grand Concourse to Grand Central started on July 17,1918. On August 1,1918, the entire Jerome and Lexington Avenue Lines were completed, trains began running between Woodlawn and Bowling Green. Beginning on November 4,1925, rush hour 4 trains were extended from Atlantic Avenue to Crown Heights–Utica Avenue, two years later, on December 5,1927, weekday evening service was extended to Utica Avenue. The following year, midday 4 service also went to Utica Avenue, trains ran express in Manhattan except late nights, and in Brooklyn. This was the first time the 6 became the Pelham Shuttle between Pelham Bay Park and 125th Street–Lexington Avenue, on August 20,1938, Saturday morning after the peak service was extended to Utica Avenue. Beginning on May 10,1946, all 4 trains were made express during late nights running on 12 minute headways as the 6 went back to Brooklyn Bridge during that time, previously 4 trains ran local from 12,30 to 5, 30am. At this time 4 trains terminated at Atlantic Avenue, beginning on December 16,1946, trains were extended from Atlantic Avenue to New Lots Avenue during late nights, running express between Atlantic and Franklin Avenues. When the Board of Transportation began to replace the older subway cars starting with the R12 cars in 1948, with these cars, numbers were assigned to the IRT lines. The Lexington Avenue–Jerome Line trains were given the number 4, by 1964, all cars had the route numbers on them. During 1950, Saturday morning service was cut back to South Ferry, starting on December 15,1950, four 4 trains began operating during rush hours to Flatbush Avenue on the Nostrand Avenue Line. Also on that day, weekday service was cut back from Atlantic Avenue to South Ferry. Additionally, on January 18,1952,4 service to Atlantic Avenue during weekday middays was restored, on March 19,1954, late-night service in Brooklyn began making all stops, but resumed operating express between Atlantic Avenue and Franklin Avenue on June 29,1956. Starting on March 1,1960, late-night 4 trains resumed making all stops in Manhattan and this arrangement ended on October 17,1965 when the 4 went back express in Manhattan late nights
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Woodlawn (IRT Jerome Avenue Line)
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Woodlawn is the northern terminal of the New York City Subways IRT Jerome Avenue Line. The station is located at the intersection of Bainbridge and Jerome Avenues, despite the station name, this intersection is in the Norwood section of the Bronx, and not in Woodlawn. It is served by the 4 train at all times, the station was built in 1917 and opened the following year, from an Arts and Crafts design by the subways chief architect, Squire J. Vickers. Its opening helped spur development of the area that had begun with the opening of nearby Woodlawn Cemetery, following renovations in 2005, it was listed on the National Register of Historic Places for its use of ornamental concrete. A public art display of stained glass called Children at Play was also installed, the station is located above Jerome Avenue just south of its oblique intersection with Bainbridge Avenue at that streets northern end. Woodlawn Cemetery is on the east side of the street, and its main entrance, a large wooded portion of Van Cortlandt Park, including its golf course, on the other side buffers the cemetery, although it has been the site of a large construction project recently. The east side of Jerome to 213th Street is a mixture of commercial development. Woodlawn is built of steel frame faced in concrete, with a large headhouse at the northern end. Three large steel arches over Jerome Avenue support the mezzanine level, burlap coated in coal tar atop the girders provides a waterproof track floor. The concrete surface of the platforms is smooth, in contrast to the rough bush-hammered finish preferred elsewhere on the IRT Dual System stations, corrugated metal windscreens are located along the length of the side platforms, which have also been enclosed in plywood. The west side has been enclosed to serve as station rooms. They are covered in steel frame canopies with truss supports and wooden-slat gabled roofs, at the south end the platforms are open and lit by modern double lampposts. Just south of the platforms end is a pyramid-roofed original signal tower. There are other signal towers and service rooms, faced in corrugated metal, a flagmans structure is beneath the north end of the island platform canopy. The entrances are at the base of the stair towers and they are openings sheltered by a bracketed metal portico that echoes the stations roof-line. Pedestrian traffic on the sidewalks can continue through, stairs lead up to the mezzanine, its interior faced in cream-colored brick. Fifteen stained glass panels in the five windows, depicting children playing against swirling, colorful backgrounds, there is a newsstand and restrooms here. Three separate flights of stairs lead up to the platform, here, there is a dispatchers office and crew quarters in the tops of the stair towers
