123-493: Seventh Avenue Line may refer to any of the following transit lines in New York City: IRT Broadway – Seventh Avenue Line , a New York City Subway line serving the 1 , 2 , and 3 trains Seventh Avenue Line (Brooklyn surface) (bus, formerly streetcar) Seventh Avenue Line (Manhattan surface) (bus, formerly streetcar) Topics referred to by
246-466: A $ 7.6 million (equivalent to $ 74,662,661 in 2023) contract to lengthen platforms at stations from Rector Street to 34th Street–Penn Station on the line, and stations from Central Park North–110th Street to 145th Street on the Lenox Avenue Line to allow express trains to be lengthened from nine-car trains to ten-car trains, and to lengthen locals from eight-car trains to ten-car trains. With
369-639: A canal across Pennsylvania and thus the Main Line of Public Works was commissioned in 1826. It soon became evident that a single canal would not be practical and a series of railroads, inclined planes, and canals was proposed. The route consisted of the Philadelphia and Columbia Railroad , canals up the Susquehanna and Juniata rivers, an inclined plane railroad called the Allegheny Portage Railroad ,
492-519: A classification system for their freight cars. Similar to their locomotives, the Pennsy used a letter system to designate the various types and sub-types of freight and maintenance cars. As noted, Pennsy colors and paint schemes were standardized. Locomotives were painted in a shade of green so dark it seemed almost black. The official name for this color was DGLE (Dark Green Locomotive Enamel), though often referred to as "Brunswick Green." The undercarriage of
615-400: A condition of the funding allocation for the station renovation at 103rd Street, the university wanted work on the project to be expedited. Residents of Morningside Heights approved of the renovations plans, but were concerned that the expedited repairs would come at the cost of damaging the stations' historic elements. Block associations near the 103rd Street station contracted a firm to develop
738-531: A connection to the IRT Lexington Avenue Line, and is underneath the loop station. The MTA claimed that the new station saved four to six minutes of a passenger's trip time and increased the peak capacity of the 1 service to 24 trains per hour, as opposed to 16 to 17 trains per hour with the loop station. This was the first new station to open since 1989 when the IND 63rd Street Line stations opened. 1 service
861-588: A continuous railroad line ran between Philadelphia and Pittsburgh over the tracks of several entities including the Pennsylvania Railroad. In 1853, the Pennsy was granted trackage rights over the Philadelphia and Columbia, providing a connection between the two cities and connecting with the HPMtJ&;L at Lancaster and Columbia. By 1854, the Pennsy completed its line from Harrisburg to Pittsburgh, eliminating
984-707: A five-car balloon loop , was also replaced with a two-track terminal in 2009; the new South Ferry terminal was rebuilt in 2017 after being flooded during Hurricane Sandy in 2012. Also known as the IRT West Side Line, since it runs along the west side of Manhattan , the IRT Broadway–Seventh Avenue Line runs from Van Cortlandt Park–242nd Street in the Bronx , close to New York City's border with Westchester , to South Ferry in Lower Manhattan , at
1107-660: A government-guaranteed $ 200 million operating loan forced Penn Central to file for bankruptcy protection on June 21, 1970. In May 1971, passenger operations, including equipment, were transferred to a new government-subsidized company called the National Railroad Passenger Corporation, or Amtrak . This was devised to relieve the Penn Central (and other railroads) of money-losing passenger service. Penn Central rail lines, including ex-Pennsy lines, were transferred to Conrail in 1976, and eventually Amtrak received
1230-540: A multi-modal freight transportation subsidiary of the Pennsylvania Railroad. It owned oil tanker cars and used them to transport refined oil for mostly independent oil refiners during the era of John D. Rockefeller's and Standard Oil's oil refinery mergers of the 1870s. The company also owned grain freight boats on the Great Lakes and oil pipelines in the oil regions of Pennsylvania . When the company attempted to buy and build some oil refineries in 1877, Standard Oil bought
1353-469: A percentage of its capital stock. Several lines were then aided by the Pennsy in hopes to secure additional traffic. By the end of 1854, the Pennsy purchased stock in the Ohio & Pennsylvania, Ohio & Indiana, Marietta & Cincinnati, Maysville & Big Sandy, and Springfield, Mt. Vernon & Pittsburgh railroads, totalling $ 1,450,000 (equivalent to $ 49.2 million in 2023). The Steubenville & Indiana
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#17328559183151476-433: A plan to renovate the station quickly while maintaining its historic elements. A similar plan was already completed for the 110th Street station. The MTA was expected to decide whether preservation or speed would be prioritized in the station renovation projects by the end of the year. The design of the station renovations at the 110th Street and 116th Street was met with controversy as local community activists believed that
1599-613: A result of the closure for repairs of the Clark Street Tubes, the stations on the Brooklyn Branch of the line (Park Place to Borough Hall, as well as Hoyt Street on the Eastern Parkway Line) saw closures on weekends as well (2 trains continued to operate to Brooklyn on weekdays and weekday late nights as did 3 trains on weekdays except late nights). The new South Ferry station reopened on June 27, 2017, in time to accommodate
1722-507: A result. Capacity on the IRT's subway system doubled, increasing its usage. Since the line opened, service patterns have been streamlined. Originally, express and local trains ran to both the Broadway Branch and to the Lenox Avenue Line, resulting in delays. As part of a rebuilding of the line in the late 1950s, all local trains were sent up the Broadway Branch, and all express trains were sent up
1845-413: A shuttle to 34th Street–Penn Station , opened; a separate shuttle service, running between 42nd and 34th Streets, was created. This short extension was opened even though the rest of the route was not yet completed in order to handle the mass of traffic to and from Pennsylvania Station . Only the northern part of the station was opened at this time, and piles of plaster, rails, and debris could be seen on
1968-406: A skip-stop station, skip-stop service was only implemented north of 137th Street–City College between the hours of 6:30 am and 7:00 pm. All 1 trains skipped Marble Hill–225th , 207th , 191st and 145th Streets , while all 9 trains skipped 238th , 215th , Dyckman and 157th Streets . On September 4, 1994, midday skip-stop service was discontinued, and 191st Street was no longer
