1.
Wilson Avenue Line
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The Wilson Avenue Line is a public transit line in Brooklyn, New York City, United States, running along Wilson Avenue and Rockaway Avenue between Williamsburg and Canarsie. Originally a streetcar line, it is now the B60 bus route, operated by MTA New York City Bus Grand Avenue Depot in Maspeth, the B60 bus route starts at Williamsburg Bridge Plaza near the Marcy Avenue subway station in Williamsburg. After the subway station, buses head north and use a number of streets through the neighborhood, buses then reach Wilson Avenue and run along the street, parallel to the Canarsie Line until it reaches Decataur and Cooper Streets, near the Wilson Avenue station. Then the route heads south down Decataur and Cooper parallel to the B20 bus, until it reaches Broadway, south of Brookdale University Hospital and Medical Center, the B60 enters Canarsie and turns onto Rockaway Parkway. At Rockaway Parkway and Glenwood Road is the Rockaway Parkway terminus of the Canarsie Line and a transfer point to several routes, including the B6, B17, B42 and B82. However, like the B17, the B60 does not have its own dedicated loop and northbound buses stop in front of the station entrance, buses were substituted for streetcars on May 27,1951
2.
L (New York City Subway service)
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The L operates between Eighth Avenue in Chelsea, Manhattan, and Rockaway Parkway in Canarsie, Brooklyn. It also briefly enters Queens at Halsey Street, serving the neighborhood of Ridgewood and it is the first New York City Subway service to be automated using communications-based train control. The L, being a local train, was given the LL designation when letters were assigned to the BMT division. From 1928 to 1967, the service was assigned the BMT number 16. In 1924, part of the eventual 14th Street–Canarsie Line opened, called the 14th Street–Eastern District Line and this was extended east, and in 1928 it was joined to the existing BMT Canarsie Line east of Broadway Junction. The Eighth Avenue Terminal was originally built in IND style and has restored to BMT style like Fulton Street. During rush hours, express service ran nonstop between Lorimer Street and Myrtle–Wyckoff Avenues, starting on September 23,1936, express trains ran to Lefferts Boulevard via the connection with the Fulton Street Elevated at Atlantic Avenue. This connection was severed on April 30,1956, then the service ran to Canarsie–Rockaway Parkway again, the R27 to R38s roll signs had both L and LL for express and local service, even though the express never ran thereafter. On November 26,1967, with the opening of the Chrystie Street Connection, the BMT Eastern District lines were given letters, when double letters were dropped on May 5,1985, the LL became the L, and it still has that designation. When the 14th Street–Eastern Line was connected in 1928, this was renamed the Broadway Line, in 1967, the 14 Canarsie service was given the label JJ. Canarsie service to Lower Manhattan was discontinued in 1968, ridership on the L has increased dramatically since 2000, since many neighborhoods along the route have experienced gentrification. The Metropolitan Transportation Authoritys $443 million fleet of cars on the L was introduced in 2002. The Transit Authority had projected that 212 Kawasaki-made R143 subway cars would be enough to accommodate demands for years to come. Sixty-four new R160A cars made by Alstom have been equipped to run on the L, in 2008, L service was increased and some AM rush hour short turns to Myrtle–Wyckoff Avenues were added. This was completed in April 2012, however, the MTAs successful implementation of countdown clocks on the L has been the first in the system. The L uses the lines with the same service pattern at all times. For a more detailed listing, see BMT Canarsie Line. MTA NYC Transit – L 14th Street – Canarsie Local L Subway Timetable, Effective November 7,2016
3.
Midtown Manhattan
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Midtown Manhattan, or Midtown, represents the central lengthwise portion of the borough and island of Manhattan in New York City. Along Manhattans north-south long axis, Midtown Manhattan separates Lower Manhattan from Upper Manhattan, the majority of New York Citys skyscrapers, including its tallest hotels and apartment towers, lie within Midtown. Midtown spans the island of Manhattan along an east-west axis, being bounded by the East River on its east. The Encyclopedia of New York City defines Midtown as being from 34th Street to 59th Street and it is sometimes broken into Midtown East and Midtown West, or north and south as in the New York City Police Departments Midtown North and Midtown South precincts. Midtown South can refer to the part of Midtown between 23rd Street and around 42nd Street, Midtown West can refer to the area between 34th and 59th Streets, and between 5th and 12th Avenues. Midtown East can refer to the area between 42nd and 59th Streets, and between 5th Avenue and the East River, in other sources these districts are referred to as separate central business districts. Midtown Manhattan, along with Lower Manhattan, is one of the leading financial centers. Midtown Manhattan is the countrys largest central business district and it has the headquarters of major companies, including 4Kids Entertainment, Barnes & Noble, Bloomberg L. P. The New York Institute of Finance is located in Midtown Manhattan, Haier operates its United States offices in the Haier Building at 1356 Broadway, the building used to be a building of the Greenwich Savings Bank. Haier held the ceremony on March 4,2002. Sumitomo Corporation operates its New York Office, the headquarters of the corporations United States operations, el Als North American headquarters are in Midtown. The Air France USA regional headquarters are in 125 West 55th Street in Midtown Manhattan, hachette Book Group USA has its headquarters in 237 Park Avenue. In 1994 Alitalia considered moving its USA headquarters from Midtown to Lower Manhattan, global Infrastructure Partners has an office in Midtown Manhattan. Biotechnology is emerging in Midtown Manhattan, bolstered by the strength in academic scientific research and public. Aer Lingus had its United States offices in Midtown, in 1997, Aer Lingus announced that it was moving its North American headquarters to Melville, New York, in Suffolk County. New York City Department of Education public schools in Midtown Manhattan include Jacqueline Kennedy Onassis High School, private schools include The Beekman School, Rebecca School, and a number of private language and music centers. The La Scuola dItalia Guglielmo Marconi Italian international school will move to West Midtown in 2016, in addition to its well-known Main Branch research library—now known as the Stephen A. Pennsylvania Station and Grand Central Terminal are major railroad stations located in Midtown Manhattan, the Port Authority Bus Terminal is also in Midtown
4.
Rapid transit
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Rapid transit, also known as heavy rail, metro, subway, tube, or underground, is a type of high-capacity public transport generally found in urban areas. The stations typically have high platforms, without steps inside the trains and they are typically integrated with other public transport and often operated by the same public transport authorities. However, some transit systems have at-grade intersections between a rapid transit line and a road or between two rapid transit lines. It is unchallenged in its ability to transport large numbers of people quickly over short distances with little use of land, variations of rapid transit include people movers, small-scale light metro, and the commuter rail hybrid S-Bahn. The worlds first rapid-transit system was the partially underground Metropolitan Railway which opened as a railway in 1863. In 1868, New York opened the elevated West Side and Yonkers Patent Railway, china has the largest number of rapid transit systems in the world. The worlds longest single-operator rapid transit system by length is the Shanghai Metro. The worlds largest single rapid transit service provider by both length of revenue track (665 miles and number of stations is the New York City Subway. The busiest rapid transit systems in the world by annual ridership are the Tokyo subway system, the Seoul Metropolitan Subway, the Moscow Metro, the Beijing Subway, Metro is the most common term for underground rapid transit systems used by non-native English speakers. One of these terms may apply to a system, even if a large part of the network runs at ground level. In Scotland, however, the Glasgow Subway underground rapid transit system is known as the Subway, in the US, underground mass transit systems are primarily known as subways, whereas the term metro is a shortened reference to a metropolitan area. In that vein, Chicagos commuter rail system, serving the area, is called Metra. Exceptions in naming rapid transit systems are Washington DCs subway system the Washington Metro, Los Angeles Metro Rail, and the Miami Metrorail, the opening of Londons steam-hauled Metropolitan Railway in 1863 marked the beginning of rapid transit. Initial experiences with steam engines, despite ventilation, were unpleasant, experiments with pneumatic railways failed in their extended adoption by cities. Electric traction was more efficient, faster and cleaner than steam, in 1890 the City & South London Railway was the first electric-traction rapid transit railway, which was also fully underground. Both railways were merged into London Underground. The 1893 Liverpool Overhead Railway was designed to use electric traction from the outset, budapest in Hungary and Glasgow, Chicago and New York all converted or purpose-designed and built electric rail services. Advancements in technology have allowed new automated services, hybrid solutions have also evolved, such as tram-train and premetro, which incorporate some of the features of rapid transit systems
5.
New York City Subway
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Opened in 1904, the New York City Subway is one of the worlds oldest public transit systems, one of the worlds most used metro systems, and the metro system with the most stations. It offers service 24 hours per day, every day of the year, the New York City Subway is the largest rapid transit system in the world by number of stations, with 472 stations in operation. Stations are located throughout the boroughs of Manhattan, Brooklyn, Queens, the Port Authority Trans-Hudson and the AirTrain JFK, in Manhattan and Queens respectively, accept the subways MetroCard but are not operated by the MTA and do not allow free transfers. Another mass transit service that is not operated by the MTA, the system is also one of the worlds longest. Overall, the system contains 236 miles of routes, translating into 665 miles of track. In 2015, the subway delivered over 1.76 billion rides, averaging approximately 5.7 million daily rides on weekdays and a combined 5.9 million rides each weekend. Of the systems 25 services,22 of them pass through Manhattan, the exceptions being the G train, the Franklin Avenue Shuttle, and the Rockaway Park Shuttle. Large portions of the subway outside Manhattan are elevated, on embankments, or in open cuts, in total, 40% of track is not underground despite the subway moniker. Many lines and stations have both express and local services and these lines have three or four tracks. Normally, the two are used for local trains, while the inner one or two are used for express trains. Stations served by express trains are typically major transfer points or destinations, alfred Ely Beach built the first demonstration for an underground transit system in New York City in 1869 and opened it in February 1870. The tunnel was never extended for political and financial reasons, although extensions had been planned to take the tunnel southward to The Battery, the Great Blizzard of 1888 helped demonstrate the benefits of an underground transportation system. A plan for the construction of the subway was approved in 1894, the first underground line of the subway opened on October 27,1904, almost 36 years after the opening of the first elevated line in New York City, which became the IRT Ninth Avenue Line. The fare was $0.05 and on the first day the trains carried over 150,000 passengers, the oldest structure still in use opened in 1885 as part of the BMT Lexington Avenue Line in Brooklyn and is now part of the BMT Jamaica Line. The oldest right-of-way, which is part of the BMT West End Line near Coney Island Creek, was in use in 1864 as a railroad called the Brooklyn, Bath. By the time the first subway opened, the lines had been consolidated into two privately owned systems, the Brooklyn Rapid Transit Company and the Interborough Rapid Transit Company, the city built most of the lines and leased them to the companies. This required it to be run at cost, necessitating fares up to double the five-cent fare popular at the time, in 1940, the city bought the two private systems. Some elevated lines ceased service immediately while others closed soon after, integration was slow, but several connections were built between the IND and BMT, these now operate as one division called the B Division
6.