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IRT Jerome Avenue Line
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The IRT Jerome Avenue Line, also unofficially known as IRT Woodlawn Line, is an A Division New York City Subway line mostly along Jerome Avenue in the Bronx. Originally an Interborough Rapid Transit Company-operated route, it was built as part of the Dual Contracts expansion and it is both elevated and underground with 161st Street–Yankee Stadium being the southernmost elevated station. The line has three tracks from south of the Woodlawn station to the 138th Street–Grand Concourse station, the Woodlawn Line also has a connection to the Jerome Yard, where 4 trains are stored, just north of the Bedford Park Boulevard–Lehman College station. As part of a program to evaluate express service on the line, from June 8,2009 to June 26,2009. The trains stopped at Woodlawn, Mosholu Parkway, Burnside Avenue, from October 26,2009, to December 11,2009, another pilot program to run express service ran, this time adding Bedford Park Boulevard – Lehman College as an additional stop. A fifth train had also added and trains now run every 20 minutes from 7, 00am to 8. During late AM rush & evening rush hours, some trains run express from 167th Street to short turn at Burnside Avenue. Though named for Jerome Avenue, the southernmost portion of the line runs underground beneath the Grand Concourse, almost a block after 167th Street station, the line finally runs over the eponymous road when River Avenue ends at Jerome Avenue across from the intersection of West 169th Street. The line remains over Jerome Avenue for most of the rest of its journey, the north end of the Mount Eden Avenue station can be seen from the Cross Bronx Expressway. After the northwest entrance of the historic Concourse Yard and then north of 198th Street, the IRT Jerome Avenue Line finally ends at Woodlawn station, while Jerome Avenue itself continues north towards the Major Deegan Expressway. For more than two decades, there had been calls to provide service to the residents of the Western Bronx. When the first subway was being planned, a branch of the line to this area was under consideration, but it was not found to be feasible to build such a connection because of financial reasons. The Board of Rapid Transit Commissioners, on June 1,1905, Route 15 would have been a four-track subway under Jerome Avenue, with a connection to the Ninth Avenue Elevated through 162nd Street. Route 16 called for an elevated line along Jerome Avenue. Route 17 would have required the construction of a line under Gerard Avenue to form the southern connection to the Jerome Avenue Line. Of the three options, Route 15 was approved by the Board of Estimate on July 14,1905, and by Mayor George McClellan two weeks later. On June 16,1908, the proposal to construct a subway under Gerard Avenue was abandoned because of the soil conditions and this route was utilized as part of the Jerome Avenue Line. The route was approved by the Board of Estimate on June 26,1908, the Dual Contracts, which were signed on March 19,1913, were contracts for the construction and/or rehabilitation and operation of rapid transit lines in the City of New York
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Manhattan
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Manhattan is the most densely populated borough of New York City, its economic and administrative center, and the citys historical birthplace. The borough is coextensive with New York County, founded on November 1,1683, Manhattan is often described as the cultural and financial capital of the world and hosts the United Nations Headquarters. Many multinational media conglomerates are based in the borough and it is historically documented to have been purchased by Dutch colonists from Native Americans in 1626 for 60 guilders which equals US$1062 today. New York County is the United States second-smallest county by land area, on business days, the influx of commuters increases that number to over 3.9 million, or more than 170,000 people per square mile. Manhattan has the third-largest population of New York Citys five boroughs, after Brooklyn and Queens, the City of New York was founded at the southern tip of Manhattan, and the borough houses New York City Hall, the seat of the citys government. The name Manhattan derives from the word Manna-hata, as written in the 1609 logbook of Robert Juet, a 1610 map depicts the name as Manna-hata, twice, on both the west and east sides of the Mauritius River. The word Manhattan has been translated as island of hills from the Lenape language. The United States Postal Service prefers that mail addressed to Manhattan use New York, NY rather than Manhattan, the area that is now Manhattan was long inhabited by the Lenape Native Americans. In 1524, Florentine explorer Giovanni da Verrazzano – sailing in service of King Francis I of France – was the first European to visit the area that would