2091-571: A skip-stop station. After the September 11 attacks , all 1 trains had to be rerouted since the IRT Broadway–Seventh Avenue Line ran directly under the World Trade Center site and was heavily damaged in the collapse of the Twin Towers. 1 trains ran only between 242nd Street and 14th Street , making local stops north of and express stops south of 96th Street. The skip-stop service with the 9 train
2214-456: A split of two mountain ravines which were cleverly crossed by building a fill and having the tracks ascend a 220-degree curve known as Horseshoe Curve that limited the grade to less than 2 percent. The crest of the mountain would be penetrated by the 3,612 ft (1,101 m) Gallitzin Tunnels , from which the route descended by a more moderate grade to Johnstown . The western end of the line
2337-499: A stake in Madison Square Garden . The company began to acquire a portfolio of insurance companies in 1988. In 1994, the company reorganized as American Premier Underwriters , a subsidiary of American Financial Group , which continues to operate as a property and casualty insurance company as-of January 2024. Thomson (1808–1874) was the entrepreneur who led the Pennsylvania Railroad from 1852 until his death in 1874, making it
2460-574: A tunnel across the Allegheny Mountains , and canals down the Conemaugh and Allegheny rivers to Pittsburgh, Pennsylvania , on the Ohio River; it was completed in 1834. Because freight and passengers had to change conveyances several times along the route and canals froze in winter, it soon became apparent that the system was cumbersome and a better way was needed. There were two applications made to
2583-541: A year, then the B&;O bill would become effective and the Pennsy's void, thereby allowing the B&O to build into Pennsylvania and on to Pittsburgh. The Pennsylvania Railroad fulfilled the requirements and Letters Patent were issued by the Pennsylvania governor on February 25, 1847. The governor declared the B&O's rights void the following August. In 1847, the Pennsy's directors chose J. Edgar Thomson , an engineer from
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#17328559183152706-693: Is different from Wikidata All article disambiguation pages All disambiguation pages IRT Broadway %E2%80%93 Seventh Avenue Line The IRT Broadway–Seventh Avenue Line (also known as the IRT Seventh Avenue Line or the IRT West Side Line ) is a New York City Subway line. It is one of several lines that serves the A Division , stretching from South Ferry in Lower Manhattan north to Van Cortlandt Park–242nd Street in Riverdale, Bronx . The Brooklyn Branch, known as
2829-470: Is served by the 1 , 2 , and 3 trains, which operate together over much of the line. Between 1989 and 2005, the 1 train operated as a skip-stop service in Upper Manhattan in tandem with the 9 . The 1 and 9 alternated skipping stops along the line, with some stops having both trains stop. This was intended to speed commutes without having to have express service run down
2952-609: The Broadway Limited which became the most famous train operated by the Pennsylvania Railroad. This train ran from New York City to Chicago, via Philadelphia, with an additional section between Harrisburg and Washington (later operated as a separate Washington–Chicago train, the Liberty Limited ). In 1890, the Pennsylvania Railroad gained control of the Pittsburgh, Cincinnati, Chicago and St. Louis Railroad (PCC&StL), itself
3075-399: The 42nd Street Shuttle . The system would be changed from looking like a "Z" system on a map to an "H" system. One trunk would run via the new Lexington Avenue Line down Park Avenue, and the other trunk would run via the new Seventh Avenue Line up Broadway. In order for the line to continue down Varick Street and West Broadway, these streets needed to be widened, and two new streets were built,
3198-525: The 91st Street station was closed on February 2, 1959, because it was too close to the other two stations. In 1961, the New York City Transit Authority (NYCTA) awarded a $ 11 million (equivalent to $ 112,155,902 in 2023) contract to General Railway Signal to upgrade the line's signals between the 96th Street and 242nd Street stations. On August 9, 1964, the NYCTA announced the letting of
3321-587: The Congressional Limited s in both directions were the first trains in regular electric operation between New York and Washington, drawn by the first of the GG1 -type locomotives . In 1934, the Pennsylvania received a $ 77 million loan from the New Deal 's Public Works Administration to complete the electrification project begun in 1928. Work was started January 27, 1937, on the main line from Paoli to Harrisburg;
3444-530: The Dyckman Street , 215th Street , and 221st Street stations opened on that date as the other stations were not yet completed. The 168th Street station opened on April 14, 1906. The 181st Street station opened on May 30, 1906, and on that date express trains on the Broadway branch began running through to 221st Street, eliminating the need to transfer at 157th Street to shuttles. The station at 207th Street
3567-658: The Georgia Railroad , to survey and construct the line. He chose a route that followed the west bank of the Susquehanna River northward to the confluence with the Juniata River, following its banks until the foothills of the Allegheny Mountains were reached at a point that would become Altoona, Pennsylvania . To traverse the mountains, the line would climb a moderate grade for 10 miles (16 km) until it reached
3690-549: The Hudson River tunnels . The next area to be electrified was the Philadelphia terminal area, where Pennsy officials decided to use overhead lines to supply power to the suburban trains running out of Broad Street Station . Unlike the New York terminal system, overhead wires would carry 11,000-volt 25-Hertz alternating current (AC) power, which became the standard for future installations. On September 12, 1915, electrification of
3813-651: The Joralemon Street Tunnel and providing passengers with a direct route between Brooklyn and the west side of Manhattan . It is about 5,900 feet (1,800 m) long, with about 3,100 feet (940 m) underwater. Booth & Flinn Ltd. and the O'Rourke Engineering Construction Company received a $ 6.47 million contract in July 1914 to build a tunnel between Old Slip in Manhattan and Clark Street in Brooklyn. Construction of
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3936-859: The Lenox Avenue Line . The second portion of the line, that south of 42nd Street, was constructed as part of the Dual Contracts , which were signed between the IRT, the New York Municipal Railway (a subsidiary of the Brooklyn Rapid Transit Company), and the City of New York. Among the various subway lines that were to be constructed as part of the contracts, the West Side Line was to be extended south along Seventh Avenue to serve Manhattan's West Side. This extension extended service to
