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It is recommended that visitors to the Statue of Liberty and Ellis Island use public transportation to reach the ferry departure points in Battery Park and Liberty State Park, especially Battery Park.
Not only does this webiste have maps of the New York public transportation system, but there is also a very useful TripPlanner that makes getting around in New York easy. For Battery Park Departures, type in Battery Park (North End)For New Jersey Departures, type in Liberty State Park.
Not only does this webiste have maps of the New Jersey public transportation system, but there is also a very useful TripPlanner that makes getting around in New Jersey easy.
For Battery Park Departures, type in 1 battery park, New York, NY 10004.For New Jersey Departures, type in Liberty State Park. HopStop is a very useful transit guide to get around in metropolitan areas -- especially in New York. Because parking is limited in lower Manhattan, we advise visitors to use public transportation to get to Battery Park. Parking at Liberty State Park is plentiful and is much cheaper than parking around Battery Park.
After arriving at the HBLR Bayonne 8th Street Station, walk to the Liberty State Park Light Rail Station. One of the most important of transportation centers of New York, when the rapid transit systems now being built are completed, will be what has become known as the Diagonal Station, located diagonally across and beneath 42nd Street between Park and Lexington Avenues, and extending approximately from the intersection of Park Avenue and 41st Street to Lexington Avenue and 43d Street. North of 42nd Street, facing Park Avenue, the New York terminus of the New York Central and the New York, New Haven and Hartford railroad systems, namely the Grand Central Terminal. The Lexington Avenue line, branching north of the Harlem River in a westerly line on Jerome Avenue leading to Woodlawn and an easterly one extending to Pelham Bay Park, was, under the terms of the contract, to connect with the original subway south of 42nd Street, thus to form the easterly of the two north and south four-track main lines of the Interborough system in Manhattan. It is the intention further that the uptown tunnels of the Hudson and Manhattan Railroad, connecting New York with Jersey City, Newark and other New Jersey communities, shall, in the future, be extended to this point from the present terminal at 34th Street and Sixth Avenue. Plate 2 shows these various rapid transit lines meeting and intersecting around 42nd Street and Park Avenue (the surface lines being omitted in order to avoid confusion). First: To effect a physical connection between the old subway in Park Avenue and the new one in Lexington Avenue without interruption and danger to subway traffic during the period of construction and in such a manner that at the end of this period the traffic could be diverted without serious interruption. Second: To locate and design a subway station which would adequately serve the anticipated traffic.
The latter is, north of 34th Street, built as two double-track arch tunnels, 68 feet center to center, merging as they approach 42nd Street into one structure built of steel bents and concrete.
North of the portion described above, where the new track is entirely outside the old tunnel, the new tunnel is built first in a rectangular shape with steel roof beams and columns and further north as a twin arch tunnel with a line of steel columns in the center.
Plates 5 and 6 show in plan the reconstruction of the old northbound tunnel for a length of about 200 feet from the point where the new northbound local track begins to deflect east to the point where steel bent construction was used originally. Plate 7 is a cross-section just south of 41st Street, which shows all the tunnels old and new, in Park Avenue at this point including the reconstructed old northbound tunnel described above and shown in plan on Plates 5 and 6. In addition to these direct street entrances, this mezzanine is connected by means of underground ramps and passages to incoming and outgoing trains of the Grand Central Terminal, to several important buildings in the neighborhood and to other street entrances on Lexington Avenue, on 45th Street and in 42nd Street west of Vanderbilt Avenue. The smaller mezzanine near the easterly or northerly end of the station is entirely within the limits of the Hotel Commodore and is about 44 feet wide and 90 feet long. Except for the portion directly under 42nd Street the Diagonal station is located almost entirely under private property.
On the property north of 42nd Street, belonging to the New York Central Railroad Company, it had already been decided to erect a large hotel, the Commodore, and plans for this hotel were carried on ahead of or simultaneously with those for the subway structure. It was, therefore, necessary to assume the maximum height and weight of a building that could and in all likelihood would be erected on the plot, and provide for the loads of this imaginary building. The plot was, therefore, divided up into a number of equal spaces in both directions, resulting in a column spacing of 20 feet 7 inches in one direction and 21 feet 6 inches in the other. As has been shown in the general description of the Diagonal station, the interchange of passengers between the Park Avenue-Lexington Avenue lines and the Queensborough subway was one of the important elements considered in its design and location. In general passengers transferring between the Queensborough subway and the Lexington Avenue-Park Avenue lines use the ramps, the elevators being utilized by people going to the street, the Grand Central Terminal, or to the shuttle trains.