become New York City. It was not until the voyage of Henry Hudson, an Englishman who worked for the Dutch East India Company, a permanent European presence in New Netherland began in 1624 with the founding of a Dutch fur trading settlement on Governors Island. In 1625, construction was started on the citadel of Fort Amsterdam on Manhattan Island, later called New Amsterdam, the 1625 establishment of Fort Amsterdam at the southern tip of Manhattan Island is recognized as the birth of New York City. In 1846, New York historian John Romeyn Brodhead converted the figure of Fl 60 to US$23, variable-rate myth being a contradiction in terms, the purchase price remains forever frozen at twenty-four dollars, as Edwin G. Burrows and Mike Wallace remarked in their history of New York. Sixty guilders in 1626 was valued at approximately $1,000 in 2006, based on the price of silver, Straight Dope author Cecil Adams calculated an equivalent of $72 in 1992. In 1647, Peter Stuyvesant was appointed as the last Dutch Director General of the colony, New Amsterdam was formally incorporated as a city on February 2,1653. In 1664, the English conquered New Netherland and renamed it New York after the English Duke of York and Albany, the Dutch Republic regained it in August 1673 with a fleet of 21 ships, renaming the city New Orange. Manhattan was at the heart of the New York Campaign, a series of battles in the early American Revolutionary War. The Continental Army was forced to abandon Manhattan after the Battle of Fort Washington on November 16,1776. The city, greatly damaged by the Great Fire of New York during the campaign, became the British political, British occupation lasted until November 25,1783, when George Washington returned to Manhattan, as the last British forces left the city
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Brooklyn
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Brooklyn is the most populous borough of New York City, with a Census-estimated 2,636,735 residents in 2015. It borders the borough of Queens at the end of Long Island. Today, if New York City dissolved, Brooklyn would rank as the third-most populous city in the U. S. behind Los Angeles, the borough continues, however, to maintain a distinct culture. Many Brooklyn neighborhoods are ethnic enclaves, Brooklyns official motto, displayed on the Borough seal and flag, is Eendraght Maeckt Maght which translates from early modern Dutch as Unity makes strength. Since 2010, Brooklyn has evolved into a hub of entrepreneurship and high technology startup firms. The history of European settlement in Brooklyn spans more than 350 years, the neighborhood of Marine Park was home to North Americas first tidal mill. It was built by the Dutch, and the foundation can be seen today, however, the area was not formally settled as a town. Many incidents and documents relating to this period are in Gabriel Furmans early compilation, what is today Brooklyn left Dutch hands after the final English conquest of New Netherland in 1664, a prelude to the Second Anglo–Dutch War. The English reorganized the six old Dutch towns on southwestern Long Island as Kings County on November 1,1683 and this tract of land was recognized as a political entity for the first time, and the municipal groundwork was laid for a later expansive idea of Brooklyn identity. On August 27,1776 was fought the Battle of Long Island, the first major engagement fought in the American Revolutionary War after independence was declared, and the largest of the entire conflict. British troops forced Continental Army troops under George Washington off the heights near the sites of Green-Wood Cemetery, Prospect Park. The fortified American positions at Brooklyn Heights consequently became untenable and were evacuated a few days later, One result of the Treaty of Paris in 1783 was the evacuation of the British from New York City, celebrated by residents into the 20th century. The New York Navy Yard operated in Wallabout Bay for the entire 19th century, the first center of urbanization sprang up in the Town of Brooklyn, directly across from Lower Manhattan, which saw the incorporation of the Village of Brooklyn in 1817. Reliable steam ferry service across the East River to Fulton Landing converted Brooklyn Heights into a town for Wall Street. Ferry Road to Jamaica Pass became Fulton Street to East New York, Town and Village were combined to form the first, kernel incarnation of the City of Brooklyn in 1834. Industrial deconcentration in mid-century was bringing shipbuilding and other manufacturing to the part of the county. Each of the two cities and six towns in Kings County remained independent municipalities, and purposely created non-aligning street grids with different naming systems and it later became the most popular and highest circulation afternoon paper in America. The publisher changed to L. Van Anden on April 19,1842, on May 14,1849 the name was shortened to The Brooklyn Daily Eagle, on September 5,1938 it was further shortened to Brooklyn Eagle
32.