4059-493: The New York Central Railroad 's Kings Bridge station. ) When the line was extended to 242nd Street, the temporary platforms at 230th Street were dismantled, and were rumored to be brought to 242nd Street to serve as the station's side platforms. The 191st Street station did not open until January 14, 1911, because the elevators and other work at the station had not yet been completed. Between 1904 and 1908, one of
4182-725: The Northeast Corridor and Keystone Corridor lines. After Conrail was divided between the Norfolk Southern Railway and CSX Transportation , most of the former Pennsy's remaining trackage went to Norfolk Southern. The few parts of the Pennsylvania Railroad that went to CSX after the Conrail split were: After 1976, the Penn Central Corporation held diversified non-rail assets including the Buckeye Pipeline and
4305-676: The Senator from Boston to Washington. On July 1, 1869, the Pennsylvania Railroad leased the Pittsburgh, Fort Wayne and Chicago Railway (PFtW&C) in which it had previously been an investor. The lease gave the Pennsy complete control of that line's direct route through northern Ohio and Indiana as well as entry into the emerging rail hub city of Chicago, Illinois . Acquisitions along the PFtW&;C: Erie and Pittsburgh Railroad , Cleveland and Pittsburgh Railroad, Toledo, Columbus and Ohio River Railroad, and Pittsburgh, Youngstown and Ashtabula Railway gave
4428-721: The South Ferry Loop and 9 skip-stop service was reinstated. Cortlandt Street , which was directly underneath the World Trade Center, was demolished as part of the clean-up, to be rebuilt as part of the World Trade Center Transportation Hub . In June 2002, the Metropolitan Transportation Authority (MTA) announced that ten subway stations citywide, including 103rd Street, 110th Street, 116th Street, 125th Street, and 231st Street on
4551-504: The chaining designations, "K" (Clark Street Tunnel) and "M" ( Joralemon Street Tunnel ), which are used to precisely specify locations in the system, join and become "E" (Eastern Parkway Line) at Borough Hall. The Clark Street Tunnel carries the 2 and 3 trains under the East River between the boroughs of Manhattan and Brooklyn . It was opened for revenue service on Tuesday, April 15, 1919, relieving crowding on
4674-467: The 100th anniversary of the station's opening, and the 250th anniversary of Columbia University. Columbia University agreed to contribute $ 1 million to the renovation of the 103rd Street station following its announcement in April that it would purchase a building adjacent to that station. In September 2002, the university was in negotiations to provide funding for the renovation of the 110th Street station. As
4797-504: The 103rd Street and 110th Street stations, but against the inclusion of any new artwork in the stations, going against the board's initial vote to support the installation of artwork at 103rd Street. The opposition to the addition of artwork at that stop stemmed from the belief among opponents of the plan for artwork that the station's historic features would be more vulnerable as the station was not landmarked. Columbia University contributed $ 1 million (equivalent to $ 1,613,108 in 2023) to
4920-459: The 1920s, it carried nearly three times the traffic as other railroads of comparable length, such as the Union Pacific and Atchison, Topeka & Santa Fe railroads. Its only formidable rival was the New York Central Railroad (NYC), which carried around three-quarters of the Pennsy's ton-miles. In 1968, the Pennsylvania Railroad merged with New York Central and the railroad eventually went by
5043-461: The 20th century, the Pennsy tried electric power for its trains. Its first effort was in the New York terminal area, where tunnels and a city law restricting the burning of coal precluded steam locomotives. In 1910, the railroad began operating a direct current (DC) 650-volt system whose third-rail powered Pennsy locomotives (and LIRR passenger cars) used to enter Penn Station in New York City via
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5166-407: The 221st Street platforms were dismantled and moved to 230th Street for a new temporary terminus. Service was extended to the temporary terminus at 230th Street on January 27, 1907. An extension of Contract 1 north to 242nd Street at Van Cortlandt Park was approved in 1906 and opened on August 1, 1908. (The original plan had been to turn east on 230th Street to just west of Bailey Avenue, at
5289-625: The 9 train was discontinued and all 1 trains began to make all stops. The skip-stop service made less sense by 2005 because of the increased number of trains being run and the higher ridership at the bypassed stations; the MTA estimated that eliminating skip-stop service only added 2 1 ⁄ 2 to 3 minutes of travel time (for passengers at the northernmost stations at 242nd Street and 238th Street ) but many passengers would see trains frequencies double, resulting in decreased overall travel time (because of less time waiting for trains). On March 16, 2009,
5412-520: The Broadway and Park Row subway lines, this branch has grades as steep as 3%, being located 60 feet (18 m) below surface level. As a result, the Park Place station was built with escalators. Because William Street is so narrow (40 feet (12 m) wide), every building along the line had to be underpinned. The entire line, consisting of eight sections, was expected to cost $ 14,793,419 (equivalent to $ 414,215,732 in 2023). On September 22, 1915, there
5535-510: The Broadway–Seventh Avenue Line north of 215th Street, due to low ridership and high repair costs. Numerous figures, including New York City Council member Carol Greitzer , criticized the plans. On August 21, 1989, the 1/ 9 weekday skip-stop service started. The plan was to have skip-stop service begin north of 116th Street–Columbia University , but due to objections, most notably that riders did not want 125th Street to be
5658-403: The Broadway–Seventh Avenue Line, whose services' bullets are colored red: Pennsylvania Railroad The Pennsylvania Railroad ( reporting mark PRR ), legal name The Pennsylvania Railroad Company , also known as the " Pennsy ", was an American Class I railroad that was established in 1846 and headquartered in Philadelphia , Pennsylvania. At its peak in 1882, the Pennsylvania Railroad
