Independent Subway System

Source: Wikipedia, the free encyclopedia.

Independent Subway System
standard gauge
Route map
The sections of the IND and the date each was opened.

The Independent Subway System (IND; formerly the ISS[a]) was a rapid transit rail system in New York City that is now part of the New York City Subway.[2] It was first constructed as the Eighth Avenue Line in Manhattan in 1932.[3] It was originally also known as the Independent City-Owned Subway System (ICOSS) or the Independent City-Owned Rapid Transit Railroad (ICORTR).[1]

One of three subway networks that became part of the modern New York City Subway, the IND was intended to be fully owned and operated by the municipal government, in contrast to the privately operated or jointly funded Interborough Rapid Transit Company (IRT) and Brooklyn–Manhattan Transit Corporation (BMT) companies. It was merged with these two networks when the subway system was unified in 1940.[1]

The original IND services are the modern subway's A, B, C, D, E, F, and G services. In addition, the BMT's M and R use trackage that was originally built for the IND, while the Q uses the IND Second Avenue Line, which was built after the unification of the three systems. The Rockaway Park Shuttle supplements the A service. For operational purposes, the IND and BMT lines and services are referred to jointly as the B Division.[1]

Nomenclature

14th Street station on the Sixth Avenue Line, before V train service at this station was replaced by M train service

Until 1940, it was known as the Independent City-Owned Subway System (ICOS), Independent Subway System (ISS), or Independent City-Owned Rapid Transit Railroad. It became known as the IND after unification of the subway lines in 1940; the name IND was assigned to match the three-letter initialisms that the IRT and BMT used.[1]

The first IND line was the Eighth Avenue Line in Manhattan, opened on September 10, 1932; for a while the whole system was colloquially known as the Eighth Avenue Subway. The original IND system was entirely underground in the four boroughs that it served, with the exception of a short section of the IND Culver Line containing two stations spanning the Gowanus Canal in the Gowanus section of Brooklyn.[1]

History

See also: Mayor Hylan's plan for the IND

In the early 1920s, Mayor

John Hylan proposed a complex series of city-owned and operated rapid transit lines to compete with the BMT and IRT, especially their elevated lines.[4][5] The New York City Transit Commission was formed in 1921 to develop a plan to reduce overcrowding on the subways. The original plans included:[1]

  • Two major trunk lines in midtown Manhattan, with one running under
    Sixth Avenue
    , which already had an elevated line
  • A crosstown subway under 53rd Street (connecting with the Eighth and Sixth Avenue subways) running under the
    179th Street
    , where bus service would converge
  • A subway under the
    Saint Nicholas Avenue

These lines were completely built as planned. All but a short portion of the Culver Line (over the Gowanus Canal) are underground.[1]

On March 14, 1925, the groundbreaking of the Eighth Avenue subway took place at 123rd Street and St. Nicholas Avenue.[1]

On July 8, 1931, the first train of

Times Square. The trip took 42 minutes.[1]

Opening and progress through 1933

First Manhattan trunk line, 1932

World Trade Center
station

On September 10, 1932, the

145th Street.[3] On the IND's opening day, it had a relatively small subway car fleet of 300 cars, while the IRT had 2,281 subway and 1,694 elevated cars, and the BMT had 2,472 cars.[1]

The new IND Eighth Avenue Line was built using 1,000,000 cubic yards (27,000,000 cu ft) of

roadbed of the new subway was expected to last 30 years.[1] At the time of the line's opening, other portions of the Independent Subway System were under construction, including five underwater tunnels:[1]

  • Cranberry Street Tunnel
    , 8,487 feet (2,587 m) long
  • Rutgers Street Tunnel
    , 5,479 feet (1,670 m) long
  • 53rd Street Tunnel
    , 5,589 feet (1,704 m) long
  • Concourse Tunnel
    , 5,397 feet (1,645 m) long
  • Greenpoint Tube
    , 4,790 feet (1,460 m) long

There was some

103rd Street stations – at 95th and 97th Streets and at 105th Street, respectively – were closed due to theft.[1]

First branch lines

A map of the IND system, 1939.