IRT Lenox Avenue Line
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The Lenox Avenue Line is one of the IRT lines in the New York City Subway, mostly built as part of the first subway line. It is a short line, only serving upper Manhattan. The following services use part or all of the Lenox Avenue Line, The Lenox Avenue Line begins at the Harlem–148th Street station, after the terminal, a track merges from the Lenox Yard, and the line heads south under Lenox Avenue. At 142nd Street Junction, the IRT White Plains Road Line merges, at the north border of Central Park is the final stop on the line, Central Park North–110th Street. From there the line curves southwest under Central Park, and heads west under 104th Street, the line turns southwest and south to run underneath the IRT Broadway–Seventh Avenue Line, passing under part of the northbound platform at 103rd Street. The four-track Broadway–Seventh Avenue line then continues south through 96th Street, the line opened south of 145th Street just after midnight on November 23,1904, as part of the IRTs original system. It was known as the East Side Subway or East Side Branch at the time, the first train ran from the line onto the IRT White Plains Road Line just after midnight on July 10,1905. Soon after the line opened, it was speculated that it would bring prosperity to Harlem, originally the line north of the 142nd Street Junction was only intended to be a yard lead to Lenox Yard, and sometime afterwards it was suggested to add a station at 145th Street. The Harlem–148th Street station was opened on May 13,1968 on land that had part of the Lenox Yard. The line has always carried trains of two patterns, currently designated 2 and 3. Prior to February 6,1959,3 trains switched to the local on the IRT Broadway–Seventh Avenue Line north of 96th Street, afterwards, all trains running from the Lenox Avenue Line ran express. From March 2 to October 12,1998, the tunnel that carried the 2 and 3 services was reconstructed along with the cracked invert. Many 2 trains were rerouted via the IRT Lexington Avenue Line, from 1995 until 2008, the lines two northernmost stations, Harlem–148th Street and 145th Street, were served by shuttle buses during the late-night hours. Full-time service was restored on July 27,2008, the entire line is located in Harlem. Nycsubway. org — nycsubway. org - IRT Lenox/White Plains Line
33.
6 (New York City Subway service)
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The 6 Lexington Avenue/Pelham Local and <6> Lexington Avenue Local/Pelham Express are two rapid transit services in the A Division of the New York City Subway. Their route emblems, or bullets, are colored apple green since they use the IRT Lexington Avenue Line in Manhattan. Local service is denoted by a 6 in a bullet, and express service is denoted by a <6> in a diamond-shaped bullet, on the R62A cars. Rollsigns on the R62A cars also feature LED signs around the logo to indicate local or express service to riders, a green circle for 6 local trains. 6 trains operate local at all times between Pelham Bay Park in the Bronx and Brooklyn Bridge–City Hall in Lower Manhattan, during weekdays in the peak direction, <6> Pelham Express trains replace 6 local ones north of Parkchester, and run express between that station and Third Avenue–138th Street. During this time,6 Pelham Local trains short turn at Parkchester, weekdays from 9,00 to 11,00 a. m. select Manhattan-bound <6> trains run local from Parkchester to Hunts Point Avenue while select Parkchester-bound 6 trains run express in that section. On October 27,1904, local and express service opened on the subway in Manhattan. From there, the service traveled west on 42nd Street on the route of the present 42nd Street Shuttle, the current H configuration—with separate services along Lexington Avenue and Broadway – Seventh Avenue—was introduced in 1917. Full Lexington Avenue local service from City Hall to 125th Street opened on July 17,1918, on August 1,1918, Third Avenue–138th Street opened with trains running between there and City Hall, making all stops. On January 17,1919 trains were extended from 138th Street to Hunts Point Avenue, on October 24,1920,6 service was extended again to Westchester Square. On December 20,1920,6 service was extended to Pelham Bay Park, from that point on, the current 6 service was formed. All trains ran local between Pelham Bay Park and Brooklyn Bridge, with trains terminating at the City Hall loop. Effective December 31,1945, City Hall station closed with the former Brooklyn Bridge station being the permanent southern terminal, however, the 6 train still uses the loop to get from the southbound to the northbound local track at Brooklyn Bridge-City Hall. On May 10,1946, late-night service was extended from 125th Street to its previous terminus at Brooklyn Bridge when late night service on the 4 was restored. This express service saved eight minutes between Third Avenue and East 177th Street, during this time,6 trains that ran local in the Bronx when express trains operated began to terminate at East 177 Street to make room for express trains to Pelham Bay Park. On September 22,1948,54 additional cars were placed in service on the 6 train, from December 15 to 22,1950, the weekday rush trains from Pelham Bay Park were extended to South Ferry. On June 23,1956, Saturday morning express service began operating local on the 6 train. From March 1,1960 to October 17,1965, the 4 and 6 trains also ran together in Manhattan late nights when late night express service on the 4 was discontinued for a time
34.
