Abandoned Subway Stations (Nysubway Org)

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Many stations of the New York City subway system have fallen into disuse or have been abandoned, no longer used by
the Transit Authority for their original purpose: serving passengers. Some stations are fully abandoned, rotting away
and seen only from passing trains. Others are in use as storage facilities. Some have extra platforms that were closed
long ago. And some, like City Hall, are architectural marvels that give a glimpse into the city's past.
City Hall IRT Station Brooklyn Bridge IRT 18th Street IRT East Side 91st Street IRT West Side
Station Local and Express Station Station
Platforms
City Hall BMT Station Chambers Street BMT 42nd Street IND Station Ninth Avenue, Brooklyn
Lower Platform Lower Platform BMT Lower Level
South Ferry IRT Inner Myrtle Avenue BMT 9th Ave. El Remains in Roosevelt Avenue IND
Loop the Bronx Terminal Station
Dean Street
Some other abandoned station areas include:
Station Opened Closed Notes

Beach Pneumatic Transit 1870 1873 Honorary Mention
14th Street (side platforms) 1904 1910
Worth Street 1904 1962
Closed when south side of Manhattan Bridge is closed for
Canal Street BMT (Manhattan bridge line) 1917
repair
Nevins Street IRT (lower level) Never used (built 1908)
Myrtle Avenue (Manhattan bridge approach) 1915 1956
Court Street 1936 1946 Now houses the Transit Museum
Bergen Street lower level 1968 1976 Built 1933
Hudson Terminal (PATH) 1909 1971
19th Street (PATH) 1909 1954
28th Street (PATH) 1910 1937
Get More Info...
● ABANDONED STATIONS
http://www.columbia.edu/~brennan/abandoned/
by Joe Brennan. Receiving a total overhaul in August, 2001, this must-visit site is the definitive guide to
abandoned subway stations in NYC. Now incorporates the former separate elevated and Bronx railway station
pages.
● THE NEW YORK SUBWAY: ITS CONSTRUCTION AND EQUIPMENT

http://www.nycsubway.org/irt/irtbook/
The 1904 book by the Interborough Rapid Transit Company which commemorated the opening of New
York's first subway.
● A PHOTOGRAPHIC HISTORY OF THE STATIONS OF NEW YORK'S
FIRST SUBWAY LINE
http://wt.mit.edu/Subway/Archives/Project.html
A tour of the stations that opened on October 27, 1904, in period and recent photographs. By Saul
Blumenthal. [Offsite Link]
● DISUSED AND ABANDONED STATIONS IN BOSTON, MASS.

http://members.aol.com/eddanamta/abandoned/abanstas.html
A look at abandoned subway stations in Boston, by Jonathan Belcher. [Offsite Link]
● CLOSED STATIONS OF THE PARIS METRO

http://w3.teaser.fr/~aquintanar/ratp-img-en.html
A photo tour and history of closed stations on the Paris Metro. [Offsite Link]
● METRO de PARIS
http://www.metropolitain.org/usindex.html
A site similar to www.nycsubway.org for the Paris Metro. Histories of the lines,
rolling stock photographs, historical photographs, closed and abandoned stations,
and more. (French and partial English translation available.) [Offsite link.]
● LONG ISLAND RAIL ROAD ABANDONED RIGHTS OF WAY

http://www.lirrhistory.com/abandon.html
Photos and info about the Rockaway Branch, Montauk-Long Island City closed stations, Bay Ridge Branch,
etc. [Offsite Link]
● TORONTO'S SUBWAY SECRETS

http://www.interlog.com/~cygnals/zine/issue8/subway.htm
A visit to Toronto's Lower Bay station, now closed and used mostly for movie shoots. [Offsite Link]
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This page details major changes and additions, in reverse

chronological order. For minor updates, corrections, and photo
additions, see:
Table of Contents
Pages By Date
Newest Images
● APRIL 1, 2003. New page about the Roosevelt Island Tramway, by new contributor Matt
Richman, added to the Around New York section. Also, several pages of new photos of Remains of
the NYW&B submitted by Howard Finkel.
● MARCH 9, 2003. Changed the caption format on the photo pages; the Newest Images page now
shows photo thumbnails instead of a simple list.
● DECEMBER 5, 2002. The out of date and wildly inaccurate Redbird scrap notes have been
removed until such time that they can be updated.
● SEPTEMBER 28, 2002. New version of the Route Map representing subway service as of
9/15/2002; reopening of the South Ferry branch. Sorry for the delay, Michael Calcagno actually sent
this to me in advance but I forgot to post it before vacation.
● AUGUST 9, 2002. Revamped the subway yards pages, now part of the Subway Cars section. ALL
of the yard photos on the site are now available in the yard pages.
● MARCH 5, 2002. New pages of NYW&B Remains added to the collection of New York,
Westchester, & Boston Railroad items, thanks to Howard Finkel.
● FEBRUARY 28, 2002. New Bus FAQ & Glossary page, a work in progress, starting with Michael
Ditkoff's BusTalk Glossary.
● FEBRUARY 22, 2002. Search engine dialog box on front page converted to use Google instead of
local search engine. Site FAQ and Contributors pages updated. (Please note: The contributors list
hadn't been updated in ages and I am still getting around to adding many contributors to the list!
Don't feel slighted if your name does not yet appear.)
● FEBRUARY 12, 2002. New version of the Route Map representing subway service as of
1/28/2002, including resumption of "E" service to Chambers St. (former World Trade Center
station).
● DECEMBER 24, 2001. New version of the Route Map representing subway service as of
12/16/2001, including the new "V" train.
● DECEMBER 18, 2001. Posted the winners of the 2001 (first annual) nycsubway.org Photo
Contest.
● DECEMBER 4, 2001. New photos of the R-143 Train on the "L" line contributed by Trevor Logan.
● NOVEMBER 21, 2001. Announcing the first annual nycsubway.org Photo Contest.
● NOVEMBER 20, 2001. New version of the Route Map representing subway service as of
11/5/2001.
● NOVEMBER 5, 2001. New version of the Route Map representing subway service as of
10/28/2001 uploaded.
● SEPTEMBER 28, 2001. Our kind friends at the MTA New York City Transit public affairs office
have sent us some photos of the damage to the IRT Cortlandt Street/World Trade Center station.
● SEPTEMBER 25, 2001. More Route Map updates; the old versions of the route maps added to
the Historical Maps page.
● SEPTEMBER 17, 2001. Michael Calcagno sends along an updated Route Map reflecting the
service diversions related to the World Trade Center disaster.
● AUGUST 25, 2001. New pages/photos of: Redbird Reef, thanks to Bill Johnston.
● JULY 25, 2001. Michael Calcagno sends along an updated Route Map reflecting the July 22,
2001 Manhattan Bridge changeover.
● JULY 14, 2001. Some Track Map Updates from Peter Dougherty, including the 63rd Street
Connection and Manhattan Bridge route changes.
● JULY 9, 2001. Also new today, Bus Fest 2001 photos by Sid Keyles, and some new Redbird
Scrap Line Photos, the first two thanks to Daniel Boyar.
● JUNE 30, 2001. Server upgrades!! SubTalk post 232,767 has all the details.
● JUNE 15, 2001: Uploaded Peggy Darlington's line by line guides to the New Jersey Transit
Northeast Corridor and Morris & Essex lines.
● JUNE 12, 2001: A bunch of minor bug fixes and a new page in the guide to Subway Signals:
Holdout signals and bidirectional traffic, courtesy Bernard S. Greenberg.
● APRIL 28 2001: Contributor Daniel Boyar sends some photos of the Newark City Subway's New
Shop Facility, including photos of the new Kinki-Sharyo LRV cars.
● MARCH 5, 2001: Station-by-station guide to NJT's North Jersey Coast Line, by Peggy Darlington
with photos by Chris Leverett, and Mark S. Feinman's first section of his history of the BMT, Early
Rapid Transit in Brooklyn.
● JANUARY 21, 2001: Lots of new things to report. Historic American Engineering Record - The
Interborough Subway is a collection of scholarly papers and photographs about the First Subway
and its effects on the city, prepared in 1978 for the National Park Service. Roosevelt Avenue
Terminal Station is a tour of the remains of an IND Second System station at Roosevelt Avenue,
Queens. Also, lots of new photographs and miscellaneous page updates. Check the Pages by Date
and Newest Images links at the top of the page.
● DECEMBER 10, 2000: Created a new section to hold all of the information pertaining to the
Dual Contracts Period of Subway Expansion, including a new guide to the Dual Contracts published
in June, 1913 by the New York City Public Service Commision.
● NOVEMBER 15-17, 2000: New photos of the extension of the Hudson-Bergen Light Rail.
● JULY 30, 2000: An overhaul to the Subway Techinical FAQ was installed, including updated
pages about the R-110A/R-110B Test Program and the R-142/R-142A Cars. Also, since everyone's
itching for more new pictures, more pictures were added to the R142 fleet page taken 7/29/2000.
● APRIL 13, 2000: Thanks to Jean-Michel Rubio we have our first multi-lingual feature: a French
translation of Bernard S. Greenberg's Guide to Signals, Les signaux du New York City Subway..
● APRIL 8, 2000: Continued the reorganization of the site. Rearranged some of the top level
categories as follows: Rolling Stock Maps Tech. Also, Michael Calcagno has contributed a Fantasy
Subway Map. Also, a series of views of the Park Avenue subway construction: Building the IRT
Subway: Some Early Views. Finally, a page of photos from a recent visit to the New York Transit
Museum.
● MARCH 26, 2000: The opening of the Hudson-Bergen Light Rail in New Jersey is just around the
corner, so our HBLR section has been revised to include the beginnings of a station-by-station
guide covering Harborside to Liberty State Park.
● MARCH 21, 2000: By request, an automatic list of all images added to the site within the last 60
days has been created. Visit Newest Images to find out what we've been up to.
● FEBRUARY 5, 2000: Introduced a radical site reorganization. The major topics have been
arranged into divisions based on the original operating divisions of the subway: the IRT, BMT, and
IND. Many of the other topics have been moved around slightly or merged with others to better
organize things. If you can't find what you're looking for, the Table of Contents is a good place to
check. (Some sections are temporarily offline while they are reorganized.) Also, the Subway
Bibliography has had a major facelift, adding a number of new items and now covering cities other
than New York City.
● JANUARY 24, 2000: New Route Maps by Michael Calcagno, reflecting this month's C line
shutdown.
● DECEMBER 17, 1999: A new section, Predecessor Elevated Lines, will contain information
about the elevated train lines in Manhattan and Brooklyn that predate the construction of the
subway, and are now long-gone. The first feature is The 9th Ave. El, just in time for the upcoming
Polo Grounds Shuttle walking tour.
● DECEMBER 14, 1999: Still not much new content, but just in time for the holidays is a full
upgrade to the www.nycsubway.org server, including new hardware (3x as fast and 4x the RAM),
new version of the operating system, and new version of the Apache web server package. As a
result, CGI-based applications previously residing on brighton.nycsubway.org (SubTalk, BusTalk,
Upcoming Events, and the search engine) are being moved back to www.nycsubway.org this week.
● NOVEMBER 29, 1999: Not much to report lately, but we have a NJT Raritan Line Station by
Station Guide, by Alan Braunstein, going up today.
● OCTOBER 24, 1999: An overview of the PATH signal system, thanks to Hank Sundermeyer.
● AUGUST 20, 1999: Added Mark S. Feinman's Capsule History of the IND, and Peggy
Darlington's Day in the Life of a Station Agent.
● AUGUST 13, 1999: Cleaned up the Newark City Subway section and added a Brief History and
Station-by-Station Guide. Also, a new field trip report of a visit to Corona Yard on June 25, 1999.
● JUNE 11, 1999: A new field trip report: Hudson-Bergen Light Rail: A First Look with
photographs by Sid Keyles.
● JUNE 1, 1999: A field trip to the Shore Line Trolley Museum's 1998 New York Days by
Constantine Steffan has been added to our Field Trip Reports.
● MAY 30, 1999: Thanks to Sid Keyles, many new photos have been added to the Coney Island
Complex Tour: new photos of the repair, overhaul, and inspection shops and the yards are included.
Sid also contributed photos from his visit to BusFest 1999 which took place on 5/23/1999.
● APRIL 10, 1999: David M. Rosenthal has contributed a number of single line signal diagrams
and other drawings of the 1939 World's Fair Railroad (IND Subway Extension). Along with these
diagrams Bernard S. Greenberg has written up a description of Single Line Signal Diagrams.
● MARCH 25, 1999: Added a new page entitled What is a Rotary Converter?, courtesy Bernard S.
Greenberg. This page complements our recently-added photos of IRT Substation #21.
● MARCH 24, 1999: A new page of NYC Historical Bus Maps goes up with a 1940s-era NYC
Omnibus Corp. map to start off.
● MARCH 21, 1999: More bus photos added to the New York City Buses section, including a page
of photos and info about Brooklyn Trackless Trolleys
● MARCH 17, 1999: Also, a new page of photos, also by David Rosenthal, of the Livonia Yard,
specifically of the switch/signal relay room.
● MARCH 7, 1999: A new section, IRT Substation #21 added, with photos courtesy David
Rosenthal.
● MARCH 2, 1999: Uploaded a large list of Subway Movies in which the subway plays a large or
featured role. Find out about the "classics" and some obscure films with subway scenes. Also, the
Subway Bibliography is now part of the Amazon.COM Associates Program.
● FEBRUARY 2, 1999: Complimenting our faster SubTalk is a new BusTalk bulletin board, at
http://talk.nycsubway.org/cgi-bin/bustalk.cgi.
● JANUARY 30, 1999: The SubTalk section is moved to a new server allowing much faster access.
The new URL is http://talk.nycsubway.org/cgi-bin/subtalk.cgi.
● JANUARY 11, 1999: A new redesign of the web site is released today. The top-level categories
have been completely redone, resulting in a site that is easier to navigate and find what we had
hidden away in our prior design. Comments and feedback welcome!
● NOVEMBER 29, 1998: Better late than never, a selection of photos courtesy Constantine Steffan
of the Transit Museum's Bus Fest 1998 begin a new section on buses in New York City. More will
come!
● OCTOBER 20, 1998: Just in time for the 94th Anniversary of the opening of the IRT subway on
October 27th, we present Day One on the IRT: Press Coverage of the Opening of the Subway,
articles from the New York Times on October 27th & 28th, 1904, describing the opening day events
and the public's reaction to the new subway.
● SEPTEMBER 22, 1998: NYC Subway Yards: Re-did this section, incorporating the maps and
photographs, especially a new page of photos from an open house at Westchester Yard thanks to
Constantine Steffan. More pictures to be added soon.
● AUGUST 20 1998: Illustrated Subway Car Roster: Many new pictures uploaded, mostly BMT
Standards, R10, and R32 cars; also a new Scrapped/Wrecked Cars list has been added. The New
York Subway Line by Line: New sections added: IRT Flushing, BMT Broadway Subway, BMT 4th
Ave. Subway. New illustrations added to each section. The New York, Westchester & Boston
Railway: Added illustrations to three of the sections and a new section called the IRT Dyre Avenue
Branch: The Last Legacy of the NYW&B.
● JULY 7 1998: The New York Subway Line by Line: New sections added today: IND 8th Avenue,
IND 6th Avenue. Expanded: IND Rockaway Branch. Updated: BMT Astoria.
● MAY 13 1998: Illustrated Subway Car Roster: This section has been completely revised making it
more "browse-friendly". Also, the SubTalk bulletin board messages have been separated into a
current section and an archive, to hopefully improve performance.
● APRIL 13 1998: Subway Bibliography: Reformatted and new books added.
● APRIL 10 1998: New York Subway Line By Line: New sections have been added to the Line By
Line descriptions: IRT Broadway/7th Avenue, IRT Lexington/East Side, BMT Astoria.
● JANUARY 11 1998: The New York, Westchester, & Boston Railway: This section contains
reproductions of articles detailing the construction and operation of the NYW&B, a subsidiary of
the New Haven in the Bronx and Westchester County, New York. As time permits more text and
photos will be added.
● SEPTEMBER 24 1997: Many Coney Island Complex photos rescanned and cleaned up.
● SEPTEMBER 17 1997: The new section on New York City Subway Signals and Signs has been
completely enhanced by Bernard S. Greenberg, with a short tutorial and explanation of all of the
signal types and aspects.
● SEPTEMBER 14 1997: Added a new section describing New York City Subway Signals and Signs.
Added many, many new photos to the NYC Subway Car Roster. Since it hasn't been listed here
before, the New York City Subway FAQ will live here, and it is currently in beta version. A new
page about rail transit at the 1964 World's Fair, including the monorail, has been added to the NYC
Photo Album.
● SEPTEMBER 7 1997: Added a page of Scrapyard Photos, Historical Commuter Train Photos, lots
of new historical BMT Cars photos, and cleaned up the thumbnails of lots of pages.
● AUGUST 10 1997: Michael Calcagno has contributed new route maps showing service based on
time of day in a new stylized format. Even the MTA doesn't have these! NYC Subway Routemap.
● JULY 20 1997: Added a page of information about Brooklyn trackless trolley coach operation
prior to 1965, including a "trackless" map, courtesy Sanford Gardner. Brooklyn Trackless Trolley
Operations. Added a new 1939 World's Fair edition IND map to the Historical Maps. Also, fixed the
NYC Transit Sites listing to be printer-friendly (with URLs printed out longhand). Added some
pictures to the BMT Pre-Unification Roster page including the Bluebird, Zephyr, and Multisection
cars. And finally, converted more of the top-level pages to the "new look".
● JULY 1997: Lots of new images have been added to various pages and rescans of images have
replaced some older images. Highlights can be found in the Subway Car Rosters, Historical
Perspectives, Disused and Abandoned Stations (especially the Myrtle Avenue page). Also some
older sections are being reorganized or removed. Sections removed are the Hoboken Festival and
Whippany Railroad Museum photographs (the quality of these was not very good, overall). Also the
Nostalgia Train and Day One on the IRT sections have been removed, much of the content being
reorganized into other sections.
● JUNE 1 1997: Introduced our new domain name, www.nycsubway.org. Hopefully the new name
will be easier to remember for everyone.
● MAY 1997: Added New York Subway Line by Line, where each line of the subway system will be
described and illustrated. The first sections include the BMT Brighton Line, the IND Rockaway
Line, and the Staten Island Rapid Transit system.
● MARCH 29 1997: Second Avenue Subway: A collection of planning documents, maps, and other
items about the never-built Second Avenue Subway.
● MARCH 24 1997: Revamped the NYC Subway Cars pages.
● FEBRUARY 27 1997: Visit the NYC Subway Resources' new SubTalk web-based bulletin board.
It's open to discussion regarding subway and transit systems worldwide.
● OCTOBER 30 1996: Added search engine capability on main index page.
● OCTOBER 26 1996: Added Tracks on Broadway: A recent construction project revealed streetcar
tracks on upper Broadway. A photo essay by Joe Brennan.
● SEPTEMBER 22 1996: Added new feature section: Farewell to the R30 Fan Trip, with photos by
Mark Feinman. This fan trip visited a number of yard areas and the abandoned lower level of Ninth
Avenue, Brooklyn, on May 30, 1993.
● AUGUST 25 1996: The New York Subway: Its Construction and Equipment is finally completed.
● AUGUST 18 1996: New version of Michael Calcagno's NYC Subway Routemap.
● JULY 27 1996: Some excellent new pictures of abandoned stations at City Hall, 42nd Street, and
elsewhere have been added to a new section: Disused and Abandoned Stations. Thanks to Peter
Dougherty for the great new photos.
● MARCH 2 1996: Added new section Coney Island Complex, a visit to the Coney Island
maintenance and repair facility.
● FEBRUARY 29 1996: Added new section Historical Perspectives, with a set of photos from Steve
Hoskins.
● DECEMBER, 1995: First edition of the New Jersey Transit Photo Album, with photos from the
15th Annual Hoboken Festival, and the "Snoboken" Terminal photos. First edition of the
Philadelphia Photo Album. First edition of the Subway Car Roster. Winter 1995 Nostalgia Train
trip to Rockaway photos. List of subway items for sale. Guide to subway items at the Library of
Congress. First set of historical maps. First chapters of The New York Subway: Its Construction and
Equipment.
● OCTOBER, 1995: Added: Day One on the IRT photo essay, Hoboken Festival photos, both since
reorganized into new sections.
● SEPTEMBER, 1995: Added the fine collection of Track Maps.
● AUGUST, 1995: First photo essay about the Transit Museum's Nostalgia Train put up (since
reorganized).
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DISCLAIMER: www.nycsubway.org (NYC Subway Resources) is not sponsored by, approved by, or affiliated with the
Metropolitan Transportation Authority, New York City Transit or any other transit agency. None of the pages
contained on the www.nycsubway.org site are provided by transit agencies and are not to be considered official, unless
specifically indicated. The use of the name www.nycsubway.org is not meant to cause confusion in this regard. The
official New York City Transit web page is at http://www.mta.info/.
Copyright Notice
Entire original contents Copyright © 1995-2001 New York City Subway Resources. Contributed items are copyright ©
their respective creators. No part of this work may be copied or republished in electronic or printed form without prior
approval of the respective copyright holder. Send feedback using the Feedback Form for details.
Q: Who's the webmaster? Is this his full time job?
The site is maintained and managed by David Pirmann. You can use the feedback form to contact me. No, it's not my
full time job. I don't even work, in any capacity, for a transit agency. Nor am I even a professional researcher, historian,
teacher, or webmaster. (Although I am a professional Unix system administrator.)
Q: What is the purpose of the site?
It's easier to describe what ISN'T the purpose of the site, and that is to attempt to duplicate what I would consider
"official" information about a transit system. That is to say, up to the minute, accurate info about: fares, schedules,
service outages, etc. I expect people to find that sort of thing on official web sites of transit agencies.
Q: When did the site first go up and what was the reason it was created?
The first pages went up around August 1995. You can get an approximate history of site growth on the What's New
page. The first sections were photo essays about a New York Transit Museum tour of City Hall Station and a ride on
their BMT D-Type "Nostalgia Train". These photo essays were inspired by seeing some other rail-related travelogues
and photos on the then-infant World Wide Web.
Q: What kind of operating expenses are associated with running the site?
It costs me $4000/year for server co-location at the hosting facility. Every so often server upgrades are performed
costing some additional amount of money in hardware purchase.
Q: Who sponsors the site?
The site is funded privately by the webmaster with voluntary contributions by individuals, using the Amazon "Honor
System" for managing the contributions. In addition, items in the book and video bibliography are linked to Amazon,
and if you purchase something by clicking thru from this site, Amazon contributes a small percentage back to us.
If you would like to help by contributing a small amount by credit card, you can do this through the Amazon Honor
System by clicking the banner below:
Q: Why is there no advertising on the site?
Because this is my hobby and it doesn't need to be commercialized. I enjoy the fact that there are still sites out on the
web, although they are getting fewer and further between, that aren't rampant with banners, pop ups, pop unders, etc.
As long as I can afford to host it, I anticipate that this arrangement will continue. However there is a small chance you
might see an Amazon Honor System paybox at the top or bottom of pages.
Q: How many hits/week does the site get?
Soon I'll make stats available in thie space.
Q: Are visitors to the site tracked in any way?
Other than by counting page views, there is no tracking of a visitor through the site. The site does not use cookies or
other methods to plot the path a visitor takes or what pages s/he looks at. I don't do anything with the statistics
gathered from the page view counts, and they rarely tell me anything I don't already know about which areas are
popular.
The Subtalk and Bustalk bulletin board use cookies to store personal preferences but their use is not required.
Q: What kind of hardware and software supports the site?
Prior to July 2001, the site ran on a variety of hand-me-down Sun hardware, including a Sparc 1+, a Sparc IPX, and a
Sparc 20. From July 2001 to April 2002, the site ran on two servers, a Dell Poweredge 350 running RedHat Linux, and a
dual processor Sun Sparcstation 20, running Solaris 8. In April 2002, the Dell server crashed and was replaced with a
dual processor Sun Ultra 2. Both servers are running Apache 1.3.x, mod_perl 1.21, perl 5.6.0+various modules. In May
2002 the database was converted from mSQL 2.x to MySQL 3.23.x. The machines as of July 2001 are shown below in
their rack. Looks a little different now but you get the picture.
The machines are co-located at a New York internet reseller with several high bandwidth lines serving his network. If
you are in need of high bandwidth web hosting or co-location service please get in touch with our friends at TTSG
Internet Services and mention that you were referred to them from here! You might not get a special rate but it will
ensure my costs don't increase too rapidly!
All of the "development" is done at home on a Linux workstation configured with the same software as the
"production" site. When I'm finished making changes I distribute the new stuff up to the servers. Tools that I like to use
to support the site are: xv, ImageMagick, gimp, and xpaint (for image manipulation), apache, perl, and mod_perl (web
server and scripting language), and MySQL (database).
Q: What's the future like for nycsubway.org?
I want to continue expanding its coverage of other cities and occasional score some historical material to expand the
NYC subway pages. This latter part is hard without library legwork that few people are willing to do as a volunteer.
There will be continued expansion of coverage in cities around the U.S. and the world, particularly Europe, as new
volunteers are found to contribute material.
Q: Who has contributed material to the site?
There is a long list of contributors without whom the site would not be nearly as interesting!
Q: Has the site received any mentions in the press?
Several!
Q: What kind of feedback do you receive?
Lots of nostaligic responses from current and ex-New Yorkers who appreciate being reminded of a part of their home
town.
Several times a week I get requests from journalists, students, and other individiuals asking what I consider "research
questions", which I just have to return a message of "sorry I'm not a professional historian or researcher; no I don't have
access to MTA documents (blueprints, personnel records, etc); no I can't help you with your homework assignment".
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TABLE OF CONTENTS | ABOUT THE SITE | WHAT'S NEW
SUBTALK | BUSTALK | LEAVE FEEDBACK
NEWEST IMAGES | SUBWAY FAQ
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Upcoming Events MoreEvents... Recent Subway Headlines More Headlines...

