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IRT Broadway–Seventh Avenue Line

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This is an old revision of this page, as edited by 107.0.69.23 (talk) at 14:10, 1 December 2016 (→Station listing). The present address (URL) is a permanent link to this revision, which may differ significantly from the current revision.

This article is about a rapid transit line. For the surface (bus, formerly streetcar) line along Broadway and Seventh Avenue, see Broadway Line (lower Manhattan surface).
IRT Broadway–Seventh Avenue Line
Train services that use the IRT Broadway–Seventh Avenue Line have been colored red since 1979.
Overview
OwnerCity of New York
Termini
Stations44
Service
TypeRapid transit
SystemNew York City Subway
Operator(s)New York City Transit Authority
Daily ridership1,093,105 (south of 96th Street)
348,027 (north of 96th Street)[1]
History
Opened1904-1919
Technical
Number of tracks1–4
CharacterUnderground (Brooklyn and most of Manhattan)
Elevated (125th Street and North of Inwood)
Track gauge4 ft 8+1⁄2 in (1,435 mm)
Electrification625V DC third rail
IRT Broadway–Seventh Avenue Line
Legend
 Van Cortlandt Park–242nd Street
240th Street Yard
 238th Street
231st Street
Marble Hill–225th Street
Metro-North Hudson Line
Harlem River via Broadway Bridge
 215th Street
207th Street Yard
207th Street
Eighth Avenue Line
 Dyckman Street
191st Street
181st Street
Eighth Avenue Line
 168th Street
157th Street
145th Street
137th Street Yard
137th Street–City College
125th Street
116th Street–Columbia University
Cathedral Parkway–110th Street
103rd Street
Lenox Avenue Line
 96th Street
91st Street (closed 1959)
 86th Street
79th Street
72nd Street
66th Street–Lincoln Center
Eighth Avenue Line
 59th Street–Columbus Circle
Sixth Avenue Line
53rd Street Line
 50th Street
(Broadway Line)
42nd Street Shuttle
Flushing Line
 Times Square–42nd Street
34th Street–Penn Station
Penn Station (Northeast Corridor)
 28th Street
23rd Street
18th Street
14th Street
Canarsie Line
Sixth Avenue Line
Eighth Avenue Line
 Christopher Street–Sheridan Square
Houston Street
Canal Street
Franklin Street
Chambers Street
Chambers Street
 Park Place
World Trade Center
Broadway Line
Lexington Avenue Line
Nassau Street Line
WTC Cortlandt
 Rector Street
Eighth Avenue Line
 Fulton Street
Wall Street
South Ferry loops
 South Ferry
(Staten Island)
South Ferry (closed 2017)
Joralemon Street Tunnel │ Clark Street Tunnel
under the East River
 Clark Street
Borough Hall
Eastern Parkway Line
Legend
 Express station
Local station
Closed station
This diagram:

The IRT Broadway–Seventh Avenue Line (also known as the Seventh Avenue Line or the West Side Line) is a New York City Subway line. It is one of several lines that serves the A Division (IRT), stretching from South Ferry in Lower Manhattan north to Van Cortlandt Park–242nd Street in Riverdale, Bronx.[2] The Brooklyn Branch, known as the Wall and William Streets Branch during construction,[3][4] from the main line at Chambers Street southeast through the Clark Street Tunnel to Borough Hall in Downtown Brooklyn, is also part of the Broadway–Seventh Avenue Line.[5]

Description

The south end of the Brooklyn Branch is unclear. In a 1981 list of "most deteriorated subway stations", the MTA listed Borough Hall and Clark Street stations as part of the IRT New Lots Line.[6] However, as of 2007, emergency exit signs label Borough Hall as an IRT Broadway–Seventh Avenue Line station, and the two parts of Borough Hall are signed as being along the Broadway–Seventh Avenue and IRT Eastern Parkway Lines. The chaining designations "K" (Clark Street Tunnel) and "M" (Joralemon Street Tunnel) join and become "E" (Eastern Parkway Line) at Borough Hall.[7]

The line is also known as the IRT West Side Line, since it runs along the west side of Manhattan; the part north of 42nd Street was built as part of the first subway in New York. The line serves places such as Lincoln Center, Columbia University, and the City College of New York.

Train services that use the IRT Broadway–Seventh Avenue Line are colored red on subway signage and literature. The line is served by the 1, ​2, and ​3 trains, which operate together over much of the line. In the past, the 1 train operated as a skip-stop service in tandem with the 9, which was discontinued after May 27, 2005; from 1994 onward, this skip-stop separation existed only in Upper Manhattan during rush hours.

