History of the New York City Subway
![]() | It has been suggested that this article should be split into articles titled History of the New York City Subway (1904–1940), History of the New York City Subway (1940–present) and Incidents and accidents on the New York City Subway. (discuss) (March 2024) |
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Annual passenger ridership | ||
---|---|---|
Year | Passengers | %± |
1901 | 253,000,000 | — |
1905 | 448,000,000 | +77.1% |
1910 | 725,000,000 | +61.8% |
1915 | 830,000,000 | +14.5% |
1920 | 1,332,000,000 | +60.5% |
1925 | 1,681,000,000 | +26.2% |
1930 | 2,049,000,000 | +21.9% |
1935 | 1,817,000,000 | −11.3% |
1940 | 1,857,000,000 | +2.2% |
1945 | 1,941,000,000 | +4.5% |
1946 | 2,067,000,000 | +6.5% |
1950 | 1,681,000,000 | −13.4% |
1955 | 1,378,000,000 | −18.0% |
1960 | 1,345,000,000 | −2.4% |
1965 | 1,363,000,000 | +1.3% |
1970 | 1,258,000,000 | −7.7% |
1975 | 1,054,000,000 | −16.2% |
1980 | 1,009,000,000 | −4.3% |
1982 | 989,000,000 | −2.0% |
1985 | 1,010,000,000 | +2.1% |
1990 | 1,028,000,000 | +1.8% |
1995 | 1,093,000,000 | +6.3% |
2000 | 1,400,000,000 | +28.1% |
2005 | 1,450,000,000 | +3.6% |
2010 | 1,605,000,000 | +10.7% |
2011 | 1,640,000,000 | +2.2% |
2012 | 1,654,000,000 | +0.1% |
2013 | 1,708,000,000 | +3.3% |
2014 | 1,751,287,621 | +2.6% |
2015 | 1,762,565,419 | +0.6% |
2016 | 1,756,814,800 | -0.3% |
2017 | 1,727,366,607 | -1.7% |
2018 | 1,680,060,402 | -2.7% |
2019 | 1,697,787,002 | +1.1% |
2020 | 639,541,029 | -62.3% |
2021 | 759,976,721 | +18.8% |
2022 | 1,013,425,465 | +33.3% |
2023 | 1,151,998,158 | +13.7% |
[1][2][3][4][5][6][7][8] |
The
The first underground line opened on October 27, 1904,[11] almost 35 years after the opening of the first elevated line in New York City, which became the IRT Ninth Avenue Line.[12] By the time the first subway opened, the lines had been consolidated into two privately owned systems, the Brooklyn Rapid Transit Company (BRT, later Brooklyn–Manhattan Transit Corporation, BMT) and the Interborough Rapid Transit Company (IRT). After 1913, all lines built for the IRT and most lines for the BRT were built by the city and leased to the companies. The first line of the city-owned and operated Independent Subway System (IND) opened in 1932, intended to compete with the private systems and replace some of the elevated railways. It was required to be run "at cost", necessitating fares up to double the five-cent fare popular at the time.[13]
In 1940, the city took over running the previously privately operated systems. Some elevated lines closed immediately while others closed soon after. Integration was slow, but
The NYCTA, a public authority presided over by New York City, was created in 1953 to take over subway, bus, and streetcar operations from the city.
The September 11 attacks resulted in service disruptions, particularly on the IRT Broadway–Seventh Avenue Line, which ran directly underneath the World Trade Center. Sections were crushed, requiring suspension of service on that line south of Chambers Street. By March 2002, seven of the closed stations had been rebuilt and reopened, and all but one on September 15, 2002, with full service along the line.[15][16]
Since the 2000s, expansions include the 7 Subway Extension that opened in September 2015,[17][18] and the Second Avenue Subway, the first phase of which opened on January 1, 2017.[19][20] However, at the same time, under-investment in the subway system led to a transit crisis that peaked in 2017.
Precursors
Steam railways
Even though there was an earlier, underground railroad called the
The beginnings of the actual Subway came from various excursion railroads to
In Kings County, elevated railroads were built by several companies over
Beach Pneumatic Transit
![](http://upload.wikimedia.org/wikipedia/commons/thumb/a/aa/Beach_Pneumatic_Transit_01.jpg/220px-Beach_Pneumatic_Transit_01.jpg)
The
It remained little more than a curiosity, running only a single car on its one-block-long track to a dead-end at its terminus. Passengers would simply ride out and back, to see what the proposed subway might be like. During its first two weeks of operation, the Beach Pneumatic Transit sold over 11,000 rides, with 400,000 rides provided during its first year of operation.[33][34] Although the public showed initial approval, Beach was delayed in getting permission to expand it. By the time he finally gained permission in 1873, public and financial support had waned, and the subway was closed down.[35]
The final blow to the project was a
Beginnings and rapid expansion
The first subways
IRT
![](http://upload.wikimedia.org/wikipedia/commons/thumb/5/52/Interborough_Rattled_Transit_Restored.png/220px-Interborough_Rattled_Transit_Restored.png)
In 1898, New York, Kings and Richmond Counties, and parts of Queens and Westchester Counties and their constituent cities, towns, villages, and hamlets, were consolidated into the City of Greater New York. During this era the expanded City of New York resolved that it wanted the core of future rapid transit to be underground subways but realized that no private company was willing to put up the enormous capital required to build beneath the streets.[39][40]
Planning for the system began with the Rapid Transit Act, authorized by the
The Elm Street route was chosen later that year, cutting west to Broadway via
![](http://upload.wikimedia.org/wikipedia/commons/thumb/8/83/New_York_City_Subway_construction_1901.jpg/220px-New_York_City_Subway_construction_1901.jpg)
![](http://upload.wikimedia.org/wikipedia/commons/thumb/f/f9/Tubes_for_subway_line_under_Harlem_River%2C_being_sunk_LCCN2014694961.jpg/220px-Tubes_for_subway_line_under_Harlem_River%2C_being_sunk_LCCN2014694961.jpg)
The city decided to issue rapid transit bonds outside of its regular bonded debt limit and build the subways itself; it contracted with the Interborough Rapid Transit Company (which by that time ran the elevated lines in Manhattan) to equip and operate the subways, sharing the profits with the city and guaranteeing a fixed five-cent fare.[43]
BRT
Starting in 1899, the Brooklyn Rapid Transit Company (BRT; 1896–1923) and Brooklyn–Manhattan Transit Corporation (BMT; 1923–1940) operated rapid transit lines in New York City — at first only elevated railways and later also subways.
The BRT was incorporated on January 18, 1896.
On January 30, 1899, the Brooklyn Union Elevated Railroad was incorporated; it acquired the property of the bankrupt
![](http://upload.wikimedia.org/wikipedia/commons/thumb/3/3b/1897_Poor%27s_Brooklyn_Rapid_Transit_Company.jpg/220px-1897_Poor%27s_Brooklyn_Rapid_Transit_Company.jpg)
By 1900, The BRT had acquired virtually all of the rapid transit and streetcar operations in its target area. Only the
- Sea Beach Railway, acquired in November 1897[52]and leased to the BHRR
- Sea View Railroad (Coney Island Elevated), acquired in November 1897[52] and leased to the BHRR
- Brooklyn, Bath and West End Railroad, Coney Island and Gravesend Railway, and South Brooklyn Railway), acquired in November 1898[53] and leased to the BHRR in April 1899[54]
- Brooklyn Elevated Railroad, acquired in March 1899[55] and leased to the BHRR in April 1899[54]
- Brooklyn and Brighton Beach Railroad (Brighton Beach Line), acquired in March 1899[56]
- Prospect Park and Coney Island Railroad (Culver Line), leased to the BHRR on June 18, 1899[59]
The BRT became bankrupt by 1918. The New York Consolidated Railroad and New York Municipal Railway were merged in June 1923, the same month that the BRT was reorganized as the Brooklyn–Manhattan Transit Corporation, to form the New York Rapid Transit Corporation.[60]
Contracts
Original IRT contracts
![](http://upload.wikimedia.org/wikipedia/commons/thumb/6/65/1906_IRT_map_south.png/170px-1906_IRT_map_south.png)
A contract, later known as Contract 1, was executed on February 21, 1900, between the commission and the Rapid Transit Construction Company, organized by John B. McDonald and funded by August Belmont, for the construction of the subway and a 50-year operating lease from the opening of the line. The project was divided into fifteen sections on which subcontractors submitted construction bids.[61]
![](http://upload.wikimedia.org/wikipedia/commons/thumb/b/b2/NEW_YORK%27S_LATEST_MIRACLE%2C_THE_SUBWAY%2C_WAS_COMPLETED_TODAY.jpg/170px-NEW_YORK%27S_LATEST_MIRACLE%2C_THE_SUBWAY%2C_WAS_COMPLETED_TODAY.jpg)
Ground was broken in a ceremony at City Hall on March 24, celebrated at the time as "Tunnel Day".