Pelham Bay Park (IRT Pelham Line)
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Pelham Bay Park is the northern terminal station of the IRT Pelham Line of the New York City Subway. This is a station which has two tracks, one island platform and two disused side platforms. The tracks end at bumper blocks at the end of the platforms. The station was set up as a Spanish solution with alighting passengers using the side platforms. Now all passengers use the island platform, during 2005, rooms were located on the side platforms for temporary crew use while the crew quarters at the north end of the station was rebuilt. At the south end is a crossover bridge between the center and west side platform. It also used to connect to the east side platform but that portion has been removed, there is also a tower and crew facilities at the south end. There are old style signs which are covered over on the main platform, Pelham Bay Park is the only New York City Subway terminal that does not use numerical track labels, but rather track labels based on the compass points of the world. Fare control is in the mezzanine below the platforms, there are two staircases, an escalator, and an elevator that lead to Westchester Avenue. There is also a bridge from the station entrance that crosses the Bruckner Expressway. The elevators were renovated from June 2015 to April 2016, due to the 1975–76 fiscal crisis that affected the city, most of the remaining projects did not have funding, so they were declined. Expected to be completed by the mid-1970s and early 1980s, lines for the Program for Action had to be reduced or canceled due to the 1970s fiscal crisis. In the novel The Taking of Pelham One Two Three by Morton Freedgood and its film adaptations, eventually this policy was rescinded, but due to the superstitions involved, dispatchers have continued to avoid scheduling a Manhattan-bound train to leave at 1,23. Pelham Bay Park Bartow-Pell Mansion City Island Co-op City Bay Plaza Orchard Beach nycsubway
35.
Parkchester (IRT Pelham Line)
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Parkchester is an express station on the IRT Pelham Line of the New York City Subway. The station opened on May 27,1920 and it is located in the Bronx at the intersection of the Cross-Bronx Expressway service roads, Metropolitan Avenue, and Westchester Avenue, atop Hugh J. Grant Circle. It is served by the 6 train at all times and the <6> train during weekdays in the peak direction, parkchester is an express station with three tracks and two island platforms. There are 1950s-style mushroom-shaped lights at the end of the platforms, just north of the station is a signal tower which was used until the late 1990s, when a new master tower was created in Westchester Yard. This station was rehabilitated in 2010, when <6> express trains operate,6 local trains terminate here. <6> express trains stop on the center track and 6 local trains always stop on the outer track. Trains use the north of the station to get to their respective track. Terminating trains use the track past those switches as a pocket track to relay. The IRT Pelham Line north of station is served by a local train at all times except rush hours when <6> trains make local stops between this station and Pelham Bay Park. During this time, trains switch designations at Pelham Bay Park for the trip to Manhattan. The stations only exit is a mezzanine in the center of the Hugh Grant Circle and it has a crossunder and windows in a simulated 12-pane pattern similar to those at Whitlock Avenue. The fare control is at level and the room features a painting entitled Live The Dream. There is an escalator from fare control to the southbound platform, nycsubway. org – IRT Pelham Line, East 177th Street/Parkchester nycsubway
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IRT Pelham Line
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The IRT Pelham Line, also called the Southern Boulevard–Pelham Bay Park Line, is a rapid transit line on the New York City Subway, served by the 6 and <6> trains. It was built as part of the Dual Contracts expansion and opened between 1918 and 1920 and it is both elevated and underground with Whitlock Avenue being the southernmost elevated station. It has three tracks from the beginning to just south of the Pelham Bay Park terminal, the Pelham Line also has a connection to Westchester Yard, where 6 trains are stored, just north of Westchester Square–East Tremont Avenue. As of 2013, it has a ridership of 205,590. The construction of the Pelham Line was part of the Dual Contracts, signed on March 19,1913, the Pelham Line was proposed to be a branch of the Lexington Avenue Line running northeast via 138th Street, Southern Boulevard and Westchester Avenue to Pelham Bay Park. On August 1,1918, a branch of the IRT Lexington Avenue Line, on January 7,1919, the Pelham Line was extended to Hunts Point Avenue. The extension was supposed to be finished by the end of 1918, but due to the difficulty in acquiring materials. In January 1919, the Public Service Commission was acquiring property for a yard at Pelham Bay Park. On May 30,1920, the Pelham Line was extended to East 177th Street, Service between Hunts Point Avenue and East 177th Street was originally served by a