An unused third track along much of the line north of 96th Street has been used in the past for peak direction express service, at least between 96th Street and 137th Street.[8] This center track is currently used only during construction reroutes. There is another unused third track between Dyckman Street and Van Cortlandt Park–242nd Street.[7]

Clark Street tunnel

Emergency exit, Furman Street, Brooklyn
1915 Seventh Avenue subway collapse with car fallen in tunnel

The Clark Street tunnel carries the 2 and ​3 trains under the East River between the boroughs of Manhattan and Brooklyn. It was opened for revenue service on Tuesday, April 15, 1919, relieving crowding on the Joralemon Street tunnel and providing passengers with a direct route to travel between Brooklyn and the west side of Manhattan.[9] It is about 5,900 feet long, with about 3,100 feet underwater.

Construction of the tunnel began on October 12, 1914, using a tunneling shield in conjunction with compressed air. The tunnel was designed by civil engineer Clifford Milburn Holland, who would later serve as the first chief engineer of the Holland Tunnel.[10][11] The north tube was holed through on November 28, 1916.[12]

On December 28, 1990, an electrical fire in the Clark Street tunnel trapped passengers on a subway train for over half an hour, killed two people, and injured 149 passengers.[13]

History

Contracts 1 and 2

Operation of the first subway began on October 27, 1904, with the opening of all stations from City Hall to 145th Street on the West Side Branch.[14] Service was extended to 157th Street on November 12, 1904, as the station was delayed because there was still painting and plastering work going on in the station.[15] The West Side Branch was extended northward to a temporary terminus of 221st Street and Broadway on March 12, 1906. This extension was served by shuttle trains operating between 157th Street and 221st Street.[16] However, only the Dyckman Street, 215th Street, and 221st Street stations opened on this date as the other stations were not yet completed.[17][18] The 168th Street station opened on April 14, 1906.[17][19] The 181st Street station opened on May 30, 1906, and on this date express trains on the Broadway branch began running through to 221st Street, eliminating the need to transfer at 157th Street to shuttles.[20] The station at 207th Street was completed in 1906, but since it was located in a sparsely occupied area, the station was opened in 1907.[17][18] The original system as included in Contract 1 was completed on January 14, 1907, when trains started running across the Harlem Ship Canal on the Broadway Bridge to 225th Street,[18] meaning that 221st Street could be closed.

Once the line was extended to 225th Street on January 14, 1907, the structure of the 221st Street was dismantled and was moved to 230th Street for a new temporary terminus.[18] Service was extended to the temporary terminus at 230th Street on January 27, 1907. An extension of Contract 1 north to 242nd Street at Van Cortlandt Park was approved in 1906[21] and opened on August 1, 1908.[22][23] (The original plan had been to turn east on 230th Street to just west of Bailey Avenue, at the New York Central Railroad's Kings Bridge station.[24]) When the line was extended to 242nd Street the temporary platforms at 230th Street were dismantled, and were rumored to be brought to 242 Street to serve as the station's side platforms. The 191st Street was not open until January 14, 1911 because the elevators and other work at the station had not yet been completed.[17][23][25]

Between 1904 and 1908, one of the main service patterns was the West Side Branch, running from Lower Manhattan to Van Cortlandt Park via what is now the Lexington Avenue, 42nd Street, and Broadway–Seventh Avenue Lines. There was both local and express service with express trains using the express tracks south of 96th Street. Some express trains ran to Atlantic Avenue in Brooklyn via the Joralemon Street Tunnel during rush hours while all other trains turned around at City Hall or South Ferry.[26][27]

Wikimedia Commons has media related to 1915 Seventh Avenue subway collapse.

On September 22, 1915, there was an explosion during construction of the 23rd Street subway station that caused the tunnel to collapse.[28]

Dual Contracts

The Dual Contracts, which were signed on March 19, 1913, were contracts for the construction and/or rehabilitation and operation of rapid transit lines in the City of New York. The contracts were "dual" in that they were signed between the City and two separate private companies (the Interborough Rapid Transit Company and the Brooklyn Rapid Transit Company), all working together to make the construction of the Dual Contracts possible. The Dual Contracts promised the construction of several lines in Brooklyn. As part of Contract 4, the IRT agreed to build a branch of the original subway line south down Seventh Avenue, Varick Street, and West Broadway to serve the West Side of Manhattan.[29][30][31]

The construction of this line, in conjunction with the construction of the Lexington Avenue Line, would change the operations of the IRT system. Instead of having trains go via Broadway, before turning onto 42nd Street, before finally turning onto Park Avenue, there would be two trunk lines connected by the 42nd Street Shuttle. The system would be changed from a "Z" system to an "H" system. One trunk would run via the new Lexington Avenue Line down Park Avenue, and the other trunk would run via the new Seventh Avenue Line up Broadway. In order for the line to continue down Varick Street and West Broadway, these streets needed to be widened. It was predicted that the subway extension would lead to the growth of the Lower West Side, and to neighborhoods such as Chelsea and Greenwich Village.[32][33]