Sat Sep 27 2003, March of Dimes Subway Fan Trips Thu Sep 25 2003, Subway centennial on track [nydailynews]
Sun Sep 28 2003, March of Dimes Subway Fan Trips Tue Sep 23 2003, Millions Ride the Subway. Only a Few Dare to
Sat Oct 4 2003, Urban Transit Club October Meeting Hide It [nytimes]
Sun Sep 21 2003, Rebird subway cars to take their last ride [newsday]
Events and headlines are listed as a courtesy and are not generally sponsored or authored by nycsubway.org.
SUBWAY ROLLING STOCK

Roster/Photographs, Train Yards, Coney Island Shops, ...
SUBWAY MAPS
Route Maps, Track Maps, Historical Maps, ...
SUBWAY TECH
Signals, Power Generation, Fare Control, ...
MUSEUM COLLECTIONS
New York Transit Museum, Shore Line Trolley Museum, ...
AROUND NEW YORK

SIRT, PATH, Newark City Subway, Hudson-Bergen Light Rail, ...
TRANSFER STATION
Subway Bibliography, NYC Transit Web Sites,
Rail Web Sites, ...
Journey with us beyond the New York City area, to experience transit systems
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Copyright © 1995-2003 www.nycsubway.org www.nycsubway.org is now hosted at
This site is not affiliated with any transit agency or provider. TTSG Internet Services.
This page last modified on Monday, 08-Sep-2003 16:33:06 EDT. Formerly hosted at NetK2NE Internet.
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FAQ: Subway Technical FAQ Home/Search · What's New · Site FAQ · Leave Feedback
www.nycsubway.org
This is the New York City Subway Technical FAQ. It attempts to answer some of the "technical" and historical
questions about the subway system. Currently it does not address questions about how to travel on the subway, fare/
Metrocard information, subway schedules, etc. A good place to look for this information is the MTA Website at http://
www.mta.nyc.ny.us. Feedback is appreciated via the Feedback Form.
The Most Frequently Asked Questions
1. [09/10/02] Facts & Figures

2. [06/22/03] Photography in the Subway
3. [07/19/03] Photography on Other Transit Systems
4. [04/04/03] Manhattan Bridge and Broadway Express
5. [08/26/00] Completed Sections of the 2nd Avenue Subway
6. [08/29/03] The R142 Cars
7. [07/21/03] The R110A Cars
8. [07/17/03] The R110B Cars
Part I - Overview
1. [02/15/03] Glossary of Subway Terminology and Abbreviations

2. [01/09/01] IRT - BMT - IND: A Brief History of the Subway
3. [01/14/03] Touring the Subway
Part II - Early Transit in New York City
1. [08/08/01] Early New York City Tunnels
Part III - The Subway and How It Developed
1. [02/04/00] What was the Opening Day of the Subway Like?

2. [07/31/00] IRT, BMT, IND: Which Are Which?
3. [08/29/03] Train Number, Letter, and Color Code Systems
4. [01/17/03] History of the Independent Subway
5. [07/25/03] The IRT Division
6. [02/25/03] The IND Division
7. [02/23/03] The BMT Division
Part IV - Day to Day Operations
1. [06/26/02] A Day in the Life of a Transit Employee

2. [06/24/02] All About Subway Signals
3. [01/20/03] NYC Subway Accidents
Part V - Abandoned, Unused, and Unbuilt
1. [07/25/03] Abandoned Stations (including City Hall)

2. [01/17/03] Unused Subway Tunnels/Connections
3. [01/15/03] Unused Express Tracks
4. [07/25/03] Evidence of Demolished, Abandoned, and Unbuilt Lines
5. [04/04/03] Broadway Express, Canal Street, and the Manhattan Bridge
6. [07/31/00] Well Known "Non"-Connections
Part VI - Rolling Stock
1. [08/29/03] The R142 Cars

2. [04/24/03] The R143 Cars
3. [02/22/02] How to Identify Each Car Type
4. [08/04/01] Line Assignments & Number of Trains for Rush Hour Service
5. [02/22/02] How Subway Cars are Delivered - Connections to other Railroads
6. [02/22/02] What is OPTO (One Person Train Operation)? What is ATO (Automatic Train Operation)?
Part VII - Tracks and Connections
1. [02/22/02] Interconnections Between IRT and IND/BMT Divisions

2. [09/11/02] Elevated Portions of the Subway
3. [02/22/02] Three-Track portions of the subway
Part VIII - Misc.
1. [02/22/02] Radio Codes

2. [02/22/02] Train Marker Lights
3. [04/14/03] Index of NYC Subway Map Versions, 1963-present
4. [12/04/02] What Books are there about the Subway? Bibliography/Reference
5. [12/04/02] What Movies are there about the Subway?
www.nycsubway.org

This page last modified on 09/10/03.
http://www.nycsubway.org/faq/index.html (dreamland)
IRT East Side: City Hall Home/Search · What's New · Site FAQ · Leave Feedback
www.nycsubway.org > The IRT Division > IRT East Side/Lexington Ave.
Bowling Green
Wall Street
Fulton Street
City Hall
Brooklyn Bridge
Worth Street
Canal Street
Spring Street
Bleecker Street
Astor Place
14th Street-
Union Square
18th Street
23rd Street
28th Street
33rd Street
City Hall Subway Station: This line is operated by the Interborough Rapid Transit Co.,
Grand Central
which runs two tracks of local and two tracks of express trains.
51st Street
Total length of route, 25.7 miles, having 81.9 miles of tracks. (Early Postcard)
59th Street
68th Street City Hall was the original southern terminal of the Interborough Rapid Transit subway. Opened in 1904, this station in front of City Hall was
77th Street designed to be the showpiece of the new subway.
86th Street
96th Street City Hall Station was in use for passengers until 1945, when it was closed. The platform is short and very tightly curved. Increased ridership of the
subway required the original 5-car local stations to be lengthened to accommodate longer trains, and the IRT underwent an extensive program of
103rd Street
station lengthening in the 1940s and early 1950s. The new longer trains had center doors, and at City Hall's tight curve, it was dangerous to open
110th Street them. It was decided to abandon the station in favor of the nearby Brooklyn Bridge station. City Hall Station was never an important one in terms
116th Street of passenger use even when it was open; the Brooklyn Bridge station was heavily used as it served both local and express trains, and the Brooklyn
Bridge streetcar terminal was above.
125th Street
While very few people have actually seen City Hall Station, it is not completely abandoned. The #6 trains still pass through it on their way
northbound, reversing direction using the loop for the journey back to the Bronx. From time to time the NY Transit Museum has tours of this
station, but these have been suspended due to perceived security risks in the area around City Hall.
City Hall Station is unusually elegant in architectural style, and is unique among the original IRT stations. The platform and mezzanine feature
Guastavino arches and skylights, colored glass tilework, and brass chandeliers. It was truly the centerpiece of New York's new subway.
As for now, the station is only accessible via subway train. On the surface all that can be seen is a concrete slab inset with glass tiles: the skylights
for the platform below. This patch of concrete is in the middle of a grove of dogwoods in front of City Hall, close to Broadway. Recent security
measures at City Hall have this area mostly off-limits to visitors. City Hall Station remains a ghost station under City Hall Park, a "modern" ruin.
Diagram from the I.R.T. commemorative book The New York Subway: Its Construction
and Equipment, shows the relative locations of Brooklyn Bridge and City Hall Stations.
To get to City Hall station, one must ride on an out-of-service #6 train. The motorman has to key open a a single end door to allow visitors to step
carefully out onto the platform. First-time visitors are awe-struck at the station's huge glass and brick arches and tiling.
EARLY VIEWS
These early views of the station show how the skylights provided much of the natural light, and the ticket booth that once sat on the mezzanine
level.
(image 17476) (30 kbytes) (image 17477) (30 kbytes) (image 17499) (84 kbytes)
Country: United States Country: United States Country: United States
City: New York City: New York City: New York
System: New York City Transit System: New York City Transit System: New York City Transit
Location: City Hall (IRT East Side) Location: City Hall (IRT East Side) Location: City Hall (IRT East Side)
Line: IRT East Side Line: IRT East Side Line: IRT East Side
Photo by: Detroit Publishing Co. Photo by: Detroit Publishing Co. Photo by: IRT Company
Collection of: Library of Congress, Collection of: Library of Congress, Date: 1904
Prints and Photographs Division Prints and Photographs Division Notes: Mezzanine
Date: 1904 Date: 1904 Viewed (this week/total): 35 / 1066
Notes: City Hall IRT Station, Platform Notes: City Hall IRT Station,
Viewed (this week/total): 30 / 1235 Mezzanine
Viewed (this week/total): 26 / 946
(image 17500) (75 kbytes) (image 17501) (72 kbytes)
Country: United States Country: United States
City: New York City: New York
System: New York City Transit System: New York City Transit
Location: City Hall (IRT East Side) Location: City Hall (IRT East Side)
Line: IRT East Side Line: IRT East Side
Photo by: IRT Company Photo by: IRT Company
Date: 1904 Date: 1904
Notes: Stairway Arch Notes: Platform Arch, Skylight, and
Viewed (this week/total): 26 / 1129 Trackway
Library of Congress photos in this section are from the Library of Congress Prints and Photographs Division, Detroit Publishing Company
Collection. The Library of Congress is not aware of any U.S. copyright or any other restrictions in the photographs in this collection. Photos in this
section by the IRT Company are from the commemorative book The New York Subway: Its Construction and Equipment.
PLATFORM VIEWS
On each side of the platform, there is a glass tile sign, and a third is above the single stairway to the mezzanine. No other signs like this exist in the
other I.R.T. stations of the era; the lettering is quite unique, as is the deep blue and tan glass tiling. The arched ceiling has simple brass light fixtures
along its length. The station is kept clean and free of trespassers and vandalism, and in a sense still remains the showplace that it was designed to be.
Photo by: Peter Dougherty Photo by: Peter Dougherty Car: R36 9553
Notes: Existing-light photograph Notes: Western half of the once- Photo by: Peter Dougherty
(1/15th, f/4 or f/5 6, ISO 1000) beautiful platform Notes: Train of IRT redbirds using the
showing the entire length of the Viewed (this week/total): 26 / 1171 loop for its rush-hour journey north.
platform Note the wide gap between train and
Viewed (this week/total): 31 / 1422 platform
Photo by: David Pirmann Photo by: Peter Dougherty Photo by: David Pirmann
Notes: City Hall Station name sign on Notes: Station name sign above Notes: Stairway view from platform
wall stairway to mezzanine (right side)
Viewed (this week/total): 13 / 271 Viewed (this week/total): 13 / 456 Viewed (this week/total): 12 / 344
MEZZANINE VIEWS
The mezzanine featured a ticket booth and two stairways to the street. The ticket booth is long gone, but the stairways, long filled in and boarded
over, are currently being reopened. Soon, the stairwells and skylights will again let in the fresh air and sunlight of City Hall Park.The complex
green, tan, and white tiling pattern on the ceiling meets in the four corners of the vault.
Photo by: Peter Dougherty Photo by: Peter Dougherty Photo by: David Pirmann
Notes: Ascending the staircase to the Notes: The staircase barrel vault Notes: Corner of vault at stairway
mezzanine level Viewed (this week/total): 13 / 456 Viewed (this week/total): 12 / 402
Photo by: Peter Dougherty Photo by: David Pirmann Photo by: David Pirmann
Notes: Looking up the north stairway Notes: Corner of main mezzanine vault Notes: Closeup of ceiling arch tile
toward the street level Viewed (this week/total): 10 / 241 Viewed (this week/total): 15 / 319
COMMEMORATION
When City Hall Station opened, plaques were hung on the far track wall commemorating the Interborough Rapid Transit company and honoring
the Rapid Transit Subway Construction Co.. The plaques listed the directors, engineers, and financiers, including August Belmont, Cornelius
Vanderbilt, and John D. McDonald. These plaques were removed when the station was closed, and relocated to the Brooklyn Bridge station, where
they hung near a token booth until 1995. As of early 1996, the plaques are back in their original positions on the trackside wall. Contrary to popular
rumor, there was no plaque here honoring Alfred Ely Beach's early pneumatic subway.
Photo by: Peter Dougherty Photo by: Peter Dougherty Photo by: David Pirmann
Notes: Rapid Transit Construction Notes: City of New York Date: 10/1995
Company commemorative plaque commemorative plaque Notes: Commemorative plaque on
Viewed (this week/total): 17 / 400 Viewed (this week/total): 17 / 432 platform floor awaiting re-installation
MORE....
(image 7905) (104 kbytes) (image 7906) (124 kbytes) (image 7907) (110 kbytes) (image 7908) (93 kbytes)
Country: United States Country: United States Country: United States Country: United States
City: New York City: New York City: New York City: New York
System: New York City System: New York City System: New York City System: New York City
Transit Transit Transit Transit
Location: City Hall (IRT East Location: City Hall (IRT East Location: City Hall (IRT East Location: City Hall (IRT East
Side) Side) Side) Side)
Line: IRT East Side Line: IRT East Side Line: IRT East Side Line: IRT East Side
Photo by: David Sagarin Photo by: David Sagarin Photo by: David Sagarin Photo by: David Sagarin
Collection of: Library of Collection of: Library of Collection of: Library of Collection of: Library of
Congress, Prints and Congress, Prints and Congress, Prints and Congress, Prints and
Photographs Division Photographs Division Photographs Division Photographs Division
Date: 8/1978 Date: 8/1978 Date: 8/1978 Date: 8/1978
Notes: Control area. Notes: Name plate. Notes: Skylight and entrance Notes: Platform and
Viewed (this week/total): 24 / Viewed (this week/total): 9 / to control area. Gustavino vault.
444 182 Viewed (this week/total): 12 / Viewed (this week/total): 18 /
216 497
System: New York City System: New York City System: New York City
Transit Transit Transit
Location: City Hall (IRT East Location: City Hall (IRT East Location: City Hall (IRT East
Side) Side) Side)
Route: Fan Trip Route: Fan Trip Route: Fan Trip
Car: Low-V 5292 Car: Low-V 5292 Car: Low-V 5443
Photo by: Doug Grotjahn Photo by: Doug Grotjahn Photo by: Steve Zabel
Collection of: Joe Testagrose Collection of: Joe Testagrose Collection of: Joe Testagrose
Date: 12/11/1977 Date: 5/5/1979 Date: 9/25/1979
Viewed (this week/total): 18 / Viewed (this week/total): 22 / Viewed (this week/total): 21 /
610 949 921