The Queens Boulevard Line, also referred to as the Long Island City−Jamaica Line, Fifty-third Street−Jamaica Line, and Queens Boulevard−Jamaica Line prior to opening,[6][7][8] was of the original lines of the city-owned Independent Subway System (IND), planned to stretch between the IND Eighth Avenue Line in Manhattan and 178th Street and Hillside Avenue in Jamaica, Queens.[6][8][9]

The first section of the line, west from

Nassau Avenue on the IND Crosstown Line, which opened on the same day.[11][12][13][14][15][16]

The

High Street was skipped.[1]

The first short section of the IND Culver Line opened on March 20, 1933, taking Eighth Avenue Express

Bergen Street.[18][19] The rest of the line opened on October 7, 1933 to the "temporary" terminal at Church Avenue,[18][20] three blocks away from the Culver elevated at Ditmas Avenue.[21][22] In 1936, the A was rerouted to the IND Fulton Street Line and E trains from the Queens Boulevard Line replaced them.[18]

Second Manhattan trunk line, 1936–1940

The first part of the

IND Worth Street Line in Williamsburg, Brooklyn.[24][25][26][27]

Just after midnight on April 9, 1936, trains began running under the

Rockaway Avenue and the A and C trains, which had used Smith Street, were rerouted to Fulton Street.[28][29]

During construction, streetcar service along Sixth Avenue was terminated. The city had the choice of either restoring it upon the completion of construction or abandoning it immediately. As the city wanted to tear down the

$
12.5 million and terminated by the city on December 5, 1938.

On December 15, 1940, local subway service began on Sixth Avenue from the West Fourth Street subway station to the 47-50th Street subway station with track connections to the IND 53rd Street Line.[30] The Sixth Avenue Line's construction cost $59,500,000. The following routes were added with the opening of service:

Sixth Avenue express service would not begin until 1967, after the Chrystie Street Connection opened.[1]

More branch lines open

The

Rockaway Avenue on April 9, 1936, including the stub terminal at Court Street. A shuttle was operated between Court Street and Hoyt–Schermerhorn Streets.[28][31]

On December 31, 1936, the Queens Boulevard Line was extended from Roosevelt Avenue to

Kew Gardens–Union Turnpike.[32][33][34][10]

The Queens Boulevard Line was extended to Hillside Avenue and 178th Street, with a terminal station at 169th Street on April 24, 1937.[11][33][35][36] That day, express service began on the Queens Boulevard Line during rush hours, with E trains running express west of 71st–Continental Avenues, and GG trains taking over the local during rush hours.[37][38] The initial headway for express service was between three and five minutes.[39]

Smith–Ninth Streets

The entire Crosstown Line was completed and connected to the

Forest Hills–71st Avenue.[1][40]

From April 30, 1939 to October 28, 1940, the Queens Boulevard Line served the

Van Wyck Expressway.[12][33][41] Despite calls from public officials such as Queens Borough President George Harvey to make the line a permanent connection to Flushing and northern Queens, the line was demolished in 1941.[12]

Proposed expansion

Main article:
Proposed New York City Subway expansion

Mayor John Hylan proposed some never-built lines in 1922 even before the first leg of the IND was completed. These lines included:[1]

A major expansion of the IND was first planned in 1929.[42] It would have added over 100 miles of new routes in Manhattan, Brooklyn, Queens, and the Bronx, merging with, intersecting or extending the existing IND rights-of way. It was claimed that this expansion, combined with the operating IRT, BMT, and IND lines, would provide subway service within a half mile of anyone's doorstep within these four boroughs.[42] Pricing – excluding acquisition and equipment costs – was estimated at US$438 million. The entire first phase had only cost US$338 million, including acquisition and equipment costs.[42]

Not long after these plans were unveiled, the Wall Street Crash of 1929 occurred and the Great Depression was ushered in, and the plans essentially became history overnight.[42] Various forms of the expansion resurfaced in 1939,[1] 1940,[43] 1951,[44] 1968,[45][46] and 1998[47] but were never realized. This was the time when the IND had planned widespread elevated construction.[1]

The Second Avenue Subway, one of the main parts of the plan, is open between 63rd and 96th Streets as of January 1, 2017.