14th Street/Eighth Avenue (New York City Subway)
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14th Street–Eighth Avenue is an underground New York City Subway station complex shared by the IND Eighth Avenue Line and the BMT Canarsie Line. This complex was renovated at the beginning of the 21st century and this station had two artworks installed here. The first one was in 1989 by Ross Lewis named Parallel Motion and it shows images of moving bodies in the mezzanine drawn by brushstrokes using Chinese calligraphy. It was removed in 1995 and is now at the lobby of Public School 89 in Battery Park City, the second art installation by Tom Otterness, called Life Underground, was installed in 2001. It features whimsical sculptures, including a sewer alligator, scattered about the station. There are a number of MTA New York City Transit Authority training facilities located in the Mezzanine, the station complexs three sets of entrances are located at the intersections of Eighth Avenue and 14th, 15th, and 16th Streets. The northernmost one has a bank of turnstiles, two staircases going up to the northwest corner of 16th Street and Eighth Avenue, and one going up to each eastern side of the intersection. A passageway leads to the front entrance of 111 Eighth Avenue at the southwest corner, a sign on the sidewalk outside the building indicates an entrance to the station is available inside. On either side the center of the mezzanine, a set of full height turnstiles leads to a staircase going up to either northern corners of 15th Street, the full-time fare control area is at the south end of the mezzanine. On the east side is the passageway between the platforms containing a ramp, staircase, and elevator. A set of full height turnstiles leads to a staircase going up to the northeast corner of 14th Street, the full-time turnstile bank has a token booth, two staircases to either southern corners of the aforementioned intersection, and one staircase and elevator going up to the northwest corner. There is a direct entrance/exit to the BMT platforms at one bank of turnstiles here and this area has a signal training school for New York City Transit employees. 14th Street is a station on the IND Eighth Avenue Line that has four tracks. Opened on September 10,1932, this is the southernmost Eighth Avenue Line station that is actually under Eighth Avenue itself, south of here, the line curves east to Sixth Avenue via Greenwich Avenue. During daytime hours, C and E trains stop on the local tracks while A trains stop on the center express tracks. During late night hours, all service is on the local tracks, both outer track walls have a medium Yellow-Orange trim line with a Terra Cotta Brown border and 14th written in black on the white tiles below. Both platforms have yellow i-beam columns running along their centers, the original 1931 trim line was a deep yellow-orange set in a course three tiles high with no border. There are many staircases and one elevator from each going up to the full-length mezzanine above, which has same style trim line, name tablets
7.
New York City Transit Authority
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The New York City Transit Authority is a public authority in the U. S. state of New York that operates public transportation in New York City. Part of the Metropolitan Transportation Authority, the busiest and largest transit system in North America, the NYCTA operates the following systems, New York City Subway, a rapid transit system in Manhattan, The Bronx, Brooklyn, and Queens. Staten Island Railway, a transit line in Staten Island New York City Bus. As part of establishing a common identity, the Metropolitan Transportation Authority in 1994 assigned popular names to each of its subsidiaries and affiliates. The New York City Transit Authority is now known popularly as MTA New York City Transit, newer contracts and RFPs, however, have also used the popular name. The Authority is also referred to as NYCT, or simply the TA. The Executive Director of the MTA is, ex officio, Executive Director of the Transit Authority, the Transit Authority has its own management structure which is responsible for its day-to-day operations, with executive personnel reporting to the agency president. Veronique “Ronnie” Hakim is the current President of New York City Transit, the subway system today is composed of what once were three separate systems in competition with one another. Two of them were built and operated by companies, August Belmonts Interborough Rapid Transit Company. The third, the public Independent Subway System was owned and operated by the City of New York. The IRT and BMT systems were acquired by the city on June 1,1940 for $317,000,000, the buses on Staten Island had been operated by a private company operating under a franchise that expired in 1946. When it became known that the company would not renew its franchise and this group ran into financial difficulties and the city took over the company on February 23,1947. The city then controlled all of the bus routes on Staten Island, on March 30,1947, the City took over the bus lines of the North Shore Bus Company, which comprised half of the privately owned lines in Queens, after that company went into financial troubles. On September 24,1948, the City acquired five bus lines in Manhattan for similar reasons, factories began to work around the clock, and therefore business boomed. Transit repairs were kept at a minimum as basic materials were in supply for civilian use. Operating revenues were raised and maintenance costs were reduced, but as a result, the future problems of deferred maintenance and falling ridership. In 1946, costs rose and profits turned to losses, and to obtain needed funds, the fare was raised in 1948 to ten cents on the subways and elevated and this increase only produced a revenue surplus for a single year. In 1951 a uniform ten-cent fare was established on both the transit and surface lines
8.
Track gauge
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In rail transport, track gauge is the spacing of the rails on a railway track and is measured between the inner faces of the load-bearing rails. All vehicles on a network must have running gear that is compatible with the track gauge, as the dominant parameter determining interoperability, it is still frequently used as a descriptor of a route or network. There is a distinction between the gauge and actual gauge at some locality, due to divergence of track components from the nominal. Railway engineers use a device, like a caliper, to measure the actual gauge, the nominal track gauge is the distance between the inner faces of the rails. In current practice, it is specified at a distance below the rail head as the inner faces of the rail head are not necessarily vertical. In some cases in the earliest days of railways, the company saw itself as an infrastructure provider only. Colloquially the wagons might be referred to as four-foot gauge wagons, say and this nominal value does not equate to the flange spacing, as some freedom is allowed for. An infrastructure manager might specify new or replacement track components at a variation from the nominal gauge for pragmatic reasons. Track is defined in old Imperial units or in universally accepted metric units or SI units, Imperial units were established in United Kingdom by The Weights and Measures Act of 1824. In addition, there are constraints, such as the load-carrying capacity of axles. Narrow gauge railways usually cost less to build because they are lighter in construction, using smaller cars and locomotives, as well as smaller bridges, smaller tunnels. Narrow gauge is often used in mountainous terrain, where the savings in civil engineering work can be substantial. Broader gauge railways are generally expensive to build and require wider curves. There is no single perfect gauge, because different environments and economic considerations come into play, a narrow gauge is superior if ones main considerations are economy and tight curvature. For direct, unimpeded routes with high traffic, a broad gauge may be preferable, the Standard, Russian, and 46 gauges are designed to strike a reasonable balance between these factors. In addition to the general trade-off, another important factor is standardization, once a standard has been chosen, and equipment, infrastructure, and training calibrated to that standard, conversion becomes difficult and expensive. This also makes it easier to adopt an existing standard than to invent a new one and this is true of many technologies, including railroad gauges. The reduced cost, greater efficiency, and greater economic opportunity offered by the use of a common standard explains why a number of gauges predominate worldwide
9.
Railway electrification system
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A railway electrification system supplies electric power to railway trains and trams without an on-board prime mover or local fuel supply. Electrification has many advantages but requires significant capital expenditure, selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to the revenue obtained for freight and passenger traffic. Different systems are used for urban and intercity areas, some electric locomotives can switch to different supply voltages to allow flexibility in operation, Electric railways use electric locomotives to haul passengers or freight in separate cars or electric multiple units, passenger cars with their own motors. Electricity is typically generated in large and relatively efficient generating stations, transmitted to the railway network, some electric railways have their own dedicated generating stations and transmission lines but most purchase power from an electric utility. The railway usually provides its own lines, switches and transformers. Power is supplied to moving trains with a continuous conductor running along the track usually takes one of two forms. The first is a line or catenary wire suspended from poles or towers along the track or from structure or tunnel ceilings. Locomotives or multiple units pick up power from the wire with pantographs on their roofs that press a conductive strip against it with a spring or air pressure. Examples are described later in this article, the second is a third rail mounted at track level and contacted by a sliding pickup shoe. Both overhead wire and third-rail systems usually use the rails as the return conductor. In comparison to the alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions. Electric locomotives are usually quieter, more powerful, and more responsive and they have no local emissions, an important advantage in tunnels and urban areas. Different regions may use different supply voltages and frequencies, complicating through service, the limited clearances available under catenaries may preclude efficient double-stack container service. Possible lethal electric current due to risk of contact with high-voltage contact wires, overhead wires are safer than third rails, but they are often considered unsightly. These are independent of the system used, so that. The permissible range of voltages allowed for the voltages is as stated in standards BS EN50163. These take into account the number of trains drawing current and their distance from the substation, railways must operate at variable speeds. Until the mid 1980s this was only practical with the brush-type DC motor, since such conversion was not well developed in the late 19th century and early 20th century, most early electrified railways used DC and many still do, particularly rapid transit and trams
10.