5781-574: The Brooklyn Branch ends at its southern end is unclear. In a 1981 list of "most deteriorated subway stations", the MTA listed Borough Hall and Clark Street stations as part of the IRT New Lots Line . However, as of 2007, emergency exit signs label Borough Hall as an IRT Broadway–Seventh Avenue Line station, and the two parts of Borough Hall are signed as being along the Broadway–Seventh Avenue and IRT Eastern Parkway Lines . At Borough Hall,
5904-567: The Clark Street Tunnel on April 15, 1919. Extensions of the Eastern Parkway Line and the connecting Nostrand Avenue Line and New Lots Line opened in the next few years, with the end result being that West Side trains ran to Flatbush Avenue or New Lots Avenue . In 1948, platforms on the line from 103rd Street to 238th Street were lengthened to 514 feet (157 m) to allow full ten-car express trains to platform. Previously
6027-595: The Clark Street closures. Throughout the duration of the Clark Street tunnel closures, a free out-of-system MetroCard transfer was provided between South Ferry (where 2 trains were rerouted from 11:45pm Fridays to 5:00am Mondays), and Bowling Green (where 4 and 5 trains ran local in Brooklyn in place of the 2 and 3 trains during those same times). Normal service on the Brooklyn Branch resumed on June 25, 2018. The Cortlandt Street station reopened on September 8, 2018 as WTC Cortlandt. The following services use part or all of
6150-633: The Delaware River from Philadelphia) to South Amboy, New Jersey (across Raritan Bay from New York City), as well as a newer line from Philadelphia to Jersey City, New Jersey, much closer to New York, via Trenton, New Jersey. Track connection in Philadelphia was made via the Pennsy's Connecting Railway and the jointly owned Junction Railroad . The Pennsy's Baltimore and Potomac Rail Road opened on July 2, 1872, between Baltimore and Washington, D.C. This route required transfer via horse car in Baltimore to
6273-446: The IRT Broadway–Seventh Avenue Line, would receive renovations. As part of the project, fare control areas would be redesigned, flooring, and electrical and communication systems would be upgraded, and new lighting, public address systems and stairways would be installed. In addition, since 110th Street, 116th Street, and 125th Street had landmark status, historical elements would be replaced or restored, including their white wall tiles. At
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#17328559183156396-577: The IRT agreed to build a branch of the original subway line south down Seventh Avenue, Varick Street, and West Broadway to serve the West Side of Manhattan. The construction of this line, in conjunction with the construction of the Lexington Avenue Line , would change the operations of the IRT system. Instead of having trains go via Broadway, turning onto 42nd Street, before finally turning onto Park Avenue, there would be two trunk lines connected by
6519-553: The Lenox Avenue Line. Accompanying these changes were the lengthening of platforms, new subway cars, and the closing of the 91st Street station. One other major change in service was the implementation of skip-stop service on the 1 and 9 trains in 1989, but this was discontinued in 2005 as few people benefited. The Cortlandt Street station, destroyed following the September 11 attacks , was completely rebuilt and reopened in September 2018 as WTC Cortlandt. The original South Ferry station,
6642-532: The New York Central Railroad. The Pennsylvania Railroad absorbed the New York Central and eventually went by the name of Penn Central Transportation Company . The Interstate Commerce Commission (ICC) required that the ailing New York, New Haven & Hartford Railroad (NH) be added in 1969. A series of events including inflation, poor management, abnormally harsh weather, and the withdrawal of
6765-608: The PRR began passenger train service from New York City via Philadelphia to Washington with limited stops along the route. This service became known as the "Congressional Limited Express." The service expanded, and by the 1920s, the Pennsy was operating hourly passenger train service between New York, Philadelphia and Washington. In 1952, 18-car stainless steel streamliners were introduced on the Morning Congressional and Afternoon Congressional between New York and Washington, as well as
6888-538: The Pennsy access to the iron ore traffic on Lake Erie. On June 15, 1887, the Pennsylvania Limited began running between New York and Chicago. This was also the introduction of the vestibule, an enclosed platform at the end of each passenger car, allowing protected access to the entire train. In 1902 the Pennsylvania Limited was replaced by the Pennsylvania Special which in turn was replaced in 1912 by
7011-443: The Pennsy owned 439 freight cars. By 1857, it had 1,861 cars, and in 1866, 9,379 cars. Freight equipment was either acquired new from builders or built by the railroad itself. The Pennsy acquired more cars from the railroads it absorbed. In some instances, privately owned cars were either purchased from a builder or railroad acquisition. One such example was the 1877 purchase of Empire Transportation merchandise and oil cars. By
7134-411: The Pennsylvania Railroad gained control of the Northern Central Railway , giving it access to Baltimore, Maryland , and points along the Susquehanna River via connections at Columbia, Pennsylvania, or Harrisburg, Pennsylvania. On December 1, 1871, the Pennsy leased the United New Jersey Railroad and Canal Company , which included the original Camden and Amboy Railroad from Camden, New Jersey (across
7257-452: The Pennsylvania legislature in 1846. The first was for a new railroad called The Pennsylvania Railroad Company to build a line between Harrisburg and Pittsburgh, Pennsylvania. The second was the Baltimore and Ohio Railroad (B&O), which wanted to build to Pittsburgh from Cumberland, Maryland. Both applications were granted with conditions. If the Pennsylvania Railroad did not raise enough capital and contract to build enough railroad within
7380-402: The Seventh Avenue Extension and the Varick Street Extension. It was predicted that the subway extension would lead to the growth of the Lower West Side, and to neighborhoods such as Chelsea and Greenwich Village . Originally, there were to be no express stops between 34th Street–Penn Station to the north and Chambers Street to the south. By late 1912, local merchants were advocating for
7503-436: The Wall and William Streets Branch during construction, from the main line at Chambers Street southeast through the Clark Street Tunnel to Borough Hall in Downtown Brooklyn , is also part of the Broadway–Seventh Avenue Line. The IRT Broadway–Seventh Avenue Line is the only line to have elevated stations in Manhattan, with two short stretches of elevated track at 125th Street and between Dyckman and 225th Streets. The line