The reader will understand that, if the problems confronting the designers of the subway sections described in this article were unusual and difficult, this was no less the case in the carrying out, under most adverse conditions, of the actual construction. Please register to participate in our discussions with 1.5 million other members - it's free and quick! The N and Q lines are elevated in Astoria and provide a neat backdrop of the Manhattan skyline. Take the elevated lines in Astoria just like the person above suggested, really nice views.


The TripPlanner allows you to choose which public transportation method(s) you want to use and the planner will tell you the best way to go. Most of the streets that run into Battery Park have parking garages such as Whitehall Street. If you are traveling by car or bus, Liberty State Park will offer you a much more convenient and relaxed experience when it comes to parking.
On 42nd Street just west of Park Avenue is located what was the Grand Central Station of the First Subway, the route of the latter turning from Park Avenue at this point and extending west under 42nd Street to Times Square, thence continuing via Broadway and other thoroughfares through the northerly end of Manhattan and on to Van Cortlandt Park by the Broadway branch and into The Bronx by the Bronx Park branch. When, in 1913, the Dual System Contracts were adopted, these were included in the portion of the system assigned to the Interborough for operation, among other lines, the Lexington Avenue subway, which was a part of the previously planned Triborough route, and the Queensborough subway, which, originally known as the Steinway tunnel, had been begun as early as 1892, and was built as two single-track tunnels from Long Island City under the East River and 42nd Street, ending in a loop under Park Avenue in front of the Grand Central Terminal. The Queensborough subway was to be extended west to Times Square and the Long Island City end, after being extended to Queensborough Plaza, was laid out with two branches, the Astoria line running north and the Woodside and Corona line running east. The proximity of the Grand Central Terminal, a large proportion of whose incoming passengers will continue their journey by the subway, the intersection of two subway lines, and the shuttle service to a third one are conditions producing a large transfer traffic, which, plus the traffic originating in this rapidly developing neighborhood, tend to make the Diagonal station in point of number of passengers passing through it one of the largest in New York. The solution was accomplished by making the Park Avenue-Lexington Avenue connection diagonally across 42nd Street and utilizing this diagonal connection for a large express station. The design providing for the difficult work of joining the old and the new tunnels in Park Avenue is indicated in plan and section in Plates 3 and 4. The Diagonal station proper, as indicated on Plate 1, is of the ordinary type for four-track express stations with twin island platforms, 480 feet long, one serving northbound and one southbound traffic.
A ramp at the westerly side leads to an island platform serving the shuttle trains to Times Square. Worthy of note is the fact that all entrances built for this station are through adjacent buildings.
It was, therefore, necessary to build a subway structure capable of sustaining such loads as might be imposed by future buildings and also to see that in the design no avoidable detrimental restrictions were imposed on the architects of these future buildings. The subway columns were located by the usual requirements for station bents, 15 feet center to center, two column lines in the platform and one between the express tracks. The use to which the plot south of 42nd Street, originally occupied by the old Grand Union Hotel, was to be put was unknown and it was thus not possible to provide for any definite type of building. It so happened that the diagonal lines drawn through the column centers thus obtained were almost normal to the longitudinal axis of the station and the distances between these diagonals were also nearly equal to the standard column spacing of 15 feet for stations. Taking advantage of this fact, the bents were located on the diagonal lines connecting the columns, thus centering every column on a bent and escaping the necessity of a double system of girders for the transmitting of building loads from base of building column to subway columns.
The girders supporting the building columns are double and of varying depth, according to the magnitude of the moments and shears.
As mentioned in the beginning of this article, the Queensborough subway consisted originally of two single-track tubes ending in a loop under Park Avenue. When the Queensborough subway has been extended to Times Square there should be no occasion for transfer to the shuttle trains at this point by passengers from the Queensborough subway and Queens lines. While the old structure was being reconstructed, and the masonry removed little by little and replaced by new steel and concrete, the subway traffic in these tunnels went on uninterruptedly day and night, 1500 trains carrying in round numbers 1,000,000 passengers every 24 hours past this point.
The 7 line is also elevated and goes through a variety of unique neighborhoods, and features the graffiti covered building known as 5 Pointz (get off at 45 Rd station).
In addition, we have provided basic directions by subway, bus and automobile to reach both Battery Park in New York and Liberty State Park in New Jersey.
Two blocks east runs the Third Avenue elevated railroad with a shuttle service to and from the Grand Central Terminal.
With the completed system in operation, the portion of the original subway in 42nd Street was abandoned for through traffic.
It was, therefore, important to make the station large enough to accommodate this enormous passenger flow and to locate it so that the annoyances incident to effecting a transfer would be reduced to a minimum. This location brings the station as close as possible to the Grand Central Terminal and permits intercommunication of passengers by means of comparatively short underground passages. The Diagonal station is placed at such an elevation that at the westerly end the two express tracks in the middle, by a maximum downgrade of 3.5%, are carried under the old easterly (northbound) tunnel.