Canarsie, Brooklyn
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Canarsie is a working- and middle-class residential and commercial neighborhood in the southeastern portion of the borough of Brooklyn, in New York City, United States. It is adjacent to the East Flatbush, Flatlands, Mill Basin, Bergen Beach, the area is part of Brooklyn Community Board 18. It is patrolled by the NYPDs 69th Precinct, Canarsie is also served by Engine 257, Ladder 170 of the FDNY, and Station 58 of the FDNY Bureau of EMS. Canarsie is an adaptation to English phonology of a word in the Lenape language for fenced land or fort, europeans would often refer to the indigenous people living in an area by the local place-name, and so references may be found in contemporary documents to Canarsee Indians. As of the 2010 United States Census, approximately 84,000 people reside in Canarsie, the current neighborhood of Canarsie lies within the former town of Flatlands, one of the five original Dutch towns on Long Island. Canarsie was built on swamps near Jamaica Bay, ferry service at Canarsie Pier withered away after the building of the Marine Parkway–Gil Hodges Memorial Bridge. In the spring of 1940, when the Belt Parkway was planned in the area, by way of Canarsie was a mid-twentieth century American English figure of speech meaning to come to ones destination by a roundabout way or from a distant point. It presumably arose when the Wilson Avenue Line was a route to Canarsie Landing. The expression has dropped from common parlance. Divine Bradley, a teen who resided in the Canarsie area of Brooklyn, the center focuses on community service initiatives and activities provided alternatives to risky behaviors, like promiscuous sex, prostitution, violence, gang activity, and drugs. The center offers opportunities for students to practice yoga and meditation, create music at Hip Hopology workshops, take trips to the spa, choreograph dances, visit museums, and attend concerts. It had programs such as The Bank, to teach teens about how to improve communities through economic, the Fellowship Academy, partnered with corporations so that its members could learn about business. One of its partners is Polo Ralph Lauren, program, which stands for Leadership Etiquette and Development, teaches young people how to be successful leaders. The student-led organization served 500 youth by 2013, based on data from the 2010 United States Census, the population of Canarsie was 83,693, a decrease of 1,365 from the 85,058 counted in 2000. Covering an area of 1,959.94 acres, the neighborhood had a density of 42.7 inhabitants per acre. The racial makeup of the neighborhood was 81. 0% African American,5. 9% White,0. 2% Native American,2. 6% Asian,0. 0% Pacific Islander,0. 4% from other races, and 1. 5% from two or more races. Hispanic or Latino of any race were 8. 3% of the population, today, Canarsies population is mostly black due to significant West Indian immigration in the area. East Brooklyn Community High School now serves the student population
11.
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
12.
BMT Eastern Division
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Starting in 1899, the Brooklyn Rapid Transit Company and Brooklyn–Manhattan Transit Corporation operated rapid transit lines in New York City — at first only elevated railways and later also subways. Until 1907, these lines were leased to the Brooklyn Heights Railroad, in 1907, the lease of the Brooklyn Union Elevated Railroad was canceled, and this company began to operate most of the rapid transit lines. When the New York City Board of Transportation took over the BMT in 1940, the Brooklyn Union Elevated Railroad was incorporated on January 30,1899, and acquired the property of the bankrupt Brooklyn Elevated Railroad on February 17. The BRT gained control a later, on March 25. The other elevated company in Brooklyn, the Kings County Elevated Railway, was sold under foreclosure to the BRT on July 6,1899, the lease to the Brooklyn Heights was canceled effective March 1,1907, after which the Brooklyn Union Elevated operated itself. At the same time, the lease of the ground-level Canarsie Railroad, the Sea Beach Railway and South Brooklyn Railway, which had been operated by the Brooklyn Heights as part of its elevated system, were released for independent operation. On November 30,1912, the Brooklyn Union Elevated Railroad, Canarsie Railroad, the New York Municipal Railway was incorporated on September 27,1912, in order to lease the BRT lines built by the city under Contract 4 of the Dual Contracts. This lease was made for 49 years from January 1,1917, Contract 4 elevated lines were completed above the West End tracks in 1917 and the Culver tracks in 1920, ending elevated operations on the surface. Despite being leased to the New York Municipal Railway, all the new lines were operated by the elevated company - the New York Consolidated Railroad. The remaining Contract 4 lines were soon completed. On June 1,1940, the New York City Board of Transportation took over operations, BMT services were assigned numbers in 1924, which appeared only on the fronts of trains and in schedules. In 1960, the New York City Transit Authority brought the BMT into the IND letter system, since then, many changes have been made, see the individual articles about the letters for more detail, and New York City Subway nomenclature for more general information. Terminals shown in the table below are pre-letters and this chart shows the letter code assigned to each BMT service in 1960, important changes happened on a few lines between then and when the letters were first publicly used. While the BMT number code was retired in the 1960s. For instance the BMT7 marker appeared on Franklin Avenue Shuttle trains as late as 1982, the BMTs predecessor BRT organized the rapid transit lines into two divisions, the Eastern Division and the Southern Division. When BMT service began on the Corona and Astoria Lines in 1923, when the dual-operated Queens lines were divided between the BMT and IRT in 1949, the Queens Division was dissolved. All the rest of the system are the Eastern Division except the Astoria and Flushing Lines, the Astoria Line has been part of the Southern Division since 1949, and the Flushing is no longer a BMT Line. Prior to Chrystie Street, operation of a service on both divisions was exceedingly rare, until the QJ and RJ services were introduced in 1967, there were some instances of joint trackage, mainly on the Nassau Street Line and approaching Brooklyn Bridge. Currently, there is no service operating on both divisions, current BMT lines in Manhattan are exclusively subway
13.
Williamsburg, Brooklyn
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Part of Brooklyn Community Board 1, the neighborhood is served in the south by the NYPDs 90th Precinct and in the north by the 94th Precinct. On the New York City Council, the western and southern parts of the neighborhood are represented by the 33rd District, and its eastern part by the 34th District. As of the 2010 United States Census, the neighborhood had a population of 32,926, since the late 1990s, Williamsburg has undergone gentrification characterized by hipster culture, a contemporary art scene, and vibrant nightlife. During the early 2000s, the became a center for indie rock and electroclash. Numerous ethnic groups inhabit enclaves within the neighborhood, including Italians, Jews, Hispanics, Poles, Puerto Ricans, in 1638 the Dutch West India Company first purchased the areas land from the local Native Americans. In 1661, the company chartered the Town of Boswijck, including land that would later become Williamsburg, after the English takeover of New Netherland in 1664, the towns name was anglicized to Bushwick. During colonial times, villagers called the area Bushwick Shore and this name lasted for about 140 years. Bushwick residents called Bushwick Shore the Strand, farmers and gardeners from the other Bushwick villages sent their goods to Bushwick Shore to be ferried across the East River to New York City for sale via a market at present day Grand Street. Bushwick Shores favorable location close to New York City led to the creation of several farming developments, in 1802, real estate speculator Richard M. Woodhull acquired 13 acres near what would become Metropolitan Avenue, then North 2nd Street. He had Colonel Jonathan Williams, a U. S. Engineer, survey the property, Williamsburg was incorporated in as the, Village of Williamsburgh within the Town of Bushwick in 1827. In two years it had a company, a post office and a population of over 1,000. The deep drafts along the East River encouraged industrialists, many from Germany, raw material was shipped in, and finished products were sent out of factories straight to the docks. Several sugar barons built processing refineries, Now all are gone except the now-defunct Domino Sugar. Other important industries included shipbuilding and brewing, on April 18,1835, the Village of Williamsburg annexed a portion of the Town of Bushwick. The Village then consisted of three districts, the first district was commonly called the South Side, the second district was called the North Side, and the third district was called the New Village. The names North Side and South Side remain in common usage today, the New Village became populated by Germans and for a time was known by the sobriquet of Dutchtown. In 1845 the population of Williamsburgh was 11,500, reflecting its increasing urbanization, Williamsburg separated from Bushwick as the Town of Williamsburg in 1840. It became the City of Williamsburg in 1852, which was organized into three wards, the old First Ward roughly coincides with the South Side and the Second Ward with the North Side, with the modern boundary at Grand Street
14.