Post-unification

The

Pitkin Avenue Storage Yard, which could accommodate 585 subway cars on 40 storage tracks.[51][38][53][54][55]

The existing

179th Street with two island platforms, sufficient entrances and exits, and storage for four ten-car trains. The facilities would allow for the operation of express and local service to the station.[56][57] Construction on the extension started in 1946, and was projected to be completed in 1949.[57] The extension was completed later than expected and opened on December 11, 1950.[58] This extension was delayed due to the Great Depression and World War II. Both E and F trains were extended to the new station.[58][59]

During the 1950s, the IND was extended over two pieces of elevated line that were disconnected from the original BMT system: the

Grant Avenue.[1]

On June 28, 1956, service on the

Far Rockaway–Mott Avenue opened on January 16, 1958, completing the Rockaway Line.[66]

In November 1967, the first part of the Chrystie Street Connection opened and Sixth Avenue Line express tracks opened from

West Fourth Street–Washington Square. With the opening of the connection to the Manhattan Bridge, BB service was renamed B and was extended via the new express tracks and the connection to the West End Line in Brooklyn. In non-rush hours, B service terminated northbound at either West 4th Street (middays and Saturdays) or as the TT shuttle at 36th Street in Brooklyn (nights and Sundays). D service was routed via the connection and onto the Brighton Line instead of via the Culver Line. It only ran express during rush hours. F service was extended from Broadway–Lafayette Street during rush hours, and from 34th Street during other times to Coney Island via the Culver Line.[51][67][68]

In July 1968, the

168th Street on the BMT Jamaica Line. B service began running during non-rush hours (local on 6th Avenue) to 57th Street. D trains began running express via the Sixth Avenue Line at all times.[69]

In December 1988 the

Jamaica–Van Wyck.[70][71]

A month shy of twenty years after construction began, the

IND 63rd Street Line went into service on October 29, 1989, after an expenditure of $898 million,[72] extending service from 57th Street with new stations at Lexington Avenue, Roosevelt Island, and 21st Street at 41st Avenue in Queens. The IND line was served by Q trains on weekdays, B trains on weekends and F trains at night (signed Q northbound from 2nd Avenue and southbound as far as 57th Street), as well as the extended JFK Express. The 1,500-foot connector to the Queens Boulevard Line had not yet started construction.[73] The BMT connection between the new Lexington Avenue station and 57th Street-7th Avenue was not in use at that time; it was built for the future connection to the Second Avenue Subway for BMT Broadway service from the Upper East Side to Lower Manhattan
.

Planning for the connection to the IND Queens Boulevard Line began in December 1990, with the final design contract awarded in December 1992. Construction began on September 22, 1994.[74][75][76][77][78] The remaining section from 21st Street to the Queens Boulevard Line cost $645 million. In December 2000, the 63rd Street Connector was opened for construction reroutes.[79] The Connector came into regular use in December 2001 with the rerouting of F service at all times to 63rd Street. The construction project extended the lower level LIRR tunnel and involved a number of other elements, including the integration of ventilation plants, lowering a sewer siphon 50 feet, rehabilitation of elements of the existing line, mitigating ground water, diverting trains which continued to run through the project area and widening of the entry point to the Queens Boulevard Line to six tracks. This new tunnel connection allowed rerouting the Queens Boulevard Line F trains via the 63rd Street Tunnel, which opened up capacity through the 53rd Street tunnel to Manhattan which allowed a new local service, the V train, to provide additional Queens Blvd. service to Manhattan, along Sixth Avenue. This service was discontinued and replaced with an extension of the M train.[72]

As built

Service patterns of the IND c. 1940

The Bronx and Manhattan

East River crossings

Brooklyn and Queens

Extensions after 1940

The following extensions and connections were built after unification in 1940:

The following extension is partially open:

Line planning

Many IND lines were designed to be parallel to existing IRT and BMT subway lines in order to compete with them.

Additionally, some never-built lines were designed to replace old elevated lines.