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#17328559183157626-460: The addition of art to the 110th Street and 116th Street stations was dropped. From May 31 to July 12, 2003, the uptown platforms at 116th Street station and 103rd Street were closed at all times for their renovations. The station renovation project at 116th Street began in January 2003. Between October 5 and November 17, 2003, the downtown platforms at 110th Street and 125th Street were closed to expedite work on their renovations. On May 27, 2005,
7749-419: The average capacity of a Pennsylvania Railroad freight car increased from 31 to 54 short tons (28 to 48 long tons; 28 to 49 t). This increased to 55 short tons (49 long tons; 50 t) in the mid-1930s and then to 56 short tons (50 long tons; 51 t) in 1945. By the start of 1946, the Pennsy's freight car ownership decreased to 240,293 cars and in 1963, down to 140,535. The Pennsylvania Railroad used
7872-406: The company. The controlling, non-institutional shareholders of the PRR during the early 1960s were Henry Stryker Taylor , who was a part of the Jacob Bunn business dynasty of Illinois, and Howard Butcher III, a principal in the Philadelphia brokerage house of Butcher & Sherrerd (later Butcher & Singer). On February 1, 1968, the Pennsylvania Railroad merged with its longtime arch-rival,
7995-470: The completion of this project, the NYCTA project to lengthen IRT stations to accommodate ten-car trains would be complete. During the 1964–1965 fiscal year, the platforms at Park Place , Fulton Street , Wall Street , Clark Street and Borough Hall were lengthened to 525 feet (160 m) to accommodate a ten-car train of 51 feet (16 m) long IRT cars. In 1986, the NYCTA launched a study to determine whether to close 79 stations on 11 routes, including
8118-466: The construction and/or rehabilitation and operation of rapid transit lines in the City of New York . The contracts were "dual" in that they were signed between the City and two separate private companies (the Interborough Rapid Transit Company and the Brooklyn Rapid Transit Company ), all working together to make the construction of the Dual Contracts possible. The Dual Contracts promised the construction of several lines in Brooklyn. As part of Contract 3,
8241-417: The construction of an express station at 14th Street and Seventh Avenue. Construction started on the extension in 1914. To allow for the extension of the line south from Times Square, the entire western wall of the subway between 43rd Street and 44th Street was removed, all while service continued uninterrupted. The line was mostly built in an open-cut, excluding the segments within the limits of Battery Park,
8364-401: The construction of the express station. Under a $ 100 million (equivalent to $ 1,045,205,479 in 2023) rebuilding program, increased and lengthened service was implemented during peak hours on the 1 train. To the north of 96th Street, delays occurred as some trains from the Lenox Avenue Line switched from the express to the local tracks, while some trains from the Broadway Branch switched from
8487-420: The cost of $ 423,000 (equivalent to $ 5,364,249 in 2023). During the early 1950s, it was considered to convert the Columbus Circle station from a local stop to an express stop in order to serve the anticipated rise of ridership at the stop resulting from the proposed New York Coliseum and the expected redevelopment of the area. In 1955, the firm Edwards, Kelcey and Beck was hired as Consulting Engineers for
8610-503: The electrified trackage are still in use, owned and operated by Amtrak as the Northeast Corridor and Keystone Corridor high-speed rail routes, by SEPTA , and by NJ Transit . The Pennsylvania Railroad's corporate symbol was the keystone , the Commonwealth of Pennsylvania's state symbol, with the letters "PRR" intertwined inside. When colored, it was bright red with a silver-grey inline and lettering. The Pennsylvania Railroad bought its first 75 freight cars in 1849. Two years later,
8733-445: The end of Lower Manhattan and into Brooklyn, relieving crowding on the East Side Line, while opening up service to new areas. The Pennsylvania Railroad 's new hub in Manhattan, Penn Station , could now be accessed by the subway. Additionally, Manhattan's West Side was rebuilt with the arrival of the line. To allow the wide four-track line to go through the area, new streets had to be mapped and built, and new buildings were constructed as
8856-476: The end of the century, a third and fourth track were added. Over the next 50 years, the Pennsy expanded by gaining control of other railroads by stock purchases and 999-year leases. At the end of its first year of operation, the Pennsylvania Railroad paid a dividend, and continued the dividend without interruption until 1946. The Pennsy's charter was supplemented on March 23, 1853, to allow it to purchase stock and guarantee bonds of railroads in other states, up to
8979-403: The ends of the station platforms at 103rd Street, 110th Street, and 116th Street, a small section of station wall, which would look identical to the existing station walls, would be added to provide space for scrubber rooms. Work on the ten citywide renovation projects was estimated to cost almost $ 146 million, and was scheduled to start later that year, and be completed in April 2004, in time for
9102-522: The first passenger train, the Metropolitan, went into operation over the newly electrified line from Philadelphia to Harrisburg. On April 15, the electrified freight service from Harrisburg and Enola Yard east was inaugurated, thus completing the Pennsy's eastern seaboard electrification program. The railroad had electrified 2,677 miles (4,308 km) of its track, representing 41% of the country's electrically operated standard railroad trackage. Portions of
9225-514: The formation of Conrail. It reorganized in 1994 as American Premier Underwriters , which continues to operate as a property and casualty insurance company. With the opening of the Erie Canal in 1825 and the beginnings of the Chesapeake and Ohio Canal in 1828, Philadelphia business interests became concerned that the port of Philadelphia would lose traffic. The state legislature was pressed to build
9348-547: The largest business enterprise in the world and a world-class model for technological and managerial innovation. He served as the Pennsy's first Chief Engineer and third President. Thomson's sober, technical, methodical, and non-ideological personality had an important influence on the Pennsylvania Railroad, which in the mid-19th century was on the technical cutting edge of rail development, while nonetheless reflecting Thomson's personality in its conservatism and its steady growth while avoiding financial risks. His Pennsylvania Railroad