As shown in the cross-section, the structure was enlarged by removing one-half of the old masonry arch and excavating the rock to the required width.
Finally, communication with the Queensborough Subway station below is provided by three elevators and one emergency stairway. The one will principally serve the hotel guests and railroad passengers, the other will take care of street traffic east of and on Lexington Avenue. As the density of sidewalk traffic increases, a subway entrance becomes either an increasingly serious obstruction, if placed on the sidewalk, or, if placed through an adjacent building leaving the sidewalk free, an asset of increasing value to the owners of the building.


Owing to different conditions this problem was solved differently for the two properties involved. Efforts on the part of the Commission for a voluntary agreement on reasonable terms with the original owners having failed, the plot was acquired by the City under condemnation proceedings with the end in view of reselling, subject to an easement, when construction was completed and the market was favorable. Any disadvantage that might be inherent in this second method, in thus restricting the panel spacing of the building was considered to be more than offset by the cheaper construction it offered and by the saving of valuable basement space which under the first mentioned method would have to be taken up by the grillages.
A cast steel slab on the top flange of the girders will serve as a base for the future building columns.
Its reconstruction at this point in order to make it fit into the Dual System is shown in Plate 9.
This reconstructed portion directly below the Diagonal station forms the main part of the Grand Central Station of the Queensborough subway. Very little more inconvenience was caused to the busy street traffic on the surface, and the passengers in the surface railroad tunnel above the subway were as little conscious as were the subway passengers that under and around them rock was being blasted away and the network of tunnels completely transformed.
Perrine, published in the Proceedings of the American Society of Civil Engineers, for November, 1917, with discussions in subsequent numbers of the Proceedings by Messrs. Listed below are a few websites of some of the larger companies that operate parking garages around Battery Park.
As to surface lines, there are the cross-town line on 42nd Street, the Lexington Avenue line to the east, and the Park Avenue-Madison Avenue line which, in Park Avenue south of 41st Street, runs underground in a tunnel above the level of the subway tubes. Two of its tracks were assigned for shuttle trains between the Times Square station on the west and the Diagonal station on the east main line. It also gives a convenient shuttle connection as well as another with the Queensborough subway, the latter by placing the Queensborough station directly below the Diagonal station. Turning south the new express tunnel continues between the two old tunnels on a rising grade until, at the proper level, it divides and breaks right and left into the latter, and a junction is effected between the new and the old express tracks.
The crown thrust of the half arch left undisturbed is transmitted through the new roof construction into the rock on the opposite side, and the vertical load is taken up by a line of columns in the center of the old tunnel between the tracks. This structure is carried over the new express tunnel on plate girders spanning this latter and in turn supported by columns which are carried to the new subgrade below.
The latter connect to a ramp and passageway 12 feet wide by which passengers may transfer to and from the Queensborough subway, directly below. The latter has two openings to the street, one on 42nd Street and the other through a passageway under the sidewalk on Lexington Avenue north of 43rd Street. The building columns rest on an irregular and somewhat elaborate system of girders, which transmits the building loads into the subway columns. Live and dead loads from such a building were computed on the basis of the New York building code as in force in 1915, and used in designing the subway bents.
Similar slabs are used as caps and bases of the subway columns, and between different tiers of grillage beams. The men on whom rested the responsibility of carrying out this work may well feel gratified that their task is finished and that there has been no serious accident during the three years of building. This is shown on Plate 1, which gives a general outline of the station, the adjacent Grand Central Terminal, the shuttle station and the Queensborough station below, indicating also the connection to the old Park Avenue subway. In the same manner the new southbound local track is carried under both the old tunnels and runs south on the westerly side of the old line, connecting with the old southbound local track near 38th Street. The main roof of the subway forms the basement floor of the hotel; between the basement ceiling and the ground floor of the hotel there is a space of about 8 or 10 feet which is utilized for this girder system.
At the westerly end of the platform are placed the three elevators which as previously mentioned run to the mezzanine floor of the Diagonal station.
The new northbound local track, connecting to the old track between 40th and 41st Streets, has a downward grade as it runs north and turns into the Diagonal station, so that by the time the platform ends are reached all four tracks are at nearly the same level. The larger of these mezzanines, extending under the full width of 42nd Street and under part of the old Grand Union Hotel plot, covers about 25,000 square feet. At about the middle of the platform are two stairways which lead to the ramp by which the platforms of the Diagonal station are reached. Its floor surface at elevation 128.4 feet is about 17 feet below the street level at the principal entrances, which are located on 42nd Street, one on the southerly and two on the northerly side of the street. Brief illustrated articles, dealing with special phases of this work, have been published in the Engineering Record of August 28, 1915, and July 22, 1916, and in the Scientific American of July 17, 1915.



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