This page last modified on Thursday, 31-Jul-2003 17:04:17 EDT.
http://www.nycsubway.org/irt/eastside/irt-eastside-cityhall.html (dreamland)
IRT East Side Brooklyn Bridge Station Home/Search · What's New · Site FAQ · Leave Feedback
Bowling Green
Wall Street
Fulton Street
City Hall
Brooklyn Bridge
Worth Street
Canal Street
Spring Street
Bleecker Street
Astor Place
14th Street-
Union Square
18th Street
23rd Street
28th Street
33rd Street
Grand Central
51st Street
59th Street Brooklyn Bridge/City Hall Station is now the southern terminal of the East Side IRT local service, assuming this role from the City Hall Loop station
in 1945. It is a typical four track, two island platform configuration. South of the station, the downtown local track splits into three tracks. One is the
68th Street
loop track that returns to the uptown side, passing through the City Hall station noted above. The other two are layup tracks parallel to the
77th Street downtown express track. Until the 1960s they merged into the downtown express track north of Fulton Street station but since then they are spurs
86th Street ending a little ways north of Fulton St. Trains are occasionally stored there. Plans are on the books to rejoin the layup tracks to the express track. The
station has been recently renovated, with new tile (poorly approximating original IRT tile) and ADA-compliant elevator access.
96th Street
103rd Street
This station provides transfer to the BMT Nassau St. Subway. This station is the zero point for the IRT East Side chain; mile 0 is at the south end of
110th Street the station.
116th Street
125th Street The Brooklyn Bridge station has a number of abandoned areas as construction and service patterns have required changes to be made to the station.
In addition to the two existing island platforms, there are two short local platforms on the outer edges of the station. Like those at 14th St. and 96th
St., these local platforms were built to accommodate extra passenger volume and were built to the 5-car length of original IRT local trains. These side
platforms did not see much use as they were located at express stations that required transfer via the island plaforms, and, as the trains were
lengthened to their current 10-car length it was impractical to lengthen both these small side platforms and the island platforms. They were closed in
1910 after only six years in operation and walled off along the platform edges.
The side platform on the southbound is now home to some electrical equipment and a backup control tower for the Brooklyn Bridge interlocking.
This tower is functional but not normally used, because the Grand Central tower is the primary control point for the whole line. The interlocking
board can be seen through a window along the wall along the southbound local trackway. The south end of the downtown side platform is still
visible near the dispatcher's booth on the downtown island platform.
There are also some closed portions at the south ends of the existing express platforms. During the station lengthening projects it was easier to
lengthen the express platforms to the north. The curves at the south end proved impossible to rework so the station was lengthened northward
(allowing Worth St. to be abandoned), and the curved southern ends of the express platforms closed. Gap fillers and original mosaic tiles remain in
the closed ends. The book The New York Subway: Its Construction and Equipment has a detailed plan of the station as it was originally constructed.
Station Decoration
● Artwork: Cable railings and mezzanine skylight, Cable Crossing, Mark Gibian, 1996.
The Open Portion

Location: Brooklyn Bridge/ Location: Brooklyn Bridge/ Location: Brooklyn Bridge/ Location: Brooklyn Bridge/
City Hall (IRT East Side) City Hall (IRT East Side) City Hall (IRT East Side) City Hall (IRT East Side)
Route: 5 Route: 6 Route: 6 Route: 6
Car: R142 6716 Car: R142A 7330 Car: R142A 7350 Car: R142A 7361
Photo by: Peter Ehrlich Photo by: David Pirmann Photo by: David Pirmann Photo by: David Pirmann
Date: 3/4/2003 Date: 7/4/2001 Date: 7/4/2001 Date: 7/4/2001
Viewed (this week/total): 21 / Viewed (this week/total): 15 / Viewed (this week/total): 22 / Viewed (this week/total): 11 /
1035 402 514 364
Route: 6 Route: 6 Route: 6 Route: 6
Car: R142A 7370 Car: R142A 7410 Car: R62A 1840 Car: R62A 1855
Photo by: David Pirmann Photo by: David Pirmann Photo by: David Pirmann Photo by: David Pirmann
469 438 477 309
More Images: 1-8 9-16 17-24 25-32 33-40 41-48 49-52
Closed Local Platforms
City Hall (IRT East Side) Side City Hall (IRT East Side) Side City Hall (IRT East Side) Side City Hall (IRT East Side) Side
Platform. Platform. Platform. Platform.
Photo by: Adam Weiss Photo by: Adam Weiss Photo by: Adam Weiss Photo by: David Pirmann
Notes: Side platform wall and Notes: Brooklyn Bridge Notes: Detail of Brooklyn Notes: Closed off local
view of Brooklyn Bridge mosaic in abandoned side Bridge mosaic platform view from top of
eagle plaque platform Viewed (this week/total): 8 / stairs
Viewed (this week/total): 9 / Viewed (this week/total): 12 / 221 Viewed (this week/total): 10 /
318 360 506
City Hall (IRT East Side) Side City Hall (IRT East Side) Side City Hall (IRT East Side) Side City Hall (IRT East Side) Side
Platform. Platform. Platform. Platform.
Photo by: David Pirmann Photo by: David Pirmann Photo by: David Pirmann Photo by: Jason R. DeCesare
Notes: Closeup of Brooklyn Notes: Brooklyn Bridge Notes: Brooklyn Bridge Notes: Another view of eagle
Bridge eagle plaque mosaic; the door to the left backup interlocking tower plaque
Viewed (this week/total): 8 / leads to the tower showing City Hall loop Viewed (this week/total): 7 /
169 Viewed (this week/total): 11 / Viewed (this week/total): 14 / 180
359 588
Closed Express Platforms
Closed Express Platform. Closed Express Platform. Closed Express Platform. Closed Express Platform.
Photo by: David Pirmann Photo by: Peter Dougherty Photo by: Peter Dougherty Photo by: Peter Dougherty
Notes: BB tile- south end of Notes: Close up on the gap Notes: View down the Notes: Abandoned south end
abandoned express platform fillers abandoned south end platforms, close up on wall
areas Viewed (this week/total): 14 / platforms, southbound side mosaics
Viewed (this week/total): 8 / 369 Viewed (this week/total): 16 / Viewed (this week/total): 21 /
219 415 766
(image 77) (69 kbytes)
Country: United States
City: New York
System: New York City
Transit
Location: Brooklyn Bridge/
City Hall (IRT East Side)
Closed Express Platform.
Line: IRT East Side
Photo by: Peter Dougherty
Date: 10/1995
Notes: View across the tracks
to the northbound platform
Viewed (this week/total): 24 /
862

This page last modified on Friday, 17-Jan-2003 11:46:02 EST.
http://www.nycsubway.org/irt/eastside/irt-eastside-bkbr.html (dreamland)
IRT East Side: 18th Street Home/Search · What's New · Site FAQ · Leave Feedback
Bowling Green The 18th Street station was open from 1904 to 1948. This station was closed because of platform lengthening, this time at 14th Street (you can see the
14th St. station just down the tracks).
Wall Street
Fulton Street
City Hall
Brooklyn Bridge
Worth Street
Canal Street
Spring Street
Bleecker Street
Astor Place
14th Street-
Union Square City: New York City: New York City: New York City: New York
18th Street System: New York City System: New York City System: New York City System: New York City
23rd Street Transit Transit Transit Transit
28th Street Location: 18th Street (IRT Location: 18th Street (IRT Location: 18th Street (IRT Location: 18th Street (IRT
33rd Street East Side) East Side) East Side) East Side)
Grand Central Line: IRT East Side Line: IRT East Side Line: IRT East Side Line: IRT East Side
51st Street Photo by: David Pirmann Photo by: David Pirmann Photo by: David Pirmann Collection of: Saul Blumenthal
Date: 10/1995 Date: 10/1995 Date: 10/1995 Date: 1904
59th Street
Notes: Cast iron wall sign Notes: Mosaic wall sign Notes: Station overview Viewed (this week/total): 28 /
68th Street Viewed (this week/total): 23 / Viewed (this week/total): 16 / Viewed (this week/total): 37 / 1078
77th Street 724 691 1597
86th Street
96th Street
103rd Street
110th Street
116th Street
125th Street
Disused and Abandoned Stations

http://www.nycsubway.org/irt/eastside/irt-eastside-18.html (dreamland)
IRT West Side: 91st Street Home/Search · What's New · Site FAQ · Leave Feedback
www.nycsubway.org > The IRT Division > IRT West Side Broadway/7th Ave.
South Ferry Branch
South Ferry
Rector Street
Cortlandt Street-
World Trade Center
Brooklyn Branch 91st St. was in operation as a local station from 1904 to 1959. It was closed during a system-wide platform lengthening project, to accomodate longer
trains. The lengthening created an exit from the 96th Street station only three blocks further north, so it was impractical to lengthen the platforms
Wall Street here and the station was closed to speed service. The 91st Street station is fairly well-preserved if you disregard the graffiti and spray paint cans all
Fulton Street over the place.
Park Place
IRT 7th Avenue /

West Side Line
Chambers Street
Franklin Street
Canal Street
Houston Street
Christopher Street-
Sheridan Square City: New York City: New York City: New York City: New York
18th Street Transit Transit Transit Transit
23rd Street Location: 91st Street (IRT Location: 91st Street (IRT Location: 91st Street (IRT Location: 91st Street (IRT
28th Street West Side) West Side) West Side) West Side)
34th Street- Line: IRT West Side Line: IRT West Side Line: IRT West Side Line: IRT West Side
Penn Station
42nd Street- Notes: View of southbound Notes: Mens room doorway. Notes: Stairway to street Notes: Looking up stairway
Times Square platform area Yes, stations used to have Viewed (this week/total): 26 / toward street
50th Street Viewed (this week/total): 42 / restrooms! 1235 Viewed (this week/total): 26 /
59th Street- 1722 Viewed (this week/total): 22 / 1106
Columbus Circle 957
66th Street-
Lincoln Center
72nd Street
79th Street
86th Street
91st Street
96th Street
103rd Street (image 189) (116 kbytes) (image 190) (132 kbytes) (image 191) (150 kbytes) (image 192) (46 kbytes)
110th Street Country: United States Country: United States Country: United States Country: United States
116th Street City: New York City: New York City: New York City: New York
137th Street
Location: 91st Street (IRT Location: 91st Street (IRT Location: 91st Street (IRT Location: 91st Street (IRT
145th Street West Side) West Side) West Side) West Side)
157th Street Line: IRT West Side Line: IRT West Side Line: IRT West Side Line: IRT West Side
168th Street Photo by: David Pirmann Photo by: David Pirmann Photo by: David Pirmann Photo by: Constantino Tobio,
181st Street Date: 10/1995 Date: 10/1995 Date: 10/1995 Jr.
191st Street Notes: Terra-cotta tiling on Notes: Graffiti with caption I Notes: More graffiti Date: 10/1995
Dyckman Street ceiling just love tunnels and IRT Line Viewed (this week/total): 16 / Notes: Elf graffiti
Viewed (this week/total): 20 / Viewed (this week/total): 22 / 592 Viewed (this week/total): 16 /
207th Street
836 753 740
215th Street
Broadway Bridge
225th Street
231st Street
238th Street
242nd Street

This page last modified on Sunday, 19-Jan-2003 11:31:38 EST.
http://www.nycsubway.org/irt/westside/irt-westside-91.html (dreamland)
BMT Broadway: City Hall Lower Level Home/Search · What's New · Site FAQ · Leave Feedback
www.nycsubway.org > The BMT Division > BMT Broadway Subway
DeKalb Avenue The lower level of City Hall on the BMT Broadway line was (used
for storage), 2 island platforms, one unfinished. A full description of
Lawrence Street- Metrotech this station is a part of our guide to the BMT Broadway Subway.
Court Street
Whitehall Street
Rector Street
Cortlandt Street- World Trade Center City: New York
City Hall System: New York City
Transit
City Hall Lower Level
Location: City Hall Lower
Canal Street Level (BMT Broadway)
Prince Street Line: BMT Broadway
8th Street Subway
14th Street- Union Square Date: 1996
23rd Street Notes: North end of
Western platform
28th Street
(between tracks B3 and
34th Street BM), looking West. An old-
42nd Street- Times Square style sign pointing toward
the upper level revenue-
49th Street service platform is one of
57th Street the only signs or markings
5th Avenue other than graffiti on this
level. This is one of two
Lexington Avenue lower-level platforms
never opened to the public
Continue: at this station. A laid-up N
Manhattan Bridge-DeKalb Avenue train sits on track B3
awaiting the call to
afternoon rush hour
service.
Viewed (this week/total):
Continue: 29 / 1101
Montague Street Tunnel Holed
Through (1917)
Continue:
Broadway Subway Now Open (1917)
City: New York
Transit
Level (BMT Broadway)
Line: BMT Broadway
Subway
Date: 1996
Notes: Last Stop! Looking
North, about 1/2 way down
the Western platform. The
tracks serving these two
lower platforms start at
dead ends at Canal Street,
and end just one station
away. There is a network
of diamond crossovers
where lay-up trains can
descend to and emerge
from this ghost of stations
past.
20 / 805

City: New York
Transit
Line: BMT Broadway
Subway
Date: 1996
Notes: Looking North on
the disused Eastern
platform at lower City
Hall, at the very South end.
Here construction
materials and accumulated
water coat the floor.
9 / 359
City: New York
Transit
Line: BMT Broadway
Subway
Date: 1996
Notes: Looking South on
the Western platform.
Note it is kept relatively
clean and debris-free by
maintenance staff. The N
trains on both tracks are
taking their mid-day siesta.
Trains use only these two
tracks, not the third,
Eastern-most track.
22 / 791

City: New York
Transit
Line: BMT Broadway
Subway
Date: 1996
Notes: Trackway extending
South, where the
continuation of track B4
would have continued had
original plans been kept.
The "roof" of this tunnel
actually slopes downward
(and eventually meets the
floor) farther on than this
picture shows, where the
revenue-service N/R trains
descend. There is a very
surprising lack of graffiti or
vandalism at this location.
There were no rats or other
signs of life present here,
either. In fact, it almost
appears to be new
construction! The pooling
of ground water is only
about 4" deep.
18 / 957
City: New York
Transit
Line: BMT Broadway
Subway
Date: 1996
Notes: Another view of the
disused Eastern platform.
The floor surface here is
rougher and unfinished,
unlike the Western
platform. The track to the
right, designated B4 is not
used. There is no regular
stairwell exit from this
platform to the revenue
service platform above.
Were a train to lay-up on
B4, the crew would have to
walk through a train
standing on the center
track to exit on the
Western platform.
16 / 663

City: New York
Transit
Line: BMT Broadway
Subway
Date: 1996
Notes: View of the
stairway up to the upper
level platform.
14 / 584
City: New York
Transit
Line: BMT Broadway
Subway
Date: 1996
18 / 828
Please e-mail comments and questions to the author, Peter