9471-541: The lettering and outlining was originally done in real gold leaf. After World War II, the lettering was done in a light shade of gold, called Buff Yellow. For most of its existence, the Pennsylvania Railroad was conservative in its locomotive choices and pursued standardization, both in locomotive types and their component parts. Almost alone among U.S. railroads, the Pennsy designed most of its steam locomotive classes itself. It built most of them at Altoona Works , outsourcing only when Pennsy facilities could not keep up with
9594-530: The line from Philadelphia to Paoli, Pennsylvania, was completed. Other Philadelphia lines electrified were the Chestnut Hill Branch (March 30, 1918), White Marsh (1924), the main line to Wilmington, Delaware (September 30, 1928), West Chester (December 2, 1928), Trenton line (June 29, 1930), and completed on July 20, 1930 the Schuylkill Branch to Norristown, Pennsylvania, later followed by
9717-470: The line served the coal region of southern Illinois and as a passenger route for the Pennsylvania Railroad's Blue Ribbon named trains The St. Louisan , The Jeffersonian , and the Spirit of St. Louis . By 1906, the Pennsylvania built several low-grade lines for freight to bypass areas of steep grade (slope) and avoid congestion. These included: Some other lines were planned, but never completed: Early in
9840-421: The line. The 240th Street Yard is located between Van Cortlandt Park-242nd Street and 238th Street . This yard holds 21 layup tracks and can hold the entire rolling stock for the 1. The next yard, 207th Street Yard holds a few trains that are used during rush hours and cleans and overhauls some of the line's fleet. Finally, the 137th Street Yard has six tracks, which hold rush hour turn-around trains. Where
9963-510: The line. This service was discontinued after May 27, 2005; from 1994 onward, this skip-stop separation existed only during rush hours. A third track along much of the line north of 96th Street has been used in the past for peak direction express service, at least between 96th Street and 137th Street . This center track is currently used only during construction reroutes. There is another unused third track between Dyckman Street and Van Cortlandt Park–242nd Street. Three yards have connections to
10086-427: The local to the express tracks. This bottleneck was removed on February 6, 1959. All Broadway trains became locals, and all Lenox Avenue trains became expresses, eliminating the need to switch tracks. All 3 trains began to run express south of 96th Street on that date running to Brooklyn. 1 trains began to run between 242nd Street and South Ferry at all times. Trains began to be branded as Hi-Speed Locals, being as fast as
10209-458: The locomotives were painted in black, referred to as "True Black." The passenger cars of the Pennsy were painted Tuscan Red , a brick-colored shade of red. Some electric locomotives and most passenger-hauling diesel locomotives were also painted in Tuscan Red. Freight cars of the Pennsy had their own color, known as "Freight Car Color," an iron-oxide shade of red. On passenger locomotives and cars,
10332-649: The low-grade freight line from Morrisville through Columbia to Enola Yard in Pennsylvania; the Port Road Branch from Perryville, Maryland, to Columbia; the Jamesburg Branch and Amboy Secondary freight line from Monmouth Junction to South Amboy; and the Landover-South End freight line from Landover, Maryland, through Washington to Potomac Yard in Alexandria, Virginia. In less than a year, on January 15, 1938,
10455-661: The main service patterns was the West Side Branch, running from Lower Manhattan to Van Cortlandt Park via what is now the Lexington Avenue , 42nd Street , and Broadway–Seventh Avenue Lines. There were both local and express services with express trains south of 96th Street . Some express trains ran to Atlantic Avenue in Brooklyn via the Joralemon Street Tunnel during rush hours while all other trains turned around at City Hall or South Ferry . The Dual Contracts , which were signed on March 19, 1913, were contracts for
10578-634: The merged product of numerous smaller lines in Ohio, Indiana, and Illinois. Commonly called the Panhandle Route , this line ran west from Pittsburgh to Bradford, Ohio , where it split, with one line to Chicago and the other to East St. Louis, Illinois , via Indianapolis, Indiana . In 1905, the acquisition of the Vandalia Railroad gave the Pennsy access across the Mississippi River to St. Louis, Missouri . Double-tracked for much of its length,
10701-448: The mid-1860s, the railroad had 9,379 freight cars; a decade later, 32,718; the mid-1880s, over 49,000; 1896, more than 87,000. The Pennsy changed its car reporting methods around 1900. The railroads owned and operated by the Pennsylvania Railroad system were now included in reports, in addition to the Pennsylvania Railroad proper. So, in 1900, the Pennsy had over 180,000 freight cars; by 1910, 263,039. The zenith of freight car ownership
10824-446: The name of Penn Central Transportation Company , or "Penn Central" for short. The former competitors' networks integrated poorly with each other, and the railroad filed for bankruptcy within two years. Bankruptcy continued and on April 1, 1976, the railroad gave up its rail assets, along with the assets of several other failing northeastern railroads, to a new railroad named Consolidated Rail Corporation , or Conrail for short. Conrail
10947-429: The new South Ferry station opened, replacing the original loop station. The loop station could only accommodate the first five cars of a train and required the use of gap fillers because of the sharpness of the loop curve. The new station was built as a two-track, full (10-car)-length island platform on a less severe curve, permitting the operation of a typical terminal station . The newer station does not have
11070-520: The next day, ending Pennsylvania Air Line service. In the early 1880s, the Pennsylvania acquired a majority of PW&B Railroad's stock. This action forced the Baltimore and Ohio Railroad (B&O) to build the Baltimore and Philadelphia Railroad to keep its Philadelphia access, where it connected with the Reading Company for its competing Royal Blue Line passenger trains to reach New York. In 1885,
11193-498: The old express service was, with 8-car trains consisting of new R21 and R22 subway cars from the St. Louis Car Company . During rush hour in the peak direction, alternate trains, those running from 242nd Street, made no stops except 168th Street between Dyckman and 137th Streets in the direction of heavy traffic. The bypassed stations were served by locals originating from Dyckman Street. The improved service could not be implemented until