Eastern District High School
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It was a comprehensive high school. It remained in service from the turn of the 20th Century until the city closed the school in Spring of 1996, the third building at Grand Street reopened in the fall of 1996 as Grand Street Campus, with several smaller schools operating within the same facilities. The school was proposed in 1894, prior to unification of the five boroughs of New York City, the name Eastern District originates from the annexation of Williamsburg and Bushwick into the city of Brooklyn as its Eastern District in 1855. The school held its first classes on February 5,1900 and it was originally located at a temporary site on Driggs Avenue and South 3rd Street on the north side of the Williamsburg Bridge, converted from the former Eastern District Library. In 1902, operations were expanded to the nearby Henry McCaddin Memorial Hall at 288 Berry Street between South 2nd and South 3rd Streets. McCaddin Hall still stands adjacent to the Saints Peter and Paul Church, and later served as a school for the Catholic parish, as well as a library, Eastern District graduated its first class in 1904. Later, Public School 143 on North Ninth Street and Havemeyer Street was used as a third annex, the second location, opened in fall 1907, was situated in western Williamsburg on Marcy Avenue between Keap Street and Rodney Street. It sat across the street from the Williamsburgh branch of the Brooklyn Public Library, the H-shaped building was constructed with gray brick, limestone, and terracotta in Collegiate and English Gothic style. Beginning in the 1960s, Eastern District High School was one of several schools plagued by overcrowding, poor performance, low attendance. Frequent demonstrations — both non-violent and violent — by students, parents, and community leaders were met with a large NYPD presence, the unrest was due to demands to the principal by the schools student leadership not being met, including dismissing a school dean. Built to serve a maximum of 1,800 students, Eastern District had an enrollment of 2,900 students by the time the Marcy Avenue building closed in April 1981. The overcrowding had forced over 500 students to classes in either a schoolyard annex or the local YMCA. That same month Eastern District was moved to its current location, the Marcy Avenue building is currently used by a girls yeshiva, Bais Ruchel dSatmar. Following the closure of the Marcy Avenue location, Eastern District moved into its location in eastern Williamsburg. Known as Northeast Brooklyn High School during construction, the four-story building, the new building opened on April 1,1981. In its final years of operation in the 1980s and early 1990s, Eastern District continued to be known for academics and frequent violence. The school had high dropout and truancy rates, with graduation consistently below 20%, the school was also one of the first to receive weekly metal detector screenings and later permanent metal detectors. The violence and poor performance led principal Sonia Rivera to be removed in 1990 by Schools Chancellor Joseph Fernandez, Rivera was later charged with incompetence by the New York City Board of Education
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Grand Street (BMT Canarsie Line)
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Grand Street is a station on the BMT Canarsie Line of the New York City Subway. Located at the intersection of Grand Street and Bushwick Avenue in Brooklyn, the station has two side platforms with two tracks. The mosaic band on both platforms features greys along with aqua, orange, ochre, light blue and light green, near the south end of the station, there are gratings near the ceiling, with the tile band cut out to fit around them. A historically correct section of replacement tile can also be seen in this area, the name tablets read GRAND ST. in serif font on a brown background, yellow inner border, and green outer border. There are no columns on the platforms since they are on a curve except for some blue i-beam ones at the center where fare control is. Because of its proximity to street level due to cut-and-cover construction, both sides have a turnstile bank, token booth, and two staircases to the streets. The ones on the Manhattan-bound side go up to either eastern corners of Bushwick Avenue and Grand Street while the ones on the Canarsie-bound side go up to either western corners
16.
Brooklyn Rapid Transit Company
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The Brooklyn Rapid Transit Company was a public transit holding company formed in 1896 to acquire and consolidate lines in Brooklyn and Queens, New York City, United States. It was a prominent corporation and industry using the single-letter symbol B on the New York Stock Exchange. It operated both passenger and freight services on its rapid transit, elevated and subway network, making it unique among the 3 companies which built. It became insolvent in 1919 and was restructured and released from bankruptcy as the Brooklyn–Manhattan Transit Corporation in 1923 and it then acquired the Brooklyn, Queens County and Suburban Railroad leased on July 1,1898. A short piece of surface route of this railroad, near Coney Island Creek, is the oldest existing piece of rapid transit right-of-way in New York City, initially the surface and elevated railroad lines ran on steam power. Between 1893 and 1900 the lines were converted to electricity operation, an exception was the service on the Brooklyn Bridge. BRT opened its first short segment, consisting only of an underground terminal at the foot of the Williamsburg Bridge at Delancey. In addition to BRT trains, Long Island Railroad commuter trains used the new Chambers Street station from its opening until 1917. The BRT opened its first Brooklyn subway under Fourth Avenue on June 22,1915, the BRT opened the first segment of its Manhattan main line subway, the Broadway Line, as far as 14th Street – Union Square on September 4,1917. All of these subways but the first short segment were built by the City as part of the Dual Contracts, the elevated railroads were operated by a new corporation, the New York Consolidated Railroad. During the beginning of its existence the LIRR was a competitor of the BRT for passengers in Brooklyn, despite competing with nearby lines, the BRT and its predecessors also hosted LIRR passenger trains via track sharing agreements and interchanged freight with them. LIRR Passenger service to the BRTs Brooklyn Bridge terminal began after an agreement in 1895, LIRR passenger service to downtown Manhattan via the BRT subway and Williamsburg Bridge began with the opening of the Chambers Street Station. Both LIRR and BRT motorman were represented by the same union, today, BRT successor MTA New York City Transit still receives freight deliveries from LIRR freight successor the New York & Atlantic Railroad in Sunset Park and at Linden Yard. On November 1,1918, the BRT suffered the Malbone Street Accident and this further destabilized the financially struggling company. In 1923 the BRT was restructured and released from bankruptcy as the Brooklyn–Manhattan Transit Corporation, some of the former elevated system of the BRT, dating to 1885, remains in use today. The largest section is the part of todays BMT Jamaica Line running above Fulton Street from the Alabama Avenue station to a small section turning north after the Crescent Street station. Most of the surviving structures were either built new or rehabilitated between 1915 and 1922 as part of the Dual Contracts. One piece of structure – the elevated portion of the Franklin Avenue Shuttle, New York City Subway Brooklyn–Manhattan Transit Corporation
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Signaling of the New York City Subway
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The New York Metropolitan Transportation Authority operates the New York City Subway, which is mostly manually operated. The subway system currently uses Automatic Block Signaling with fixed wayside signals, many portions of the signaling system were installed between the 1930s and 1960s. Because of the age of the system, some replacement parts must be custom built for the MTA. Additionally, some services have reached their train capacity limits. There are two different schemes of signaling in the system, the most used scheme is found on all of the B Division and most of the A Division. An older system that was used on all of the A Division is still in use on the IRT Dyre Avenue Line, but this final section is being converted to the B Division scheme. The MTA has plans to upgrade much of New York City Subway system with communications-based train control technology and this will require new rolling stock to be built for the subway system, as only newer trains can use CBTC systems. The New York City Subway system has, for the most part, used block signalling since its 1904 opening. As of May 2014, the system consists of about 14,850 signal blocks,3,538 mainline switches,183 major track junctions,10,104 automatic train stops, and 339,191 signal relays. Trains used to be controlled by signal towers at interlockings, eventually, these master towers were replaced by a single rail control center, the New York City Transit Power Control Center in Midtown Manhattan. Additionally, some services have reached their train capacity limits. The system currently uses block signalling, which is used in systems such as the Toronto subway. The block signals that the New York City Subway currently uses is identical to those on the RTs signaling system, the system also has automatic and manual key-by red lights. They involve the operation of a stop with an automatic or manual release, then a procedure with caution. Speed control on the subway is ensured by Time Signals, there are two types of Grade Time signals. The first time, two-shot timer, are used on down grades where the train must be under a set speed for a longer length of track. One-shot timers, on the time are found at sharp curves. Another addition to the systems transit signals are Wheel Detectors, first introduced in 1996 at interlockings, they further enforce the speed in which a train is traveling through an interlocking, and they are only active when a switch is set to the divergent route
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East River
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The East River is a salt water tidal estuary in New York City. The waterway, which is not a river despite its name. It separates the borough of Queens on Long Island from the Bronx on the North American mainland, and also divides Manhattan from Queens and Brooklyn, because of its connection to Long Island Sound, it was once also known as the Sound River. The tidal strait changes its direction of flow frequently, and is subject to fluctuations in its current. The waterway is navigable for its length of 16 miles. Technically a drowned valley, like the other waterways around New York City, the distinct change in the shape of the strait between the lower and upper portions is evidence of this glacial activity. The upper portion, running perpendicular to the glacial motion, is wide, meandering. The lower portion runs north-south, parallel to the glacial motion and it is much narrower, with straight banks. The bays that exist, as well as those used to exist before being filled in by human activity, are largely wide. The stretch has since been cleared of rocks and widened, washington Irving wrote of Hell Gate that the current sounded like a bull bellowing for more drink at half tide, whilte at full tide it slept as soundly as an alderman after dinner. He said it was like a peaceable fellow enough when he has no liquor at all, or when he has a skinful, but who, the river is navigable for its entire length of 16 miles. Why the river turns to the east as it approaches the three lower Manhattan bridges is currently geologically unknown, in the stretch of the river between Manhattan Island and the borough of Queens, lies Roosevelt Island, a narrow 2-mile long island consisting of 147 acres. Politically part of Manhattan, it begins at around the level of East 46th Street of that borough and it is connected to Queens by the Roosevelt Island Bridge, to Manhattan by the Roosevelt Island Tramway, and to both by a subway station. The Queensboro Bridge runs across Roosevelt Island, but no longer has an elevator connection to it. The abrupt termination of the island on its end is due to an extension of the 125th Street Fault. The Bronx River drains into the East River in the section of the strait. North of Randalls Island, it is joined by the Bronx Kill. Along the east of Wards Island, at approximately the midpoint, it narrows into a channel called Hell Gate
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IND Eighth Avenue Line
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The IND Eighth Avenue Line is a rapid transit line in New York City, United States, and is part of the B Division of the New York City Subway. Opened in 1932, it was the first line of the Independent Subway System, most of the line has four tracks, with one local and one express track in each direction, except for the extreme north and south ends, where only the two express tracks continue. The line is signaled as Line A, with tracks A1, A3, A4, and A2 from west to east, running from approximately 800 at the south end to 1540 at the north end. The line runs from 207th Street in Inwood south to an interlocking south of High Street in Brooklyn Heights, including large sections under St. Nicholas Avenue, Central Park West, and Eighth Avenue. The entire length is underground, though the 207th Street Yard, flying junctions are provided with the IND Concourse Line, IND Sixth Avenue Line, and IND Queens Boulevard Line. Between 59th Street–Columbus Circle and 145th Street, the line can be called the Central Park West Line, the whole line is served at all times by the A train, which runs express except during late nights. The C provides local service south of 168th Street while the A runs express, the following services use part or all of the Eighth Avenue Line. The trunk lines bullets are colored blue, The Eighth Avenue begins as a two-track subway under Broadway at 207th Street in Inwood. A flying junction just to the south brings two tracks from the 207th Street Yard between the tracks, merging after Dyckman Street. The subway leaves Broadway to pass under Fort Tryon Park to the end of Fort Washington Avenue. The small 174th Street Yard lies under Broadway, with two tracks exiting to the south under that roadway, however, when the lower level was added in 1962, it instead carried a roadway. The two main tracks from Fort Washington Avenue enter Broadway near 171st Street, running underneath the tracks in a double-decker tunnel. A few blocks later, the tracks separate to straddle the yard tracks at 168th Street. The local/express split begins here, with the tracks coming from the yard. Contrary to standard practice, the two tracks are in the center and the two express tracks are on the outside. Except during late nights, the service ends at 168th Street, reversing direction on the yard tracks. South of 168th Street, the express tracks lower below the tracks, forming another double-decker tunnel. North of 145th Street, the tracks rise into the center
20.