South of Chambers Street, there were to be two branches constructed. The first branch would run to the Battery via Greenwich Street, while the second branch would turn eastward under Park Place and Beeckman Street and down William Street running under the East River through a tunnel before running under Clark Street and Fulton Street until it reaches a junction at Borough Hall with the existing Contract 2 IRT Brooklyn Line.[32][33]

On June 3, 1917, the first portion of the Broadway–Seventh Avenue Line south of Times Square–42nd Street, a shuttle to 34th Street–Penn Station, opened; a separate shuttle service, running between 42nd and 34th Streets, was created.[34][35] This short extension was opened even though the rest of the route was not yet completed in order to handle the mass of traffic to and from Pennsylvania Station. Only the northern part of the station was opened at this time, and piles of plaster, rails, and debris could be seen on the rest of the platforms.[36] This shuttle was extended south to South Ferry, with a shorter shuttle on the Brooklyn branch between Chambers Street and Wall Street, on July 1, 1918.[37] Finally, the new "H" system was implemented on August 1, 1918, joining the two halves of the Broadway–Seventh Avenue Line and sending all West Side trains south from Times Square.[38] An immediate result of the switch was the need to transfer using the 42nd Street Shuttle. The completion of the "H" system doubled the capacity of the IRT system.[32]

The local tracks ran to South Ferry, while the express tracks used the Brooklyn Branch to Wall Street, extended into Brooklyn to Atlantic Avenue via the Clark Street Tunnel on April 15, 1919.[39] Extensions of the Eastern Parkway Line and the connecting Nostrand Avenue Line and New Lots Line opened in the next few years, with the end result being that West Side trains ran to Flatbush Avenue or New Lots Avenue.

Post-unification

In 1948, platforms on the line from 103rd Street to 238th Street were lengthened to 514 feet to allow full ten-car express trains to platform. Previously the stations could only platform six car local trains. The platform extensions were opened in stages. On April 6, 1948, the stations from 103rd Street to Dyckman Street had their platform extensions opened, with the exception of the 125th Street, which had its opened on June 11, 1948. On July 9, 1948, the platform extensions at stations between 207th Street and 238th Street were opened for use at the cost of $423,000.[40][41]

WestSideIRT

Under a $100,000,000 rebuilding program, increased and lengthened service was implemented during peak hours on the 1 train. Switching at a junction north of 96th Street, delayed service as trains from the Lenox Avenue Line which ran local switched from the express to the local, while trains from the Broadway Branch that ran express switched from the local to the express. This bottleneck was removed on February 6, 1959. All Broadway trains were locals, and all Lenox Avenue trains were expresses, eliminating the need to switch tracks. All 3 trains began to run express south of 96th Street on that date running to Brooklyn. 1 trains began to run between 242nd Street and South Ferry all times. Trains began to be branded as Hi-Speed Locals, being as fast as the old express service was with 8-car trains consisting of new R21s and R22s on the line.[42][43] During rush hour in the peak direction, alternate trains, those running from 242nd Street, made no stops except 168th Street between Dyckman and 137th Streets in the direction of heavy traffic. The bypassed stations were served by locals originating from Dyckman Street.[44]

The improved service could not be implemented until the platform extensions at stations on the line were completed. The original IRT stations north of Times Square could barely fit five or six car locals based on whether the trains had one or two ends with cars that had manually operated doors. In 1958, the platform extensions at the local stations were nearly completed, but there were more problems with the platform extensions at the two express stations, 72nd Street and 96th Street. To make room for the platform extension at 72nd Street, the track layout was changed. However, in order to fit the platform extension at 96th Street, the local tracks and the outside walls had to be moved. A new mezzanine with stairways to the street was built between West 93rd Street and West 94th Street. Since the 86th Street and 96th Street stations had their platforms extended in order to accommodate 10-car trains, the 91st Street station was closed on February 2, 1959 because if could not have its platforms extended since they would already be to close to the other two stations.[45][46]

During the 1964–1965 fiscal year, the platforms at Park Place, Fulton Street, Wall Street, Clark Street and Borough Hall were lengthened to 525 feet to accommodate a ten-car train of 51-foot IRT cars.[47]

On August 21, 1989, the 1/9 weekday skip-stop service started. The plan was to have skip-stop service begin north of 116th Street–Columbia University, but due to criticism, most notably that riders did not want 125th Street to be a skip-stop station, skip-stop service operated north of 137th Street–City College between the hours of 6:30 am and 7:00 pm. All 1 trains skipped Marble Hill–225th, 207th, 191st and 145th Streets, while all 9 trains skipped 238th, 215th, Dyckman and 157th Streets.[48][49][50][51] On September 4, 1994, midday skip-stop service was discontinued,[52] and 191st Street was no longer a skip-stop station.