Service was extended to
The original plan had been to turn east on 230th Street to just west of Bailey Avenue, at the
The initial segment of the IRT White Plains Road Line opened on November 26, 1904, between East 180th Street and Jackson Avenue. Initially, trains on the line were served by elevated trains from the IRT Second Avenue Line and the IRT Third Avenue Line, with a connection running from the Third Avenue local tracks at Third Avenue and 149th Street to Westchester Avenue and Eagle Avenue. Once the connection to the IRT Lenox Avenue Line opened on July 10, 1905, trains from the newly opened IRT subway ran via the line.[69] Elevated service via this connection was resumed on October 1, 1907, when Second Avenue locals were extended to Freeman Street during rush hours.[70]
The line was then extended to Fulton Street on January 16, 1905,
Electrification
![](http://upload.wikimedia.org/wikipedia/commons/thumb/b/b1/The_Street_railway_journal_%281904%29_%2814761767435%29.jpg/220px-The_Street_railway_journal_%281904%29_%2814761767435%29.jpg)
The subway system began during the war of the currents when Thomas Edison and his opponent, George Westinghouse, struggled over acceptance of direct current or alternating current as the standard way to deliver electricity. Alternating current became the standard for non-railroad purposes, but New York City Subway adopted direct current as more suitable for urban railroad purposes.[77]: 21 The companies built their own power stations to generate their DC. To this day, the New York City Transit Authority converts alternating current to 600 V DC third rail to power the trains, as do most transit railways around the world. (The A Division uses 625 V DC third rail.[78])
Triborough plan
![](http://upload.wikimedia.org/wikipedia/commons/thumb/7/72/NYCS_Maps_IRT_1904.jpg/300px-NYCS_Maps_IRT_1904.jpg)
![](http://upload.wikimedia.org/wikipedia/commons/thumb/d/d7/1924BMTMap.jpg/300px-1924BMTMap.jpg)
After the statutory debt ceiling for the now-united city of New York had been raised, there were more plans for subway construction until 1908. The Triborough plan comprised three new lines:
- An IRT line from Woodlawnin the Bronx
- The BRT Nassau Street Loop, later the BMT Nassau Street Line. The BRT's track went over the Brooklyn, Manhattan, and Williamsburg Bridges; the Nassau Street Line was to connect to the Brooklyn Bridge, but never did. The connections to the other two bridges were built, but with the 1967 opening of the Chrystie Street Connection, the Manhattan Bridge connection was eliminated.
- A BRT subway under Coney Island. This corresponded to today's Fourth Avenue and Sea Beachlines.
The BRT lines were built to wider profiles because the BRT did not want to use IRT trackage, which was narrower by comparison and carried far fewer passengers per hour. The design was inspired by the cars built for the
Until the completion of the Fourth Avenue Line, there was a tram across the Manhattan Bridge which did not connect to any tracks in the New York City Subway. The track was called "
Dual Contracts
The BRT, which just barely entered Manhattan via the Brooklyn Bridge, wanted the opportunity to compete with the IRT, and the IRT wanted to extend its Brooklyn line to compete with the BRT. This led to the city's agreement to contract for future subways with both the BRT and IRT.
The expansion of rapid transit was greatly facilitated by the signing of the Dual Contracts on March 19, 1913. Contract 3 was signed between the IRT and the city; the contract between the BRT and the city was Contract 4. The majority of the present-day subway system was either built or improved under these contracts.[43] The Astoria Line and Flushing Line were built at this time and were for some time operated by both companies. Under the terms of Contracts 3 and 4, the city would build new subway and elevated lines, rehabilitate and expand certain existing elevated lines, and lease them to the private companies for operation. The cost would be borne more-or-less equally by the city and the companies. The city's contribution was in cash raised by bond offerings, while the companies' contributions were variously by supplying cash, facilities, and equipment to run the lines.[43]
As part of the contracts, the two companies were to share lines in Queens: a short line to
Both lines were built to IRT specifications. This meant that IRT passengers had a one-seat ride to Manhattan destinations, whereas BRT passengers had to make a change at Queensborough Plaza. This came to be important when service was extended for the
Several provisions were imposed on the companies: the fare was limited to five cents, and this led to financial troubles for the two companies after post-World War I inflation; the city had the right to "recapture" any of the lines it built and run them as its own; and the city was to share in the profits. This eventually led to their downfall and consolidation into city ownership in 1940.[81][82]
As part of the Dual Contracts, the operations of the original IRT system changed drastically. Instead of having trains go via Broadway, turn onto 42nd Street, and finally turn onto Park Avenue, there were two trunk lines connected by the 42nd Street Shuttle. The system was changed from a "Z" system to an "H" system. The first trunk line, the Lexington Avenue Line assumed the portion of the original IRT system south of Grand Central. The line was extended northward with a new station at Grand Central and turned onto Lexington Avenue, where the line remained as four tracks. The line had connections to the new IRT Pelham Line and IRT Jerome Avenue Line in the Bronx, in addition to a new connection to the IRT White Plains Road Line.[83]
The second trunk, the Broadway–Seventh Avenue Line assumed the portion of the original IRT system north of Times Square, and it extended southward with a new station at Times Square, running down Seventh Avenue, Varick Street and West Broadway. 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. South of Chambers Street, two branches were constructed. The first branch ran to the Battery via Greenwich Street, while the second branch turned eastward under Park Place and Beeckman Street and down William Street, running under the East River through a tunnel before running under Clark Street and Fulton Street until it reached a junction at Borough Hall with the existing Contract 2 IRT Brooklyn Line.[83]
![](http://upload.wikimedia.org/wikipedia/commons/thumb/7/75/New_Interborough_Subway_Service_Between_Brooklyn_and_Manhattan.jpg/220px-New_Interborough_Subway_Service_Between_Brooklyn_and_Manhattan.jpg)
On June 3, 1917, the first portion of the Broadway–Seventh Avenue Line south of
The new portion of the Lexington Avenue Line from Grand Central to 125th Street opened on July 17, 1918.
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 Dual Contracts resulted in the expansion of New York City; people moved to the newly built homes along the newly built subway lines. These homes were affordable, about the same cost as the houses in Brooklyn and Manhattan.[82]: 7 The Dual Contracts were the key to dispersion of the city's congested areas. They helped alleviate densely populated areas and probably helped save lives as people were no longer living in heavily diseased areas.[citation needed] The population in Manhattan below 59th Street decreased between the years of 1910 and 1920.[90] People were allowed to move to better parts at the same cost and could have a better and more comfortable life in the suburbs.[82]: 7
Independent System
Mayor
On the other hand, New York City had grown to over five and a half million inhabitants and urgently needed new subway lines. The dual system could not keep pace with this ever-increasing ridership. So, a compromise solution was finally found that would allow Hylan's plans as well as the interests of private operators to be considered. However, the city's and Hylan's long-term goal was the unification and consolidation of the existing subway, with the city operating a unified subway system. The city, bolstered by political claims that the private companies were reaping profits at taxpayer expense, determined that it would build, equip and operate a new system itself, with private investment and without sharing the profits with private entities. This led to the building of the Independent City-Owned Subway (ICOS), sometimes called the Independent Subway System (ISS), the Independent City-Owned Rapid Transit Railroad, or simply The Eighth Avenue Subway after the location of its
The original IND system, consisting of the Eighth Avenue mainline and the
Lines
As the first line neared completion, New York City offered it for private operation as a formality, knowing that no operator would meet its terms. Thus the city declared that it would operate it itself, formalizing a foregone conclusion. The first line opened without a formal ceremony. The trains began operating their regular schedules ahead of time, and all stations of the
On January 1, 1936, a second trunk line—the
The first section of the Queens Boulevard Line, west from
On July 1, 1937, a third trunk line, the
Meanwhile, on the East Side, the
Further revision of the plan and more studies followed. By 1939, construction had been postponed indefinitely, and Second Avenue was relegated to "proposed" status. The 1939 plan for subway expansion took the line not only into the Bronx (by now as a single line to
Expansion plans
Since the opening of the original New York City Subway line in 1904, various official and planning agencies have proposed numerous extensions to the subway system. One of the better known proposals was the "Second System," which was part of a plan by the Independent Subway to construct new subway lines in addition and take over existing subway lines and railroad right-of-ways. Though most of the routes proposed over the decades have never seen construction, discussion remains strong to develop some of these lines, to alleviate existing subway capacity constraints and overcrowding, the most notable being the Second Avenue Subway. Plans for new lines date back to the early 1910s.[114][115]
On August 28, 1922, Mayor John Francis Hylan announced that his new system would comprise 100 miles (160 km) of currently operating routes and another 100 miles of new routes, to be completed by December 31, 1925, and in competition with the IRT and BMT.[116][117]
In 1926, a loop subway service was planned to be built to New Jersey.[118]
The most grandiose plan, conceived in 1929, was to be part of the city-operated IND. By 1939, with unification planned, all three systems were included. As this grandiose expansion was not built, the subway system is only 70% of what it was planned to be. Magnificently engineered, almost entirely underground, with 670 feet (200 m) platforms and
After the IND Sixth Avenue Line was completed, only 28 new stations were built. Five stations were on the abandoned
Unification
![](http://upload.wikimedia.org/wikipedia/commons/thumb/7/72/Second_Avenue_El_-_demolition.jpg/220px-Second_Avenue_El_-_demolition.jpg)
In June 1940, the IND's operator, the New York City Board of Transportation, took over the transportation assets of the IRT and BMT. in Brooklyn.