14th Street/Sixth Avenue (New York City Subway)
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It is served by the,1,2, F, and L trains at all times 3 train at all times except late nights M train on weekdays A connection is available from this complex to PATH at 14th Street. Notes, The IRT Broadway–Seventh Avenue Line platforms and the lines platforms are one block apart. The express tracks of the IND Sixth Avenue Line run under the complex but are not part of the station, the PATH platforms are at 14th Street station. 14th Street, opened on July 1,1918, is a station on the IRT Broadway–Seventh Avenue Line, consisting of four tracks. Both side track walls have their original IRT mosaic trim line with 14 tablets on it at regular intervals, both platforms have blue i-beam columns that run along both sides at regular intervals with alternating ones having the standard black station name plate in white lettering. This station has three fare control areas, the full-time entrance is at the north end. There is also a passageway leading to the BMT Canarsie platforms on Sixth Avenue, the station has an exit-only at the center. The station has a fare control area at the south end. A single staircase from each platform leads to a crossover and a bank of turnstiles as well as one exit-only, the mezzanine has a now-unused customer assistance booth and two staircases going up to both northern corners of 12th Street and Seventh Avenue. There is a full length mezzanine over the platforms and tracks that is largely unused and this station has two side platforms to the inside of the tracks. Both platforms have a trim line on a darker green border and name tablets reading 14TH STREET in white sans serif lettering on a dark green background. Beneath the trim line and name tablets are small directional and number signs in white numbering on a black background, trains open their doors to the left in both directions, which is unusual for a side platformed station in New York City. Most side platforms in the system are to the outside of the tracks, the PATH tracks and platforms are on the other side of the platform walls and not visible from this station. This means that the stations would be an interchange. Thus, the act as a fare control boundary between the two systems. The Sixth Avenue express tracks are at a level beneath the PATH tracks. The deep-bore tunnels round shape becomes square below this station and at 23rd Street, there are entrance/exits at both 14th Street and 16th Street, with fare controls at both ends. The 14th Street entrance is shared with the PATH station of the same name, at both intersections, exits lead to all four corners
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IND Sixth Avenue Line
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The IND Sixth Avenue Line is a rapid transit line of the B Division of the New York City Subway in the United States. It runs mainly under Sixth Avenue in Manhattan, and continues south through the Rutgers Street Tunnel to Brooklyn and it was the last trunk line of the Independent Subway System, completed in 1940. The B, D, F, and M, which use the Sixth Avenue Line through Midtown Manhattan, are colored bright orange, at each end, these pairs of tracks split, giving the line two north and two south ends. One of the ends is at 57th Street, where two tracks lead south under Sixth Avenue from the IND 63rd Street Line. At Seventh Avenue, the track is above the northbound track. These tracks are used by the B and D express trains and this line then turns south to go under Sixth Avenue, merging with the branch from 57th Street and a connection to the IND Queens Boulevard Line to become a four-track line. South of 42nd Street–Bryant Park is a large interlocking with many crossovers, the original express tracks ended just to the south at 34th Street–Herald Square and some services switched to the local tracks at the interlocking. This was done because the PATH tunnels already existed under Sixth Avenue south of 33rd Street, as a result, they are placed under the local tracks and PATH using the deep-bore tunneling method. At West Fourth Street–Washington Square, the tracks return to the same level as the local tracks. A flying junction just to the south connects the local tracks of the Eighth Avenue Line, the Sixth Avenue Line then turns east under Houston Street. After Broadway–Lafayette Street, the tracks turn south and use the Chrystie Street Connection to Grand Street before crossing the north side of the Manhattan Bridge into Brooklyn. The express tracks used to continue on to the tracks at Second Avenue before the tracks were rerouted to the Chrystie Street Connection. The local tracks split at this point, one pair continues east to Second Avenue while the other pair merges with the BMT Nassau Street Line at Essex Street. Just before approaching Second Avenue, the splits into four tracks again. The two express tracks, currently not used in service, continue east and dead-end. They would have entered Brooklyn merging with the never-built IND Worth Street Line, the IND Sixth Avenue Line was built to replace the elevated IRT Sixth Avenue Line, which was closed and demolished in 1939. The first portion of the line to open was the part not under Sixth Avenue, E trains, which ran from Jackson Heights, Queens to Hudson Terminal, were shifted to the new line to East Broadway. E trains were sent through the connection to Church Avenue, simultaneously, the Fulton Street Line was opened to Rockaway Avenue and the A and C trains, which had used Smith Street, were rerouted to Fulton Street
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BMT Broadway Line
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The BMT Broadway Line is a rapid transit line of the B Division of the New York City Subway in Manhattan, New York City, United States. As of November 2016, it is served by four services, all colored sunflower yellow, the N Q trains on the express tracks and the R W trains on the local tracks during weekdays. The line is referred to as the N and R. The Broadway Line was built to give the Brooklyn Rapid Transit Company access to Midtown Manhattan, the line is named for its location under Broadway between Vesey Street and Seventh Avenue. It also passes under Vesey Street, Whitehall Street, Trinity Place, and Church Street in Lower Manhattan, and Seventh Avenue, 59th Street, services that use the Broadway Line are colored sunflower yellow. The BMT Broadway Line begins at the 60th Street Tunnel from Queens and it runs west as a two-track subway line under 60th Street and 59th Street, with stations at Lexington Avenue/59th Street and Fifth Avenue/59th Street. It then turns south to Seventh Avenue into the 57th Street–Seventh Avenue station and this segment of the line carries the N W trains from the BMT Astoria Line and the R service from the IND Queens Boulevard Line. At the 57th Street station, the line joins two express tracks that enter the station from the north via the BMT 63rd Street Line, which the N Q trains use. Immediately after Canal Street, the express tracks resume again and serve as storage and turning tracks, bypassing the Canal Street local station, the local tracks continue south as a two-track subway to Whitehall Street–South Ferry station. Whitehall Street–South Ferry is a three track, two-platform station, with the track set up as a terminal track for the W train. A pair of bellmouths exists here, allowing for a connection to a never-built East River tunnel south of the Montague Street Tunnel that would have connected to Atlantic Avenue in Brooklyn. It has been proposed to use this as part of the Lower Manhattan–Jamaica/JFK Transportation Project, the BMT Broadway Line then curves east carrying the N R trains to a trailing junction with the BMT Nassau Street Line and enters the Montague Street Tunnel to Brooklyn. The New York Public Service Commission adopted plans for what was known as the Broadway–Lexington Avenue route on December 31,1907. This route began at the Battery and ran under Greenwich Street, Vesey Street, Broadway to Ninth Street, private property to Irving Place, and Irving Place and Lexington Avenue to the Harlem River. The city, the BRT, and the Interborough Rapid Transit Company came to an agreement, the line along Broadway to 59th Street was assigned to the BRT, while the IRT obtained the Lexington Avenue line, connecting with its existing route at Grand Central–42nd Street. Construction began on Lexington Avenue on July 31, and on Broadway the next year, the Dual Contracts, two operating contracts between the city and the BMT and IRT, were adopted on March 4,1913. Originally, the current 49th Street station was going to be an express station, then in December 1913, both 47th and 57th Streets were both going to be express stations, with no express station at Times Square–42nd Street itself, but rather a local station at 38th Street. Finally, in 1914, it was switched, with 57th Street being the express station, because of the complicated history, the Broadway Line includes several remnants of earlier plans
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IRT Lexington Avenue Line
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The Lexington Avenue Line is one of the lines of the IRT division of the New York City Subway, stretching from Downtown Brooklyn or Lower Manhattan north to 125th Street in East Harlem. The portion in Lower and Midtown Manhattan was part of the citys first subway line, the line is served by the 456 <6> trains. Its average of 1.3 million daily riders is more than the total riderships of the systems of San Francisco, Chicago. Four stations along this line have been abandoned, when platforms were lengthened to fit ten cars, it was deemed most beneficial to close these stations and open new entrances for adjacent stations. The 18th Street station was abandoned because of the proximity to both 14th Street–Union Square and 23rd Street. In addition, the City Hall and Worth Street stations were very close to the Brooklyn Bridge–City Hall stations Brooklyn Bridge and Duane Street exits, respectively. Finally, South Ferry is within walking distance of Bowling Green, services that use the Lexington Avenue Line are colored apple green. The following services use part or all of the Lexington Avenue Line, north of the station is a merge with the tracks of the Joralemon Street Tunnel from Brooklyn, which become the express tracks. These run north under Broadway and Park Row to Centre Street, at the south end of Centre Street, directly under New York City Hall, is the City Hall Loop and its abandoned station, which was the southern terminus of the original IRT subway line. The loop is used to turn 6 and <6> service, the Lexington Avenue local tracks. From Brooklyn Bridge, the continues northward in a four-across track layout under Centre Street, Lafayette Street, Fourth Avenue. Just south of Grand Central, a single track connects the IRT 42nd Street Shuttle to the southbound local track. 125th Street returns to this layout, although here the upper level is used by all northbound trains. This is because Lexington Avenue is too narrow to have a four-across layout, construction started on the first IRT line in 1900. A1902 explosion during construction seriously damaged properties just above the line, the part of the line from City Hall to just south of 42nd Street was part of the original IRT line, opened on October 27,1904. A0.3 mile extension to Fulton Street opened at 12,01 a. m. on January 16,1905. Only the northbound platform opened at this time The next station, Wall Street, was opened on June 12,1905 as well as the southbound platform at Fulton Street. The first revenue train on the South Ferry extension left South Ferry at 11,59 p. m. on July 9,1905, the first train ran through the Joralemon Street Tunnel to Brooklyn about 12,45 a. m. on January 9,1908