After the September 11 attacks, all 1 trains had to be rerouted since the IRT Broadway–Seventh Avenue Line ran directly under the World Trade Center site and was heavily damaged in the collapse of the Twin Towers. It ran only between 242nd Street and 14th Street, making local stops north of and express stops south of 96th Street. The skip-stop service with the 9 train was suspended. On September 19, after a few switching delays at 96th Street, service was changed. All 1 trains made all stops from 242nd Street to New Lots Avenue via the Clark Street Tunnel and IRT Eastern Parkway Line, to replace all 3 trains (which terminated at 14th Street) at all times except late nights, when it terminated at Chambers Street in Manhattan instead. On September 15, 2002, all 1 trains returned to the South Ferry Loop and 9 skip-stop service was reinstated. But Cortlandt Street, which was directly underneath the World Trade Center, was demolished as part of the clean-up and will be rebuilt as part of the World Trade Center Transportation Hub.[53]

On May 27, 2005, the 9 train was discontinued and all 1 trains now made all stops.[52][54] The skip-stop service made less sense by 2005 because of the increased number of trains being run and the higher ridership at the bypassed stations; the MTA estimated that eliminating skip-stop service only added 21⁄2 to 3 minutes of travel time (for passengers at the northernmost stations at 242nd Street and 238th Street) but many passengers would see trains frequencies double, resulting in decreased overall travel time (because of less time waiting for trains).[55]

On March 16, 2009, the new South Ferry station opened, replacing the original loop station.[56] The loop station could only accommodate the first five cars of a train and it required the use of gap fillers.[57][58] The new station was built as a two-track, full (10-car)-length island platform on a less severe curve, permitting the operation of a typical terminal station.[57][59] The newer station does not have a connection to the IRT Lexington Avenue Line, and is located underneath the loop station. The MTA claimed that the new station saved four to six minutes of a passenger's trip time and increased the peak capacity of the 1 service to 24 trains per hour, as opposed to 16 to 17 trains per hour with the loop station.[60] This was the first new station to open since 1989 when the IND 63rd Street Line stations opened. However, 1 service was affected by Hurricane Sandy in October 2012, following serious flood damage at South Ferry. Rector Street served as a temporary terminal until April 4, 2013,[61][62] when the 1 returned to the reopened loop station, also serving as a temporary terminal until the new South Ferry Station opens again in the summer of 2017.[63][64][65]

Extent and service

The following services use part or all of the Broadway–Seventh Avenue Line, whose services' bullets are colored red:

  Time period Section of line
All except
late nights 		Late nights
"1" train local full line to South Ferry
"2" train express local south of 96th Street to Borough Hall
"3" train express south of 96th Street to Borough Hall (all except late nights)
between 96th Street and Times Square (late nights)