Division differences
Despite the unification, a distinction between the three systems survives in the service labels: IRT lines (now referred to as A Division) have numbers and BMT/IND (now collectively B Division) lines use letters.[127] There is also a physical and less widely noticed difference, as A Division cars are narrower than those of B Division by 18 inches (46 cm)[128] and shorter by 9 feet (2.7 m) to 24 feet (7.3 m).[128][129] Because the A Division lines are of lower capacity for a given capital investment, all new extensions and lines built between World War II and 2007[130][131][132] have been for the B Division. A Division cars can travel on B Division lines when necessary but are not used for passenger service on those lines because of the dangerously wide gap between the car and the station platform. This stems from the IRT and BRT's long-standing disagreement where the BRT intentionally built cars that were too wide for the IRT.[81]
![](http://upload.wikimedia.org/wikipedia/commons/thumb/2/2f/NYC_Subway_Car_1950s.png/220px-NYC_Subway_Car_1950s.png)
The original IRT subway lines (those built before the Dual Contracts) were built to modified elevated line dimensions. Whereas the IRT lines were originally equipped with cars that were 47 feet (14 m) long, the cars designed for the IRT subway measure 51.3 feet (15.6 m) long. Both sets of lines did not permit cars wider than 9 feet (2.7 m). The clearances and curves on these lines are too narrow and too sharp for any IND or BMT equipment. The later extensions of the IRT, constituting the bulk of the IRT system, were built to wider dimensions, and so are of a profile that could support the use of IND/BMT sized equipment.[133][43]
B Division equipment could operate on much of A Division if station platforms were trimmed and trackside equipment moved, thus letting A Division service carry more passengers. However, there is virtually no chance of this happening because the older, narrower portions of A Division are centrally situated, such that it would be impossible to put together coherent through services. The most that can be reasonably hoped for is that some branch lines of Division A might be resized and attached to B Division lines. This was done with the BMT Astoria Line in Queens[133] which had formerly been dual-operated with normal IRT trains and special narrow BMT shuttles.[43]
Post-unification expansion and reorganization
New York hoped that the profits from the remaining formerly privately operated routes would support the expensive and deficit-ridden IND lines and simultaneously be able to repay the systems' debts, without having to increase the original fare of five cents. But during World War II, which gave a reprieve to the closure of most rail transit in the U.S., some closures continued, including the remainder of the IRT Second Avenue Line in Manhattan (1942)[123] and the surviving BMT elevated services over the Brooklyn Bridge (1944).[134] The Second World War also caused renewed inflation, which finally caused a fare increase to ten cents in 1947 and six years later to 15 cents.[81]
Ridership skyrocketted during the late 1940s, and on December 23, 1946, the system-wide record of 8,872,249 fares was set.[135]: 73
Because the consolidation dragged in the first years after unification, some improvements in operational processes were rather slow, and soon the question of organization was raised. The outsourcing of subway operations to the Port Authority of New York and New Jersey was favored at one point. On June 15, 1953, the NYCTA was founded with the aim of ensuring a cost-covering and efficient operation in the subways.[81]
There was a need to overhaul rolling stock and infrastructure of the once-private routes, especially for the IRT, where nearly all of the infrastructure was aged. The oldest cars came there from the time the subway opened in 1904, and the oldest subway cars of BMT in 1953 dated from the system's first years, in 1913. Therefore, a total of 2,860 cars for the A Division were delivered between 1948 and 1965, which constituted the replacement of almost the entire prewar IRT fleet. On the B Division, 2,760 cars were ordered. Platforms were doubled in length systemwide. At some stations,
In 1946, Mayor William O'Dwyer initiated a program to lengthen station platforms to accommodate ten-car trains. The first contract, which was completed in August 1946, extended the platforms at 125th Street, 207th Street, 215th Street, 225th Street, 231st Street and 238th Street on the IRT Broadway–Seventh Avenue Line for $423,000. Additional platform extensions were completed on the Broadway–Seventh Avenue Line in October 1946. On this date the platform extensions at 103rd Street, 110th Street, 116th Street, 137th Street, 145th Street, 157th Street, 168th Street, 181st Street, 191st Street and Dyckman Street were completed. This project cost $3.891 million. The platform extensions at the Hoyt Street station on the IRT Eastern Parkway Line opened in November 1946, being completed for $733,200. Stations along the IRT Lexington Avenue Line were next to receive the improvements.[137]
In January 1947, the 23rd Street, 28th Street and 33rd Street platform extensions were completed, costing $4.003 million. Work was subsequently completed at the Bleecker Street and Spring Street stations for $1.97 million. The $1.992 million contract to lengthen the platforms at the Canal Street and Worth Street stations to the south was completed in April 1947. In September 1947, a contract extending the platforms for stations in the Bronx was completed. The first stage of the plan was completed in June 1949, lengthening the platforms at Prospect Avenue, Jackson Avenue, Intervale Avenue, Simpson Street, Freeman Avenue, 174th Street and 177th Street on the IRT White Plains Road Line for $315,000. In September 1949, the Chairman of the Board of Transportation, William Reid, announced that the program to lengthen 32 IRT stations had been completed for $13.327 million. Reid also announced that the Board had created a five-year plan to lengthen all remaining BMT and IRT stations to accommodate ten-car trains.[137]
![](http://upload.wikimedia.org/wikipedia/commons/thumb/5/5c/Nostalgia_Train_%288892011318%29.jpg/220px-Nostalgia_Train_%288892011318%29.jpg)
Only two new lines were opened in this era,
The
Decline
The originally planned IND system was built to the completion of its original plans after World War II ended, but the system then entered an era of deferred maintenance in which infrastructure was allowed to deteriorate. In 1951 a half-billion dollar bond issue was passed to build the Second Avenue Subway, but money from this issue was used for other priorities and the building of short connector lines, namely a ramp extending the IND Culver Line over the ex-BMT Culver Line at Ditmas and McDonald Avenues in Brooklyn (1954), allowing IND subway service to operate to Coney Island for the first time,[120] the 60th Street Tunnel Connection (1955), linking the BMT Broadway Line to the IND Queens Boulevard Line,[120] and the Chrystie Street Connection (1967), linking the BMT line via the Manhattan Bridge to the IND Sixth Avenue Line.[150]
By January 1955, the
Soon after, the city entered a fiscal crisis. Closures of elevated lines continued. These closures included the entire
![](http://upload.wikimedia.org/wikipedia/commons/thumb/3/39/BROOKLYN%27S_BUSHWICK_AVENUE_SEEN_FROM_AN_ELEVATED_TRAIN_PLATFORM_IN_NEW_YORK_CITY._THE_INNER_CITY_TODAY_IS_AN_ABSOLUTE..._-_NARA_-_555925.tif/lossy-page1-170px-BROOKLYN%27S_BUSHWICK_AVENUE_SEEN_FROM_AN_ELEVATED_TRAIN_PLATFORM_IN_NEW_YORK_CITY._THE_INNER_CITY_TODAY_IS_AN_ABSOLUTE..._-_NARA_-_555925.tif.jpg)
Construction and maintenance of existing lines was deferred, and graffiti and crime were very common. Trains frequently broke down, were poorly maintained, and were often late, while ridership declined by the millions each year. As in all of the city, crime was rampant in the subway in the 1970s. Thefts, robberies, shootings and killings became more frequent. The rolling stock was very often painted with graffiti or vandalized both inside and outside. As the New York City Police Department was completely overwhelmed, the public reacted with unease, and the subway was deliberately avoided. Around 1980, the reliability of the vehicles was a tenth of their reliability in the 1960s, and 40 percent of the network required speed restrictions. Because there had been no further studies of the subway since 1975, one third of the fleet was out of use during rush hours due to serious technical defects. In addition, signs were fitted incorrectly, and spare parts were missing or were bought in too large quantities, could not be found, or could not be installed due to lack of repairmen.[152]
The New York City Subway tried to keep its budget balanced between spending and revenue, so deferred maintenance became more common, which drew a slow but steady decline of the system and rolling stock. Furthermore, the workers were consolidated into the Transport Workers Union in 1968. A pension was set up, and workers were allowed to retire after 20 years of service without any transitional period. About a third of the most highly experienced staff immediately retired, resulting in a large shortage of skilled workers.[152]
Rehabilitation started in the 1980s as part of a $18 billion financing program. Between 1985 and 1991 over 3,000 subway cars were overhauled and fitted with air conditioning to increase comfort, reliability and durability while deferring car purchases. The TA only replaced the oldest cars in each division, so it bought only 1,350 new vehicles. Increased patrols and fences around the train yards offered better protection against graffiti and vandalism.[153] At the same time, the TA began an extensive renovation of the routes. Within ten years the tracks were thereby renewed almost systemwide. The Williamsburg Bridge and the Manhattan Bridge, which had strong corrosion damage, were refurbished over the years.[153]
The renovation of the stations was initially limited to security measures, fresh paint, new lighting and signs, but the TA also tried to improve the service that had been neglected. This ranged from new uniforms and training for the staff to correct destination signs on the rolling stock. Some subway services were also adapted to the changing needs of customers.[153] Another stated goal was to reduce crime or at least an improvement in the subjective sense of security. At night, the railway police and members of the citizens' initiative Guardian Angels, formed in 1979, patrolled in the subway trains.[153] In the 1990s, the crime in the city and its subway declined significantly.