Dougherty. All
photographs are © 1996 Peter Dougherty,
and may not be used without the express permission of
the author except for review purposes or as part of links
from other internet locations. This work is intended for
educational or recreational use only. No images or words
may be taken from this site for any commercial or
monetary purpose whatsoever.
www.nycsubway.org > The BMT Division > BMT Broadway Subway

http://www.nycsubway.org/bmt/bmtbway/bmt-broadway-lch.html (dreamland)
BMT Jamaica Line: Chambers Street Home/Search · What's New · Site FAQ · Leave Feedback
www.nycsubway.org > The BMT Division > BMT Jamaica Line
Overview The Chambers Street station consists of four tracks, three island platforms, and one remaning side platform (originally two). This large station was
used as a terminal station for various services from the north and south via the Nassau Street Subway. As originally built (1915), the north end of the
Broad Street station connected to the Williamsburg Bridge and the Manhattan Bridge. Initially Chambers St. served as a terminal station which explains some of
Fulton Street its size and platform complexity. In 1931, the Nassau Street subway loop was completed, making Chambers St. a through station south to the
Chambers Street Montague Street tunnel to Brooklyn. It was about this time that the center platform and the side platforms were closed as excessive. The west side
platform was walled up and partly destroyed when the IRT station was rebuilt on the other side of the wall in 1960-1962. All of these areas are still
Canal Street
visible in plain sight from the open platforms. (See the photos below.)
Bowery
Essex Street The Manhattan Bridge connection was severed in 1967 as part of the Chrystie Street construction project, which reduced the importance of and
Williamsburg Bridge number of trains served at Chambers St. If the extra platforms weren't needed in 1931, they certainly weren't needed after 1967. Plans have been
Marcy Avenue floated to reconfigure the station here and at Canal Street to reduce the line to two tracks with single island platforms serving them. For detail of the
track configuration in this area, past and present, see the City Hall Area and Canal St. Area track maps.
Hewes Street
Lorimer Street
Currently, only two of the three island platforms are in use. The "J" train uses the outer or "local" track on each of the open island platforms while the
Flushing Avenue mid-day M uses the "express" or inside track. The abandoned center island platform could serve trains in either direction. On weekends, the "J"
Myrtle Avenue service terminates here, and no trains continue south along Nassau Street. During this time, all trains use the southbound platform and cross over to
Kosciuszko Street the northbound track between Chambers St. and Canal St. stations. The lack of weekend service along Nassau St. is alleviated by transfers here to the
IRT East Side/Lexington Avenue Brooklyn Bridge station, and further north at Canal St. to the BMT Broadway Subway.
Gates Avenue
Halsey Street
(Thanks to Brennan's Guide to Disused Subway Stations for part of this description.)
Chauncey Street
Broadway/
East New York-
Eastern Parkway
Alabama Avenue
Van Siclen Avenue
Cleveland Street
Norwood Avenue
Crescent Street (image 25748) (77 kbytes) (image 25489) (99 kbytes) (image 12928) (117 kbytes) (image 1418) (95 kbytes)
Cypress Hills Country: United States Country: United States Country: United States Country: United States
75th Street/ City: New York City: New York City: New York City: New York
Elderts Lane System: New York City System: New York City System: New York City System: New York City
85th Street/ Transit Transit Transit Transit
Forest Parkway Location: Chambers Street Location: Chambers Street Location: Chambers Street Location: Chambers Street
Woodhaven Boulevard (BMT Nassau Street) (BMT Nassau Street) (BMT Nassau Street) (BMT Nassau Street)
Line: BMT Jamaica Line: BMT Jamaica Line: BMT Jamaica Line: BMT Jamaica
104th Street
Car: R42 4862 Route: Fan Trip Car: SBK Steeplecab 6 Photo by: Richard Panse
111th Street Photo by: Christopher Sattler Car: R7 1575 Photo by: Joe Testagrose Date: 2002
121st Street Date: 6/28/2003 Photo by: Brian Weinberg Date: 9/22/2002 Notes: Street entrance
Viewed (this week/total): 21 / Date: 6/8/2003 Viewed (this week/total): 12 / Viewed (this week/total): 18 /
Original End of 770 Viewed (this week/total): 18 / 547 904
Jamaica El 897
Metropolitan Avenue
Queens Boulevard
Sutphin Boulevard
160th Street
168th Street
Location: Chambers Street Location: Chambers Street Location: Chambers Street Location: Chambers Street
(BMT Nassau Street) (BMT Nassau Street) (BMT Nassau Street) (BMT Nassau Street)
Route: Fan Trip Photo by: David Pirmann Photo by: David Pirmann Photo by: David Pirmann
Car: BMT D 6095 Date: 11/1995 Date: 11/1995 Date: 11/1995
Photo by: David Pirmann Viewed (this week/total): 5 / Viewed (this week/total): 11 / Viewed (this week/total): 15 /
Date: 8/26/2001 341 503 594
536
233 513 296 343
Route: J Route: Fan Trip Route: Fan Trip Route: Fan Trip
Car: R27 8095 Car: BMT Std. 2390 Car: Low-V 5443 Car: BMT D 6095
Photo by: Doug Grotjahn Collection of: Joe Testagrose Photo by: Joe Testagrose Photo by: Doug Grotjahn
Collection of: Joe Testagrose Date: 3/23/1979 Date: 3/23/1979 Collection of: Joe Testagrose
Date: 11/23/1979 Viewed (this week/total): 6 / Viewed (this week/total): 11 / Date: 3/23/1979
Viewed (this week/total): 13 / 302 395 Viewed (this week/total): 5 /
548 406
More Images: 1-16 17-22

http://www.nycsubway.org/bmt/jamaica/bmt-jamaica-chambers.html (dreamland)
IND 8th Avenue: 42nd Street/Port Authority Bus Terminal Home/Search · What's New · Site FAQ · Leave Feedback
www.nycsubway.org > The IND Division > IND 8th Avenue Line
207th Street The station at 42nd Street/Port Authority Bus Terminal consists of four tracks, with two island platforms. The Times
Square/42nd Street complex is the busiest in the system and consequently the platforms here are extra wide to
Dyckman Street accommodate passenger volume. The platforms are offset north/south; the southbound platform extends between
190th Street 40th and 42nd Sts. and the northbound between 42nd and 44th Sts., approximately. The mezzanine of this station
181st Street extends from 40th to 44th Street. Ramps are in place for access to the mezzanine, which is somewhat unique in that
there are retail stores within the fare control (including a record store), as well as various NYCT offices. The tile
175th Street/ color is dark purple with black border and there is no IND-style tile name tablet. The 42nd Street/Times Square
GWB station complex provides transfer to the IRT Flushing (7) Line, IRT West Side/7th Ave. (1/2/3) Line, BMT Broadway
Bus Terminal (N/R) Line, and the Times Square-Grand Central Shuttle.
168th Street
163rd Street Some relative depths of stations in the Times Square complex are as follows, +/- 10 feet.
155th Street
145th Street ● 7th Ave./West Side IRT, 40 feet below street
● Flushing/#7 IRT, 60 feet below street
135th Street ● Broadway BMT, 50 feet below street
125th Street ● Shuttle, 20 feet below street
116th Street ● 8th Ave. IND, 30 feet below street
110th Street
In addition to the platforms described above, there is an abandoned lower platform on the southbound side (one
103rd Street track, underneath the downtown local track on the upper level, and one side platform underneath the island
96th Street platform above). The lower level platform was built along with the rest of the station in 1932, but it was only used
86th Street from 1959 to 1981 for odd services like the Aqueduct Racetrack special fare trains, and for rush hour E trains for a
period during the 1970s. For many years, a crossunder was open between the upper level platforms using a
81st Street passageway at the northern end of the lower level. Rearrangement of the mezzanine a few years ago allowed
72nd Street passengers to crossover using the mezzanine within the fare control.
59th Street
50th Street It isn't really clear why this lower level was even built. It can only be used by trains running from Queens via 53rd
Street (today's E service). Heading downtown on the track from the lower level of 50th Street, switches allow access
42nd Street- Port to the downtown local, downtown express, or lower level of 42nd St. Departing 42nd Street on the lower level, trains
Authority can become local or express prior to entering 34th Street; however, trains departing 42nd Street on the upper level
Bus Terminal cannot cross over until reaching Canal Street. It is likely, therefore, that the extra platform was built to allow some
34th Street- Penn operational flexibility, by permitting trains from 53rd Street to have access to both downtown local and express.
Perhaps there was no other suitable location for a crossover switch, or it was thought an extra platform face could
Station allow increased dwell time or time for switches to line up.
23rd Street
14th Street An oft-repeated story offers this as a reason the lower level was built: The Independent subway was being built by
West 4th Street the city to compete directly with routes owned by the IRT and BMT companies. The #7 crosstown IRT line
Spring Street terminates at Times Square; it is said that the bumper blocks of the #7 are directly against or very close to the eastern
wall of the lower level of the 42nd St. IND station. The construction of the lower level therefore blocked any
Canal Street potential extension of the #7 line to the west side of Manhattan. (If this is true, it would have been done only in the
Chambers Street- spirit of crushing the competition, for the IND had no plans to construct a competing crosstown line.)
World Trade Center
Broadway- Service is currently operated with downtown "C" trains using the upper level at 50th Street, downtown "E" trains
using the lower level, and merging together in between 50th and 42nd so that they both arrive on the downtown
Nassau Street local track at 42nd.
High Street-
Brooklyn Bridge In 1998 and 1999 all but one remaining entrance to the lower level was sealed (the remaining one is under a lift-up
Jay Street- trap door at the south end of the southbound platform). A report in the September, 1999 Bulletin of the New York
Division ERA reports that the lower level track D-3 from north of 42nd St. all the way to 34th St. is now
Borough Hall permanently out of service. Occasionally the existance of the lower level is mentioned as an excuse for why the IRT
#7 cannot be extended westward; this new development now renders the lower level useless and it should not pose a
problem to run the #7 extension directly through the lower level.
A detailed track map of this area is available, which shows the lower level track and switches described above quite
clearly.
The Upper Level
Location: 42nd Street/Port Location: 42nd Street/Port Location: 42nd Street/Port
Authority Bus Terminal (IND Authority Bus Terminal (IND Authority Bus Terminal (IND
8th Avenue) 8th Avenue) 8th Avenue)
Line: IND 8th Avenue Line: IND 8th Avenue Line: IND 8th Avenue
Route: C Route: C Photo by: Wayne Whitehorne
Car: R110B Car: R32 3893 Date: 8/14/1999
Photo by: Trevor Logan Photo by: Robert Marrero Notes: Wall tile
Date: 9/2000 Date: 1/19/2000 Viewed (this week/total): 5 /
Viewed (this week/total): 14 / Viewed (this week/total): 11 / 207
748 518
Location: 42nd Street/Port Location: 42nd Street/Port Location: 42nd Street/Port
Authority Bus Terminal (IND Authority Bus Terminal (IND Authority Bus Terminal (IND
8th Avenue) 8th Avenue) 8th Avenue)
Line: IND 8th Avenue Line: IND 8th Avenue Line: IND 8th Avenue
Photo by: Wayne Whitehorne Photo by: Wayne Whitehorne Photo by: Wayne Whitehorne
Date: 8/14/1999 Date: 8/14/1999 Date: 8/14/1999
Notes: Local platform Notes: Stairways Viewed (this week/total): 7 /
219 287
(image 783) (47 kbytes) (image 24696) (60 kbytes)
Country: United States Country: United States
City: New York City: New York
System: New York City System: New York City
Transit Transit
Location: 42nd Street/Port Location: 42nd Street/Port
Authority Bus Terminal (IND Authority Bus Terminal (IND
8th Avenue) 8th Avenue)
Line: IND 8th Avenue Line: IND 8th Avenue
Photo by: Peter Dougherty Car: R44
Date: 1997 Collection of: David Pirmann
Notes: Southbound platform Viewed (this week/total): 13 /
facing south 589
360
The Lower Level

City: New York
System: New York City Transit
Location: 42nd Street/Port Authority Bus Terminal (IND 8th Avenue)
(Lower Level)
Line: IND 8th Avenue
Date: 1997
Notes: Looking Southbound along this long-disused platform. The
Southbound 8the Ave. local track is immediately above this special track,
designated D3 - the same designation as the Southbound E tracks from
53rd St. The Southbound E once stopped at this platform before rising and
continuing it's Southward journey, either on track A1 or A3, depending if
it was in local or express service. Today the E uses a crossover just North of
the station to switch to the 8th Ave local tracks.

City: New York
(Lower Level)
Route: E
Car: R38 4001
Photo by: Joe Testagrose
Date: 11/27/1970
City: New York
(Lower Level)
Route: E
Car: R6 1123
Date: 11/27/1970

City: New York
(Lower Level)
Route: E
Car: R6 1370
Date: 11/27/1970

City: New York
(Lower Level)
Car: BMT D
Collection of: David Pirmann

City: New York
(Lower Level)
Notes: Wow is this ever one long station: 8 blocks in 10 feet! This station
was once used fairly heavily for movie shoots, and to make it seem like
"different" stations (depending on the placement of the camera inside the
car) different station indicators were applied to the sides of the platform.
The movie or TV show for which these modifications were made is
unknown. Note, also, that these numbers are in reverse order: "50th St"
here would be South of "47th St," which in turn would be South of 42nd
Street!
City: New York
(Lower Level)
Notes: This passageway and escalator-carcass are about 2/3rds the way
down the platform. Note the heavy pall of dust and grime which coats
everything.

City: New York
(Lower Level)
Notes: Another view of the escalator carcass. Nothing remains of it on the
upper-level platform.

City: New York
(Lower Level)
Notes: Descending one of several plain-sight staircases from the
Southbound platform at 8th Ave/42nd street into another era.

City: New York
(Lower Level)
Notes: View of the stairway from lower level platform to the upper level
platform. Only the escalator went directly to the mezzanine.

City: New York
(Lower Level)
Notes: Looking North, about 200' from the North end of the platform.
There is ample evidence that this station is used by New York's homeless,
although the "aroma" is far less noxious than in many other public areas of
the system! There is also a fairly healthy rodent population on this
platform as well. In the foreground is the second of the two remaining fare
control gates from the days of the Aqueduct Special.
City: New York
(Lower Level)
Notes: Looking South on this debris-strewn platform, located immediately
beneath the Southbound 42nd St. station platform. The once-gate-
protected door at the left is a maintenance/storage area.
Please e-mail comments and questions regarding the lower level to the photographer, Peter Dougherty. Photographs
of the lower level are © 1996 Peter Dougherty, and may not be used without the express permission of the author
except for review purposes or as part of links from other internet locations. This work is intended for educational or
recreational use only. No images or words may be taken from this site for any commercial or monetary purpose
whatsoever.
www.nycsubway.org > The IND Division > IND 8th Avenue Line

http://www.nycsubway.org/ind/8thave/ind-8th-42.html (dreamland)
BMT Culver: Ninth Avenue Lower Level Home/Search · What's New · Site FAQ · Leave Feedback
www.nycsubway.org > The BMT Division > BMT Culver Line
Coney Island/ The Ninth Avenue station served the original BMT Culver and West End Lines from 1919 to 1954. The IND connection to the Culver Line was made
at Ditmas Avenue in 1954, rerouting Culver trains via the new IND subway. The section of track along 39th Street between Ninth Avenue and
Stillwell Avenue Ditmas Avenue operated as a shuttle, using the lower level platforms at Ninth Ave. These lower platforms have been disused since the shuttle
West 8th Street operation was terminated on May 13, 1975. The lower level is rarely used for passengers. It was used in the movie Crocodile Dundee where it posed
Neptune Avenue as the 59th Street subway station.
Avenue X
Avenue U
Kings Highway
Avenue P
Avenue N
Bay Parkway
Avenue I
18th Avenue
Ditmas Avenue
Continue: City: New York City: New York City: New York City: New York
IND Crosstown Line System: New York City System: New York City System: New York City System: New York City
Location: 9th Avenue (BMT Location: 9th Avenue (BMT Location: 9th Avenue (BMT Location: 9th Avenue (BMT
Culver) Culver) Culver) Culver)
Culver Shuttle Line: BMT Culver Line: BMT Culver Line: BMT Culver Line: BMT Culver
Car: SBK Steeplecab 6 Route: Fan Trip Photo by: Mark S. Feinman Photo by: Mark S. Feinman
Ditmas Avenue- Photo by: Joe Testagrose Car: R30 Date: 5/30/1993 Date: 5/30/1993
Shuttle Platform Date: 9/22/2002 Photo by: Mark S. Feinman Notes: Old-style sign reading Notes: Stairway leading up
13th Avenue Viewed (this week/total): 9 / Date: 5/30/1993 on the lower level platforms, from lower level of 9th
Fort Hamilton Parkway 630 Viewed (this week/total): 23 / undamaged by vandalism or Avenue (Culver Line) to
9th Avenue 610 graffiti upper level (West End Line)
Demolition of the Culver Shuttle Viewed (this week/total): 6 / Viewed (this week/total): 8 /
239 321
Line: BMT Culver Line: BMT Culver Line: BMT Culver Line: BMT Culver
Photo by: Mark S. Feinman Photo by: Mark S. Feinman Photo by: Mark S. Feinman Route: Fan Trip
Date: 5/30/1993 Date: 5/30/1993 Date: 5/30/1993 Car: R30 8317
Notes: Looking down the Notes: Lower level of 9th Notes: Boarding R30 train at Photo by: Mark S. Feinman
tracks to the old Culver Line; Avenue. View is facing the 9th Avenue, lower level.Note Date: 5/30/1993
this is the inbound local track southbound platform the large gap between train Viewed (this week/total): 19 /
looking toward 9th Avenue Viewed (this week/total): 14 / and platform. 505
Viewed (this week/total): 12 / 422 Viewed (this week/total): 8 /
338 261
Line: BMT Culver Line: BMT Culver Line: BMT Culver Line: BMT Culver
Photo by: Mark S. Feinman Route: Fan Trip Route: Fan Trip Route: Fan Trip
Date: 5/30/1993 Car: BMT D 6019 Car: BMT D 6095 Car: BMT D 6019
Notes: Another view of R30 Photo by: Doug Grotjahn Photo by: Doug Grotjahn Photo by: Steve Zabel
train Collection of: Joe Testagrose Collection of: Joe Testagrose Collection of: Joe Testagrose
Viewed (this week/total): 11 / Date: 5/9/1976 Date: 5/18/1975 Date: 3/23/1974
262 Viewed (this week/total): 17 / Viewed (this week/total): 9 / Viewed (this week/total): 12 /
663 511 359
More Images: 1-12 13-24 25-27
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IRT West Side: South Ferry Home/Search · What's New · Site FAQ · Leave Feedback
South Ferry Branch
South Ferry
Rector Street
Cortlandt Street-
World Trade Center
Brooklyn Branch
Wall Street
Fulton Street
Park Place
IRT 7th Avenue /

