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The new bike racks have been installed at the Bedford Avenue L subway station in Williamsburg, Brooklyn. Livable Streets advocates take careful note of the work that Community Board member Teresa Toro and DOT Deputy Borough Commissioner Dalila Hall did to push this project through. For much cheaper, you can get a dozen bikes in per car space out in the street, leaving sidewalks for pedestrians. I agree that in many cases you could use streetbeds for bike parking, but this partiuclar corner on Beford Ave. I’m looking forward to seeing similar bike parking initiatives at other choice spots in the neighborhood, outside the Lorimer and Graham Ave.
I think it is obvious to anyone who lives in this area that there has been a real snowball effect where visible biking and bike facilities have lead to an exponential increase of bikers in the last year or so.
If it’s the latter then if there is a large modal switch that will leave fewer transit riders.
Obviously a bike is better for the environment than a bus but if you decrease the attractiveness of transport (because fewer people are taking it) will that just increase car useage in the long run as those that would have taken transport drive instead because the service quality has deteriorated? The other aspect of subway problems in the area is the ongoing closures of the L on weekends and nights (this has been going on for over 8 years now, what gives?) and the daytime weirdness on the JMZ (trains run something like every 20 minutes).
Then there is the fact that the MTA has yet to actually implement expanded G-train service, so the best way to get to other areas of Brooklyn is by bike. That said, I don’t mind if people bike instead of use the subway, it makes the streets bike-friendlier for all. Completely aside from the question of whether the museum’s interest in conservation should lead it to encourage its patrons to bicycle, as a longtime member and frequent visitor to the museum I think you should make a small accommodation to bicyclist patrons by providing some bicycle parking. The other (minor) problem with this bike rack is, of course, that it’s for people to bike to this subway stop, and then get on the overloaded L train to go into the city.
Yes, the Met is another obvious destination with a self-contained motor vehicle lot and a galling lack of bike parking.
I would wager that the lack of bike parking at prime destinations(I’m mostly thinking about the met here) has to a lot to do with how really crappy looking the bike parking is. The city would earn so much good will among its citizens if it looked like it cared enough not just to implement convenient and inexpensive solutions but well thought out ones as well. I was just over there – a great victory for Teresa and for progressive transportation. By clicking Confirm bid, you commit to buy this item from the seller if you are the winning bidder.
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In the last quarter of the 19th Century, the City of Brooklyn comprised of much of today's "Downtown Brooklyn". Meanwhile, another company, the Brooklyn Union Elevated Railroad Company, was responsible for the creation of the first Elevated lines that fanned out of the City of Brooklyn. The force that created rapid transit in Brooklyn was the American model of free enterprise. Eventually, all these companies and lines became the Brooklyn Rapid Transit Corporation, which eventually began running these lines as a unit.
This is the story of the rise of rapid transit in Brooklyn, including the early days of the Brooklyn Rapid Transit, from 1878 until the signing of the Dual Contracts in March of 1913.
In 1829, the Coney Island House opened, marking the beginning of Coney Island's status as a seaside resort.
The final player in the Coney Island rail transportation picture was the New York and Sea Beach Railroad in 1879 that terminated at their Sea Beach Palace Hotel.
Horse racing was a favorite pastime of the upper class in the 1880s, and because of the well-to-do crowds at Brighton and Manhattan Beaches, a number of racetracks were built.
The first steam railroads were mainly built to serve hotels at the end of each line, and these hotels were owned by the same company as the railroads that served them. The NY&SB was mostly single tracked over a private right of way and ran through relatively unpopulated areas.
In 1889, the NY&SB opened up a spur into the Brooklyn Jockey Club racetrack than ran from roughly Kings Highway to Ave S. The Brooklyn, Flatbush and Coney Island Railroad began on July 2nd, 1878, between Flatbush and Ocean Avenues (Prospect Park) and the Brighton Beach Hotel, as an excursion railway, not a commuter railway. Shortly after the route opened, plans were afoot to extend the line to Flatbush and Atlantic Avenues, to intersect with the Long Island Railroad. The Prospect Park and Coney Island Railroad began service on June 19th, 1875 as a steam railroad between Prospect Park (9th Ave. The Long Island Railroad acquired a majority interest in the PP&CI in 1893, and a trackage rights agreement enabled it to use the LIRR from Parkville (today's Ave I) to a ferry landing (likely in Bay Ridge) that would enable ferryboat transfers for passengers wishing to go to the beach.
Construction on the Brooklyn, Bath and Coney Island Railroad began in 1862, the earliest of all the lines to serve Coney Island. In 1889, when the 5th Ave El reached 5th Ave and 36th St, the railroad was abandoned north of 36th St. On November 10th, 1893, the line was electrified with trolley wire and merged with the Atlantic Avenue Railroad which itself merged with the Nassau Electric Railroad in 1898. The very first elevated line in Brooklyn, elevated in the sense that most of it ran above the ground, not on an "El looking" structure as we know it, opened in 1881. While steam railroads on the surface were being built to Coney Island for beachgoers, steam elevateds were being built to handle commuters into downtown Brooklyn and to steamboats into New York.
April 10th, 1888 saw the opening of the Myrtle Ave El from Adams Street to Grand Avenue, where it joined the "Old Main Line" to DeKalb Ave.