Late 1950s and early 1960s
In 1956, the NYCTA chairman, Charles Patterson, proposed removing the seats from the trains on the 42nd Street Shuttle to increase the passenger load.[154]
On May 1, 1957, a standard maximum interval of 20 minutes between trains was put into place during late nights, with the exception of the Rockaway lines where it was 24 minutes. Some lines had service run as infrequently as 30 minutes. Also on this date, BMT express service was extended to 57th Street from 42nd Street. Earlier in 1957, local service on the BMT Jamaica Line was extended to Crescent Street from Eastern Parkway, and rush hour service was increased to run every 5 minutes.[155]
Under a $100 million rebuilding program, increased and lengthened service was implemented during peak hours on the 1 train. Switching at a junction north of 96th Street, delayed service as trains from the Lenox Avenue Line which ran local switched from the express to the local, while trains from the Broadway Branch that ran express switched from the local to the express. This bottleneck was removed on February 6, 1959. All Broadway trains were locals, and all Lenox Avenue trains were expresses, eliminating the need to switch tracks. All 3 trains began to run express south of 96th Street on that date running to Brooklyn. 1 trains began to run between 242nd Street and South Ferry all times. Trains began to be branded as Hi-Speed Locals, being as fast as the old express service was with 8-car trains consisting of new R21s and R22s on the line.[156]
On November 15, 1962, the express platforms at
Program for Action
![](http://upload.wikimedia.org/wikipedia/commons/thumb/9/93/SAS64thStreet201201.jpg/220px-SAS64thStreet201201.jpg)
In the mid-1960s,
- Phase I was to cost $1.6 billion and be completed over the span of a decade.[153]
- Phase II came after Phase I and cost $1.3 billion. Phase II was composed of mostly extensions of existing lines and Phase I-built lines.[153]
The Program for Action also called for supplanting elevated structures with new subways. The eastern end of the
Deferred maintenance
Because the early subway systems competed with each other, they tended to cover the same areas of the city, leading to much overlapping service. The amount of service has actually decreased since the 1940s as many elevated railways were torn down, and finding funding for underground replacements has proven difficult. The subway's decline began in the 1960s and continued through the late 1980s.[153]
Graffiti
![](http://upload.wikimedia.org/wikipedia/commons/thumb/2/24/HAMBURGER_STAND_OFFERS_CUSTOMERS_A_QUICK_BITE_WHILE_WAITING_FOR_THEIR_SUBWAY_TRAIN_ON_THE_42ND_STREET_STATION..._-_NARA_-_556816.jpg/220px-HAMBURGER_STAND_OFFERS_CUSTOMERS_A_QUICK_BITE_WHILE_WAITING_FOR_THEIR_SUBWAY_TRAIN_ON_THE_42ND_STREET_STATION..._-_NARA_-_556816.jpg)
![](http://upload.wikimedia.org/wikipedia/commons/thumb/c/ce/NYCS_R22_exterior_tagged.jpg/220px-NYCS_R22_exterior_tagged.jpg)
![](http://upload.wikimedia.org/wikipedia/commons/thumb/7/7d/GRAFFITI_ON_A_SUBWAY_CAR_ON_THE_LEXINGTON_AVENUE_LINE_IN_NEW_YORK_CITY._IN_1973_TRANSIT_AUTHORITY_POLICE_ARRESTED..._-_NARA_-_556811.jpg/220px-GRAFFITI_ON_A_SUBWAY_CAR_ON_THE_LEXINGTON_AVENUE_LINE_IN_NEW_YORK_CITY._IN_1973_TRANSIT_AUTHORITY_POLICE_ARRESTED..._-_NARA_-_556811.jpg)
In 1973, the city's graffiti epidemic surged so that nearly every subway car was tagged with graffiti.[161] It was worsened by the budgetary restraints on New York City, which limited its ability to remove graffiti and perform transit maintenance.[162] Mayor John Lindsay declared the first war on graffiti in 1972, but it would be a while before the city was able and willing to dedicate enough resources to that problem to start impacting the growing subculture.[162][163] The MTA tried rubbing the graffiti off with an acid solution, but maintaining the cars to keep them relatively graffiti-free was costing them around $1.3 million annually. In the winter of 1973, the car-washing program was stopped. Attempts to wash cars with an acid solution in September 1974 were detrimental to the fleets' upkeep.[153]
As graffiti became associated with crime, many demanded that the government take a more serious stance toward it, particularly after the popularization of the
An extensive car-washing program in the late 1980s ensured the elimination of graffiti throughout the system's rolling stock. In 1984 the NYCTA began a five-year program to eradicate graffiti. The years between 1985 and 1989 became known as the "die hard" era.