11316-533: The other lines heading north from the city. On June 29, 1873, the Baltimore and Potomac Tunnel through Baltimore was completed. The Pennsylvania Railroad started the Pennsylvania Air Line service ("air line" at the time being understood as a nearly-straight and nearly-flat route with distance similar to "as the crow flies") via the Northern Central Railway and Columbia, Pennsylvania. This service
11439-418: The plan to include artwork from the MTA's Arts for Transit program would damage the stations' original decorative tiling, which had remained untouched since the stations opened. The community activists believed that the new artwork would also be illegal for going against restrictions put into place when they were landmarked. The MTA had planned to install a small bronze subway track and train to be inlaid within
11562-409: The platform extension at 72nd Street, the track layout was changed. However, in order to fit the platform extension at 96th Street, the local tracks and the outside walls had to be moved. A new mezzanine with stairways to the street was built between West 93rd Street and West 94th Street. Since the 86th Street and 96th Street stations had their platforms extended in order to accommodate 10-car trains,
11685-458: The platform extensions at all stations on the line were completed. The original IRT stations north of Times Square could barely fit five or six car locals based on whether the trains had one or two ends with cars that had manually operated doors. In 1958, the platform extensions at the local stations were nearly completed, but there were more problems with the platform extensions at the two express stations, 72nd Street and 96th Street. To make room for
11808-466: The railroad's needs. In such cases, subcontractors were hired to build to PRR designs, unlike most railroads that ordered to broad specifications and left most design choices to the builder. The Pennsy's favorite outsourced locomotive builder was Baldwin Locomotive Works , which received its raw materials and shipped out its finished products on Pennsy lines. The two companies were headquartered in
11931-440: The rest of the main line to Trenton, New Jersey. In 1928, PRR's president William Wallace Atterbury announced plans to electrify the lines between New York, Philadelphia, Washington, and Harrisburg. In January 1933, through main-line service between New York and Philadelphia/Wilmington/Paoli was placed in operation. The first test run of an electric train between Philadelphia and Washington occurred on January 28, 1935. On February 1
12054-566: The rest of the platforms. On June 27, 1918, the Public Service Commission (PSC) announced that on July 1, the shuttle would be extended south to South Ferry , with a shorter shuttle on the Brooklyn branch between Chambers Street and Wall Street , on July 1, 1918. The PSC's decision to open the line before the Lexington Avenue Line was completed was unexpected. The new "H" system was implemented on August 1, 1918, joining
12177-434: The same term [REDACTED] This disambiguation page lists articles associated with the title Seventh Avenue Line . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Seventh_Avenue_Line&oldid=449654607 " Category : Disambiguation pages Hidden categories: Short description
12300-400: The same year. On December 28, 1990, an electrical fire in the Clark Street Tunnel trapped passengers on a subway train for over half an hour. The fire killed two people and injured 149 others. Operation of the first subway began on October 27, 1904, with the opening of all stations from City Hall to 145th Street on the West Side Branch. The line was mostly underground, except for
12423-476: The section surrounding 125th Street , which ran across the elevated Manhattan Valley Viaduct to cross a deep valley there. Service was extended to 157th Street on November 12, 1904, as that station's opening had been delayed because of painting and plastering work. The West Side Branch was extended northward to a temporary terminus at 221st Street and Broadway on March 12, 1906, served by shuttle trains operating between 157th Street and 221st Street. However, only
12546-466: The southernmost point in the borough . Along the way, the line serves places such as Times Square , Lincoln Center , Columbia University , and the City College of New York . The portion of the line north of 42nd Street was built as part of the first subway in New York in 1904. Train services that use the IRT Broadway–Seventh Avenue Line are colored red on subway signage and literature. The line
12669-420: The station renovation project at 116th Street after the MTA said it would have to put off the renovation projects in Manhattan due to funding issues. Columbia also provided funding to cover a portion of the cost of renovating the 125th Street station, and funded the substitution of the station's aluminum vents with glass windows to reflect the station's original design. Due to concerns expressed by community groups,
12792-451: The station walls surrounded by sepia-toned photographs of the neighborhood at 116th Street. In December 2002, Manhattan Community Board 7 voted in favor of the plan to include artwork from the MTA's Arts for Transit program at the 103rd Street station, which was not landmarked, but voted against the plan to include new artwork at the landmarked 110th Street and 116th Street. On February 4, 2003, Community Board 7 voted in favor of renovating
12915-430: The stations could accommodate only six car local trains. The platform extensions were opened in stages. On April 6, 1948, the stations from 103rd Street to Dyckman Street had their platform extensions opened, with the exception of the 125th Street station, which had its extension opened on June 11, 1948. On July 9, 1948, the platform extensions at stations between 207th Street and 238th Street were opened for use at
13038-486: The tunnel began on October 12, 1914, using a tunneling shield in conjunction with compressed air. The tunnel was designed by civil engineer Clifford Milburn Holland , who later served as the first chief engineer of the Holland Tunnel . Five hundred men, working in several shifts, excavated the tubes for 24 hours a day. The north tube was holed through on November 28, 1916, followed by the south tube on December 19 of
13161-422: The two halves of the Broadway–Seventh Avenue Line and sending all West Side trains south from Times Square. An immediate result of the switch was the need to transfer using the 42nd Street Shuttle. The completion of the "H" system doubled the capacity of the IRT system. The local tracks ran to South Ferry, while the express tracks used the Brooklyn branch to Wall Street, extended to Atlantic Avenue in Brooklyn via