West Side Line The Outer Loop
Chambers Street South Ferry Station is a unique two-track loop station. The outer loop platform was built in 1905 as part of the original IRT Brooklyn Extension and
Franklin Street was served by this line until the IRT West Side/7th Ave. Subway reached South Ferry in 1918. The platform is extremely short (only five cars fit), and
passengers wishing to exit at this station must be in the first five cars. It is also extremely curved, requiring the use of gap fillers to bridge the spaces
Canal Street
between platform and middle door on the cars. On the platform itself is an active tower which includes indicator lights for the gap filler signal at the
Houston Street front end of the platform. The gap filler signal is a one-tiered signal lit up red when the filler is extended. Under the signal a sign reads "GF Signal"
Christopher Street- which is lit in white when the signal is clear and the gap fillers are fully retracted. The gap fillers retract via a proximity sensor that detects the car
moving against the edge of the gap filler. While not harsh like 14th Street on the Lexington line, there is an announcement to "stand clear of the
Sheridan Square moving platform." For an announcement it was a rather pleasant one.
14th Street
18th Street Station Decoration
23rd Street
28th Street The platform is quite ornate with large "South Ferry" mosaic name panels and terra-cotta sailing ship plaques by Heins & La Farge. The inner
34th Street- platform has small "SF" tile mosaics. There are fancy rosettes around removed old light fixtures and along the ceiling. A new ceramic tile art
installation located on the stairway landing is called South Sails, by Sandra Bloodworth, and was installed in 1990.
Penn Station
42nd Street-
Times Square
50th Street
59th Street-
Columbus Circle
66th Street-
Lincoln Center
72nd Street (image 246) (81 kbytes) (image 243) (98 kbytes) (image 244) (88 kbytes) (image 245) (86 kbytes)
79th Street Country: United States Country: United States Country: United States Country: United States
86th Street City: New York City: New York City: New York City: New York
91st Street System: New York City System: New York City System: New York City System: New York City
96th Street Transit Transit Transit Transit
103rd Street Location: South Ferry Outer Location: South Ferry Outer Location: South Ferry Outer Location: South Ferry Outer
110th Street Loop (IRT West Side) Loop (IRT West Side) Loop (IRT West Side) Loop (IRT West Side)
Line: IRT West Side Line: IRT West Side Line: IRT West Side Line: IRT West Side
116th Street
Photo by: Wayne Whitehorne Photo by: Wayne Whitehorne Photo by: Wayne Whitehorne Photo by: Wayne Whitehorne
125th Street
Date: 2/27/1999 Date: 1998 Date: 1998 Date: 1998
137th Street Viewed (this week/total): 33 / Viewed (this week/total): 35 / Viewed (this week/total): 20 / Notes: South Sails by Sandra
145th Street 1294 1517 574 Bloodworth, 1990.
157th Street Viewed (this week/total): 16 /
168th Street 456
181st Street
191st Street
Dyckman Street
207th Street
215th Street
Broadway Bridge
225th Street
231st Street
238th Street
242nd Street
Location: South Ferry Outer Location: South Ferry Outer Location: South Ferry Outer Location: South Ferry Outer
Loop (IRT West Side) Loop (IRT West Side) Loop (IRT West Side) Loop (IRT West Side)
Route: 5 Route: 5 Route: 1 Collection of: David Pirmann
Car: R15 6204 Car: R21 7101 Car: R21 7259 Notes: Heins & La Farge ferry
Photo by: Doug Grotjahn Photo by: Doug Grotjahn Photo by: Doug Grotjahn mosaic on outer loop platform
Collection of: Joe Testagrose Collection of: Joe Testagrose Collection of: Joe Testagrose Viewed (this week/total): 16 /
Date: 2/12/1977 Date: 2/12/1977 Date: 2/12/1977 586
1198 1152 1130

City: New York
Transit
Location: South Ferry Outer
Loop (IRT West Side)
Line: IRT West Side
Route: 1
Car: R62A 2419
Photo by: Richard Brome
1269
The Inner Loop

Essentially a separate station, the South Ferry inner loop platform was built in 1918 for IRT Lexington service when the IRT West Side service was
given the outer loop. The inner loop platform was used up till 1977, mostly by a shuttle to the Bowling Green station on the Lexington/Brooklyn IRT.
Because of the sharp curve (even sharper than the outer loop), trains could open only their center doors at the inner loop station, and so instead of a
full platform face, slightly arched openings were cut into the old walls only where the center doors would be. This also probably simplified the
engineering problem compared to removing all of the old wall. Starting in the late 1950s, when the new R-type cars displaced most of the original
IRT rolling stock, trains arriving from the Lexington line on nights and weekends were rerouted to share the outer loop, because on the new cars it
was not possible to selectively open only the center doors. The weekday shuttle used specially modified cars that opened only center doors, and
continued using the inner loop until service ended in 1977. The track past the inner loop is still used to turn the #5 train when it is terminating at
Bowling Green and not running to Brooklyn. The inner loop track at South Ferry is now used for crew quarters, offices, storage, etc. and has a
separate entrance from the fare zone upstairs. There was no free transfer between trains on the two platforms.
Location: South Ferry Inner Location: South Ferry Inner Location: South Ferry Inner Location: South Ferry Inner
Loop (IRT West Side) Loop (IRT West Side) Loop (IRT West Side) Loop (IRT West Side)
Photo by: David Pirmann Photo by: David Pirmann Photo by: David Pirmann Photo by: Peter Dougherty
Notes: View of an archway in Notes: South Ferry mosaic Notes: View of an inner Notes: View down the inner
the inner platform wall tiling platform archway from the platform
Viewed (this week/total): 30 / Viewed (this week/total): 18 / open outer loop platform Viewed (this week/total): 30 /
836 391 Viewed (this week/total): 26 / 1001
703
Related Links
Disused & Abandoned Subway Stations FAQ

The Brooklyn IRT

This page last modified on Sunday, 19-Jan-2003 11:31:38 EST.
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BMT Jamaica Line: Myrtle Avenue Home/Search · What's New · Site FAQ · Leave Feedback
Overview The Myrtle Avenue station consists of three tracks, with two island platforms. Above the in-use platforms, crossing at an angle, is another platform
formerly served by the Myrtle Avenue Elevated, which ran south of here to Myrtle Ave. and Jay St, and north to Metropolitan Avenue. The southern
Broad Street portion of the line was closed in 1969 and the upper level station was abandoned.
Fulton Street
Chambers Street The lower level mezzanine, along Broadway south of Myrtle, is one of the oldest in the system and provides access to both platforms. The Broadway
Canal Street mezzanine has stairs to the street on the northwest corner of the intersection. A second mezzanine on Myrtle Avenue, south of Broadway, is
Bowery currently being rebuilt. In the past, this mezzanine had stairs from the street on both sides (east and west) of Myrtle Avenue on the south side of
Broadway. It had one very long set of stairs that went directly up to the Myrtle Avenue El station, and a passage/platform that went under and up to
Essex Street both Jamaica line platforms.
Williamsburg Bridge
Marcy Avenue The closed upper level had two tracks and one island platform, and stairways to both of the lower level platforms. The platform was used as a
Hewes Street crossover for passengers after abandonment of the Myrtle El service but this has long been discontinued. A tower for the Myrtle El and junction was
on the upper level but this too has been closed. A connection to the remaining portion of the Myrtle Ave. El branches off immediately east of the
Lorimer Street lower level platforms. For detail of the track configuration in this area see the Myrtle Avenue Area Track Map.
Flushing Avenue
Myrtle Avenue (Portions of the above description from Brennan's Guide to Disused Elevated Stations.)
Kosciuszko Street
Gates Avenue
The Lower Level
Halsey Street
Chauncey Street
Broadway/
East New York-
Eastern Parkway
Alabama Avenue
Van Siclen Avenue
Cleveland Street
Norwood Avenue (image 25747) (87 kbytes) (image 12927) (138 kbytes) (image 5434) (58 kbytes) (image 5453) (70 kbytes)
Crescent Street Country: United States Country: United States Country: United States Country: United States
Cypress Hills City: New York City: New York City: New York City: New York
75th Street/ System: New York City System: New York City System: New York City System: New York City
Elderts Lane Transit Transit Transit Transit
85th Street/ Location: Myrtle Avenue Location: Myrtle Avenue Location: Myrtle Avenue Location: Myrtle Avenue
Forest Parkway (BMT Jamaica) (BMT Jamaica) (BMT Jamaica) (BMT Jamaica)
Woodhaven Boulevard
Car: R143 Car: SBK Steeplecab 6 Route: J Route: M
104th Street Photo by: Christopher Sattler Photo by: Joe Testagrose Car: R42 4627 Car: R42 4651
111th Street Date: 6/28/2003 Date: 9/22/2002 Photo by: Richard Panse Photo by: Richard Panse
121st Street Viewed (this week/total): 20 / Viewed (this week/total): 8 / Date: 2002 Date: 2002
913 303 Viewed (this week/total): 8 / Viewed (this week/total): 5 /
Original End of 272 274
Jamaica El
Metropolitan Avenue
Queens Boulevard
Sutphin Boulevard
160th Street
168th Street
Location: Myrtle Avenue Location: Myrtle Avenue Location: Myrtle Avenue Location: Myrtle Avenue
(BMT Jamaica) (BMT Jamaica) (BMT Jamaica) (BMT Jamaica)
Route: J Photo by: Peggy Darlington Photo by: Peggy Darlington Photo by: Peggy Darlington
Car: R42 4934 Date: 11/2000 Date: 11/2000 Date: 11/2000
Photo by: Richard Panse Notes: View of artwork Notes: View of artwork Notes: View of artwork
Date: 2002 installation installation installation
379 201 136 183
Location: Myrtle Avenue Location: Myrtle Avenue Location: Myrtle Avenue Location: Myrtle Avenue
(BMT Jamaica) (BMT Jamaica) (BMT Jamaica) (BMT Jamaica)
Photo by: Peggy Darlington Photo by: Peggy Darlington Photo by: Peggy Darlington Photo by: Peggy Darlington
Notes: View of artwork Notes: View of artwork Notes: View of artwork Notes: View of artwork
installation installation installation installation
163 143 120 118
More Images: 1-12 13-24 25-36 37-48
The Upper Level
Location: Myrtle Avenue- Location: Myrtle Avenue- Location: Myrtle Avenue- Location: Myrtle Avenue-
Upper Level (BMT Myrtle) Upper Level (BMT Myrtle) Upper Level (BMT Myrtle) Upper Level (BMT Myrtle)
Line: BMT Myrtle Line: BMT Myrtle Line: BMT Myrtle Line: BMT Myrtle
Car: BMT Q 1622 Car: BMT Q 1624 Car: BMT Q 1627 Route: MJ
Collection of: David Pirmann Collection of: David Pirmann Collection of: David Pirmann Car: BMT Q
Date: 9/20/1965 Date: 2/10/1963 Date: 2/10/1963 Viewed (this week/total): 12 /
Viewed (this week/total): 6 / Viewed (this week/total): 6 / Viewed (this week/total): 7 / 270
212 134 166
Location: Myrtle Avenue- Location: Myrtle Avenue- Location: Myrtle Avenue- Location: Myrtle Avenue-
Upper Level (BMT Myrtle) Upper Level (BMT Myrtle) Upper Level (BMT Myrtle) Upper Level (BMT Myrtle)
Line: BMT Myrtle Line: BMT Myrtle Line: BMT Myrtle Line: BMT Myrtle
Car: BMT Q 1627 Car: BU 1349 Car: BU 1349 Photo by: Peter Dougherty
Collection of: David Pirmann Collection of: David Pirmann Collection of: David Pirmann Notes: View of northbound
Notes: Train at Broadway/ Viewed (this week/total): 12 / Viewed (this week/total): 10 / trackway (looking north) on
Myrtle Upper Level prior to 289 262 upper level
abandonment Viewed (this week/total): 11 /
448

http://www.nycsubway.org/bmt/jamaica/bmt-jamaica-myrtle.html (dreamland)
The 9th Avenue Elevated Home/Search · What's New · Site FAQ · Leave Feedback
www.nycsubway.org > The IRT Division
A Brief History
An overview by David Pirmann (contact)

and Mark S. Feinman (contact)
The 9th Avenue El in Manhattan and the Bronx, the first elevated rapid transit line in the world, dates back to 1867, when on October 10th, the first
columns were erected in lower Manhattan. On December 7th, 1867, Charles T. Harvey's cable-pulled elevated line was demonstrated successfully on
Greenwich Street. On July 1st, 1868, the West Side Elevated (Patent) Railway Company was opened between Cortlandt Street and Battery Place, and
according to the New York Times, reached a speed of 10 mph in a trial run. A single track, cable-pulled operation opened for passenger service on
February 14, 1870 between Dey Street and 29th Street, with no intermediate stops. This proved inefficient and troublesome, so by April 20th, 1871,
motive power was provided by steam engines. By 1877, the single tracked El had been extended to 59th Street.
The single track line south of 59th Street was rebuilt in 1880 adding two tracks on either side, and by 1891, the rebuilding was extended all the way
north to 116th St. This created Manhattan's first three-track elevated, although center-track express service did not begin until 1916. In upper
Manhattan, the line had to accommodate the changing landscape; the 9th Ave El was over 100 feet above the street at "Suicide Curve", the portion of
the El that made a 90-degree turn from 9th Ave onto 110th St. and another from 110th St. onto 8th Avenue.
The 9th Ave. El would extend all the way to 155th Street and terminate adjacent to the southern terminal of the New York and Northern Railroad
(later the New York Central's Putnam Division). This junction would allow suburbanites an easy transfer to the 9th Ave El for points in downtown
Manhattan. Eventually, the Polo Grounds would be built at that location as well. Behind the Polo Grounds was the 159th Street Yard, the largest
elevated yard of the Manhattan Elevated Railroad Company.
The 9th Avenue El played host to various tests of electric operation between 1885 and 1900. In 1900, a test of "Sprague"-style MU cars was performed
on the 6th Avenue El, prompting electrification of the whole system. Electric trains operated along the 9th Ave. El beginning on February 18, 1903.
On April 1, 1903, the entire Manhattan Elevated system was leased to the IRT Company for 999 years. Subway system construction was planned to
connect with the Els at various points. By June 25th, 1903, the last steam-powered elevated train was operated in passenger service on the 9th Ave El.
On July 1, 1918 the 6th and 9th Avenue Els extended operation to 167th St. station of the IRT Woodlawn line over a bridge built by the New York
and Northern Railroad, which terminated operations at 155th Street on January 6th of the same year. The opening of the extension coincided with
the cutback of the Putnam Division back to Sedgwick Avenue on the Bronx side of the Harlem River. The 155th Street terminal had two island
platforms serving four tracks (plus one bypass track); the eastern platform served through trains to the Bronx, the western platform served trains
terminating at 155th Street. Although the terminal was elevated, there were stairways leading down to the street and up to the 155th Street viaduct,
connecting the Macombs Dam Bridge with "Coogan's Bluff". By January 2, 1919, 9th Ave. El service was extended to the Woodlawn station of the
IRT.
On August 26th, 1932, the IRT went into receivership one month short of its 28th birthday. The 5 cent fare had taken its toll.
Unification of the privately owned transit lines with the Independent City-Owned Rapid Transit Railroad (IND System) occurred in June of 1940.
Municipal operation of the IRT would begin on June 12th, 1940, two weeks after the City of New York took over the BMT. As part of the Unification
deal, the 2nd Ave. El north of 59th Street and the 9th Ave. El in Manhattan would close forever at 12:01am on June 12th, 1940. There were no special
ceremonies held for the closing of these lines. The last train on the 9th Ave. El, a 7 car train filled with 500 people, left South Ferry at 11:14pm,
arriving at 155th Street at 12:06am. Free transfers at 155th St, Manhattan, and 161st St. in the Bronx, were made available to the Independent's
Concourse line when the El closed. The only remaining portion of the 9th Ave El, the "Polo Grounds Shuttle" to Burnside Ave (later 167th Street),
closed for about 1½ hours at the close of 9th Ave. El service, to prepare this portion of the line for its new service pattern.
The "Polo Grounds Shuttle", as it was called, saw little patronage because of the redundant IND Concourse Line running so closely nearby. In addition, the
New York Central's Putnam Division stopped running, and in 1957, the Giants played their last season in the Polo Grounds. With so little ridership, the "Polo
Grounds Shuttle" ceased operation at 11:59pm on August 31st, 1958.
Sources:
● Electric Railroads #25: New York's El Lines, 1867-1955, December 1956, Electric Railroader's Association.
● New York Times, June 12th, 1940
● Unpublished NYCTA Facts and Figures Document, 1977

● The Tracks of New York Number 3: Manhattan and Bronx Elevated Railroads, by Alan Paul Kahn and Jack May, 1977,
Electric Railroader's Association
Polo Grounds Shuttle - Walking Tour
Report compiled by D. Pirmann from SubTalk Posts,

and assisted by Mark Feinman
(Group photo at the 155th St / 8th Ave entrance to the IND Concourse Line.
Photo by Mark Feinman.)
The 9th Avenue El ran north from Manhattan across the 155th St. Bridge into the Bronx, connecting to the existing #4-Jerome Ave. IRT elevated line
near 162nd St. and Jerome Avenue. The line opened as far north as 155th St. in 1879, and was extended to meet the Jerome Ave. IRT in 1918, which
itself had opened a year earlier. In 1940, the line was cut back to a shuttle operating between the Polo Grounds at 155th St. Station and the Jerome
Ave. IRT. This shuttle ceased operation in 1958.
Track Map, 1920