shuttle service operating with elevated cars. By October 24 of the year, it was extended to Westchester Square. K. Comstock & Company Incorporated for $129,516, the signals were to be installed between Third Avenue–138th Street and Parkchester. This express service saved eight minutes between Third Avenue and East 177th Street, during this time,6 trains that ran local in the Bronx when express trains operated began to terminate at East 177 Street to make room for express trains to Pelham Bay Park. Express service did not start until this date because of the increase in ridership from the huge Parkchester housing complex at East 177th Street, on November 8,1947, Union Switch and Signal Company was awarded a contract for $819,375 for block signaling on the Pelham Line. This would have allowed an extension of service from Parkchester to Pelham Bay Park. All of these projects would allow for sped up main line service and train movements in, the increased capacity of the yard allowed the yard to store 358 additional subway cars. The construction of substations would improve conditions and allow for longer trains to be operated on the line. The work was projected to cost $6,387,000, on August 27,1953, the New York City Transit Authority approved a plan to lengthen trains along the Pelham Line from seven cars to eight cars during rush hours. The change took place on September 8,1953, as part of a 1951 plan, the capacity on the Pelham Line would have been increased
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The Bronx
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The Bronx is the northernmost of the five boroughs of New York City, within the U. S. state of New York. Since 1914, the Bronx has had the boundaries as Bronx County, a county of New York. The Bronx is divided by the Bronx River into a section in the west, closer to Manhattan. East and west street addresses are divided by Jerome Avenue—the continuation of Manhattans Fifth Avenue, the West Bronx was annexed to New York City in 1874, and the areas east of the Bronx River in 1895. Bronx County was separated from New York County in 1914, about a quarter of the Bronxs area is open space, including Woodlawn Cemetery, Van Cortlandt Park, Pelham Bay Park, the New York Botanical Garden, and the Bronx Zoo in the boroughs north and center. These open spaces are situated primarily on land reserved in the late 19th century as urban development progressed north. The name Bronx originated with Jonas Bronck, who established the first settlement in the area as part of the New Netherland colony in 1639, the native Lenape were displaced after 1643 by settlers. This cultural mix has made the Bronx a wellspring of both Latin music and hip hop. The Bronx, particularly the South Bronx, saw a decline in population, livable housing, and the quality of life in the late 1960s. Since then the communities have shown significant redevelopment starting in the late 1980s before picking up pace from the 1990s until today, the Bronx was called Rananchqua by the native Siwanoy band of Lenape, while other Native Americans knew the Bronx as Keskeskeck. It was divided by the Aquahung River, the origin of Jonas Bronck is contested. Some sources claim he was a Swedish born emigrant from Komstad, Norra Ljunga parish in Småland, Sweden, who arrived in New Netherland during the spring of 1639. Bronck became the first recorded European settler in the now known as the Bronx and built a farm named Emmanus close to what today is the corner of Willis Avenue. He leased land from the Dutch West India Company on the neck of the mainland north of the Dutch settlement in Harlem. He eventually accumulated 500 acres between the Harlem River and the Aquahung, which known as Broncks River or the Bronx. Dutch and English settlers referred to the area as Broncks Land, the American poet William Bronk was a descendant of Pieter Bronck, either Jonas Broncks son or his younger brother. More recent research indicates that Pieter was probably Jonas nephew or cousin, the Bronx is referred to with the definite article as The Bronx, both legally and colloquially. The region was named after the Bronx River and first appeared in the Annexed District of The Bronx created in 1874 out of part of Westchester County
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125th Street (IRT Lexington Avenue Line)
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125th Street is an express station that has four tracks and two island platforms. It is the northernmost Manhattan station on the IRT Lexington Avenue Line of the New York City Subway, a planned northern extension of the Second Avenue Subway would connect with this station and with the Metro-North Railroads Harlem–125th Street station, located one block west. This station opened on July 17,1918 as part of the extension of the Original Subway up Lexington Avenue to 125th Street, on August 1,1918, through service on the Lexington Avenue Line began. Both express trains and local trains stopping at this station, running from Lower Manhattan. The extension from Grand Central cost $58,000,000, the opening of this station resulted in development in the surrounding neighborhood of East Harlem. In 1952 or 1953, a public system was installed at this station, providing