Service letters

As originally designed, the IND train identification scheme was based on three things: the Manhattan trunk line served (8th Avenue or 6th Avenue), the northern branch line served (Washington Heights, Grand Concourse/Bronx, or Queens Boulevard), and the service level (Express or Local). The 8th Avenue routes were A, C, and E. The 6th Avenue routes were B, D, and F. The A and B served Washington Heights. The C and D served the Grand Concourse. The E and F served Queens Boulevard via the 53rd Street Tunnel.[81]

A single letter indicated an express service, while a double letter indicated local service. G was used for Brooklyn-Queens "Crosstown" service. H was used for any service on the extended Fulton Street (Brooklyn) line that did not originate in Manhattan.[81]

The first designations were as follows:

A AA Eighth Avenue – Washington Heights
BB Sixth Avenue – Washington Heights
C CC Eighth Avenue – Concourse
D Sixth Avenue – Concourse
E Eighth Avenue – Queens Boulevard
F Sixth Avenue – Queens Boulevard
G GG Brooklyn-Queens Crosstown
HH Fulton Street
S Special

Virtually all possibilities were used at one time or another, either in regular service or as brief special routes.[1] The "G" single-letter service was used for G service to World's Fair Station in 1939.

The final pre-Chrystie Street Connection service is shown here; for more details, see the individual service pages. Terminals shown are the furthest the service reached.[81]

Line Routing Notes
A Washington Heights Express
Rockaway Park (via Eighth Avenue
)		 still in use
AA
 Washington Heights Local
Hudson Terminal (via Eighth Avenue
)		 became K (no longer operated)
BB
 Washington Heights Local
34th Street (via Sixth Avenue
)		 became
Brighton Beach
)
C Bronx Concourse Express
Utica Avenue (via Eighth Avenue
)		 no longer operated; combined into A and D trains
CC
 Bronx Concourse Local
Hudson Terminal (via Eighth Avenue
)		 became
Euclid Avenue
)
D Bronx Concourse Express
Coney Island (via Sixth Avenue and Culver Line
)		 still in use, though trains now use the West End Line
E Queens–Manhattan Express
Houston Street
)		 still in use, though all trains go from
Jamaica Center
to Hudson Terminal (now called World Trade Center)
F Queens–Manhattan Express
Coney Island (via Sixth Avenue
)		 still in use, though all trains go to Coney Island or
Kings Highway
GG
 Queens Brooklyn Local
Church Avenue (via Crosstown Line
)		 became
Court Square
HH Court Street Shuttle
Hoyt–Schermerhorn Streets
 no longer operated, but the trackage is used for moving trains in and out of the New York Transit Museum, located in the Court Street station
HH
 Rockaway Local
Far Rockaway
 became
H, then S
, though now, all trains only go to Rockaway Park

After the Chrystie Street Connection opened, the original IND Service Letter scheme was gradually abandoned. All lines, whether local or express, now use a single letter, and only the 8th Avenue/6th Avenue distinction (A, C, E vs. B, D, F) has been maintained.[1] Following consolidation under city ownership, the numbered lines of the former BMT system were also gradually reassigned letters for consistency with the IND system.

Platform lengths

The IND was built with longer platforms than those of the IRT or BMT. Initial plans called for stations to be built with 660 feet (201 m) long platforms to accommodate trains of eleven 60-foot (18.3 m) cars. These lengths were shortened, as stations on the

96th Street was 615 feet (187 m) on both levels, as that was the standard length of platforms built for the IND after the 1940s.[1]

The

67th Avenue.[1]

Some of the

47th–50th Streets–Rockefeller Center has platforms that are 665 feet (203 m).[1]

In the

IND Second System, planned stations would have been 700 to 720 feet (213 to 219 m) long and tile work would have been more "modern".[1]

Surviving IND equipment

Main article: R1–9 fleet

The Independent Subway System operated solely with one family of subway cars - commonly referred to as the

R7/As and R9 cars. After the equipment was retired in the 1970s, twenty cars were sent to various museums. Eleven of these cars are preserved by the New York Transit Museum
and Railway Preservation Corp. The other nine are on private property or preserved at other museums.

See also

Notes

  1. ^ The Independent Subway System mostly uses the IND initialism. The ISS initialism was primarily used prior to unification of the New York City Subway in 1940.[1]