Map by Michael Calcagno
(Street Map)
Sedgwick Avenue The Sedgwick Avenue station is under the Major Deegan Expressway but above the level of the Metro-North tracks. In order to get
to the station, we had to climb down the embankment that supports the southbound Major Deegan. Once we climbed down this steep hill, we were
able to climb up onto the Sedgwick Ave platform.
The portion of the Sedgwick Avenue station that was above today's Metro-North tracks was wooden; none of it remains. The portion that was on the
embankment and under the Major Deegan, was built of concrete and much of this structure remains, although there are no signs identifying the
station at all. The wooden portions of the structure ended about 50 feet from the small stairway onto the concrete catwalk seen below. Evidence of
two subway-type entrances could be seen on the eastern portions of both the uptown and downtown side platforms. A picture below shows that the
bricked-up entrance was partially broken into, and a peek inwards revealed the standard yellowish station tiles that can still be seen in many subway
stations today. Picture below is the remains of part of the uptown platform, where the staircases leading up to the pedestrian overpass once stood. The
outlines of the tunnel portals could easily be seen. There was an opening in the "wall" covering the entrance to the "eastbound" trackway. It was a
rectangular opening, basically a double doorway with no door.
Location: Sedgwick Avenue Location: Sedgwick Avenue Location: Sedgwick Avenue Location: Sedgwick Avenue
(9th Avenue El) (Abandoned) (9th Avenue El) (Abandoned) (9th Avenue El) (Abandoned) (9th Avenue El) (Abandoned)
Photo by: Mark S. Feinman Photo by: Mark S. Feinman Photo by: Mark S. Feinman Photo by: Mark S. Feinman
Notes: Downtown platform. Notes: Trackways in the Notes: Picture taken standing Notes: Standing on the
Foreground area where the foreground. Small staircase on the uptown trackway. catwalk betwen the
Putnam Division Sedgwick leads onto catwalk between Some members of the field trackways. The tunnel portals
Ave stationhouse once stood. the tracks. Picture taken on trip are taking pictures can barely be seen.
Picture faces Sedgwick Ave uptown platform. Viewed (this week/total): 18 / Viewed (this week/total): 12 /
and the tunnel portal Viewed (this week/total): 14 / 644 431
685
Location: Sedgwick Avenue Location: Sedgwick Avenue Location: Sedgwick Avenue Location: Sedgwick Avenue
(9th Avenue El) (Abandoned) (9th Avenue El) (Abandoned) (9th Avenue El) (Abandoned) (9th Avenue El) (Abandoned)
Notes: Standing on the Notes: Standing on the Notes: Remains of the Notes: The field trip enters
catwalk between the downtown platform, facing uptown platform. This area the tunnel. The wall sealing
trackways, facing the the uptown platform. The once supported a pair of the tunnel does not extend to
downtown platform. Some of pile of dirt in the background staircases leading up to a the tunnel roof; gratings were
the original steel support is where the subway-style pedestrian overpass. One built in the top 1/4 of the wall
beams are rusted through; the entrance remains are. staircase started at the second to allow for ventilation.
newer beams (painted blue) Viewed (this week/total): 14 / arch from the left; the other Similar consturction exists at
are more recent and were not 512 would be to the left, out of the other end of the tunnel,
part of the original structure. the picture. at Jerome Avenue
544 567 537
The Sedgwick / Jerome Ave. Tunnel After viewing the Sedgwick Ave. station, the group proceeded into the tunnel, walking on the ballast where the
eastbound track had been. The westbound tunnel was sealed at this end. Several wrecked automobiles were found in the tunnel right-of-way near
the Anderson Ave. station end of the tunnel. They must have been brought there before the walls over the tunnel ends were installed. There were
eight signals counted, six of them were still where they were when service ended, the other two were lying on the trackbed. All were in various
states of rust-through, with no bulbs and broken lenses. One greeted us as soon as we entered the tunnel. The control box from one of them was
found on the tunnel floor. A couple of them still had the signal plates loosely attached, although the enamel had worn off to the point that only tiny
patches remained on the bare metal. All rail and ties had been removed, except for one, which was nearly buried by the ballast, which still exists in
both tunnels. The westbound tunnel suffers greater water damage than the eastbound tunnel. Worker "escapes" along the outside walls were found at
the usual intervals, and access between the tunnels was available every 20 feet or so. What was odd was that there were ladders leading up to the
tunnel catwalk (along the center wall) every 10 feet, which seemed "extravagant".
Location: Tunnel bet. Location: Tunnel bet. Location: Tunnel bet. Location: Tunnel bet.
Sedgwick & Anderson Ave. Sedgwick & Anderson Ave. Sedgwick & Anderson Ave. Sedgwick & Anderson Ave.
Stations-9th Avenue El Stations-9th Avenue El Stations-9th Avenue El Stations-9th Avenue El
Notes: Mark W. and his Notes: We're a short way in Notes: We're a short distance Notes: Westbound tunnel
official NYC Transit from Sedgwick Avenue from the Anderson Avenue Viewed (this week/total): 10 /
reflective vest lead the way Viewed (this week/total): 8 / platform. Picture was taken 199
towards Anderson Avenue, 232 from the tunnel catwalk
seeing the light at the end of Viewed (this week/total): 10 /
this tunnel 313
333
Location: Tunnel bet. Location: Tunnel bet. Location: Tunnel bet. Location: Tunnel bet.
Sedgwick & Anderson Ave. Sedgwick & Anderson Ave. Sedgwick & Anderson Ave. Sedgwick & Anderson Ave.
Stations-9th Avenue El Stations-9th Avenue El Stations-9th Avenue El Stations-9th Avenue El
Photo by: Mark S. Feinman Photo by: Hank Eisenstein Photo by: Hank Eisenstein Photo by: Jodi Levine
Notes: Facing the Sedgwick Notes: Remains of a signal, Notes: Sign for Woodycrest Notes: That's Hank Eisenstein
Avenue uptown platform. left where it was since Avenue, painted onto the in the foreground and Mark
The shadow of the doorway is abandonment on August 31st, tunnel wall, surprisingly in Feinman holding his camera
seen, as well as debris along 1958 good shape. up in the background
the trackway Viewed (this week/total): 12 / Viewed (this week/total): 17 / Viewed (this week/total): 8 /
Viewed (this week/total): 12 / 340 727 300
363
Jerome / Anderson Avenue At Anderson Ave., we were able to climb up on the platform and view what had been the station from the inside. We had
viewed this station from outside on the street but could see virtually nothing. There was a definite doorway in the wall that once sealed off the
tunnel, again no door in the doorway. We could look out to the street from behind the black fence. Along the downtown side, the fence had a door
in it, but that, too, was missing. Had we decided to climb up the rock wall on Jerome Avenue, we would have been pleasantly surprised in seeing that
there would be access in this direction, too. The station was littered with garbage and tires from "Rocky's Chop Shop". The area of the platform that
serves as the roof of the awning shop was clean, and evidence of recent roof work could be seen. A hatch was drilled into the platform that serves as
the awning shop's access for its "roof". We wonder if the shop's owner even knew that 9th Ave El train service once ran on his roof; with all the
garbage, it was hard to make out where the trackways were. And like the Sedgwick Avenue side, the sealed tunnels were not entirely encased in
concrete; the top 1/4 was grating left open for ventilation.
Half of the remains of this station were outside in the "cut" between the apartment buildings, and the other half was underground. The former fare
control area for the underground portion of the station is now occupied by a laundromat. Evidence of a failed break-in to this laundromat could be
seen at the top of a staircase leading to the fare control area.
Jerome Ave. & 162nd St., Street Level Not much has changed since these pictures were taken (at Jerome Ave. & 162nd St., the site of the Jerome/
Anderson "subway" station). The ad for Israel Ruiz is, for the most part, painted over, save for the words "state senator" and part of his image from the
glasses on up. To the right of this picture is a rock "wall", which looks like it is climbable on its right side. As a large group, we decided not to climb it,
knowing full well that there was "guaranteed" access under the Major Deegan Expressway at Sedgwick Avenue. Had we climbed this rock wall, we
would have seen that there was an opening in the fence where a door (a locked door, presumably) was missing, providing easy access to the Sedgwick
Ave platform. The station canopy, at one time, extended from the tunnel portal all the way across Jerome Avenue; there was no evidence of the
canopy structure anywhere on the platform remains. The folks living in the adjacent apartment buildings have a great view of this area, and probably
have no idea that 9th Ave El trains once ran through the mysterious tunnel that's partially blocked.
To the left of the pictures below is a distingushing feature of the IRT that is also seen in plain sight along the Queens Blvd. viaduct of the Flushing
Line - green tile along the wall. It is partially painted over, but clearly visible. The tilework extended along the concrete structure that once crossed
Jerome Avenue. The doors at the bottom of the wall, I presume, were station entrances, and there was no evidence of station entrances on the
sidewalk (different concrete on the ground, for example). This area is occupied by a sign and awning business, and a quick peek in yielded no
evidence that a station was ever there.
If you walk back far enough on 162nd St. between Jerome & River Avenues, you can see part of the Manhattan bound tunnel. (If it were summer,
you wouldn't be able to see a thing). You can't tell whether or not it is sealed, even if you looked through a camera's zoom lens.
There was no evidence of station entrances on Sedgwick Ave. itself - just a solid rock/brick wall forming the foundation for an apartment house. The
Sedgwick Ave. platform is clearly visible from a pedestrian overpass over the Major Deegan Expressway at 162nd St. & Summit Ave. Cross the Major
Deegan and you can see the edge of the plaform under the expressway, and remnants of another concrete structure that once held the foundation of a
pedestrian overpass across the tracks. On the other side of the overpass is a closed staircase that one time connected to a pedestrian bridge that crossed
over what is now Metro-North, for access to the 9th Ave El; it is fenced off. If you continue down the ramp of this overpass, towards the Macombs
Dam Bridge, it leads to some brush, and you can easily walk through this brush and step onto these platforms. (Between the time of my walking tour
and the actual field trip, either DOT or the Parks Department was through there; all the brush was cleared).
Location: Anderson Avenue Location: Anderson Avenue Location: Anderson Avenue Location: Anderson Avenue
(9th Avenue El) (9th Avenue El) (9th Avenue El) (9th Avenue El)
Notes: Facing Andersen Notes: Facing Jerome Avenue, Notes: Standing in the Notes: Standing in the
Avenue, standing on the standing on the platform. The downtown trackway, facing doorway from the tunnel,
platform. It's difficult to make downtown trackway is in the Anderson Avenue facing Jerome Avenue The
out the former trackways foreground. To the left of the Viewed (this week/total): 8 / uptown trackway is
because of all of the garbage. photographer, out of the 343 completely filled with junk.
That doorway in the middle picture, is a missing door in Viewed (this week/total): 10 /
is how we exited the tunnel. the fence that would give you 378
Viewed (this week/total): 15 / access from the ridge down to
523 Jerome Avenue Recent
roofing material applied to
the platform can be seen.
822
Location: Anderson Avenue Location: Anderson Avenue Location: Anderson Avenue Location: Anderson Avenue
(9th Avenue El) (9th Avenue El) (9th Avenue El) (9th Avenue El)
Notes: In the underground Notes: On the platform facing Notes: On the platform facing Notes: Facing the downtown
portion of the station, we're the uptown tunnel. The the uptown trackway, trackway, looking towards
facing the downtown abandoned automobiles we looking towards Jerome Jerome Avenue A better view
trackway. Behind the saw were just a few feet Avenue The trackway is of the tires.
photographer, tires are piled beyond the portal. Note the fairly clean here, but tires are Viewed (this week/total): 13 /
up to the grating. Mark W.'s narrow stairs leading up to piled up to the grating in the 393
vest reflects a flash photo. the fare control area for tunnel 'seal'.
Viewed (this week/total): 12 / Andersen Avenue, now the Viewed (this week/total): 11 /
285 site of a laundromat. 294
453
More Images: 1-8 9-16 17
Back to the Tunnel Many of us walked back through the "westbound" trackway - no automobiles blocking the way, but we had to cross back over to
the "eastbound" side on the Sedgwick Ave. end through one of the crossover holes spaced at intervals throughout the tunnel in order to get back out.
A painted sign indicating the location of Woodycrest Avenue was found in the westbound tunnel. We didn't see any emergency exits in the tunnel at
all (but there were "ladders" leading up to the catwalk every 10 feet, something that we felt was unusual).
Many of us expressed surprised that there was absolutely no evidence of homeless people in either tunnel. Some of us joked that we were fully
expecting to find a body. And unlike some of the currently opened stations along the NYC Subway, there were no track rabbits (rats) anywhere.
Jerome Avenue & 163rd St, Street Level. The girders of the connection at 163rd St. are still there. In fact, the railroad ties remain over 163rd St. At
the end of the structure, you can see some more ties and about 20 feet of guardrail, where it ends abruptly by IRT substation 44, built in 1917 and
apparently still in use. The space where the el ran to Jerome Ave. along 162nd Street is occupied by a parking lot for a tennis club. The former fare
control area on the east side of Jerome Avenue and 162nd Street is now occupied by the entrance to the tennis club.
Location: IRT Substation #44 Location: Jerome Avenue-9th Location: Jerome Avenue-9th Location: Jerome Avenue-9th
Photo by: Hank Eisenstein Ave El Turnout Ave El Turnout Ave El Turnout
Date: 12/19/1999 Photo by: David M. Rosenthal Photo by: David M. Rosenthal Photo by: David M. Rosenthal
Notes: IRT Substation #44 Date: 2/12/1987 Date: 2/12/1987 Date: 2/12/1987
Viewed (this week/total): 13 / Notes: View of the turnout Notes: Another view of the Notes: Another view of the
492 from the Jerome Avenue El. turnout from the Jerome turnout from the Jerome
This view is underneath the Avenue El Avenue El
structure. Viewed (this week/total): 12 / Viewed (this week/total): 13 /
Viewed (this week/total): 14 / 395 438
456
More Images: 1-4 5
155th Street, Manhattan Returning to Sedgwick Ave., the group walked across the Macombs Dam Bridge to the site of the Polo Grounds, and stopped
to look at the old El stairways on the155th Street viaduct. We tried looking for remnants of the 159th Street yard; there were none. We tried viewing
the Sedgwick Ave station from the Harlem River Drive at the end of 8th Ave; the view was obstructed by the recently built exit ramp from the Major
Deegan Expressway for the Bronx Terminal Market and Yankee Stadium. In the Polo Grounds Housing complex, there was a plaque commemorating
the Polo Grounds stadium, identifying the approximate location of home plate. At the end of the field trip, the group posed for its group photo.
Location: Macombs Dam Location: Macombs Dam Location: Macombs Dam Location: Macombs Dam
Bridge Bridge Bridge Bridge
Photo by: Mark S. Feinman Photo by: Timothy Todd Photo by: Timothy Todd Photo by: Timothy Todd
Date: 12/19/1999 Date: 1998 Date: 1998 Date: 1998
Notes: Stairs to 9th Avenue El Notes: Stairs to 9th Avenue El Notes: Stairs to 9th Avenue El Notes: Stairs to 9th Avenue El
at Macombs Dam Bridge at Macombs Dam Bridge at Macombs Dam Bridge at Macombs Dam Bridge
344 589 296 388
Photos
Historical Views
Location: 110th Street (9th Location: 110th Street (9th Location: 110th Street (9th Location: 110th Street (9th
Avenue El) Avenue El) Avenue El) Avenue El)
Line: 9th Avenue El Line: 9th Avenue El Line: 9th Avenue El Line: 9th Avenue El
Photo by: Detroit Publishing Photo by: Detroit Publishing Photo by: Detroit Publishing Photo by: Detroit Publishing
Co. Co. Co. Co.
Collection of: Library of Collection of: Library of Collection of: Library of Collection of: Library of
Congress, Prints and Congress, Prints and Congress, Prints and Congress, Prints and
Photographs Division Photographs Division Photographs Division Photographs Division
420 637 340 438
Location: 110th Street (9th Location: 110th Street (9th Location: 110th Street (9th Location: 110th Street (9th
Avenue El) Avenue El) Avenue El) Avenue El)
Line: 9th Avenue El Line: 9th Avenue El Line: 9th Avenue El Line: 9th Avenue El
Photo by: Detroit Publishing Viewed (this week/total): 16 / Viewed (this week/total): 14 / Collection of: David Pirmann
Co. 621 450 Viewed (this week/total): 13 /
Collection of: Library of 308
Congress, Prints and
Photographs Division
631
More Images: 1-8 9-16 17-22
More Info
● Forgotten New York: Polo Grounds Shuttle (Many different views of the areas visited above)
www.nycsubway.org > The IRT Division

This page last modified on Friday, 25-Jul-2003 12:51:30 EDT.
http://www.nycsubway.org/irt/9thave/index.html (dreamland)
Roosevelt Avenue Terminal Station Home/Search · What's New · Site FAQ · Leave Feedback
www.nycsubway.org > The IND Division > IND Queens Boulevard Line
Overview The Winfield Spur, planned as part of the IND Second System in
1929, was designed to provide through service to the Rockaways
from midtown, and to serve the neighborhoods of Maspeth and
Station by Station Ridgewood. It would have been a two-track line from Roosevelt
Avenue to a connection with another newly planned line, the
50th Street Myrtle/Central Avenue line. It would have run as subway to 45th
7th Avenue Avenue, elevated to Fresh Pond Road, and again as subway to the
connection with the Myrtle/Central Ave line. In anticipation of this
5th Avenue
line being built, trackways measuring 750 feet long and a completed
Lexington Avenue station with full tile work were built that connect to today's IND
23rd Street/ Queens Blvd line at Roosevelt Avenue -- Jackson Heights. The Great
Depression and later World War II stopped all these grand expansion
Ely Avenue plans, and no further construction was ever done. The station and
Queens Plaza trackways remain, serving not passengers, but as a storage area and
36th Street maintenance-of-way offices.
The IND Second System
Steinway Street
46th Street
Joe Brennan notes: There is an unused trackway for westbound local
Northern Boulevard trains beginning at outer wall just east of station, rises up to same
65th Street level as 2 trackways mentioned above making 3 trackways on upper
Roosevelt Avenue/ level. At 78th St, 3 trackways on upper level curve to south, ending
at "temporary" wall at edge of constructed subway. On lower track
Jackson Heights level in use, a fourth local trackway for eastbound local trains is seen
Roosevelt Avenue Terminal Station also curving to south and similarly ending at a wall. The 4-track
Elmhurst Avenue subway running south was a plan for a line to the Rockaways and
south Jamaica proposed in 1929. Get out the atlases: via private
Grand Avenue/ property at 78th St now used as a playground, west in Garfield Ave,
Newtown south in 65th Place, private property, Fresh Pond Road, then east in
Woodhaven Boulevard/ the LIRR, etc.
Queens Mall
Below are 26 video-snapshots of the IND Second System Roosevelt
63rd Drive/ Avenue taken on a tour sponsored by the New York Transit
Rego Park Museum, by Mark S. Feinman. A video of this tour is also available.
67th Avenue
71st Avenue/
Continental Avenue/
Forest Hills
75th Avenue
Union Turnpike/
Kew Gardens
Briarwood/
Van Wyck Boulevard
179th Street Branch
Sutphin Boulevard
Parsons Boulevard
169th Street (image 1073) (20 kbytes)
179th Street Country: United States
City: New York
Jamaica Center Branch System: New York City
Transit
Location: Roosevelt
Jamaica/ Avenue Terminal Station
Van Wyck Line: IND Queens
Sutphin Boulevard Photo by: Mark S. Feinman
Notes: Standing on (what
Jamaica Center/ would have been) the
Parsons- Archer Rockaway-bound
trackway, Roosevelt Ave
terminal station. The island
platform, to the right, is so
filled with "stuff" that it is
nearly impossible to make
it out. Note the outside
wall in the left of the
picture; it is fully tiled with
a blue band across the
upper third of it. It looks
grey because of the years of
dust that have accumulated
on it.
18 / 717

City: New York
Transit
Location: Roosevelt
Avenue Terminal Station
Line: IND Queens
Photo by: Mark S. Feinman
Notes: A similar view to
the first picture, trying to
look at more of the island
platform.
11 / 392
City: New York
Transit
Location: Roosevelt
Line: IND Queens
Notes: A close up of the
wall. Above each escape is
the word "Roosevelt" in
black tile with white
lettering, standard IND
style.
9 / 374

City: New York
Transit
Location: Roosevelt
Line: IND Queens
Notes: It's very dark in the
trackway. We have left the
terminal area and are
standing where a scissors
crossover would have been
placed just outside of the
terminal. Not visible to the
right is the turnout that
would have enabled
Queens Blvd trains to run
to Rockaway. We're
looking southbound (to
Rockaway).
6 / 255
City: New York
Transit
Location: Roosevelt
Line: IND Queens
Notes: The tour group
walking along the
northbound (from
Rockaway) trackway.
6 / 210

City: New York
Transit
Location: Roosevelt
Line: IND Queens
Notes: A good view of the
northbound trackway. To
the right is the southbound
trackway from the
terminal station. To the left
is the ramp connecting the
IND Rockaway Line to the
IND Queens Blvd Line.
9 / 420

City: New York
Transit
Location: Roosevelt
Line: IND Queens
Notes: The southbound
trackway, which at this
point is over the IND
Queens Blvd Line. A peek
into one of those escapes
on the right would have
shown you a high ceiling
and the Queens-bound
IND local track below.
9 / 242
City: New York
Transit
Location: Roosevelt
Line: IND Queens
Notes: Looking south, this
is the ramp that would
have connected the IND
Rockaway Line to the IND
Queens Blvd Manhattan-
bound local track. The
small dot in the
background is a signal on
the IND Queens Blvd line,
the larger dot is the
Roosevelt Ave / Jackson
Heights express station.
7 / 199

City: New York
Transit
Location: Roosevelt
Line: IND Queens
Notes: Same view as before
but a little closer to the
IND Queens Blvd Line.
5 / 187

City: New York
Transit
Location: Roosevelt
Line: IND Queens
Notes: Standing near the
end of the connecting
ramp, the foreground
trackway is the
northbound trackway into
the Roosevelt Ave
terminal; the background
trackway would have
served Rockaway-bound
trains.
6 / 186