Ridership and service cuts
Ridership in 1975 had decreased to a point last seen in 1918, with ridership decreasing by 25 million per year. The MTA reduced the length of trains during off-peak periods, and canceled work on several projects being built as part of the Program for Action, including the
On May 27, 1975, the NYCTA announced that in September of that year 94 daily IRT trips would be discontinued, accounting for 4 percent of then-existing service on the IRT. The trips were to be discontinued to cut operating deficits. Express service on the 7 was to be discontinued between the hours of 9:30 a.m. and 3:30 p.m. and was to be replaced by more frequent local service.[170] During the same month, the NYCTA was considering making the A train a local at all times except rush hours, when it would remain an express.[171]
On December 17, 1975, the MTA announced that a 4.4 percent cutback of rush hour train service would take place on January 18, 1976. The cutbacks, the third of the year, trimmed 279 train runs from the previous 6,900. Service was most drastically reduced on the Lexington Avenue Line, with seven fewer southbound express trains during the morning rush hours. The cuts were the first of a three-phase program that was put in effect between January and July 1976. The cuts permitted a savings of $12.6 million a year for the NYCTA, which had an increasing deficit. Other subway services were changed or discontinued as part of the plan. On January 19, F trains were planned to stop running express in Brooklyn, and the GG was to be cut back to
In April 1975 it was planned that all rush hour 1 trains would begin running to
The changes that were supposed to take place in July instead took effect on August 30. 215 more runs were eliminated on that date. In 1967 there were 8,200 daily trips, and on August 30, 1976, there were 6,337 daily trips.[169]
On December 14, 1976, the NYCTA proposed another package of service cuts. The cuts, planned to take effect in January 1977, would have eliminated service on the Bowling Green–South Ferry Shuttle, the Franklin Avenue Shuttle, and AA service, which would be replaced by the A during late nights. GG service would be truncated to Queens Plaza during late evenings and late nights. B and N service would have been cut back to shuttles, running between 36th Street and Coney Island on their respective lines. It was also proposed that during off-peak hours 10-car trains would be cut to eight, six or four car trains.[173]
In 1986, the NYCTA launched a study to determine whether to close 79 stations on 11 routes, spread across all four of the boroughs that the subway system served, due to low ridership and high repair costs.[174][175] Numerous figures, including New York City Council member Carol Greitzer, criticized the plans.[175][176]
Infrastructure
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The subway had been gradually neglected since the 1940s, and its situation had been exacerbated by the low fare. On May 20, 1970, two people died at the
The system also had many slow-speed areas because of obstacles that could cause derailments, and every subway car had graffiti; fleet availability during rush hours declined from 5,557 in 1976 to 5,025 in 1977, and to 4,900 in May 1978. Mean Distance Between Failures (MDBF) rates were at all time lows, as the MDBF rate system-wide was 6,000 miles by 1980. In 1979, 200 retired R16 cars were reactivated because the newest rolling stock in the system, the R46, had cracked trucks, and were only allowed to operate during rush hours while they were sent for rehabilitation.[153]
At the height of the transit crisis in 1983, on-time performance dropped below 50%.[178] Hundreds of trains never made it to their destination and in 1981, 325 train runs were abandoned on a typical day.[178] Additionally, cars caught fire 2,500 times every year.[178]
In December 1978 a New York Daily News article highlighted the worst parts of the subway. The Grand Central–42nd Street station was the worst underground station and the Middle Village–Metropolitan Avenue station was the worst elevated station. The subway cars in the worst condition were the R10s. The subway line with the worst signals was the IRT Broadway–Seventh Avenue Line, so the signals were upgraded in the 1980s. The BMT Sea Beach Line had the worst track; its infrastructure had not been upgraded since its opening in 1915.[152] Despite $800 million being allocated by the state in 1978, the TA had spent less than half of the $600 million allocated in 1967. The agency made some infrastructure improvements, though because they were not cosmetic improvements, the public still assumed that the subway had high crime, even during periods of decreased crime.[153]
Due to deferred maintenance, the condition of the subway system reached dangerous conditions in the early 1980s, and the TA considered abandoning the Archer Avenue and 63rd Street projects. Structural defects were found in elevated structures systemwide and on the Manhattan and Williamsburg Bridges, causing frequent closures or delays on many subway lines during the 1980s. Reroutes from both bridges were necessitated; while the Manhattan Bridge, between 1986 and 2004, had two of its four tracks closed at a time for construction, the Williamsburg Bridge needed a shutdown from April to June 1988 for emergency structural repairs to be made.[153] Federal funding for the repair of the BMT Jamaica Line was deferred throughout the 1980s due to the extremely bad state of the Williamsburg Bridge. Pigeon droppings corroded the bridge's steel, there were over 200 broken suspender cables, and concrete in the bridge began to come off and leave large holes.[153]
Due to low ridership and the increasing shabbiness of the subway, parts or most of several lines—the
Operations in 1981 had deteriorated so that:[182][183]
- One day in January saw 1⁄3 of the fleet out of service, and the first two weeks had 500 canceled trips per day
- A 10-minute trip in 1910 took 40 minutes in 1981.
- The previous year, there had been 30 derailments.
- The A Division's fleet of 2,637 cars had never been renovated, and MDBF rates were a quarter of that in 1970.
- The newest fleet, the R44s and R46s, made up 1⁄4 of the B Division's fleet of 4,178 cars, and constantly broke down.[153]
- Furthermore, a sample of 50 cars in 1980 showed that half had serious maintenance problems, such as a flammable undercoat of metal film, flattened wheels, burned out lights, and defective/missing emergency switches.[184]
In 1986, the MTA and Regional Plan Association again considered closing 26 miles (42 km) of above-ground lines to follow population shifts. They included the Jerome Avenue, Dyre Avenue, Franklin Avenue, Crosstown, and Rockaway lines, as well as parts of the Myrtle and Jamaica lines. The south end of the Culver Line and the north ends of the IRT Broadway–Seventh Avenue and White Plains Road Lines were also proposed for closure, as was all of the BMT Sea Beach Line. However, unlike the 1981 proposal, this plan called for a net expansion of the subway system, as 37 miles (60 km) of new underground and surface lines would also be built.[185][175] Numerous figures, including New York City Council member Carol Greitzer, criticized the 1986 plans.[175][176]
Crime
In the 1960s, mayor Robert Wagner ordered an increase in the Transit Police force from 1,219 to 3,100 officers. During the hours at which crimes most frequently occurred (between 8:00 p.m. and 4:00 a.m.), the officers went on patrol in all stations and trains. In response, crime rates decreased, as extensively reported by the press.[186] Due to another crime increase in the subway, the rear cars of subway consists were shut at night beginning in July 1974.[187]
However, during the subway's main era of decline following the city's 1976 fiscal crisis, there were daily reports of crime. Two hundred were arrested for possible subway crimes in the first two weeks of December 1977 under an operation dubbed "Subway Sweep".[152] Violence on the subway increased drastically in the last week of 1978, and six murders occurred in the first two months of 1979, compared to nine during the entire previous year. The IRT Lexington Avenue Line was known to frequent muggers, so in February 1979, Curtis Sliwa's Guardian Angels group began patrolling the 4 train during the night. By February 1980, there were 220 Guardian Angels across the system.[188]
To attract passengers, in September 1978 the TA introduced the "
The increase of crime in the subway led to the firing of Transit Police Chief Sanford Garelik.[152] There were about 250 felonies (equivalent to 13,000 per year) occurring in the system every week by September 1979; some police officers had to stop patrolling quality of life crimes and look only for violent crimes. Among other problems included:
MTA police radios and New York City Police Department radios transmitted at different frequencies, so they could not coordinate with each other. Subway patrols were also adherent to tight schedules, and felons quickly knew when and where police would make patrols. Public morale of the MTA police was low at the time. so that by October 1979, additional decoy and undercover units were deployed in the subway.[152]
While daily felonies were nearly halved between 1979 and 1980, decreasing from 261 to 154, overall crime increased by 70% in the same period.[192] A series of window-smashing incidents on subway cars started in 1980 on the IRT Pelham Line and spread throughout the rest of the system, causing delays when damaged trains needed to be taken out of service.[193] Over a thousand pieces of damaged windows were replaced between January 27 and February 2, 1985.[194] Other actions included increasing the 60-cent fare to 65 cents to pay the salaries of additional transit police;[192] putting a subway-crimes court in the Times Square station; and stationing a police officer in each car during night hours.[195]
In the early afternoon of December 22, 1984,
At the 14th Street station, Goetz entered the car through the rearmost door, crossed the aisle, and took a seat on the long bench across from the door. After Canty asked Goetz how he was, Goetz replied affirmatively, at which point the four boys supposedly moved over to the left of Goetz, blocking Goetz off from the other passengers in the car. They then asked Goetz for money. He fired five shots, seriously wounding all four men. Nine days later he surrendered to police and was eventually charged with attempted murder, assault, reckless endangerment, and several firearms offenses. A jury found him not guilty of all charges except for one count of carrying an unlicensed firearm, for which he served eight months of a one-year sentence.[208]
The incident sparked a nationwide debate on race and crime in major cities, the legal limits of self-defense, and the extent to which the citizenry could rely on the police to secure their safety.[209] Although Goetz, dubbed the "Subway Vigilante" by New York City's press, came to symbolize New Yorkers' frustrations with the high crime rates of the 1980s, he was both praised and vilified in the media and public opinion. The incident has also been cited as a contributing factor to the groundswell movement against urban crime and disorder.[210]
In 1989, the Metropolitan Transportation Authority asked the transit police (then located within the NYCTA) to focus on minor offenses such as fare evasion. In the early nineties, the NYCTA adopted similar policing methods for
On April 2, 1995, the New York City Police Department and the Transit Police Department merged.[120]
Effects of the Program for Action
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Ironically, the Program for Action forced the closure of a large number of subway lines. The Bronx remnant of the
Debris falling from and on the tracks
Existing elevated structures posed a large danger; the New York Post published a story that featured debris that had fallen from the BMT Astoria Line. Debris from the IRT Pelham Line nearly killed a passerby, and debris from the BMT West End Line led to a lawsuit against the MTA. Concrete falling on the BMT Brighton Line near the Beverley Road station caused a months-long service disruption between November 1976 and February 1977.[153]
Fare evasion
Fare evasion seemed a small problem compared to the graffiti and crime; however, fare evasion was causing the NYCTA to lose revenue.[216] NYCTA's strategy for restoring riders' confidence took a two-pronged approach. In 1981, MTA's first capital program started system's physical restoration to a State-of-Good-Repair. Improving TA's image in riders' minds is as important as overcoming deferred maintenance. Prompt removal of graffiti [217] and prevention of blatant fare evasion would become central pillars of the strategy to assure customers that the subway is "fast, clean, and safe":[218]
Similarly, fare evasion was taken seriously. The NYCTA began formally measuring evasion in November 1988. When TA's Fare Abuse Task Force (FATF) was convened in January 1989, evasion was 3.9%. After a 15-cent fare increase to $1.15 in August 1990, a record 231,937 people per day, or 6.9%, didn't pay. The pandemonium continued through 1991.[219] To combat the mounting problem, FATF designated 305 "target stations" with most evaders for intensive enforcement and monitoring. Teams of uniformed and undercover police officers randomly conducted "mini-sweeps", swarming and arresting groups of evaders.[220] Special "mobile booking centers" in converted city buses allowed fast-track offender processing.[221] Fare abuse agents covered turnstiles in shifts and issued citations. Plainclothes surveyors collected data for five hours per week at target locations, predominantly during morning peak hours. In 1992, evasion began to show a steady and remarkable decline, dropping to about 2.7% in 1994.[222]
The dramatic decrease in evasion during this period coincided with a reinvigorated Transit Police, a 25% expansion of City police, and a general drop in crime in U.S. cities. In the city, crime rate decline begun in 1991 under Mayor
TA's queuing studies concluded that purchasing tokens from clerks was not efficient. Preventing '
Production
Rehabilitation and rising trend
Ridership increased 4% between 1978 and 1979, mainly because of the improving economy.