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Third Avenue (BMT Canarsie Line)
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Third Avenue is a station on the BMT Canarsie Line of the New York City Subway. Located at the intersection of Third Avenue and East 14th Street in Gramercy and East Village, Manhattan, it is served by the L train at all times. This station opened on June 30,1924, as part of the 14th Street–Eastern Line and this station has two side platforms and two tracks. West of the station there is a double crossover, the platforms are column-less and have the standard BMT style trim-line and name tablets. The former contains 3 tablets in standard intervals while the latter consists of THIRD AVE in Times New Roman font, there are also directions signs to the stations only entrances/exits saying TO STREET in the same style as the name tablets. Each platform has its own fare control at the extreme west end. As a result, there is no free transfer between directions and this station is identical to the next one east, First Avenue except that the fare control areas there are at a small mezzanine above the platforms. A transfer station is planned to the 14th Street station of the Second Avenue Subway, the stairs on the Eighth Avenue-bound side lead to the northeast corner while the ones on the Brooklyn-bound side lead to the southeast corner. Nycsubway. org – BMT Canarsie Line, 3rd Avenue Station Reporter — L Train The Subway Nut — 3rd Avenue Pictures Third Avenue entrance from Google Maps Street View Platforms from Google Maps Street View
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BMT Canarsie Line
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The Canarsie Line is a rapid transit line of the BMT Division of the New York City Subway system, named after its terminus in the Canarsie neighborhood of Brooklyn. It is served by the L train at all times, which is shown in the color light gray on the NYC Subway map. The line is part of the BMT Eastern Division, and is referred to as the Eastern District Line. This refers to Williamsburg, which was described as Brooklyns Eastern District when the City of Williamsburg was annexed by the former City of Brooklyn and this was the location where the original Brooklyn subway portions of the line were laid out. Only later was the connected to the tracks leading to Canarsie. Eastern District High School, near the lines Grand Street station, had preserved this toponym until it was closed in 1996, services that use the Canarsie Line are colored light slate gray. The following services use part or all of the Canarsie Line, The Canarsie Line runs from Eighth Avenue and 14th Street in Manhattan to Rockaway Parkway in Canarsie and it is double-tracked along its entire length, except for short stretches of layup track in Manhattan and Brooklyn. This is due to the line being pressed directly against the New York Connecting Railroad, there are no express tracks on the Canarsie line, thus, all trains run local service throughout their route. Just before Broadway Junction, the line emerges onto an elevated structure, the Canarsie Line used to share the structure at Atlantic Avenue with the connection from the Broadway and Fulton Street elevated lines to the Liberty Avenue Elevated. East of Pitkin Avenue, the Canarsie Line enters the two-track elevated structure on which the line was originally grade-separated in 1906, entering Sutter Avenue station. Besides the connection at Broadway Junction, this non-electrified yard connection is the other connection to the rest of the subway system. B Division-sized equipment cannot access this line, however, because of A Division width restrictions, the line operates on this ground-level route to the end of the line at Rockaway Parkway. The history of the Canarsie Line has three distinct phases and it was first a steam railroad, then a BRT elevated line, and was then extended into Manhattan via subway. Since the early 2000s, it has been automated as well, before becoming a BRT elevated line in 1906, the Canarsie Line operated as a steam dummy line. The line was single-tracked until 1894, the Canarsie Railroad was chartered on May 8,1906 as a BRT subsidiary and acquired the line on May 31,1906. The line was elevated, and electrified with third rail on the elevated part and trolley wire on the rest. The Long Island Rail Road, which had used the north of New Lots to access their Bay Ridge Branch. Service, first run on July 28,1906, ran from Canarsie Landing to the Broadway Ferry at the foot of Broadway in Williamsburg, at the East River
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Bedford Avenue (BMT Canarsie Line)
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Bedford Avenue is a station on the BMT Canarsie Line of the New York City Subway. Located at the intersection of Bedford Avenue and North Seventh Street in the Brooklyn neighborhood of Williamsburg, Bedford Avenue has experienced a surge in ridership along with the recent gentrification of Williamsburg. In the 1970s, the station had a low annual ridership of 1.2 million. In 2000, there were 3,783,000 boardings recorded at the station, but after the neighborhood was re-zoned in 2005, by 2007, ridership had increased over 50%, to 5,776,000 annual passengers. In 2008, Bedford Avenue was used by more than 6 million people, making it the 53rd most-used subway station in New York City, in 2015, approximately 9.4 million riders used this station, amounting to 27,132 passengers per weekday. Growing passenger numbers along the line, partly influenced by Bedford Avenue station, have made the L train one of the most overcrowded in the system, for the first time, Bedford Avenue broke seven million entries in 2010, receiving press for its particularly high weekend passenger volume. Crowding has become such an issue that politicians have called upon the MTA to create a schedule that is reflective of ridership patterns. At platform level, Bedford Avenue utilizes a simple platform setup with two tracks. Bedford Avenue station has a mosaic pattern with geometric shapes. At the Driggs Avenue entrance, two new street-level stairways would be added, the area would be redesigned with additional turnstiles installed. There are two sets of entrance and exit points, the western exits are one stair each to the southern and eastern corners of Bedford Avenue and North 7th Street and contains a 24-hour booth. The eastern exits are one each to the southern and eastern corners of North 7th Street
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IND Crosstown Line
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The IND Crosstown Line or Brooklyn–Queens Crosstown Line is a rapid transit line of the B Division of the New York City Subway in Brooklyn and Queens, New York City, United States. It provides crosstown service between western Brooklyn and northwestern Queens and is the major line that does not carry trains to/from Manhattan. The bullets of the services that use the Crosstown Line are colored lime green, the only service to use the Crosstown Line is the G. No revenue service runs over the north of Court Square. The north end of the Crosstown Line is a junction with the IND Queens Boulevard Line. The line then travels south as a line, except for a center relay track south of Court Square. At the turn from Marcy Avenue to Lafayette Avenue, two tracks appear, merging into one after crossovers to the main tracks. These tracks were to be used for a split to another line in a 1931 expansion plan and this center track continues through Bedford–Nostrand Avenues and then ends with crossovers to the main tracks, but space remains in the center through Classon Avenue for the third track. At Hoyt–Schermerhorn Streets, the Crosstown Line passes through the middle of the four-track IND Fulton Street Line, cross-platform interchange is available between the lines, but no track connections exist. After Hoyt–Schermerhorn Streets, the line south and ends as a merge into the local tracks of the IND Culver Line, just south of the split of that line into local. Plans for a line had been floated as early as 1912. However, the year, Mayor Hylan announced his opposition against it. Eventually, the line was moved and incorporated into the citys Independent Subway System and this would have been part of a loop service between the Crosstown and Eight Avenue Lines. The tunnel was bored through solid rock, crossing under the East River Tunnels of the Long Island Rail Road, on August 19,1933, the line was opened north of Nassau Avenue, and the GG began operation to Queens Plaza. The entire Crosstown Line was completed and connected to the IND Culver Line on July 1,1937 and this would have replaced the BMT Franklin Avenue Line. Over the next 77 years, the termini for the GG had varied, service was also extended to Church Avenue several times, the most recent extension being in 2009. During weekend service disruptions on the F service between Jay and Bergen Streets, trains were extended beyond Church Avenue to Coney Island, on April 19,2010, G service was permanently cut back from the Queens Boulevard Line due to budget cuts. Every station is served by the G train from Court Square south to past Hoyt–Schermerhorn Streets, nycsubway. org—IND Brooklyn/Queens Crosstown Line G Line Track Diagram, Court Square to Church Avenue
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Graham Avenue (BMT Canarsie Line)
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Graham Avenue is a station on the BMT Canarsie Line of the New York City Subway. Located at the intersection of Graham and Metropolitan Avenues in Williamsburg, Brooklyn and this underground station opened on June 30,1924 as part of the initial segment of the Canarsie Line, which was a product of the Dual Contracts, stretching from Sixth Avenue to Montrose Avenue. This station has two tracks and two side platforms, both platforms have their original mosaic tile band showing various shades of green and blue with peach and yellow borders. G tablets on a blue background run at regular intervals. The mosaic name tablets read GRAHAM AVE. in gold lettering on a blue background. There are no columns on either platform, each platform has one same-level fare control area towards the west end. Each one has a bank and two street stairs. The ones on the Manhattan-bound side go up to either northern corners of Graham, the Manhattan-bound fare control area has a full-time sales booth while the booth on the Canarsie-bound one is for informational use only. There are no crossovers or crossunders
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Montrose Avenue (BMT Canarsie Line)