information to passengers. In 1981, the MTA listed the station among the 69 most deteriorated stations in the subway system and this stations renovation was completed in 2005. The station is unusual in design, as a station with island platforms. Instead, the platform serves northbound trains and the lower level serves southbound trains. Adding to the design is the local track on each level having train doors open to the right. North of the station, just after crossing the Harlem River, the splits into the IRT Jerome Avenue Line. On the lower platform, each comes from one line. There is a tower at the north end of the upper platform, it is a satellite to the tower at Grand Central–42nd Street. There are four exits and one elevator exit. The northern turnstile bank leads to two staircases going to both corners of Lexington Avenue and 125th Street, and an elevator going to the NE corner of Lexington Avenue. The southern turnstile bank has two leading to both southern corners of Lexington Avenue and 125th Street. The station lies one block east of the Metro-North Railroads Harlem–125th Street station on Park Avenue. As part of a proposed Second Avenue Subway station, a new exit would be built at the southeast corner of 125th Street and Park Avenue, an ancillary would also be built at the southeast corner of 125th Street and Third Avenue
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116th Street (IRT Lexington Avenue Line)
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116th Street is a local station on the IRT Lexington Avenue Line of the New York City Subway. This underground station has two tracks and two platforms, and serves local trains only. The two express tracks pass underneath on a level and are not visible from the platforms. Fare control is at level, and no crossover or crossunder is provided. The station has standard IRT number and station name tiles, both platforms have emergency exits from the lower level express tracks. Nycsubway. org – IRT East Side Line, 116th Street nycsubway
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110th Street (IRT Lexington Avenue Line)
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110th Street is a local station on the IRT Lexington Avenue Line of the New York City Subway. This underground station, opened on July 17,1918, has four tracks, the two center express tracks are used by the 4 and 5 trains during daytime hours. Both platforms have their original line, which has 110 tablets on it at regular intervals, and name tablets. Each platform has one fare control area at the center. Each one has a bank, token booth, and two street stairs. The ones on the platform go up to either western corners of Lexington Avenue. There are no crossovers or crossunders to allow a transfer between directions. The northbound platform had another second exit towards the north end, the only evidence of this exit is a steel door in the wall. The artwork at this station is a mosaic entitled Un Sabado en la Ciento Diez, nycsubway. org – IRT East Side Line, 110th Street nycsubway
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103rd Street (IRT Lexington Avenue Line)
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103rd Street is a local station on the IRT Lexington Avenue Line of the New York City Subway. This underground station, which opened on July 17,1918, has four tracks, the two center express tracks are used by the 4 and 5 trains during daytime hours. Both platforms have their original line, which has 103 tablets on it at regular intervals, and name tablets. Prior to the 1990 remodeling, mosaic tiles were used so as to depict the 103rd Street mosaic as a sign hanging down from a support beam above. These signholders were covered over in 1990, an emergency phone is present immediately to the south of the southbound local platform. The Downtown/Brooklyn platform was renovated in 2015, with the placement of new wall tiles. From January 26,2016 to May 23rd,2016, the Uptown/Bronx-bound platform was closed for renovation and was done in the style as the Downtown/Brooklyn platform. This was completed about an earlier than planned. The stations only entrance/exit is a mezzanine above the platforms and tracks near the south end, the mezzanine has mosaics indicating uptown and downtown directions. The 1990 ceramic artwork here is called Neo-Boriken by Nitza Tufiño, nycsubway. org – IRT East Side Line, 103rd Street nycsubway
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96th Street (IRT Lexington Avenue Line)
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96th Street is a local station on the IRT Lexington Avenue Line of the New York City Subway. The station has two tracks and two side platforms. The express tracks run on a level and are not visible from the platforms. A crossover is provided, with a mosaic in the mezzanine entitled City Suite, there are new 96th Street mosaics, and a window in the mezzanine overlooks the tracks, giving a view of oncoming trains from the south. The south end of the features a rounded ceiling due to problems encountered during construction. Both platforms have emergency exits from the lower level express tracks, nycsubway. org – IRT East Side Line, 96th Street nycsubway
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