During the mid-1980s, reconstruction began. Stations were refurbished and rolling stock was repaired and replaced. "Neighborhood maps" for wayfinding were added in subway stations starting in 1985.[229] Maintenance of the subway began to improve: while 21 trains derailed while in passenger service during 1983, there were 15 such incidents in 1984 and three in 1985. "Red tag" areas, where trains reduced speed to 10 mph due to dangerous maintenance conditions, were almost entirely eliminated by 1986.[230] The 325 R62 cars had a MDBF rate of 50,000 miles, more than five times higher than the other fleet, with the newly overhauled World's Fair R36 equipment on the Flushing Line averaging over 30,000 miles in 1986–87.[231] The MDBF of many rolling stock increased from 6,000 miles in 1980 to 10,000 miles in September 1986, and hundreds cars were overhauled or cleaned of graffiti. Speedometers were also installed on existing and new rolling stock.[228]
On January 1, 1982, the MTA implemented the first of its five-year Capital Improvement programs to repair the existing system.
Projects during this time
Starting in the early 1970s, there were plans for improving the subway system. In 1976, the MTA proposed abandoning the Franklin Avenue Shuttle to save money, but dropped the plan due to community pushback.[91] The possibility of the discontinuation was revisited again in 1998, but again, fierce community opposition to it forced the MTA to rehabilitate the line.[232]
In 1977, the
On January 16, 1978, the MTA opened three transfer stations:[91]
- Between the 14th Street station on the IRT Broadway–Seventh Avenue Line and the previously-connected stations on the BMT Canarsie Line and IND Sixth Avenue Line
- Between the IRT Lexington Avenue Line at Canal Street and the local platforms of the BMT Broadway Line
- Between the Atlantic Avenue–Barclays Center
In April 1981, the following projects were considered by the MTA:[233]
- Switching the northern ends of the RRtrains
- Adding a T service via the BMT West End Line, running between the Financial District and Bay Parkway
- Extending AAservice
- Adding a K service via the Canarsie to midtown Manhattan
- Adding a non-stop express from World Trade Center, which was ultimately untenable because of capacity constraints
In 1981, the MTA began installing
In June 1983, the following projects were considered by the MTA:[234][235]
- The JFK Express would be extended to Rockaway Park–Beach 116th Street, and the $5 fare and the special guard would be eliminated, making it like any other subway line. Trains would be 8 cars long instead of 4 cars long, and the headway between trains would be 18 minutes, instead of 20 minutes.
- During rush hours, the CC would terminate at Euclid Avenue, instead of serving the Rockaways.
- B train service would run all day from Coney Island to 168th Street, instead of terminating at 57th Street during non-peak hours.
- AA service, which operated during non-rush hours, would be eliminated.
- A new shuttle service, named H, would run between 57th Street and World Trade Center.
On March 25, 1986, the
- Extending the IND 63rd Street Lineto southeast Queens
- Building the Second Avenue Subway
- Restoring the Rockaway Beach Branch
- Building a subway line under Jewel Avenue in Queens, to branch off the IND Queens Boulevard Line
- Building a tunnel under the Hudson River to extend the IRT Flushing Line to New Jersey
- Complete the LIRR tunnel to Midtown
- Provide the East Side Access to Grand Central Terminal via the lower level of the 63rd Street Line at a cost of $1.4 billion (to be completed in the early 2020s)
- Purchase 500 new subway cars at a cost of $500 million.
In April 1986, the New York City Transit Authority began to study the possibility of eliminating sections of 11 subway lines because of low ridership. The segments are primarily located in low-income neighborhoods of the Bronx, Brooklyn and Queens, with a total of 79 stations, and 45 miles of track, for a total of 6.5 percent of the system. The lines were first identified in the first part of a three-year project, the Strategic Plan Initiative, which started in April 1985, by the MTA to evaluate the region's bus, subway, and commuter rail systems. The eleven segments all had low ridership, needed expensive rebuilding, and duplicated service on parallel lines. The lines being studied included the following lines:[237]
- The IRT Broadway–Seventh Avenue Line from 215th Street to 242nd Street, which was duplicated by buses.
- The IRT White Plains Road Line from East 180th Street to 241st Street, which was duplicated by buses.
- The entire IRT Dyre Avenue Line, which was duplicated by buses.
- The IRT Jerome Avenue Line from 167th Street to Woodlawn, which was paralleled by the IND Concourse Line.
- The entire IND Rockaway Line south of Howard Beach, due to low ridership.
- The IND Culver Line south of Avenue U, due to low ridership and duplication by buses.
- The entire IND Crosstown Line, due to low ridership and duplication by buses.
- The BMT Jamaica Line between Crescent Street and 121st Street, due to low ridership and duplication by buses.
- The entire BMT Myrtle Avenue Line, which was duplicated by buses.
- The entire BMT Sea Beach Line, which ran close to the BMT West End Line.
- The entire BMT Franklin Avenue Line, due to major deterioration.
By August 1989, the MTA was considering these projects:[238]
- Connecting the IND 63rd Street Line to the IND Queens Boulevard Line
- Adding signals to the Queens Boulevard Line's express tracks so that trains could operate in both directions, and adding 250 subway cars
- Completing the Second Avenue Subway
- A 1.25 miles (2.01 km) connection from Seventh Avenue on the IND Culver Line, due to the Manhattan Bridge subway closures
- 700 subway cars for the IRT
- Three storage yards, two in Brooklyn and one in Queens
- Expanding the terminal tracks at Flatbush Avenue–Brooklyn College station
- Building a 10-car platform for South Ferry station (IRT Broadway–Seventh Avenue Line)
- Building transfer stations:
- The Bleecker Street(done in September 2012)
- A connection between the Whitehall Streetstations (done between South Ferry and Whitehall Street in March 2009)
- Franklin Avenue station on the IRT Eastern Parkway Line(done in 1999)
- Closing the Broadway on the IND Crosstown Line.