Station listing

Station service legend
Stops all times Stops all times
Stops all times except late nights Stops all times except late nights
Stops late nights only Stops late nights only
Stops weekdays during the day Stops weekdays during the day
Stops rush hours only Stops rush hours only
Stops rush hours in the peak direction only Stops rush hours in the peak direction only
Time period details
Disabled access Station is compliant with the Americans with Disabilities Act
Disabled access ↑ Station is compliant with the Americans with Disabilities Act
in the indicated direction only
Disabled access ↓
Elevator access to mezzanine only
Neighborhood
(approximate) 		Disabled access Station Tracks Services Opened Transfers and notes
Riverdale Van Cortlandt Park–242nd Street 1 all times August 1, 1908[22]
Center Express track begins (no regular service)
Connecting Tracks to 240th Street Yard
Kingsbridge and Riverdale 238th Street local 1 all times August 1, 1908[22]
Disabled access 231st Street local 1 all times January 27, 1907
Marble Hill Marble Hill–225th Street local 1 all times January 14, 1907[18] Connection to Metro-North Railroad (Hudson Line at Marble Hill)
Broadway Bridge
Inwood 221st Street local March 12, 1906[17] Closed January 14, 1907
215th Street local 1 all times March 12, 1906[17]
Connecting Track to 207th Street Yard
207th Street local 1 all times 1907[18] Bx12 Select Bus Service
Center Express track ends
Disabled access Dyckman Street 1 all times March 12, 1906[17] Station is ADA-accessible in the southbound direction only.
Washington Heights 191st Street 1 all times January 14, 1911[25]
181st Street 1 all times May 30, 1906[20]
168th Street 1 all times April 14, 1906[19] IND Eighth Avenue Line (A all times ​C all except late nights)
157th Street 1 all times November 12, 1904[66]
Center Express track begins (No Regular Service)
Harlem 145th Street local 1 all times October 27, 1904[67]
137th Street Yard tracks surround Main Line
137th Street–City College local 1 all times October 27, 1904[67]
125th Street local 1 all times October 27, 1904[67]
Morningside Heights 116th Street–Columbia University local 1 all times October 27, 1904[67] M60 Select Bus Service to LaGuardia Airport
Cathedral Parkway–110th Street local 1 all times October 27, 1904[67]
Upper West Side 103rd Street local 1 all times October 27, 1904[67]
Center Express track ends
IRT Lenox Avenue Line joins as the express tracks (2 all times ​3 all times)
Disabled access 96th Street all 1 all times ​2 all times ​3 all times October 27, 1904[67]
91st Street local October 27, 1904[67] Closed February 2, 1959
86th Street local 1 all times ​2 late nights October 27, 1904[67] M86 Select Bus Service
79th Street local 1 all times ​2 late nights October 27, 1904[67]
Disabled access 72nd Street all 1 all times ​2 all times ​3 all times October 27, 1904[67]
Disabled access 66th Street–Lincoln Center local 1 all times ​2 late nights October 27, 1904[67]
Midtown Disabled access 59th Street–Columbus Circle local 1 all times ​2 late nights October 27, 1904[67] IND Eighth Avenue Line (A all times ​B weekdays during the day ​C all except late nights ​D all times)
50th Street local 1 all times ​2 late nights October 27, 1904[67]
merge on northbound local track to IRT 42nd Street Shuttle (no regular service)
Disabled access Times Square–42nd Street all 1 all times ​2 all times ​3 all times June 3, 1917[34] IRT Flushing Line (7 all times <7> rush hours until 9:30 p.m., peak direction​)
IND Eighth Avenue Line (A all times ​C all except late nights ​E all times) at 42nd Street–Port Authority Bus Terminal
BMT Broadway Line (N all times ​Q all times ​R all except late nights ​W weekdays only)
42nd Street Shuttle (S all except late nights)
Port Authority Bus Terminal
Disabled access 34th Street–Penn Station all 1 all times ​2 all times ​3 all except late nights June 3, 1917[34] Connection to Amtrak, LIRR, and N.J. Transit at Pennsylvania Station
M34 / M34A Select Bus Service
Chelsea 28th Street local 1 all times ​2 late nights July 1, 1918[37]
23rd Street local 1 all times ​2 late nights July 1, 1918[37] M23 Select Bus Service
18th Street local 1 all times ​2 late nights July 1, 1918[37]
14th Street all 1 all times ​2 all times ​3 all except late nights July 1, 1918[37] IND Sixth Avenue Line (F all times <F> two rush hour trains, peak direction ​M weekdays during the day) at 14th Street
BMT Canarsie Line (L all times) at Sixth Avenue
Connection to PATH at 14th Street
Greenwich Village Christopher Street–Sheridan Square local 1 all times ​2 late nights July 1, 1918[37] Connection to PATH at Christopher Street
Houston Street local 1 all times ​2 late nights July 1, 1918[37]
TriBeCa Canal Street local 1 all times ​2 late nights July 1, 1918[37]
Franklin Street local 1 all times ​2 late nights July 1, 1918[37]
Financial District Disabled access Chambers Street all 1 all times ​2 all times ​3 all except late nights July 1, 1918[37]
Express tracks split to Brooklyn Branch (2 all times ​3 all except late nights); Local tracks continue as Main line (1 all times)
Cortlandt Street local July 1, 1918[37] Closed since September 11, 2001, scheduled to reopen in 2018
Connection to PATH at World Trade Center
Rector Street local 1 all times July 1, 1918[37]
Split between Main line and Outer loop at South Ferry loops
South Ferry
(Loop Platform) 		outer loop only 1 all times July 1, 1918[37] Closed on March 16, 2009 with the opening of the new terminal
Reopened on April 4, 2013 as temporary station and terminal for the 1 train
Disabled access South Ferry
(New Platform) 		local March 16, 2009[68] Closed November 2012 due to damage caused by Hurricane Sandy; pending reconstruction
BMT Broadway Line (N late nights ​R all except late nights ​W weekdays only)
M15 Select Bus Service
Staten Island Ferry at South Ferry
Main line terminates (1 all times)
 
Brooklyn Branch (2 all times ​3 all except late nights)
Financial District Park Place express 2 all times ​3 all except late nights August 1, 1918 IND Eighth Avenue Line (A all times ​C all except late nights) at Chambers Street
IND Eighth Avenue Line (E all times) at World Trade Center
Connection to PATH at World Trade Center
Disabled access Fulton Street express 2 all times ​3 all except late nights August 1, 1918 IRT Lexington Avenue Line (4 all times ​5 all except late nights)
IND Eighth Avenue Line (A all times ​C all except late nights)
BMT Nassau Street Line (J all times ​Z rush hours, peak direction)
Connection to BMT Broadway Line (N late nights ​R all except late nights ​W weekdays only) at Cortlandt Street via Dey Street Passageway
Wall Street express 2 all times ​3 all except late nights August 1, 1918
Clark Street Tunnel
Brooklyn Heights Clark Street express 2 all times ​3 all except late nights April 15, 1919
Downtown Brooklyn Disabled access Borough Hall express 2 all times ​3 all except late nights April 15, 1919 IRT Eastern Parkway Line (4 all times ​5 weekdays only)
BMT Fourth Avenue Line (N late nights R all times ​W limited rush hour service only) at Court Street
becomes the local tracks of the IRT Eastern Parkway Line (2 all times ​3 all except late nights)