City: New York
Transit
Location: Roosevelt
Line: IND Queens
Notes: Same view as before.
6 / 162

City: New York
Transit
Location: Roosevelt
Line: IND Queens
Notes: From the
connecting ramp facing
Rockaway, the tour group
walks on the northbound
trackway.
9 / 287

City: New York
Transit
Location: Roosevelt
Line: IND Queens
Notes: Near the "end of the
line". The connecting ramp
to the IND Queens Line in
the foreground and the
northbound trackway to
the Roosevelt Ave terminal
is on the right.
6 / 200
City: New York
Transit
Location: Roosevelt
Line: IND Queens
Notes: The "end of the
line", an emergency exit,
on the connecting ramp.
8 / 238

City: New York
Transit
Location: Roosevelt
Line: IND Queens
Notes: Standing on the
northbound trackway,
looking towards the
Roosevelt Ave terminal.
7 / 170

City: New York
Transit
Location: Roosevelt
Line: IND Queens
walking towards the
5 / 148
City: New York
Transit
Location: Roosevelt
Line: IND Queens
even closer to the
5 / 155

City: New York
Transit
Location: Roosevelt
Line: IND Queens
Notes: Back at the scissors
crossover, getting ready to
cross over to the
Rockaway-bound trackway.
6 / 177

City: New York
Transit
Location: Roosevelt
Line: IND Queens
Notes: Approaching the
What appears as a tunnel
wall in the back of the
picture is really sheets of
steel supporting the
"closet" for storage inside
the station.
7 / 225
City: New York
Transit
Location: Roosevelt
Line: IND Queens
Notes: Entering the
terminal. The standard
IND tunnel construction
and catwalk is evident in
this photo.
8 / 259

City: New York
Transit
Location: Roosevelt
Line: IND Queens
Notes: Back inside the
terminal on the Rockaway-
bound trackway. The
white area in the tile is the
actual tile color - the rest is
covered with years of dust!
5 / 218

City: New York
Transit
Location: Roosevelt
Line: IND Queens
Notes: Approaching the
center of the station. The
steps in the background
lead to the island platform.
10 / 257
City: New York
Transit
Location: Roosevelt
Line: IND Queens
island platform facing the
Rockaway-bound
trackway. This is as close to
imagining a train entering
this terminal as you'll get.
The platform was so
strewn with stuff that it
was impossible to
determine if any hanging
signs saying "Roosevelt
Ave" were put up. There
were no such signs on the
station pillars.
6 / 282

City: New York
Transit
Location: Roosevelt
Line: IND Queens
Notes: A somewhat
brighter view of the
platform.
8 / 279

City: New York
Transit
Location: Roosevelt
Line: IND Queens
Notes: While this looks
like a service corridor
leading back to the fare
control area of the
Roosevelt Ave / Jackson
Heights station, it is in
reality the rear of the
Roosevelt Ave IND Second
System platform. On both
sides of this corridor,
maintenance of way offices
were built on part of the
platform and over the
Rockaway-bound
trackway. The platform
leads out to the station
area, but outside of the fare
controls.
8 / 399

City: New York
Transit
Location: Roosevelt
Line: IND Queens
Notes: The end of the
second system platform.
The platform's ceiling
changes as you get nearest
to the gate. Outside this
area, there is a ramp
downwards leading to the
fare controls for the IND
Queens Blvd line. The
station configuration was
not intended to look this
way; this would have been
a transfer corridor between
the IND Queens Blvd and
Rockaway Lines.
11 / 475
www.nycsubway.org > The IND Division > IND Queens Boulevard Line

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BMT Brighton: Dean Street Home/Search · What's New · Site FAQ · Leave Feedback
www.nycsubway.org > The BMT Division > BMT Brighton Line
Overview Dean St. (Opened 6/19/1899, Closed 1996) This station was closed in 1996 partly because of its decrepit condition (although it seemed that the
concrete portion of the platforms were in better shape than Park Place) and partly because of its low fare collection (many riders simply jumped the
DeKalb Avenue turnstiles). The stairs to the street have been removed along with the fluorescent lights that were once in use here before it was closed.
Atlantic Avenue
7th Avenue
Prospect Park
Parkside Avenue
Church Avenue
Beverley Road
Cortelyou Road
Newkirk Avenue
Avenue H (image 4523) (132 kbytes) (image 4459) (135 kbytes) (image 4511) (132 kbytes) (image 4556) (138 kbytes)
Avenue J Country: United States Country: United States Country: United States Country: United States
Avenue M City: New York City: New York City: New York City: New York
Kings Highway System: New York City System: New York City System: New York City System: New York City
Avenue U Transit Transit Transit Transit
Neck Road Location: Dean Street (BMT Location: Dean Street (BMT Location: Dean Street (BMT Location: Dean Street (BMT
Franklin) Franklin) Franklin) Franklin)
Sheepshead Bay
Line: BMT Franklin Line: BMT Franklin Line: BMT Franklin Line: BMT Franklin
Brighton Beach Route: Franklin Shuttle Route: Franklin Shuttle Route: Franklin Shuttle Route: Franklin Shuttle
Ocean Parkway Car: R27 8189 Car: R27 8047 Car: R27 8159 Car: R27 8246
West 8th Street Photo by: Steve Zabel Photo by: Steve Zabel Photo by: Steve Zabel Photo by: Doug Grotjahn
Coney Island/ Collection of: Joe Testagrose Collection of: Joe Testagrose Collection of: Joe Testagrose Collection of: Joe Testagrose
Stillwell Avenue Date: 6/20/1982 Date: 6/13/1982 Date: 9/8/1981 Date: 8/22/1981
Franklin Shuttle 512 635 362 477
Botanic Garden
Park Place
Dean Street
Franklin Avenue
Continue:
Malbone St.
Wreck (image 8197) (118 kbytes) (image 8213) (166 kbytes) (image 2631) (167 kbytes) (image 4502) (168 kbytes)
Location: Dean Street (BMT Location: Dean Street (BMT Location: Dean Street (BMT Location: Dean Street (BMT
Route: Fan Trip Route: Fan Trip Route: Franklin Shuttle Route: Franklin Shuttle
Car: BU 1404 Car: BU 1407 Car: R11 8017 Car: R27 8143
Photo by: Steve Zabel Photo by: Steve Zabel Photo by: Doug Grotjahn Photo by: Doug Grotjahn
Collection of: Joe Testagrose Collection of: Joe Testagrose Collection of: Joe Testagrose Collection of: Joe Testagrose
Notes: With 1273 & 1407 Notes: With 1273 & 1404 Viewed (this week/total): 11 / Viewed (this week/total): 15 /
Viewed (this week/total): 19 / Viewed (this week/total): 11 / 337 308
447 260
Location: Dean Street (BMT Location: Dean Street (BMT Location: Dean Street (BMT Location: Dean Street (BMT
Route: Franklin Shuttle Route: FT; R11 on FS Route: Fan Trip Route: Fan Trip
Car: R38 3962 Car: R1 103 Car: R4 484 Car: BMT D 6019
Photo by: Joe Testagrose Photo by: Joe Testagrose Photo by: Joe Testagrose Photo by: Joe Testagrose
Viewed (this week/total): 31 / Notes: With R11 on Franklin Viewed (this week/total): 11 / Viewed (this week/total): 16 /
790 Shuttle 249 279
349
More Images: 1-12 13-24 25-34
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FAQ: Early New York City Tunnels Home/Search · What's New · Site FAQ · Leave Feedback
The Interborough Rapid Transit subway, which broke ground in 1900 after many years of political manovering, was
not the first attempt at transit tunneling in New York City. Several other groups attempted to build tunnel lines with
varying degrees of success.
● Atlantic Avenue Tunnel, Brooklyn

● Beach Pneumatic Transit
● Beach Pneumatic Transit Bibliography
● The Hudson Tunnel Railroad Company
● The Steinway Tunnel
● Contributors to this Page
Atlantic Avenue Tunnel, Brooklyn
The Brooklyn, Flatbush and Jamaica Railroad (later to become the Long Island Rail Road) had built a two track railroad
on the surface from the East River waterfront at Atlantic Avenue to Jamaica, circa 1830. They quickly found out that
the weak locomotives of that era were incapable of climbing the slight grade west of Boerum Place, about a half mile or
from the river. Seeking a level right-of-way, the builders of the Croton Aqueduct water tunnel was commissioned to
build a railroad tunnel. Construction began in 1844, and the tunnel was designed as a two track line in a cut-and-cover,
brick arch structure on a sand invert. The grade was a gentle 1% down to the waterfront so it would be self-draining. A
terminal station was located on a pier next to the ferry, and another station was built inside the portal of the tunnel
near Hicks Street and Atlantic Avenue.
About 1859, the railroad was forced to close the tunnel and relocate its right-of-way to Jamaica through Richmond
Hill, Woodside, Sunnyside and Long Island City to a new ferry terminal on the East River opposite East 34th Street.
This became the new main line, and the old main line in Brooklyn fell into disuse for many decades. The tunnel on
Atlantic Avenue was stripped of rail and ties, and an old locomotive was left at the west end of the tunnel near Hicks
Street, perhaps because it derailed and was not worth salvaging. This is all based on fragmentary evidence, such as old
newspaper accounts of the closing.
The tunnel was mostly forgotten until 1916, when, as the story goes (does anyone have a cite?), during the early
months of the World War in Europe, an explosion destroyed the "Black Tom" munitions depot in New Jersey on the
other side of the Upper New York Bay. It was assumed that the explosion was the work of enemy agents, rumored to be
hiding out at the Atlantic Avenue Tunnel. Not finding any, workers resealed the tunnel. In 1981, Brooklynite Bob
Diamond heard a news broadcast in which the subject of abandoned tunnels was mentioned. Asking at the Borough
President's Office, Topographical Bureau engineers allowed him to inspect the blue prints for the Atlantic Avenue
Tunnel. Subsequently, he founded the Brooklyn Historic Railway Association, and is now digging behind the stone
wall that was put up in 1859. Tours of the tunnel are occasionally sponsored by Bob and the New York Transit
Museum.
You can call him for more information, and perhaps you will volunteer to help him. Contact: Bob Diamond, Brooklyn
Historic Railway Association, 599 E. 7th St., Brooklyn, NY 11218.
http://wt.mit.edu/Subway/Tunnel/mar14.html - Saul Blumenthal has assembled a selection of photos from tours of the
Tunnel.
Beach Pneumatic Transit
Probably the most well known of these early attempts, at least in terms of subway lore, was an 1870 demonstration
line, the Beach Pneumatic Transit. Alfred Ely Beach, inventor and editor of Scientific American, had designed a
pneumatic (air-driven) system which he demonstrated at the American Institute Fair in 1867, and he thought it viable
for transit operation in underground tunnels. He applied for a permit from the Tammany Hall city government, and
after being denied, decided to build the line in secrecy, in an attempt to show that subterranean transit was practical.
(He actually did receive a permit to built a pneumatic package delivery system, originally of two small tunnels from
Warren St. to Cedar St., later amended to be one large tunnel, to "simplfy construction" of what he really intended to
build.)
The Beach tunnel was constructed in only 58 days, starting under Warren Street and Broadway, directly across from
City Hall. The station was under the south sidewalk of Warren Street just west of the Broadway corner. The single
track tunnel ran east into Broadway, curved south, and ran down the middle of Broadway to Murray Street, a distance
of one block, about 300 feet in all. The subway opened to the public on February 26, 1870.
Operated as a demonstration from 1870 to 1873, the short tunnel had only the one station and train car. While
frequently mentioned as an important early development in New York City's transit history, it was merely a curiosity.
It is unclear that such a system could have been practical on a large scale. Smaller tube systems are used in buildings for
mail delivery, but a rail-car sized system has never been developed. The perfection of electric multiple-unit traction
and electric locomotives came about so quickly after this experiment that it wasn't deemed worthwhile to even try an
expanded pneumatic system.
In 1912, construction workers on what is now the BMT Broadway subway (N and R trains) took possession of the
tunnel, and found the original shield at the south end of the tunnel, as well as the wooden remains of the car. The
successor company to Beach Pneumatic Transit even sued the city for destroying their property! (The outcome of this
lawsuit is unknown.)
So what remains now? Probably nothing. The tunnel under Broadway was almost definitely destroyed during the BMT
subway construction. A report in the New York Times in 1912 describes the tunnel, but the station had probably been
destroyed when the building at Broadway & Warren was torn down and rebuilt. During the replacement of the
building, the station, which was essentially a basement vault under the sidewalk, may have been incorporated into the
new basement. Gratings in the sidewalk on Warren Street indicate some vault or ventilation areas are down there
today.
Beach Pneumatic Transit Bibliography
● http://www.columbia.edu/~brennan/abandoned/beach.html
● http://www.multimania.com/fdelaitre/Beach.htm
● http://www.klaatu.org/klaatu11.html
● http://home.nycap.rr.com/useless/subway/subway.html
● "The Pneumatic Tunnel Under Broadway." Alfred Ely Beach, Scientific American (March 5,
1870, page 154)
● "Under Broadway," Harper's Weekly (March 12, 1870, p.164.)
● "New York's First Subway", Waldemar Kaempffert, Scientific American, February 24, 1912
(volume 106, pages 176-177).
● "New York's Secret Subway", by Oliver E. Allen, American Heritage of Invention &
Technology, Winter 1997, (pages 44-48).
● "First Subway 40 Years Ago: Started in Lower Broadway and Trains Were to Run by Air
Pressure", New York Times (Februaury 4, 1912, page 15, column 1).
● "Broadway Tube Proposed in '49: Alfred Ely Beach, Who Devised Shield Method of Subway
Building, Sponsored the Project Then", New York Times (September 12, 1926, Section VIII,
page 12, column 1).
● "Plaque in City Hall Station to Mark First Subway Site", New York Times, (September 15,
1932, page 23, column 5).
● "The First Subway", New York Times (September 17, 1932, page 14, column 3).
● "New York's First Subway", New York Times (February 27, 1940, page 20, column 3).
● "First Subway Here Was Like A Popgun: Opened 80 Years Ago, It Shot Its Car, Full of
Passengers, With Compressed Air", New York Times (February 25, 1950, page 19, column
1).
● Illustrated description of the Broadway underground railway, New York: Beach Pneumatic
Transit Co., 1872. New York Public Library.
The Hudson Tunnel Railroad Company
Two other tunnels pre-date the groundbreaking of the IRT subway, both of which are still in use today although
neither one of them opened in time to beat the IRT.
Discounting the Beach Pneumatic demonstration line, the earliest subway construction with the intention of rail
service was the effort of the Hudson Tunnel Railroad Company, who on November 17, 1874, began construction on a
trans-Hudson River line from lower Manhattan to Hoboken. Delays totaled some 15 years (1882-87 and 1892-1902).
After the second delay, the company was reorganized as the New York and New Jersey Tunnel Company. The eventual
operator of the service, the Hudson and Manhattan Railroad Company, was incorporated in 1904. Finally, on February
25, 1908, service through the tunnel began, between 28th Street and Hoboken. The H&M's downtown service between
Jersey City and their own Hudson Terminal started the following year. This rail system is now operated as the PATH.
A detailed photographic account of the construction of this line can be found in the book Illustrations of Incidents in
Tunnel Construction, H&M R.R. Co..
The Steinway Tunnels
After the Hudson Tunnel construction began, it was nearly 20 years before another attempt was made. The East River
Tunnel Railroad Company was incorporated on February 25, 1885, but was reorganized shortly thereafter (July 22,
1887) as the New York and Long Island Railroad Company. From almost the very start, the company was controlled by
William Steinway, the piano manufacturer and streetcar magnate of Long Island City. The intent was to construct a
streetcar tunnel under the East River, to connect Steinway's streetcar routes with New York City (Long Island City was
a separate city from 1870 until 1898).
Construction started on June 3, 1892, but half a year later, an explosion in Long Island City resulted in the suspension
of construction on December 28; the tunnel was boarded up a month later on February 2. Some 11 years later, January
1, 1904, the IRT acquired both the New York and Long Island City as well as the New York and Queens County
Railway (the successor to Steinway's streetcar routes). Construction resumed the following year (July 12, 1905), but,
even after several extensions, the deadline for completion of the tunnel specified in the franchise was not met, and the
New York and Long Island City was turned over to a trustee for dissolution.
Construction continued, and on September 21, 1907, the tunnel was completed. The first streetcar made a trip through
the tunnel on that day; the official opening was on September 24. It was an unusual tunnel because the power supply
came from an overhead third rail, suspended from the roof of the tunnel. For a short time, the company continued to
operate the service, but without a valid franchise, revenue service could not be operated, nor could the tunnel be
connected to the New York and Queens County. By October, 1907, the tunnel operation was closed up again.
Rapid Transit construction contract #3 was signed by the City and the IRT on March 19, 1913. This contract would
include the conversion of the streetcar tunnel to a rapid transit tunnel. On July 24, 1913, the trustees of the New York
and Long Island assigned their interest in the tunnel to the IRT, and on April 3, 1914, the IRT assigned this interest to
the City. Finally, on June 22, 1915, the tunnel opened for a second time, this time as a rapid transit tunnel connecting
Grand Central with Jackson Avenue.
A detailed history of this tunnel can be found in The Steinway Tunnels.
Contributors
● Editor: David Pirmann
● Atlantic Avenue Tunnel: Thanks to Neil Wotherspoon
● Steinway Tunnel: Thanks to Lawrence Hughes (misc.transport.urban-transit on 12 Dec 1994)

This page last modified on Wednesday, 08-Aug-2001 13:58:52 EDT.
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IRT East Side: Worth Street Home/Search · What's New · Site FAQ · Leave Feedback
Bowling Green The next stop along the line was Worth Street, abandoned in 1962.
This station was closed due to the platform lengthening at Brooklyn
Wall Street Bridge. In fact, from 1962 to 1995, Brooklyn Bridge/City Hall was
Fulton Street named Brooklyn Bridge/Worth Street on platform signs. This station
City Hall underlies the sidewalk on the west side of Foley Square. When the
Federal Plaza building was planned it was found that due to the
Brooklyn Bridge station it could not extend all the way to the normal building line
Worth Street fronting Foley Square. So the structure is set far back from the street
Canal Street (well beyond the station) and right over the station is the building's
plaza and fountain.
Spring Street
Bleecker Street
Astor Place
14th Street- Union Square
18th Street
23rd Street
28th Street
33rd Street
Grand Central
51st Street
59th Street
68th Street
77th Street
86th Street
96th Street
103rd Street
110th Street
116th Street
125th Street

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The Manhattan Bridge FAQ Sheet Home/Search · What's New · Site FAQ · Leave Feedback
www.nycsubway.org > The BMT Division
In this section...
The Manhattan Bridge