- The
In December 1988, three transfers were opened between existing stations, and three brand-new stations were opened. They were:[239]
- 51st Streetstations
- 23rd Street – Ely Avenuestations (now known as Court Square and Court Square – 23rd Street, respectively)
- Times Square – 42nd Streetstations
The new stations were
New subway cars were also purchased: the R62 and R62A fleets for the A Division and the R68 and R68A fleets for the B Division. The R62 in particular was the first New York City Subway car class built by a foreign manufacturer.[240] These were all delivered between 1983 and 1989. The R10, R14, R16, R17, R21, and R22 car classes all were retired with the deliveries of the R62/As and R68/As. On May 10, 1989, the last train with graffiti was taken out of service;[166] the subway has been mostly graffiti-free since this point.[167]
On October 29, 1989, the
Revitalization and recent history
1990s
Subway ridership increased through the 1990s. Throughout David Dinkins's mayoralty from 1989 to 1993, the city went from being in debt to having a $200 million surplus, which was achieved by raising taxes. However, Dinkins's tax plans were unpopular, and he lost the 1993 election to Rudy Giuliani.[105]: 360 Giuliani wanted to demonstrate that he could successfully run New York City without raising taxes, so he eliminated $400 million from the MTA's capital budget in 1994. He did not suggest any transit improvements, however.[243] State lawmakers also reduced MTA funding in the 1990s, which remained mostly unchanged through the 2000s.[243]
In 1998, a large portion of the New York City Subway system was nominated for addition to the National Register of Historic Places. The nomination encompassed 48 stations, 11 electrical substations, six signal towers, four station head houses, three buildings in storage yards, and one tunnel. The MTA supported the listing, which would increase the agency's chances of receiving more federal funding.[244]
September 11, 2001
The September 11 attacks resulted in service disruptions on lines running through Lower Manhattan. Tracks and stations under the World Trade Center were shut down within minutes of the first plane crash. All remaining New York City Subway service was suspended from 10:20am to 12:48pm.[245] Immediately after the attacks and more so after the collapses of the Twin Towers, many trains running in Lower Manhattan lost power and had to be evacuated through the tunnels. Some trains had power, but the signals did not, requiring special operating procedures to ensure safety.
The
After a few switching delays at 96th Street, service was changed on September 19. The
Service on the
Starting September 17, 2001, the
The only subway line running between Midtown and Lower Manhattan was the
The
Later 2000s
![](http://upload.wikimedia.org/wikipedia/commons/thumb/1/11/168_Street_wall_vc.jpg/220px-168_Street_wall_vc.jpg)
Ridership increases
Generally, ridership kept rising as the subway system improved in its maintenance, cleanliness, frequency, and on-time ratio; ridership started to increase as graffiti and crime rates dropped heavily after 1989. From 1995 to 2005, ridership on city buses and subways grew by 36%, compared with a population gain in the city of 7%.
By 2013, ridership had reached 1.7 billion riders per year (despite closures related to Hurricane Sandy), a level not seen since 1949.[251] In April 2013, New York magazine reported that the system was more crowded than it had been in the previous 66 years.[252] The subway reached a daily ridership of 6 million for 29 days in 2014, and was expected to record a similar ridership level for 55 days in 2015; by comparison, in 2013, daily ridership never reached 6 million.[253]
Expansions
Several expansions started construction or were opened during the mayoralty of
In 2003, money was allocated for the construction of a new station at
In the late 1990s and early 2000s, talk began to circulate about taking up the construction of the
![](http://upload.wikimedia.org/wikipedia/commons/thumb/e/e2/7Line_5069_%285836665342%29.jpg/220px-7Line_5069_%285836665342%29.jpg)
In October 2007, the
Budget cuts
The MTA faced a budget deficit of US$1.2 billion in 2009.
2010s and 2020s
Hurricane Sandy damage
![](http://upload.wikimedia.org/wikipedia/commons/thumb/f/f6/11._Train_Car_Positioned_Onto_Trucks_%288162996135%29.jpg/220px-11._Train_Car_Positioned_Onto_Trucks_%288162996135%29.jpg)
On October 28, 2012, a full closure of the subway was ordered the day before the arrival of
Several of the system's tunnels under the East River were flooded by the storm surge.
Hurricane Sandy also damaged the Clark Street Tubes, necessitating a full closure on weekends between June 2017 and June 2018, thus affecting 2, 3, 4, and 5 service.[286] The new South Ferry station reopened on June 27, 2017, in time to accommodate the Clark Street closures.[287][288] A week after South Ferry reopened, the MTA closed the BMT Myrtle Avenue Line for ten months to rebuild two of the line's viaducts, the 310-foot-long (94 m) approaches to the line's junction with the BMT Jamaica Line and Fresh Pond Bridge over the Montauk Branch in Queens. This was in preparation for a reconstruction of the BMT Canarsie Line tunnels under the East River.[289][290][291][292]
The MTA also planned to
Other rehabilitation projects included:
- Covering over 3,200 openings at ground level. As of March 2019[update], there are 19 contracts in progress and 11 contracts pending.[300] In addition, a preventive measure, 68 subway entrances in Lower Manhattan are also receiving fabric plugs that are intended to keep flood water out.[301]: 44 In 2017, 3,000-pound (1,400 kg) waterproof doors and curtains were installed in 24 Lower Manhattan locations at a cost of $30,000 each.[302][303]
- Adding flood mitigation measures, like barriers, to the Lenox subway yards[300]: 44
- Adding flood mitigation measures to the IND Rockaway Line[300]: 44
- Rebuilding other tubes. As of March 2019[update], the Steinway, 53rd Street, Cranberry, and Joralemon tunnels had been repaired, in addition to the Crosstown, Montague Street, and Clark Street tunnels. The Rutgers Street Tunnel was pending repairs.[300]: 44
Expansions open
Originally budgeted at $400 million, the new South Ferry station opened in 2009 at a total of $530 million, with most of the money being a grant from the Federal Transit Administration earmarked for World Trade Center reconstruction.[259] In January 2009, the opening was delayed because the tracks were too far from the edge of the platform. Other delays were attributed to leaks in the station.[304] The problem was corrected and the station opened on March 16, 2009. With the opening of the new station, a transfer was available to the Whitehall Street station with a new connecting passageway.[305]
The 7 Subway Extension originally was expected to open in 2014,
2017 state of emergency
Underlying the fanfare of expansions, however, there was a gradual decline in maintenance of the subway, and consequently, fewer trains started arriving to their destinations on time. Maintenance spending declined before rising again from the 1990s to 2012, but on-time performance slowly eroded during that same time period. By 2017, only 65% of weekday trains reached their destinations on time, the lowest rate since the transit crisis of the 1970s.[243] In the summer of that year, the subway system was officially put in a state of emergency after a series of derailments,[315][316] track fires,[317][318] and overcrowding incidents.[317][319]
To solve the system's problems, the MTA officially announced the
In October 2017, city comptroller Scott Stringer released an analysis of the effect of subway delays on the economy and on commuters. The study found that based on a normal wait time of 5 minutes and an average wage of $34 per hour in 2016, "worst-case" subway delays of more than 20 minutes could cost up to $389 million annually in lost productivity.[327] By comparison, "mid-case" delays of between 10 and 20 minutes could cost $243.1 million per year, and "best-case" delays of between 5 and 10 minutes could cost $170.2 million per year.[328]
In November 2017, The New York Times published its investigation into the crisis. It found that the crisis had arisen as a result of financially unsound decisions by local and state politicians from both the Democratic and Republican parties. By this time, the subway's 65% average on-time performance was the lowest among all major cities' transit systems, and every non-shuttle subway route's on-time performance had declined in the previous ten years.[243]
Several improvements were made in response to the transit crisis. In the short term, signals, trains, and tracks were improved under the "Fast Forward" program.[329][330] Further, the MTA's 2020–2024 capital plan called for adding elevators and ramps to 66 subway stations and adding modern signaling systems to parts of six more physical lines, to be funded by congestion pricing in Manhattan.[331][332] Additionally, several other changes were proposed to improve service. For instance, in February 2019, several politicians wrote a letter to the MTA, asking the agency to consider splitting the R train in half to increase reliability.[333][334] In January 2020, Stringer sent a letter to NYCTA president Andy Byford stated that the "abundance" of shuttered entry points along subway routes was contributing to severe overcrowding and longer commute times, and requested that the MTA develop and publicize plans for restoring closed entry points.[335] The state of emergency ended on June 30, 2021, after previously being renewed 49 times.[336]
Planning of new lines
There are several lines under consideration. This includes a subway line under
In November 2016, the MTA requested that the Second Avenue Subway's Phase 2 project be entered into the Project Development phase under the Federal Transit Administration's New Starts program.
COVID-19 pandemic and crime concerns
The spread of the COVID-19 pandemic to the New York City area in March 2020 resulted in mass closures of gathering spaces.[349] After the MTA recommended that only essential workers use the New York City Subway, ridership started to decrease.[350][351] Part-time services were temporarily suspended.[352] Starting on May 6, 2020, stations were closed overnight for cleaning, in what became the first planned overnight closure in the subway's history. The overnight closures were to be suspended once the pandemic was over, and bus service was added.[353] In early May 2021, Governor Cuomo announced that the overnight subway closures would end on May 17, 2021, with 24-hour service resuming on that date.[354][355]
In February 2021, the New York City Subway removed benches from several stations in an effort to reduce the number of homeless persons sleeping on them, which during the COVID-19 pandemic was considered to be unsanitary. This move drew considerable backlash from riders who alleged that the removal of the benches amounts to disenfranchising disabled people and senior citizens, as well as being unfair to homeless populations.[356][357]
Although ridership decreased by 40 percent from 2019 to 2022, the number of crimes in the system remained roughly the same, prompting riders to express concerns over increased crime.