References

  1. ^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai nycsubway.org – History of the Independent Subway
  2. ^ "About New York; Alphabet Soup: Telling an IRT From a BMT". The New York Times. June 30, 1990. Retrieved March 14, 2016.
  3. ^
    New York Times
    . September 10, 1932. p. 1.
  4. New York Times
    . August 4, 1923. p. 9.
  5. New York Times
    . March 12, 1924. p. 1.
  6. ^ a b Duffus, R.L. (September 22, 1929). "Our Great Subway Network Spreads Wider; New Plans of Board of Transportation Involve the Building of More Than One Hundred Miles of Additional Rapid Transit Routes for New York". The New York Times. Retrieved August 19, 2015.
  7. ^ "Queens Subway Work Ahead of Schedule: Completion Will Lead to Big Apartrnent Building, Says William C. Speers". The New York Times. April 7, 1929. Retrieved September 1, 2015.
  8. ^
    Newspapers.com
    .
  9. New York Times, New Subway Routes in Hylan Program to Cost $186,046,000
    , March 21, 1925, p. 1.
  10. ^ a b Seyfried, Vincent F. (1995). Elmhurst : from town seat to mega-suburb. Vincent F. Seyfried.
  11. ^
    ISBN 978-0-915276-50-9
    .
  12. ^
    ISBN 978-0-82325-369-2
    .
  13. ^ "Independent Subway Services Beginning in 1932". thejoekorner.com. August 21, 2013. Retrieved August 2, 2015.
  14. ^ "Two Subway Units Open at Midnight; Links in City-Owned System in Queens and Brooklyn to Have 15 Stations" (PDF). The New York Times. August 18, 1933. Retrieved November 7, 2015.
  15. ^ "New Queens Subway Service Will Be Launched Tonight; Tunnel From Manhattan Open to Jackson Heights; Service Will Eventually Be Extended Through To Jamaica". Long Island Daily Press. Fultonhistory.com. August 18, 1933. p. 20. Retrieved July 27, 2016.
  16. ^ "New Queens Tube To Open Saturday: Brooklyn–Long Island City Link of City Line Also to Be Put in Operation". New York Evening Post. Fultonhistory.com. August 17, 1933. p. 18. Retrieved July 27, 2016.
  17. New York Times
    . February 1, 1933. p. 19.
  18. ^ a b c "Independent Subway Services Beginning in 1932". thejoekorner.com. August 21, 2013. Retrieved August 2, 2015.
  19. New York Times
    . March 20, 1933. p. 17.
  20. New York Times, City Subway Extended
    , October 7, 1933, page 16
  21. Newspapers.com
    .
  22. ^ "MTA Neighborhood Maps: neighborhood". Metropolitan Transportation Authority. 2018. Retrieved October 1, 2018.
  23. ^ "LaGuardia Opens New Subway Link". The New York Times. January 2, 1936. p. 1. Retrieved October 7, 2011.
  24. ^ Pirmann, David (November 1997). "IND Second System – 1929 Plan". www.nycsubway.org. Retrieved August 30, 2016.
  25. ^ Kabak, Benjamin (November 2, 2010). "The history of a subway shell at South 4th Street". Second Ave. Sagas. Retrieved August 30, 2016.
  26. ^ Brennan, Joseph (2002). "Abandoned Stations : IND Second System unfinished stations". columbia.edu. Retrieved August 30, 2016.
  27. ^ Pirmann, David; Darlington, Peggy; Aryel, Ron. "Second Avenue station IND 6th Avenue Line". www.nycsubway.org. Retrieved August 30, 2016.
  28. ^ a b "Two Subway Links Start Wednesday". The New York Times. April 6, 1936. p. 23. Retrieved October 7, 2011.
  29. ^ "New Subway Link Opened by Mayor". The New York Times. April 9, 1936. p. 23. Retrieved October 7, 2011.
  30. ^ "New Subway Line on 6th Ave. Opens at Midnight Fete". The New York Times. December 15, 1940. p. 1. Retrieved October 7, 2011.
  31. ISSN 0362-4331
    . Retrieved August 15, 2016.
  32. ^ "Reproduction Poster of Extension to Union Turnpike – Kew Gardens". Flickr – Photo Sharing!. October 2015. Retrieved April 26, 2016.
  33. ^
    ISBN 978-3-642-30484-2
    .
  34. ^ "PWA Party Views New Subway Link: Queens Section to Be Opened Tomorrow Is Inspected by Tuttle and Others" (PDF). The New York Times. December 30, 1936. Retrieved June 27, 2015.
  35. ^ "Subway Link Opens Soon: City Line to Jamaica Will Start About April 24" (PDF). The New York Times. March 17, 1937. Retrieved June 27, 2015.
  36. ^ "Trial Run to Jamaica on Subway Tomorrow: Section From Kew Gardens to 169th Street Will Open to Public in Two Weeks" (PDF). The New York Times. April 9, 1937. Retrieved June 30, 2015.
  37. ^ "Independent Subway Services Beginning in 1932". thejoekorner.com. August 21, 2013. Retrieved August 2, 2015.
  38. ^
    ISBN 978-0-8232-6190-1
    .
  39. ISSN 0362-4331
    . Retrieved August 4, 2016.
  40. Brooklyn Daily Eagle
    . July 1, 1937. Retrieved December 24, 2015.
  41. ^ "To Build Fair Subway P. T. Cox Co. Wins Award for Extending Independent System The first contract for the World's Fair spur from the Queens Boulevard line of the Independent Subway System was awarded yesterday by the Board of Transportation to the lowest bidder, the P. T. Cox Contracting Company, at the bid price of $308,770" (PDF). The New York Times. October 27, 1937. Retrieved July 6, 2015.