References

  1. ^ "Average weekday subway ridership". New York City Metropolitan Transportation Authority. Retrieved 21 August 2012.
  2. ^ MTA Capital Construction - South Ferry Terminal Project, Environmental Assessment and Section 4(f) Evaluation, "Chapter 5-13: Archaeological and Historic Resources" (PDF). (198 KB)
  3. ^ "$377,000,000 Spent on Subways in 1918 — Public Service Commission Reports Good Progress on New Lines — Promise 300 Miles in 1919 — City's Transportation Lines Carried 1,975,482,316 Passengers in Past Year". New York Times. January 14, 1919. p. 13. Retrieved 2016-08-26.
  4. ^ MTA Capital Construction, "Status Report On the Programmatic Agreement regarding the Fulton Street Transit Center Project In New York City, New York" (PDF).[dead link] (838 KB)
  5. ^ MTA Capital Construction, Second Avenue Subway, Supplemental Draft Environmental Impact Statement[dead link], "Chapter 5B: Transportation—Subway and Commuter Rail" (PDF).[dead link] (317 KB)
  6. ^ Gargan, Edward A. (June 11, 1981). "Agency Lists Its 69 Most Deteriorated Subway Stations". New York Times. Retrieved 6 November 2016.
  7. ^ a b Dougherty, Peter (2006) [2002]. Tracks of the New York City Subway 2006 (3rd ed.). Dougherty. OCLC 49777633 – via Google Books.
  8. ^ "New Subway Expresses Part of the Service Ordered Will Begin To-morrow". New York Times. November 18, 1906. p. 3. Retrieved 6 November 2016.
  9. ^ "New Subway Service Between Brooklyn and Manhattan Boroughs". New York Times. April 13, 1919. p. RE18. Retrieved 2009-09-05.
  10. ^ "Work Begins on New Tubes Under River — Engineer Tells How Subway Tunnels Will Be Cut Through to Brooklyn — Will Burrow in Shield — Steel Ring Pushed Forward Under Hydraulic Pressure of 6,000,000 Pounds". New York Times. October 11, 1914. p. 2. Retrieved 2010-02-28.
  11. ^ Aronson, Michael (June 15, 1999). "The Digger Clifford Holland". Daily News. New York. Retrieved 2010-07-02.[dead link]
  12. ^ "Under-River Tunnel Headings Meet". Public Service Record. III (12). December 1916. Retrieved 6 November 2016. {{cite journal}}: Unknown parameter |lay-source= ignored (help)
  13. ^ McFadden, Robert D. (December 29, 1990). "2 Subway Riders Die After Blast". New York Times. p. 27. Retrieved 2009-09-05.
  14. ^ Walker, James Blaine (1918). Fifty Years of Rapid Transit — 1864 to 1917. New York, N.Y.: Law Printing. pp. 162–191. Retrieved 6 November 2016.
  15. ^ Real Estate Record and Builders' Guide. F. W. Dodge Corporation. 1904-01-01.
  16. ^ https://upload.wikimedia.org/wikipedia/commons/1/15/1906_IRT_map_north.png
  17. ^ a b c d e f g "Trains To Ship Canal — But They Whiz by Washington Heights Stations". New York Times. March 13, 1906. p. 16. Retrieved 16 August 2015.
  18. ^ a b c d e f "Farthest North in Town by the Interborough — Take a Trip to the New Station, 225th Street West — It's Quite Lke the Country — You Might Be in Dutchess County, but You Are Still In Manhattan Borough — Place Will Bustle Soon". New York Times. January 14, 1907. p. 18. Retrieved 6 November 2016.
  19. ^ a b "New Subway Station Open — Also a Short Express Service for Baseball Enthusiasts". New York Times. April 15, 1906. p. 1. Retrieved 6 November 2016.
  20. ^ a b "Expresses to 221st Street — Will Run in the Subway Today — New 181st Street Station Ready". New York Times. May 30, 1906. p. 1. Retrieved 6 November 2016.
  21. ^ Walker (1918), p. 204.
  22. ^ a b c "Our First Subway Completed At Last — Opening of the Van Cortlandt Extension Finishes System Begun in 1900 — The Job Cost $60,000,000 — A Twenty-Mile Ride from Brooklyn to 242d Street for a Nickel Is Possible Now". New York Times. August 2, 1908. p. 10. Retrieved 6 November 2016.
  23. ^ a b "Annual report. 1908/09-1919/20". HathiTrust. Interborough Rapid Transit Company. Retrieved 2016-09-06.
  24. ^ Burroughs and Company, the New York City Subway Souvenir, 1904