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Montrose Avenue is a station on the BMT Canarsie Line of the New York City Subway. Located at the intersection of Montrose and Bushwick Avenues in East Williamsburg, Brooklyn, originally, the Canarsie Line was planned to be elevated between Montrose Avenue and Broadway Junction, not underground. This station has two tracks and two side platforms, hexagon M tablets run along the trim line at regular intervals. Blue stripes adorn the top and bottom of the tile band, blue I-beam columns run along both platforms at regular intervals with alternating ones having the standard black name plate in white lettering. The Manhattan-bound platform has a ramp leading to the street. This is where BMT Standard cars were fed directly into the back in the 1920s. Remnants can be seen from the front of the passing trains, underneath the Canarsie-bound platform is a small stairway to the tracks, giving evidence of a platform extension. This station has one mezzanine above the center of the platforms, two staircases from each side go up to a waiting area/crossover, where a turnstile bank provides access to/from the station. Outside fare control, there is a booth and two staircases going up to either western corners of Montrose and Bushwick Avenues
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Morgan Avenue (BMT Canarsie Line)
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Morgan Avenue is a station on the BMT Canarsie Line of the New York City Subway. Located at the intersection of Morgan Avenue and Harrison Place in East Williamsburg, Brooklyn, Morgan Avenue opened on July 14,1928, as part of the final leg of the Canarsie Line. This extension connected Montrose Avenue, which had opened four years earlier, to Broadway Junction and this station has two tracks and two side platforms. Both platforms have their original BMT style mosaic trim line and name tablets that are predominantly earth tones of brown, tan, there are M tablets for Morgan on the trim line at regular intervals and name tablets that have MORGAN AVE in Times New Roman font. There are also directional signs in the same style as the name tablets. Both platforms have large square columns tiled in white since they are below buildings, all of them have name plates reading MORGAN AVE in black sans serif lettering on a white mosaic background. The mosaic name plates on the columns are unusual to the subway system, the staffed entrance is at the extreme east end. A long ramp from each platform leads to an area that allows a free transfer between directions. A turnstile bank leads to a mezzanine with a token booth and this full-time entrance has a station agent booth. One of the features an original BMT design while the other two were renovated later. The entrances serve an industrial area, so they are not heavily used. The stations other entrance/exit is a brick station house on ground level on the west side of Bogart Street on the T-intersection of Harrison Place. There are two exit-only and one High Entry/Exit turnstiles inside and one staircase to each platform at their east ends and this is also a full-time entrance. This station appeared in MF Dooms music video of his 1999 single I Hear Voices as well as the New York City-set scenes of the video game Rock Band, nycsubway. org – BMT Canarsie, Morgan Avenue Station Reporter — L Train. Archived from the original on 30 June 2013, the Subway Nut — Morgan Avenue Pictures Morgan Avenue entrance from Google Maps Street View Bogart Street entrance from Google Maps Street View Platforms from Google Maps Street View
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Jefferson Street (BMT Canarsie Line)
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Jefferson Street is a station on the BMT Canarsie Line of the New York City Subway. Located in Bushwick, Brooklyn at the intersection of Jefferson Street and Wyckoff Avenue, Jefferson Street opened on July 14,1928, as part of an extension of the Canarsie Line. This extension connected Montrose Avenue, which had opened four years earlier, to Broadway Junction and this underground station has two side platforms and two tracks. The mosaic tile bands on both platforms are predominantly blue and brown with yellow and tan accents, there is a full frieze of icons with correct details. The colors, however, shift from the earth tones found in the design to more pastel shades of rose, slate blue, yellow. Some of the tile is mottled. This is handmade work with all of the elements, including randomly cut. J tablets on a background run along the trim line at regular intervals. The stations name tablets read JEFFERSON ST. in gold lettering on a blue/dark red background, yellow inner border. There are also signs in gold serif lettering on blue/dark red background. Blue i-beam columns run along both platforms at intervals with alternating ones having the standard black station name plate in white lettering. New tile was installed at the Canarsie-bound platform in the summer of 2000 and this stations full-time fare control area is at the extreme east end. A double-width staircase from each platform goes up to a waiting area/crossover, outside fare control, there is a token booth and four staircases going up to all corners of Starr Street and Wyckoff Avenue. Both platforms have a same-level, unstaffed fare control area at the opposite end, one exit-only turnstile and one High Entry/Exit Turnstile lead to an enclosed staircase going up to a small brick building on either western corners of Jefferson Street and Wyckoff Avenue. The Manhattan-bound building is on the northwest corner while the Canarsie-bound building is on the southwest one, archived from the original on 30 June 2013. The Subway Nut — Jefferson Street Pictures Jefferson Street entrance from Google Maps Street View Starr Street entrance from Google Maps Street View Platforms from Google Maps Street View
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DeKalb Avenue (BMT Canarsie Line)
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DeKalb Avenue is a station on the BMT Canarsie Line of the New York City Subway. Located at the intersection of Wyckoff and DeKalb Avenues in Bushwick, Brooklyn, DeKalb Avenue opened on July 14,1928, as part of an extension of the Canarsie Line. This extension connected Montrose Avenue, which had opened four years earlier, to Broadway Junction and this underground station has two tracks and two side platforms. Each platform has blue columns are regular intervals with every other column having a standard black, the mosaic tile bands are predominantly green and blue, with yellow and tan accents. Those installed on the stairway from the mezzanine to the Manhattan-bound platform in Summer 2000 feature a seven-inch entrance motif design with a dull green, the trim line has D tablets on it at regular intervals to represent DeKalb. The main one is a mezzanine above the platforms and tracks at the west end and it has a single staircase from each platform, waiting area that allows free transfer between directions, turnstile bank, token booth, and four staircases to all corners of DeKalb and Wyckoff Avenues. The other two entrances/exits are on level and unstaffed at the east end. Each fare control area has HEET turnstiles and two street stairs, the ones on the Manhattan-bound platform lead to either northern corners of Wyckoff and Stanhope Street while those on the Canarsie-bound one lead to either southern corners
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BMT Myrtle Avenue Line
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The Myrtle Avenue Line, also called the Myrtle Avenue Elevated, is a fully elevated line of the New York City Subway as part of the BMT division. The line is the last surviving remnant of one of the original Brooklyn elevated railroads, the remnant line operates as a spur branch from the Jamaica Line to Bushwick, Ridgewood and Middle Village, terminating at its original Eastern terminal across the street from Lutheran Cemetery. Until 1969, the line continued west into Downtown Brooklyn and until 1944, the Myrtle Avenue Line is currently served by the M service. The line begins at Metropolitan Avenue in Middle Village, Queens and it heads southwest along a private right-of-way, eventually joining an elevated structure above Palmetto Street in Ridgewood and Myrtle Avenue in the Brooklyn neighborhood of Bushwick. Just before reaching Broadway, the curves to the left. The still-existing upper level of the station, which was called Broadway, opened in 1889, trains continued along Grand Avenue and Lexington Avenue to Broadway, where the line joined the Broadway Elevated, and then along Broadway to East New York. On September 1,1888, the line was extended westward along Adams Street and Sands Street, on April 27,1889, the line was extended east along Myrtle Avenue to Broadway. The west end of the line was extended north along Adams Street to an elevated station over Sands Street, the connection to the Brooklyn Bridge tracks opened on June 18,1898, along a private right-of-way halfway between Concord Street and Cathedral Place. The first trains to use it came from the Fifth Avenue Elevated, the line was later extended east to Wyckoff Avenue. In 1906 the el was connected via a ramp to the Lutheran Cemetery Line and that section was elevated as part of the Dual Contracts on February 22,1915. On July 29,1914, the connection to the Broadway Line was opened and this service became BMT10 in 1924, and the original Myrtle Avenue Line service to Park Row became BMT11, later referred to as M and MJ. As part of the Dual Contracts rebuilding of the Myrtle Avenue El and this track started from a point south of Central Avenue through Myrtle – Wyckoff Avenues to a bumper just south of Seneca Avenue. The only switches were at the end so the center track could only be used for layups. It was never used in service and removed by 1946. On March 5,1944, the line west of Bridge–Jay Streets was closed coincident with the end of elevated service over the Brooklyn Bridge. On January 21,1953, the Grand Avenue station was closed so that it could be torn down, the rest of the line from Broadway to Jay Street closed on October 4,1969 and was demolished soon after, ending the MJ service. A free transfer to the B54 bus replaced the MJ, the free transfer at Jay Street was also replaced with a bus transfer. This work is being undertaken in preparation for a reconstruction of the BMT Canarsie Line tunnels under the East River, the Fresh Pond Bridge will be replaced during two months in summer 2017, while the connection with the Jamaica Line will be rebuilt from July 2017 to April 2018
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Halsey Street (BMT Canarsie Line)
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Halsey Street is a station on the BMT Canarsie Line of the New York City Subway. Located on the border of Brooklyn and Queens at the intersection of Halsey Street and Wyckoff Avenue, Halsey Street opened on July 14,1928, as part of an extension of the Canarsie Line. This extension connected Montrose Avenue, which had opened four years earlier, to Broadway Junction and this station has two tracks and two side platforms. Both platforms have their original tile band that is colored blue. H tablets on blue background run along the bands at regular intervals. The name tablets read HALSEY ST. in gold serif font on a background and a green, yellow. There are also signs in gold serif font and outline on a blue background. One of the platforms formerly had two bathrooms, yellow i-beam columns run along both platforms at regular intervals with alternating ones having the standard black station name plate in white lettering. All fare control areas at this station are level and there are no crossovers or crossunders. The full-time side is at the west end of the platforms, on the Manhattan-bound side, a turnstile bank leads to the full-time token booth and one staircase going up to the northwest corner of Wyckoff Avenue and George Street. On the Canarsie-bound side, a turnstile bank leads to a customer assistance booth and one staircase going up to the southwest corner of Halsey Street. Both platforms have a fare control area at their east end. A set of full height turnstiles leads to a street stair. Nycsubway. org – BMT Canarsie, Halsey Street Station Reporter — L Train, archived from the original on 30 June 2013. The Subway Nut — Halsey Street Pictures