13284-529: The two would run to the Battery via Greenwich Street, while the second branch would turn eastward under Park Place and Beekman Street and down William Street and Old Slip. After going through Lower Manhattan, the second branch would go through a tunnel under the East River before running under Clark and Fulton Streets until a junction at Borough Hall with the existing Contract 2 IRT Brooklyn Line. In order to pass under
13407-601: The use of the inclined planes of the Allegheny Portage Railroad. In 1857, the PRR purchased the Main Line of Public Works from the state of Pennsylvania. This purchase included 275 miles (443 km) of canal, the Philadelphia & Columbia Railroad, and the New Portage Railroad (which replaced the now abandoned Allegheny Portage Railroad). The Pennsy abandoned most of the New Portage Railroad in 1857 as it
13530-613: The widened portions of Varick Street, and the new Varick and Seventh Avenue Extensions. Filled in ground was found south of Varick Street along Greenwich Street, which approximately marked the old shore line of the Hudson River during the time of the American Revolution. Many buildings had to be underpinned during the construction of the line, especially those on the lower sections through Greenwich Street. South of Chambers Street, there were to be two branches constructed. The first of
13653-465: Was affected by Hurricane Sandy in October 2012, following serious flood damage at South Ferry. Rector Street served as a temporary terminal until April 4, 2013, when the 1 returned to the reopened old loop station. Hurricane Sandy also damaged the Clark Street Tubes, necessitating a full closure on weekends from June 27, 2017, to June 24, 2018, thus affecting 2, 3, 4 , and 5 service. In addition, as
13776-464: Was 54.5 miles (87.7 km) longer than the old route but avoided the transfer in Baltimore. The Union Railroad line opened on July 24, 1873. This route eliminated the transfer in Baltimore. Pennsy officials contracted with both the Union Railroad and the Philadelphia, Wilmington and Baltimore Railroad (PW&B) for access to this line. The Pennsy's New York–Washington trains began using the route
13899-459: Was an explosion during construction of the 23rd Street subway station that caused the tunnel to collapse. Seven people were killed after a blast of dynamite in the subway tunnel destroyed the plank roadway over Seventh Avenue. As a result, a crowded trolley car, and a brewery truck fell into the excavation, accounting for most of the injuries. On June 3, 1917, the first portion of the Broadway–Seventh Avenue Line south of Times Square–42nd Street ,
14022-537: Was assisted by the Pennsy in the form of a guarantee of $ 500,000 worth of bonds. In 1856, a controlling interest was purchased in the Cumberland Valley Railroad and the Pennsy constructed additional lines in Philadelphia. In 1857, the aforementioned Main Line of Public Works was purchased for $ 7,500,000 ($ 245 million in 2023). The Empire Transportation Company was founded in 1865 by Joseph D. Potts and became
14145-582: Was completed in 1906, but since it was located in a sparsely occupied area, it did not open until April 1, 1907. The original system as included in Contract 1 was completed on January 14, 1907, when trains started running across the Harlem Ship Canal on the Broadway Bridge to 225th Street , and the nearby 221st Street station was closed. Once the line was extended to 225th Street on January 14, 1907,
14268-475: Was constructed in two main portions by the Interborough Rapid Transit Company (IRT), a private operator. The first portion, north of 42nd Street, was opened between 1904 and 1908, and is part of the first subway line in the city. The line ran from City Hall , up the Lexington Avenue Line , across 42nd Street , and up Seventh Avenue and Broadway, before splitting into the Broadway Branch and
14391-548: Was in his day the largest railroad in the world, with 6,000 miles of track, and was famous for steady financial dividends, high quality construction, constantly improving equipment, technological advances (such as replacing wood fuel with coal), and innovation in management techniques for a large complex organization. The railroad's other presidents were: The Pennsylvania Railroad's board chairman/CEOs were: The railroad's vice-presidents were: The Pennsy's main line extended from Philadelphia to Pittsburgh, Pennsylvania. In 1861,
14514-415: Was itself purchased and split up in 1999 between the Norfolk Southern Railway and CSX Transportation , with Norfolk Southern getting 58 percent of the system, including nearly all of the remaining former Pennsylvania Railroad trackage. Amtrak received the electrified segment of the Main Line east of Harrisburg. The Penn Central Corporation held several non-rail assets which it continued to manage after
14637-470: Was now redundant with the Pennsylvania Railroad's own line. In 1861, the Pennsy leased the HPMtJ&L to bring the entire stretch of road between Pittsburgh and Philadelphia under its control. The Johnstown to Pittsburgh stretch of canal was abandoned in 1865 and the rest of the canals sold to the Pennsylvania Canal Company in 1866. The main line was double track from its inception, and by
14760-416: Was reached in 1919 when the Pennsy owned a reported 282,729 freight cars. Steel in freight car construction began during the later part of the 19th century, when cars were now being built with a steel underframe and wooden bodies or were all steel. The Pennsy steadily replaced their wooden cars with steel versions until there were no more wooden cars by 1934. During the first quarter of the 20th century,
14883-551: Was simultaneously built from Pittsburgh, eastward along the Allegheny and Conemaugh rivers to Johnstown, while the eastern end was built from Harrisburg to Altoona. In 1848, the Pennsy contracted with the Harrisburg, Portsmouth, Mountjoy and Lancaster Railroad (HPMtJ&L) to buy and use equipment over both roads, providing service from Harrisburg east to Lancaster. In 1851, tracks were completed between Pittsburgh and Johnstown. In 1852,
15006-425: Was suspended. On September 19, after a few switching delays at 96th Street, service was changed. All 1 trains made all stops from 242nd Street to New Lots Avenue via the Clark Street Tunnel and IRT Eastern Parkway Line , to replace all 3 trains (which terminated at 14th Street) at all times except late nights, when it terminated at Chambers Street in Manhattan instead. On September 15, 2002, all 1 trains returned to
15129-454: Was the largest railroad (by traffic and revenue), the largest transportation enterprise, and the largest corporation in the world, on par with the London & North Western Railway . Over its existence, Pennsylvania Railroad acquired, merged with, or owned part of at least 800 other rail lines and companies. At the end of 1926, it operated 11,640.66 miles (18,733.83 kilometers) of rail line; in
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