  25. ^ a b "Era of Building Activity Opening for Fort George — New Subway Station at 191st Street and Proposed Underground Road to Fairview Avenue Important Factors in Coming Development — One Block of Apartments Finished". New York Times. January 22, 1911. p. X11. Retrieved 6 November 2016.
  26. ^ Commerce and Industry Association of New York, Pocket Guide to New York, 1906, pp. 19–26
  27. ^ "Bronx to Montauk; One Change of Cars — This Trip Made Possible by the Opening of Brooklyn Subway Extension Friday — Official Opening Trip — And the Public Can Go Through to Long Island Railroad Station To-night After Midnight". New York Times. April 30, 1908. p. 4. Retrieved 6 November 2016.
  28. ^ "Subway Explosion Kills 7, Injures 85; Rips Open Seventh Av. For Two Blocks; Crowded Car Plunges Into 30 Foot Pit — Disaster at Rush Hour — Lays Work in New Tunnel from 23d to 25th St. in Tangled Ruin — Bursting Gas and Water Mains Impede Scores in Cavity Aiding the Wounded — Horrified Crowds Look On — Two Passengers Killed in Panic Among Struggling Victims in Wrecked Trolley — Gas or Free Dynamite May Be the Cause — Chief of Blasters Is Sought by the Police". New York Times. September 23, 1915. p. 1. Retrieved 2013-12-19.
  29. ^ "Terms and Conditions of Dual System Contracts". nycsubway.org. Retrieved 16 February 2015.
  30. ^ "The Dual System of Rapid Transit (1912)". nycsubway.org.
  31. ^ "Most Recent Map of the Dual Subway System WhIch Shows How Brooklyn Borough Is Favored In New Transit Lines". Brooklyn Daily Eagle. September 9, 1917. Retrieved August 23, 2016 – via Brooklyn Newspapers.
  32. ^ a b c Whitney, Travis H. (March 10, 1918). "The Seventh and Lexington Avenue Subways Will Revive Dormant Sections — Change in Operation That Will Transform Original Four-Tracked Subway Into Two Four-Tracked Systems and Double Present Capacity of the Interborough". p. RE12. Retrieved 2016-08-26.
  33. ^ a b "Public Service Commission Fixes July 15 For Opening of The New Seventh and Lexington Avenue Subway Lines — Will Afford Better Service and Less Crowding — Shuttle Service for Forty-Second Street — How the Various Lines of the Dual System Are Grouped for Operation and List of Stations on All Lines". New York Times. May 19, 1918. p. RE8. Retrieved 6 November 2016.
  34. ^ a b c "Three New Links of the Dual Subway System Opened, Including a Shuttle Service from Times Square to Thirty-Fourth Street — Service on the Jerome Avenue Branch From 149th Street North to About 225th Street Began Yesterday Afternoon — The Event Celebrated by Bronx Citizens and Property Owners — The Seventh Avenue Connection Opened This Morning". New York Times. June 3, 1917. p. RE1. Retrieved 6 November 2016.
  35. ^ "Annual report. 1916-1917". HathiTrust. Interborough Rapid Transit Company. 2013-12-12. Retrieved 2016-09-05.
  36. ^ "Open Subway Spur to 34th Street — Pennsylvania Station Now Accessible by Seventh Avenue Line from Times Square — Run Made in Two Minutes ——Rush Work at Finish Leaves Piles of Debris Still to be Cleared Up". New York Times. June 4, 1917. p. 7. Retrieved 6 November 2016.
  37. ^ a b c d e f g h i j k l m "Open New Subway to Regular Traffic — First Train on Seventh Avenue Line Carries Mayor and Other Officials — To Serve Lower West Side — Whitney Predicts an Awakening of the District — New Extensions of Elevated Railroad Service". New York Times. July 2, 1918. p. 11. Retrieved 6 November 2016.
  38. ^ "Open New Subway Lines to Traffic; Called a Triumph — Great H System Put in Operation Marks an Era in Railroad Construction — No Hitch in the Plans — But Public Gropes Blindly to Find the Way in Maze of New Stations — Thousands Go Astray — Leaders in City's Life Hail Accomplishment of Great Task at Meeting at the Astor". New York Times. August 2, 1918. p. 1. Retrieved 6 November 2016.
  39. ^ "Open Clark Street Line — New Route Doubles Subway Service Between the Two Boroughs". New York Times. April 16, 1919. p. 18. Retrieved 6 November 2016.
  40. ^ Report For The Three and One-Half Years Ending June 30, 1949. New York City Board of Transportation. 1949.