Track Maps
Canal Street Station
DeKalb Avenue Station
Myrtle Avenue Station
The Future
The Manhattan Bridge
The Manhattan Bridge serves as the main connection between the BMT subway lines of Brooklyn and the 6th Avenue and Broadway subway lines in
Manhattan. There are four tracks on the bridge: two on the east (North) side and two on the west (South). There are three motor vehicle lanes
between the sets of tracks, and two lanes above each set of tracks. The upper level lanes were originally four additional railway tracks, and in fact
were once used for streetcar services over the bridge; use by elevated trains had been considered. The bridge thus was designed primarily for rail
service.
The Manhattan side of the subway tracks originally were connected as follows: The north side tracks to the BMT Broadway Subway at Canal Street;
the south side tracks to the BMT Nassau Street subway north of Chambers Street. The south side tracks were used mostly during rush hour for
services provided via the Nassau Street loop (which connected the BMT 4th Avenue and BMT Brighton Line to Manhattan via the Manhattan Bridge
on the north end and the Montague Street tunnel on the south end). The configuration of the tracks at the Manhattan side was changed in 1967 as
part of a large project known as the Chrystie Street connection. This project severed the connection to the under-used Nassau Street line on the south
side. The south side tracks were then connected to the BMT Broadway Line, and the north side tracks connected via new construction to the IND 6th
Avenue Line. The north side always had much more subway service, both when it carried Broadway trains (to 1967) and since, carrying 6th Ave.
trains. The flexing caused by heavy trains, never desirable on a suspension bridge, has thus also been much greater on one side.
The Manhattan Bridge is owned by the City of New York, and the ongoing reconstruction is being funded and managed by the City and State. The
original estimated total cost for the project was $314 million, the cost of rehabilitating the entire bridge, roadways and transit stuructures included.
The actual cost has approached $500 million. The bridge and construction projects are not under the control of MTA New York City Transit. None of
the $12.7 billion committed to capital projects by the MTA between 1982 and 1993 (or since) has gone to the bridge project.
The original long disruption in subway service was required to overhaul the eastern third of the bridge, during which time both the subway and
roadway traffic were terminated on that portion. The Transit Authority had to cope with the halving of it's Manhattan Bridge capacity, and thus the
N train service was moved to the Montague Street Tunnel, and the Q train to the north side, operated via 6th Avenue. Currently, the western third of
the bridge is being reconstructed, requiring the subway and roadways to be closed, just as was done for the eastern work.
Travelling across the Manhattan Bridge results in about a 140-foot change in height/depth relative to the ground. The Grand Street station is
approximately 50 feet below the street, while the peak of the bridge is approximately 90 feet above the water. DeKalb Avenue station is about 40 feet
below the street.
The bridge has been under perpetual construction for 20 years and subway service patterns had to change over this time to allow for this
construction. In the summer of 2001, the NYC DOT completed the installation of steel braces on the south side of the bridge, designed to reduce the
train-induced twisting and prevent cracking of various structural elements. Broadway Express service then resumed over the south side, and the
north side was closed to repeat the process there, forcing 6th Avenue trains using the bridge to terminate at 34th Street Station. The F train was
unaffected, however, as it continued into Brooklyn via the Rutgers tunnel. The patterns typically employed as of 2001 have been as follows:
Bridge
Service Manhattan Side Brooklyn Side
Side
Before Construction - Both Sides Open
IND 6th Avenue BMT 4th Avenue Subway /
North
Subway BMT West End Line
IND 6th Avenue

BMT Brighton Line - Local North
Subway
BMT 4th Avenue Subway /

BMT Broadway Subway South
BMT Sea Beach Line
BMT Brighton Line -

Express
Service with North Side Open
IND 6th Avenue BMT 4th Avenue Subway /

North
Subway BMT West End Line
IND 6th Avenue

BMT Brighton Line - Local North
Subway
IND 6th Avenue BMT Brighton Line -

North
Subway Express
Service with South Side Open
BMT Broadway Subway BMT Brighton Line - Local South
BMT Brighton Line -

Express
BMT Brighton Line /

BMT West End Line /
During periods when the south side are the only tracks in service, there is no connection from the IND 6th Avenue subway to Brooklyn via the
Bridge. Therefore, services that would normally operate to Brooklyn, namely the "B" and "D" trains, are operating a split service, with the Bronx/
Manhattan half terminating at 34th St. where transfer can be made to the Broadway Bridge services. Former south side operations used the "B" and
"D" indicators for both north and south halves of the service. For the 2001-2004 south side operations, the MTA decided to rename the Brooklyn
services to "Q" and "W" in an attempt to minimize confusion.
Location: Manhattan Bridge Location: Manhattan Bridge Location: Manhattan Bridge Location: Manhattan Bridge
Photo by: Trevor Logan Route: D Route: D Route: B
Date: 7/15/2001 Car: R68 2567 Car: R68 2688 Car: R68A 5176
Viewed (this week/total): 20 / Photo by: Trevor Logan Photo by: Trevor Logan Photo by: Trevor Logan
772 Date: 7/2001 Date: 7/2001 Date: 7/2001
950 713 669
Location: Manhattan Bridge Location: Manhattan Bridge System: New York City System: New York City
Route: B Route: Q Transit Transit
Photo by: Gary Chatterton Photo by: Gary Chatterton Location: Manhattan Bridge Location: Manhattan Bridge
Date: 8/4/1999 Date: 8/4/1999 Car: SOAC Car: R44
Viewed (this week/total): 12 / Viewed (this week/total): 16 / Collection of: David Pirmann Collection of: David Pirmann
484 542 Date: 7/1974 Viewed (this week/total): 20 /
1221
More Images: 1-8 9
Track Maps
The Chrystie Street Connection - Williamsburg Bridge-6th Avenue

Manhattan Bridge Tracks Post-Chrystie St.
Manhattan Bridge Tracks Pre-Chrystie St.
Brooklyn Side - DeKalb Avenue
BMT Canal Street
What's that unused platform at Canal Street, when you transfer between the J/M/Z and the N/R?
As of July 22, 2001, that "unused platform" is no longer unused but since it was closed for so much of the 1990s the question still comes up.
When the Manhattan Bridge's south side tracks are closed for construction, the lower level station at Canal Street remains unused. If you were to ride
across the Manhattan Bridge on the south side from Brooklyn, the first stop on the south side bridge tracks in Manhattan is this lower level station at
Canal Street. After leaving Canal Street, the bridge tracks join the BMT Broadway Subway as the express tracks along the line until 57th Street,
where the tracks diverge to the 60th and 63rd Street Tunnels to Queens.
The express tracks visible at the N/R local station at Canal Street are not actually express tracks and have never been used in regular service. They
originate at the unused lower level of City Hall Station, run past Canal Street, and then dead end, just before the bridge tracks rise in their place. This
is a remnant of changes made when the Manhattan Bridge was included in subway service plans in the Dual Contracts era. Originally it was intended
for Broadway local service to originate at City Hall upper level and proceed north on the local tracks. The tracks coming from Brooklyn via the
Montague Street Tunnel were to run though the lower level of City Hall, and then continue as the express service up Broadway. The North Side of
the Manhattan Bridge was to stop at the (currently unused) Canal Street bridge line platform, and then proceed crosstown on Canal Street to the
Hudson River, while the South Side tracks were terminated at Chambers Street on the Nassau Street line.
As it was finally built, the north side tracks connected to the Canal Street Bridge Line, the south side tracks to the Nassau Street line, the upper level
of City Hall was connected to the Montague Street Tunnel line, and the lower level of City Hall was left as a three track terminal station, currently
used only for train storage and never used by passengers. Then, the Chrystie Street connection construction in 1967 realigned the Manhattan Bridge
approaches into what they are today (north side to 6th Avenue Subway, south side to Broadway subway via Canal Street Bridge line).
For a short time in 1997, while the station was unused, an art exhibit known as the Canal Street Canal, by artist Alexander Brodsky, was installed on
the northbound trackway. It involved installation of a large waterproof tub filled with water, with Venetian canal boats floating inside.
Location: Canal Street Bridge Location: Canal Street Bridge Location: Canal Street Bridge Location: Canal Street Bridge
Line (BMT Broadway) Line (BMT Broadway) Line (BMT Broadway) Line (BMT Broadway)
Photo by: Richard Panse Route: Fan Trip Route: Fan Trip Route: Fan Trip
Date: 2/5/2003 Car: BMT D 6095 Car: R11 8012 Car: BMT D
Viewed (this week/total): 10 / Photo by: Doug Grotjahn Photo by: Steve Zabel Collection of: David Pirmann
857 Collection of: Joe Testagrose Collection of: Joe Testagrose Date: 10/17/1965
Date: 5/13/1973 Date: 10/21/1972 Viewed (this week/total): 12 /
602 514
Location: Canal Street Bridge Location: Canal Street Bridge Location: Canal Street Bridge Location: Canal Street Bridge
Line (BMT Broadway) Line (BMT Broadway) Line (BMT Broadway) Line (BMT Broadway)
Photo by: Richard Brome Photo by: Richard Brome Photo by: Peggy Darlington Photo by: Peggy Darlington
Viewed (this week/total): 19 / Viewed (this week/total): 16 / Notes: Empress Voyage Notes: Empress Voyage
713 512 2/27/1784 by Bing Lee, 1998 2/27/1784 by Bing Lee, 1998
Viewed (this week/total): 11 / Viewed (this week/total): 13 /
303 256
DeKalb Avenue Station
At the Brooklyn end of the bridge, both sets of bridge tracks (and those from the Montague Street Tunnel) feed into the massive DeKalb Avenue
Station, which opened as part of the BMT Brighton Line subway construction on September 6, 1915. DeKalb Avenue is a six-track station, in an
unusual configuration of local-express-super express tracks. There are two island platforms, with a track on each side, plus two more tracks down the
middle, which do not have a platform face here at DeKalb Avenue. Service south of DeKalb Ave. is operated via the Brighton Line and the BMT 4th
Avenue Subway.
Currently, the Q/Q-Express services operating on the Brighton Line via the Manhattan Bridge use the local-side tracks, and the N/R services
operating on the 4th Avenue line via the Montague Street tunnel use the express tracks (with platform). Rush hour express "W" service to the BMT
West End Line use the center bypass tracks.
There are north and south mezzanines with fare control and an active interlocking tower in the center platform crossover. Mosaics are limited to a
large "DeKalb" name tablet. The mezzanine also features an old black on white wood sign for the Department of Health. The north end of both
platforms are split with the "express" portion being lower than the "local" portion as the tracks descend to the Montague St. tunnel.
As described above, DeKalb Avenue is a major transfer point between many services. Brooklyn-bound services include the Q/Q-Express serving the
BMT Brighton Line, the W/M serving the BMT West End Line, the N serving the BMT Sea Beach Line, and the R providing local service along the
BMT 4th Avenue Subway. Manhattan-bound services include the Q/Q-Express/W/N/R BMT Broadway Subway, and the M BMT Nassau St./
Broadway Brooklyn El.
For detail of the track configuration in this area see the DeKalb Area track map.
Location: DeKalb Avenue System: New York City System: New York City System: New York City
Route: D Transit Transit Transit
Car: R42 4754 Location: DeKalb Avenue Location: DeKalb Avenue Location: DeKalb Avenue
Photo by: Doug Grotjahn Route: M Route: B Route: D
Collection of: Joe Testagrose Car: R16 6388 Car: R30 8372 Car: R32 3888
Date: 6/11/1977 Photo by: Doug Grotjahn Photo by: Doug Grotjahn Photo by: Doug Grotjahn
Viewed (this week/total): 15 / Collection of: Joe Testagrose Collection of: Joe Testagrose Collection of: Joe Testagrose
437 Date: 1/17/1977 Date: 1/4/1977 Date: 12/26/1976
352 279 369
Location: DeKalb Avenue Location: DeKalb Avenue Location: DeKalb Avenue Location: DeKalb Avenue
Route: D Route: B Route: QB Route: M
Car: R44 370 Car: R27 8209 Car: R16 6375 Car: R27 8020
Photo by: Doug Grotjahn Photo by: Doug Grotjahn Photo by: Doug Grotjahn Photo by: Doug Grotjahn
407 285 320 447
Location: DeKalb Avenue Location: DeKalb Avenue Location: DeKalb Avenue Location: DeKalb Avenue
Route: M Route: RR Route: D Route: QB
Car: R16 6371 Car: R27 8023 Car: R44 112 Car: R6 1208
Photo by: Doug Grotjahn Photo by: Doug Grotjahn Photo by: Doug Grotjahn Photo by: Doug Grotjahn
367 389 247 487
More Images: 1-12 13-24 25-36 37-48 49-60 61-66
Myrtle Ave. Station
When travelling northbound on the bridge tracks, there seems to be an abandoned station on the right hand side just before the bridge. What's there?
This station, at Myrtle Ave., was part of the original Manhattan Bridge line and was open from 1915 to 1956. It was closed in order to facilitate
rebuilding of the junctions north of DeKalb Ave. leading to and coming from the bridge. The southbound platform at Myrtle Ave. was demolished
completely (some wall tile remains). The northbound platform is mostly intact and during the 1980s hosted an artwork installation similar to a flat
"zoetrope" (a series of drawings behind slits that when you rode past in the train appeared to animate the drawings). The artist, Bill Brand, recently
opened a web site describing this project, entitled Masstransiscope.
The Future
The DOT's repair plan has proved successful, and in April 2003, following surveys the MTA conducted of travellers crossing the bridge into
Manhattan, the agency began floating a plan to restore full four-track service to the Manhattan Bridge. This action would increase the number of
trains per hour on the Manhattan Bridge from 27 to 40. As reported in the city's newspapers, the tentative plan, which will be subject to public
hearings and may see changes, consists of the following:
● Q: Q-diamond eliminated and replaced by the N in Manhattan and the B in Brooklyn. The Q itself may become a local
train. MTA is not currently planning to extend it to Queens via the 63rd Street tunnel, though that option is always
available in emergencies.
● N: Broadway via Bridge/Express instead of tunnel
● D: Restoration of West End Express service; the D will operate as an express in Manhattan, and continue into the Bronx as
it does now
● B: will operate as the Brighton Express in Brooklyn; no change to service pattern in Manhattan or the Bronx
● W: Will operate as an Astoria Express via Broadway local from Whitehall Street
● S: Grand Street Shuttle eliminated, replaced by B and D
● M: Midday service between Chambers Street, Manhattan, and Brooklyn discontinued
Veteran observers have speculated that the reopening of the Manhattan Bridge's north side will allow the MTA to consider other changes which
could prove popular with the riding public, such as extending the V train into Brooklyn. The MTA plans to restore full service to the Manhattan
Bridge by February 2004, ahead of its original schedule.
www.nycsubway.org > The BMT Division

New York Transit Museum Home/Search · What's New · Site FAQ · Leave Feedback
www.nycsubway.org > Museum Collections
Here's some recent pictures of exhibits at the New York Transit Museum. A page of photos of the Transit Museum Annual BusFest is available. For
more information, visit New York Transit Museum's official web site.
Location: New York Transit Location: New York Transit Location: New York Transit Location: New York Transit
Museum Museum Museum Museum
Photo by: David Pirmann Line: IRT West Side Photo by: David Pirmann Photo by: Peggy Darlington
Date: 6/18/2000 Photo by: David Pirmann Date: 3/12/2000 Notes: Signage Exhibit
Notes: 3rd Ave-149th Street Date: 6/18/2000 Notes: Interlocking display Viewed (this week/total): 33 /
IRT mosaic now at Transit Notes: Cortlandt Street IRT Viewed (this week/total): 28 / 733
Museum mosaic now at Transit 661
Viewed (this week/total): 26 / Museum
453 Viewed (this week/total): 25 /
550
Photo by: Peggy Darlington Photo by: Peggy Darlington Photo by: Peggy Darlington Photo by: Peggy Darlington
Notes: Signage Exhibit Notes: Signage Exhibit Notes: Signage Exhibit Notes: Cortlandt Street IRT
Viewed (this week/total): 35 / Viewed (this week/total): 34 / Viewed (this week/total): 21 / mosaic now at Transit
768 593 370 Museum
442
Notes: Early IRT ticket Notes: 1950s stainless steel Notes: Current AFC Notes: Early turnstiles-fare
choppers-fare collection token turnstile-fare collection Metrocard/token turnstile- collection exhibit at the New
exhibit at the New York exhibit at the New York fare collection exhibit at the York Transit Museum
Transit Museum Transit Museum New York Transit Museum Viewed (this week/total): 44 /
Viewed (this week/total): 58 / Viewed (this week/total): 48 / Viewed (this week/total): 44 / 1545
1536 1548 1894
Notes: Token High Entry Notes: First AFC turnstile Notes: Wooden paddle Notes: 1939 Worlds Fair pay-
Turnstile aka Iron Maiden- which took tokens and coins- turnstile-fare collection to-exit wooden turnstile-fare
fare collection exhibit at the fare collection exhibit at the exhibit at the New York collection exhibit at the New
New York Transit Museum New York Transit Museum Transit Museum York Transit Museum
1732 1498 1243 1086
More Images: 1-16 17-32 33-48 49-64 65-75
www.nycsubway.org > Museum Collections

This page last modified on Wednesday, 26-Feb-2003 13:50:53 EST.
http://www.nycsubway.org/mus/nytm.html (dreamland)

Abandoned Subway Stations (Nysubway Org)

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FAQ: Disused and Abandoned Stations Home/Search · What's New · Site FAQ · Leave Feedback

www.nycsubway.org > Subway Technical FAQ

Some other abandoned station areas include:

Station Opened Closed Notes

Get More Info...

● THE NEW YORK SUBWAY: ITS CONSTRUCTION AND EQUIPMENT

● DISUSED AND ABANDONED STATIONS IN BOSTON, MASS.

A look at abandoned subway stations in Boston, by Jonathan Belcher. [Offsite Link]

● CLOSED STATIONS OF THE PARIS METRO

● LONG ISLAND RAIL ROAD ABANDONED RIGHTS OF WAY

● TORONTO'S SUBWAY SECRETS

www.nycsubway.org > Subway Technical FAQ

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This page details major changes and additions, in reverse

● APRIL 13 1998: Subway Bibliography: Reformatted and new books added.

● OCTOBER 30 1996: Added search engine capability on main index page.

● AUGUST 18 1996: New version of Michael Calcagno's NYC Subway Routemap.

● SEPTEMBER, 1995: Added the fine collection of Track Maps.

Copyright © 1995-2002 New York City Subway Resources

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The Most Frequently Asked Questions

1. [09/10/02] Facts & Figures

1. [02/15/03] Glossary of Subway Terminology and Abbreviations

Part II - Early Transit in New York City

1. [08/08/01] Early New York City Tunnels

Part III - The Subway and How It Developed

1. [02/04/00] What was the Opening Day of the Subway Like?

Part IV - Day to Day Operations

1. [06/26/02] A Day in the Life of a Transit Employee

Part V - Abandoned, Unused, and Unbuilt

1. [07/25/03] Abandoned Stations (including City Hall)

Part VI - Rolling Stock

1. [08/29/03] The R142 Cars

Part VII - Tracks and Connections

1. [02/22/02] Interconnections Between IRT and IND/BMT Divisions

Part VIII - Misc.