  42. ^ a b c d nycsubway.org – IND Second System
  43. ^ Track diagram of planned underground Fulton Street Line extension in Queens
  44. ^ "Board of Transportation – 1951". Thejoekorner.com. Archived from the original on February 24, 2021. Retrieved March 25, 2014.
  45. ^ "1968 NYCTA Expansion Plans (Picture)". Second Avenue Sagas. Retrieved April 15, 2014.
  46. ^ Program for Action maps from thejoekorner.com
  47. ^ "Flashback To 1999 | www.qgazette.com | Queens Gazette". www.qgazette.com. June 27, 2007. Archived from the original on March 22, 2016. Retrieved March 25, 2014.
  48. Newspapers.com
    .
  49. ^ "IND Fulton Street Line". www.nycsubway.org. Retrieved February 18, 2016.
  50. ^ Foley, A.J. (1946). "Sign for the Closing of the Court Street Station, 1946 ; IND Crosstown Line". New York Transit Museum. Retrieved August 28, 2016.
  51. ^
    ISBN 978-0-82325-369-2
    .
  52. hdl:2027/mdp.39015023094926
    .
  53. Newspapers.com
    .
  54. hdl:2027/mdp.39015023094926
    .
  55. ^ Fulton Subway Stations Open After All-Night 'Dry Runs'
  56. hdl:2027/mdp.39015020928621
    .
  57. ^
    hdl:2027/mdp.39015023094926
    .
  58. ^ a b "New Subway Link Opening in Queens" (PDF). The New York Times. December 12, 1950. Retrieved June 30, 2015.
  59. ^ "Subway Extension In Queens Is Voted" (PDF). The New York Times. August 2, 1946. Retrieved June 30, 2015.
  60. ^ "Fifty Years of Subway Service to the Rockaways". New York Division Bulletin. 49 (6). New York Division, Electric Railroaders' Association. June 2006. Retrieved August 31, 2016 – via Issu.
  61. ^ Freeman, Ira Henry (June 28, 1956). "Rockaway Trains to Operate Today" (PDF). The New York Times. Retrieved June 29, 2015.
  62. Wave of Long Island. Fultonhistory.com
    . June 28, 1956. p. 1. Retrieved August 16, 2016.
  63. Wave of Long Island. Fultonhistory.com
    . June 28, 1956. p. 6. Retrieved August 16, 2016.
  64. ^ "TA's New Line To Rockaways Begins Today: Fifty Piece Band To Play as Special Train Makes First Run". The Leader-Observer. Fultonhistory.com. June 28, 1956. p. 1. Retrieved August 16, 2016.
  65. ^ "To Rockaways: Beach Trains In Operation". Greenpoint Weekly Star. Fultonhistory.com. June 29, 1956. p. 2. Retrieved August 16, 2016.
  66. ^ "New Subway Unit Ready: Far Rockaway IND Terminal Will Be Opened Today" (PDF). The New York Times. January 16, 1958. Retrieved June 29, 2015.
  67. ^ Perlmutter, Emanuel (November 16, 1967). "SUBWAY CHANGES TO SPEED SERVICE: Major Alterations in Maps, Routes and Signs Will Take Effect Nov. 26" (PDF). The New York Times. Retrieved July 7, 2015.
  68. ^ Perlmutter, Emanuel (November 27, 1967). "BMT-IND CHANGES BEWILDER MANY; Transit Authority Swamped With Calls From Riders as New System Starts". The New York Times. Retrieved August 23, 2015.
  69. ISSN 0362-4331
    . Retrieved November 27, 2016.
  70. ISSN 0362-4331
    . Retrieved June 6, 2016.
  71. ^ "New Subway Line Finally Rolling Through Queens," Newsday, December 11, 1988, page 7.
  72. ^ a b Darlington, Peggy. "IND 6th Ave./63rd St. Line". www.nycsubway.org. Retrieved October 20, 2011.
  73. ^ Lorch, Donatella (October 29, 1989). "The 'Subway to Nowhere' Now Goes Somewhere". The New York Times. Retrieved October 20, 2011.
  74. ^ "New York City Transit 63rd Street-Queens Boulevard Connection-New York City – Advancing Mobility – Research – CMAQ – Air Quality – Environment – FHWA". www.fhwa.dot.gov. Retrieved July 3, 2016.
  75. ^ "About NYC Transit – History". October 19, 2002. Archived from the original on October 19, 2002. Retrieved September 18, 2016.{{cite web}}: CS1 maint: bot: original URL status unknown (link)
  76. ^ Silano, Louis G.; Shanbhag, Radmas (July 2000). "The Final Connection". Civil Engineering. 86 (7): 56–61.
  77. ^ Final Environmental Impact Statement for the 63rd Street Line Connection to the Queens Boulevard Line. Queens, New York City: Metropolitan Transportation Authority, United States Department of Transportation, Federal Transit Administration. June 1992. Retrieved July 23, 2016.
  78. ^ La Guardia International Airport and John F. Kennedy International Airport, Port Authority of New York and New Jersey Airport Access Program, Automated Guideway Transit System (NY, New Jersey): Environmental Impact Statement. Port Authority of New York and New Jersey, United States Department of Transportation, Federal Aviation Administration, New York State Department of Transportation. June 1994. Retrieved July 23, 2016.
  79. ^ "E, F Detour in 2001, F trains via 63 St, E no trains running, take R instead". The Subway Nut. Archived from the original on March 2, 2011. Retrieved October 20, 2011.
  80. ^ MTA releases Second Avenue subway images, says project on track NY Daily News, November 5, 2013
  81. ^ a b c Brennan, Joseph (2012). "Subway FAQ: Letter, Number, and Color Designation Systems". www.nycsubway.org. Retrieved November 27, 2016.