  41. ^ "More Long Platforms — Five Subway Stations on IRT to Accommodate 10-Car Trains". New York Times. July 10, 1948. p. 8. ISSN 0362-4331. Retrieved 2016-03-27.
  42. ^ "New Hi-Speed Locals 1959 New York City Transit Authority". Flickr - Photo Sharing!. Retrieved 2016-06-15.
  43. ^ "Wagner Praises Modernized IRT — Mayor and Transit Authority Are Hailed as West Side Changes Take Effect". New York Times. February 7, 1959. p. 21. Retrieved 6 November 2016.
  44. ^ Levey, Stanley (January 26, 1959). "Modernized IRT To Bow on Feb. 6 — West Side Line to Eliminate Bottleneck at 96th Street". New York Times. p. 1. Retrieved 6 November 2016.
  45. ^ Aciman, Andre (1999-01-08). "My Manhattan — Next Stop: Subway's Past". New York Times. ISSN 0362-4331. Retrieved 2016-08-26.
  46. ^ "High-Speed Broadway Local Service Began in 1959". The Bulletin. 52 (2). New York Division, Electric Railroaders' Association. February 2009. Retrieved August 26, 2016 – via Issu.
  47. ^ Annual Report 1964–1965. New York City Transit Authority. 1965.
  48. ^ "Announcing 1 and 9 Skip-Stop Service on the Broadway-Seventh Avenue Line" (PDF). The Subway Nut. Archived from the original (PDF) on August 5, 2009. Retrieved August 1, 2009. {{cite news}}: Unknown parameter |deadurl= ignored (|url-status= suggested) (help)
  49. ^ "The New York City Transit Authority in the 1980s". nycsubway.org. Archived from the original on 4 May 2007. Retrieved 12 May 2007. {{cite news}}: Unknown parameter |deadurl= ignored (|url-status= suggested) (help)
  50. ^ Brozan, Nadine (1989-06-04). "'Skip-Stop' Subway Plan Annoys No. 1 Riders". New York Times. ISSN 0362-4331. Retrieved 2016-06-15.
  51. ^ Lorch, Donatella (1989-08-22). "New Service For Subways On West Side". New York Times. ISSN 0362-4331. Retrieved 2016-06-15.
  52. ^ a b Chan, Sewell (January 12, 2005). "MTA Proposes Dropping No. 9 Train". New York Times. Retrieved April 18, 2010.
  53. ^ Lueck, Thomas J. (September 15, 2002). "Old Service, Old Stops Restored on West Side". New York Times. Retrieved April 18, 2010.
  54. ^ "Noteworthy - 9 Discontinued". 2005-05-07. Archived from the original on 2005-05-07. Retrieved 2016-09-18.
  55. ^ Chan, Sewell (2005-05-25). "On Its Last Wheels, No. 9 Line Is Vanishing on Signs". New York Times. ISSN 0362-4331. Retrieved 2016-08-29.
  56. ^ "MTA | Press Release | MTA Headquarters | MTA Opens New South Ferry Subway Terminal". www.mta.info. Retrieved 2016-06-15.
  57. ^ a b Neuman, William (December 11, 2008). "At the Last Subway Stop, a New Exit Strategy". New York Times. p. A34. Retrieved June 7, 2009.
  58. ^ MTA South Ferry FEIS, 2004, p.1-5
  59. ^ Yates, Maura (December 12, 2008). "New Subway Station Has Plenty of Upside". Staten Island Advance. Retrieved June 7, 2009.
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  62. ^ Flegenheimer, Matt (March 9, 2013). "Storm Damage Prompts Return of Old Subway Stop". New York Times. p. A14. Retrieved 2016-07-23.
  63. ^ "mta.info | Superstorm Sandy: One Year Later". web.mta.info. Metropolitan Transportation Authority. Retrieved 2016-07-23.
  64. ^ "mta.info | Old South Ferry Station to Reopen for Service". web.mta.info. Retrieved 2016-06-15.
  65. ^ "South Ferry Subway Station Reopens to Public After Sandy Damage". NY Daily News. Retrieved 2016-06-15.
  66. ^ "IRT West Side Line - 157th Street". nycsubway.org. nycsubway.org. Retrieved 6 November 2016.
  67. ^ a b c d e f g h i j k l m n "Our Subway Open, 150,000 Try It — Mayor McClellan Runs the First Official Train — Big Crowds Ride At Night — Average of 25,000 an Hour from 7 P.M. Till Past Midnight — Exercises in the City Hall — William Barclay Parsons, John B. McDonald, August Belmont, Alexander E. Orr, and John Starin Speak — Dinner at Night". New York Times. October 28, 1904. p. 1. Retrieved 6 November 2016.
  68. ^ MTA Opens New South Ferry Station Retrieved March 16, 2009
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