Further upgrades and improvements
Several upgrades and improvements were announced in the early 2020s. The new OMNY fare-payment system was implemented across the subway between 2019 and 2020,[365][366] The MTA announced in 2022 that it would install platform screen doors at three stations,[367][368] and it reached a legal settlement the same year, agreeing to make 95 percent of subway and Staten Island Railway stations wheelchair-accessible by 2055.[369] Despite decreased ridership due to the COVID-19 pandemic, the MTA had balanced its budget by 2023 while also raising fares and increasing service on several subway routes.[370]
Incidents and accidents
Train accidents
Many train accidents have been recorded since 1918, when a train bound for
Only accidents that caused injuries, deaths, or significant damage are listed.
![](http://upload.wikimedia.org/wikipedia/commons/thumb/a/a0/F_Train_Derailment_%2813904103279%29.jpg/220px-F_Train_Derailment_%2813904103279%29.jpg)
- October 3, 1918: A collision at
- November 1, 1918: The
- August 6, 1927: Two bombs exploded at 28th Street (IRT Lexington Avenue Line).[372]
- August 24, 1928: A derailment in Times Square on a southbound express train on the IRT Broadway–Seventh Avenue Line killed 16[374] and injured 100.[372]
- August 22, 1938: A collision at the 116th Street station (IRT Lexington Avenue Line) killed 2 and injured 51.[372][375]
- September 26, 1957: A motorman and three passengers were killed at an accident at 231st Street.[372]
- November 28, 1962: A crane fell in Coney Island, killing three.[372]
- May 4, 1965: A crane fell on the IRT New Lots Line, killing one.[372]
- December 29, 1969: A southbound train derailed near East 180th Street in the Bronx, injuring 48.[372]
- February 27, 1970: A Pelham Bay Park station, injuring 7.[376]
- May 20, 1970: Two Brooklyn-bound Roosevelt Avenue, killing 2 and injuring 77.[372]
- July 17, 1970: A Manhattan-bound E train ran into an A train at Hoyt–Schermerhorn Streets, injuring 37.[377]
- August 1, 1970: A fire in the tunnel near Bowling Green killed one and injured 50.[372]
- May 27, 1971: A 7 train was stuck in the Steinway Tunnel and one person died of a heart attack.[378]
- July 16, 1971: A fire took place south of 14th Street on the IRT Lexington Avenue Line, injuring 11.[379]
- August 28, 1973: A 7 train was hit by falling concrete in the Steinway Tunnel, killing one and injuring 18.[380][372][381]
- October 4, 1973: Three passengers were injured when a Lexington Avenue Express train derailed 900 feet south of the Bergen Street station.[382]
- October 25, 1973: A fire in two train cars at
- December 1, 1974: Six people were injured as a Franklin Avenue Shuttle train consisting of R32s derailed at the same spot of the Malbone Street Wreck hitting the wall leaving a massive gash in the side of one of the cars.[383][384][385][386]
- April 12, 1977: Two passengers were injured when an N train derailed between the Manhattan Bridge and DeKalb Avenue.[387]
- June 30, 1978: Three people were injured when an L train derailed, with nine of the cars leaving the track, damaging the track and platform.[388]
- December 13, 1978: A CC train derailed south of 59th Street Columbus Circle crashing into the tunnel wall, injuring 16 of 100 passengers.[389]
- November 20, 1980: A 2 train derailed as it entered Chambers Street injuring 16 passengers.[390]
- January 12, 1981: A D train derailed on the BMT Brighton Line near Kings Highway injuring 10 passengers.[391]
- July 3, 1981: A motorman was killed and 135 passengers are injured as a Manhattan bound train plowed into the rear of a second train halted for a failed signal between Sutter Avenue and Utica Avenue.[392]
- April 25, 1986: An out of service
- July 26, 1990: A B train and an M train collided on the BMT West End Line, injuring 36 people.[372]
- December 28, 1990: An electrical fire occurred in the Clark Street Tunnel, killing 2 and injuring 188.[394]
- August 28, 1991: In a derailment at Union Square, five people were killed and more than 200 were injured when a southbound 4 train derailed due to a drunk motorman.[380][372][395]
- October 7, 1993: Two
- August 15, 1994: A southbound B train derailed near Ninth Avenue in Brooklyn, injuring 11.[380][372]
- December 21, 1994: A bomb made by Edward Leary detonated in a subway car, injuring him and 47 others.[396]
- February 9, 1995: An
- June 5, 1995: In a
- August 23, 1995: A
- July 3, 1997: A Queens-bound 135th Street station, injuring 15 people.[380]
- July 14, 1997: The last car of a southbound Franklin Avenue, injuring four people.[380]
- November 20, 1997: A Forest Hills-bound Steinway Street station, injuring 40, none seriously.[372]
- April 12, 2000: A northbound 68th Street, injuring nine people.[380]
- June 21, 2000: A southbound
- May 2, 2014: A Manhattan-bound
- September 10, 2015: A southbound Hoyt–Schermerhorn Streets, injuring at least five people.[399]
- June 27, 2017: A southbound
- March 27, 2020: A northbound 2 train caught fire in the Central Park North–110th Street station, killing the motorman and injuring at least 16 other people.[403][404] Since several other fires had been observed in nearby stations, the incident was investigated as a possible arson.[405][406]
- September 20, 2020: A northbound A train derailed at 14th Street/Eighth Avenue station when a homeless man clamped wooden planks onto the roadbed causing the train to derail. Three passengers were injured.[407][408][409]
- January 4, 2024: Two trains collided at the 96th Street station. Both trains derailed on impact, and 24 people were injured.[410][411]
- January 10, 2024: A northbound F train derailed near the West Eighth Street–New York Aquarium station in Coney Island. All 37 passengers were evacuated.[412]
Additionally, in an accident recorded before 1918, a derailment happened on the Ninth Avenue Elevated in Manhattan on September 11, 1905, resulting in 13 deaths and 48 serious injuries.[413][414]
Other disasters
Other accidents in the history of the subway do not involve trains;
In 1960, a person nicknamed the Sunday Bomber set off a series of bombs in the New York City Subway during Sundays and holidays, killing one woman and injuring 51 other commuters.[423][424][425] The bomber also set off bombs in ferries.[426] On April 12, 2022, a mass shooting attack occurred on the N train, injuring at least 29 people.[427]
See also
- History of New York City transportation
- Beach Pneumatic Transit
References
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Further reading
- Brian J. Cudahy (1995). Under the Sidewalks of New York: The Story of the Greatest Subway System in the World. Fordham Univ Press. ISBN 978-0-8232-1618-5.
- Cunniff, M. G. (September 1904). "The New York Subway". The World's Work: A History of Our Time. VIII: 5347–5364. Retrieved July 10, 2009. Includes numerous construction photos.
- Cunningham, Joseph; de Hart, Leonard (1993) [1976, 1977]. A History of the New York City Subway System.
- Derrick, Peter (April 2002). Tunneling to the Future: The Story of the Great Subway Expansion That Saved New York. NYU Press. ISBN 978-0-8147-1954-1.
- Hood, Clifton (2004). 722 Miles: The Building of the Subways and How They Transformed New York. Johns Hopkins University Press. ISBN 9780801880544.
- Lange, Tod (2011). New York Subways and Stations, 1970–1990. Schiffer Publishing, Ltd. ISBN 978-0764338496.
- Most, Doug (February 2014). The race underground: Boston, New York, and the incredible rivalry that built America's first subway (1st ed.). New York: St. Martin's Press. ISBN 9780312591328.
- "America's Newest Subway, First Built In Model". Popular Science. October 1931.
- New York Transit Museum (2004). The City Beneath Us: Building the New York Subway. W. W. Norton & Company. ISBN 978-0393057973.
External links
![](http://upload.wikimedia.org/wikipedia/commons/thumb/d/df/Wikibooks-logo-en-noslogan.svg/40px-Wikibooks-logo-en-noslogan.svg.png)
- MTA timeline of events
- nycsubway.org: A thorough treatment of the current system and history, including historic and track maps
Articles
- Early Days of the NYC Subway Archived October 29, 2009, at the Life magazine
- The New York City Subway: A Century by John Stern
- The Subway Issue – special October 2010 regional news section by The New York Times
- Why New York City Stopped Building Subways, by Jonathan English, April 16, 2018.
- The Commuting Principle That Shaped Urban History, Jonathan English, August 29, 2019.