Sources

Books:

  • Cudahy, Brian J. (1988). Under the Sidewalks of New York (revised ed.). Lexington, Mass: The Stephen Greene Press.
  • Cunningham, Joseph; DeHart, Leonard (1977). A History of the New York City Subway System: The Independent System and City Ownership.
  • Dahl, Gerhard M. (1924). Transit Truths. Brooklyn, NY: Brooklyn-Manhattan Transit Corporation.
  • Fischler, Stan (1997). The Subway: A Trip Through Time on New York's Rapid Transit. Flushing, NY: H & M Productions, Inc.
  • George, Herbert (1993). Change at Ozone Park. Flanders, NJ: RAE Publishing Inc.
  • Kahn, Alan Paul; May, Jack (1977). The Tracks of New York, Number 3. New York: Electric Railroaders' Association, Inc.
  • Kramer, Frederick A. (1990). Building the Independent Subway. New York: Quadrant Press, Inc.
  • Kramer, Frederick A. (1991). Subway to the World's Fair. Westfield, NJ: Bells and Whistles.
  • Snyder, Robert W. (1997). Transit Talk. Brooklyn, NY, New Brunswick, NJ and London: New York Transit Museum and Rutgers University Press.

Periodicals:

  • Electric Railroaders' Association: Headlights Magazine: August 1956, February 1968, February 1973, August 1974, July/September 1977, May/June 1988

Newspapers:

  • The New York Times (before 1977), most notably: 1929: September 16, 22; 1932: September 4, 8, 9, 10; 1940: June 1, 2, 12, 13; 1967: November 22, 26, 28
  • Unpublished document from New York City Transit Authority – precursor to "Facts and Figures", 1977

External links

Retrieved from "https://en.wikipedia.org/w/index.php?title=Independent_Subway_System&oldid=1221409659"