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Long Island Rail Road
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With an average weekday ridership of 337,800 passengers in 2014, it is the busiest commuter railroad in North America. It is also one of the worlds few commuter systems that runs 24 hours a day,7 days a week and it is publicly owned by the Metropolitan Transportation Authority, who refer to it as MTA Long Island Rail Road. The LIRR logo combines the circular MTA logo with the text Long Island Rail Road, the LIRR is one of two commuter rail systems owned by the MTA, the other being the Metro-North Railroad. Established in 1834 and having operated continuously since then, it is the second-oldest US railroad still operating under its original name and charter. There are 124 stations, and more than 700 miles of track and this service was superseded in 1849 by the land route through Connecticut that became part of the New York, New Haven and Hartford Railroad. The LIRR refocused its attentions towards serving Long Island, in competition with railroads on the island. In the 1870s, railroad president Conrad Poppenhusen and his successor Austin Corbin acquired all the railroads, the LIRR was unprofitable for much of its history. In 1900, the Pennsylvania Railroad bought a controlling interest as part of its plan for access to Manhattan which began on September 8,1910. The wealthy PRR subsidized the LIRR during the first half of the new century, after the Second World War, the railroad industrys downturn and dwindling profits caused the PRR to stop subsidizing the LIRR, and the LIRR went into receivership in 1949. The State of New York, realizing how important the railroad was to Long Islands future, in 1966, New York State bought the railroads controlling stock from the PRR and put it under the newly formed Metropolitan Commuter Transportation Authority. With MTA subsidies the LIRR modernized further, continuing to be the busiest commuter railroad in the United States, the LIRR is one of the few railroads that has survived as an intact company from its original charter to the present. The LIRR operates out of three terminals, in Manhattan, Brooklyn, and Queens. Jamaica Station in central Queens is the hub of all railroad activities, expansion of the system into Grand Central Terminal is expected over the next few years. Major stations include, Pennsylvania Station, in Midtown Manhattan, is the busiest of the western terminals and it is reached via the Amtrak-owned East River Tunnels from the Main Line in Long Island City. The New York City Subways 34th Street–Penn Station and 34th Street–Penn Station stations are next to the terminal and it also connects LIRR with Amtrak and NJ Transit trains. Atlantic Terminal, formerly Flatbush Avenue, in Downtown Brooklyn serves most other trains and it is next to the New York City Subways Atlantic Avenue–Barclays Center station complex, providing easy access to Lower Manhattan. A handful of trains run to Hunterspoint Avenue or onward to the Long Island City station on the East River in Long Island City. From Hunterspoint Avenue, the Hunters Point Avenue subway station can be reached for Midtown Manhattan access, the same subway trains can also be reached from Long Island City station at the Vernon Boulevard–Jackson Avenue subway station
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Bay Ridge Branch
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The Bay Ridge Branch is a rail line owned by the Long Island Rail Road and operated by the New York and Atlantic Railway in New York City. It is the longest freight-only line of the LIRR, connecting the Montauk Branch and CSX Transportations Fremont Secondary at Glendale, Queens with the Upper New York Bay at Bay Ridge, Brooklyn. Car float service provided by New York New Jersey Rail operates between Greenville Yard at Greenville, New Jersey and the 51st Street Yard at the Bay Ridge end of the line. The first part of the line was opened by the New York, Bay Ridge and Jamaica Railroad in 1876, from Bay Ridge to the crossing of the Brooklyn, Bath and Coney Island Railroad near New Utrecht. An extension from New Utrecht east and northeast to New Lots opened in 1877, an extension north from East New York to Cooper Avenue opened in 1878, and the Long Island City and Manhattan Beach Railroad built from Cooper Avenue north to the Montauk Branch at Glendale in 1883. Passenger service on the line ended in 1924, the entire line was electrified, starting on July 8,1927, for New York, New Haven and Hartford Railroad freight trains coming off the New York Connecting Railroad. Electric operation ended on December 31,1968, another proposal would have the New York City Subway use the tracks to link Brooklyn, Queens, and the Bronx via the Hell Gate Bridge. In 1996 the Regional Plan Association conducted a study to determine the feasibility of the rail link, based on Pariss RER commuter rail system, the Triboro RX proposal would create a loop around the city. It was first proposed by the Regional Plan Association in 1996, the proposed line, discussion of which was revived in 2012, would connect to all non-shuttle subway services. Obstacles for the proposal include the proposed Cross-Harbor Rail Tunnel, the lack of electrification on the line, and the single-tracking in some parts of the line. Additionally, there is debate on where the northern terminus would be, some, including MoveNY plan it to end at Hunts Point
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Evergreen Branch
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The Evergreen Branch was a branch of the Long Island Rail Road that ran in Brooklyn and part of Queens in New York City. It was inherited as a segment of the New York and Manhattan Beach Railroad and ran from Greenpoint, Brooklyn to what is today Ridgewood. The origin of the Evergreen Branch traces back to the Glendale and East River Railroad and it was acquired by Austin Corbin in November of 1876 to be integrated into the New York and Manhattan Beach Railroad. The rest of the line, from Jefferson Street to Greenpoint, was built by the G&ER and this extension beyond East New York to Greenpoint opened at the beginning of the season on May 16,1878. From 1883 to 1885, a shuttle connected at Cooper Avenue Junction with every Long Island City train, in 1886, Greenpoint service was abandoned and a Bushwick shuttle was instituted which ran through the 1894 season. Between 1896 and 1897 the right of way between Greenpoint and South Side Crossing was abandoned, there is supposedly no trace of the Greenpoint service to the west of South Side Crossing. Upon the dissolution of the Manhattan Beach Branch in 1924, the became a freight spur between the Bushwick Branch and Bay Ridge Branch in Brooklyn. Eight blocks of tracks were removed on February 9,1939, the following crossings were closed on that date, Himrod Street, Stanhope Street, DeKalb Avenue, Hart Street, Suydam Street, Willoughby Avenue and Starr Street. Further dismantling took place between 1957 and 1962 and throughout much of the late 20th century, in 1965, when New York State purchased the Long Island Railroad, the Bay Ridge and Evergreen branches remained part of the Pennsylvania Railroad. Subsequently they became part of Penn Central and Conrail, in 1984, the Long Island Railroad again took over the Bay Ridge Branch but decided to abandon the Evergreen Branch and its sole consignee. The Evergreen Branch traces its name to the period when map printers applied the name ‘Ridgewood’ to an area larger than that of the town limits. As a result, the community changed its name to ‘Evergreen after the large nearby Cemetery of the Evergreens. In 1910, the name Ridgewood was officially bestowed upon the entire area nestled between Glendale and Bushwick, in 2014 there were three applications to acquire property along the former right of way of the Evergreen Branch. The three properties are at,375 Grove Street, for which the sale was completed,406 Cornelia Street, originally the Evergreen Branch began at the East River in Greenpoint, with a depot at Oak and West Streets. From there it ran southeast along North 15th Street to Richardson Street, then it turned east along Richardson to Vandervoort Avenue where it turned southeast. It then crossed Metropolitan Avenue, Grand Street, and a portion of Newtown Creek, after that, it crossed over Varick Avenue, continued across Johnson Avenue, and alongside the main tracks was Varick Avenue Yard. Varick Avenue Yard was on the northwest side of Flushing Avenue and was a rather substantial yard with a number of team tracks and sidings. It consisted of a siding, which allowed access to the seven team tracks, the house track, and four tracks stubbing against the Bushwick freight house
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Wilson Avenue (BMT Canarsie Line)
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Wilson Avenue is a station on the BMT Canarsie Line of the New York City Subway. Located at the intersection of Wilson Avenue and Moffat Street in Brooklyn, Wilson Avenue opened on July 14,1928, as part of an extension of the Canarsie Line. This extension connected Montrose Avenue, which had opened four years earlier, to Broadway Junction, on September 21,1984, Irma Lozada, a New York City Transit Police officer, was murdered at an abandoned lot south of the station. Lozada was the first policewoman to be killed in action in New York City, the station, which was designed by Robert Ridgway and Squire J. Vickers, has some features that are not found elsewhere in the system. It is squeezed in between the Most Holy Trinity Cemetery, to the east, and the New York Connecting Railroad, the two tracks and two side platforms are on different levels, making Wilson Avenue the only station on the Canarsie Line where this occurs. Since the platforms are on different levels, each has a different design, the northbound side is immediately below the southbound side, and the station gives the impression of being underground, but it is really at street level. The southbound platform has a canopy along the length of the platform. A fence runs along the side of the southbound platform, separating the subway station from the Most Holy Trinity Cemetery. The northbound platform has tiling and name plaques, which is typical for a Canarsie Line underground station, a concrete wall closes off the east side of the lower level. The mosaic band is green at edges with a vivid multicolored design throughout. The elevated Canarsie-bound platform was not proposed to get ADA access since it would be more costly to add an elevator up to the Canarsie-bound level. There is one entrance and exit to the station, which is in a dead-end at the foot of Wilson Avenue, there are five steps leading up to the station entrance, as well as a wheelchair ramp. The entrance feeds directly onto the platform with stairs to southbound service on the upper level. Subway Ceramics, A History and Iconography, ISBN 978-0-9635486-1-0 nycsubway. org – BMT Canarsie, Wilson Avenue Station Reporter — L Train. Archived from the original on 30 June 2013, the Subway Nut — Wilson Avenue Pictures Wilson Avenue entrance from Google Maps Street View Upper platform from Google Maps Street View
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