The 5th Ave (Brooklyn) El opened on November 5th, 1888, from Park & Hudson Avenues, into the "Old Main Line", to Atlantic and Flatbush Avenues. On April 27th, 1889, the Myrtle Ave El was extended to Grant Avenue, but there was no through service from Broadway because there was no track structure between the "Old Main Line" and the Myrtle Ave El at Grand Ave.
December 30th, 1890 saw the first El abandonment in Brooklyn, that of the "Old Main Line" between Myrtle and Hudson Avenues. Three years later, on May 30th, 1893, the "Old Main Line" was extended further east to Cypress Hill Cemetery at Jamaica Avenue.
July 17th, 1898 saw the first joint service between the Brooklyn Elevated Railway and the LIRR.
On April 24th, 1897, an incline from the Fulton Street El at Grant Avenue opened, permitting trolleys of the Long Island Electric Railway to operate up to the El level.
The second joint BER - LIRR service began October 24th, 1899, when the LIRR ran service from the Brooklyn Bridge, via the 5th Ave and Myrtle Ave Els, and the LIRR Atlantic Ave line, to Jamaica. The Brooklyn and Rockaway Beach Railroad Company began operations on October 21st, 1865 from East New York to Canarsie Landing. In May 1906, the BRT set up the Canarsie Railroad Company to purchase the line, and this company then leased it to the Brooklyn Union Elevated Railroad Company. The Crescent Street incline did not last very long, for on December 8th, 1903, it was abandoned because of a law enacted that made it unlawful to run elevated trains on streets.
April 11th, 1904 saw the closing of the "Old Main Line" between Myrtle Ave and Fulton Ferry.
As a result of a new LIRR terminal opening at Flatbush and Atlantic Aves in 1912, the LIRR's Flatbush Avenue connection to the 5th Ave El was ended.
In 1901, BRT elevated trains began using the surface West End trackage, using trolley poles. In 1903, a short surface extension connected the Brighton Line with the Culver Terminal in Coney Island. Remnants of the Manhattan Beach Line can be found along virtually all the bridge abutments along the Brighton Line from Ave J to Ave X. In 1906, the Sea Beach abandoned its 65th Street terminal in an agreement with the LIRR, where the Sea Beach took over the land at 63rd St and 2nd Ave to give the LIRR room for an expanding freight facility. Recall that in 1900, the City of New York was barely two years old, having been comprised of the counties of Kings, Queens, Bronx, Richmond and New York. The westernmost tracks serving the Williamsburgh Bridge opened for service on August 4th, 1913, a year before the Chambers Street station itself was completed on September 14th, 1914. The rest of the Manhattan portion of the Brooklyn Loop Lines became what is today known as the Centre Street Loop. The Williamsburgh Bridge opened on December 19th, 1903, and the connection to the Broadway - Brooklyn El was completed on December 31st, 1907. As the line was built, there were provisions for a turning loop under Flatbush Avenue near Nassau St (in Brooklyn) to turn trains when heavy traffic to Manhattan was not projected. When the Dual Contracts were signed in 1913, the 4th Avenue subway, already well under construction, was awarded to the BRT.
The 4th Avenue subway, providing service to Coney Island via the Sea Beach line, opened June 22nd, 1915.
The 5th Ave El ran from Park Row, Manhattan, across the Brooklyn Bridge to Sands St, Brooklyn, then followed the Myrtle Ave El to Hudson Street. The Culver Line ran from Park Row, Manhattan, across the Brooklyn Bridge to Sands St, Brooklyn, then via the 5th Ave El to 36th Street.
The West End Line traced the Culver Line from Park Row to 9th Ave, then ran via the surface along New Utrecht Ave to 17th Ave, then via private right of way and Bath Ave to Bay 35th Street, then via private right of way to West End Terminal, located at Surf and Stillwell Avenues.
The Sea Beach Line traced the West End Line to 62nd Street and New Utrecht Avenue, then via surface along today's Sea Beach Line to West End Terminal.
The Brighton Line ran from Park Row to Sands Street, then via the Fulton Street El to Franklin Ave. The Fulton Street Line ran from Park Row to Sands Street, then a short private right of way to Fulton Street near Tillary Street. The Myrtle Ave El traced the Fulton Street El to Fulton Street, then via Adams Street to Myrtle Ave, then east on Myrtle Ave to Wyckoff Ave. The Lexington Ave El traced the Myrtle Ave El to Grand Ave, then ran on Grand and Lexington Avenues and connected to the Broadway - Brooklyn El to Cypress Hills. The Broadway - Brooklyn El ran from Broadway Ferry (Broadway and Kent Ave), via Broadway, Fulton Street and Crescent Street to Cypress Hills.
The Canarsie Line ran from Canarsie Landing between East 93rd and East 94th Streets, then private right of way to New Lots Road (Avenue), then via elevated to East New York.
The signing of the Dual Contracts in 1913 made the Brooklyn Rapid Transit a real player in future subway expansion. The BMT brought with it a change in attitude, and some would say, the most colorful era in the development of rapid transit rolling stock since the introduction of the BRT Standards for use in the 4th Avenue subway in 1915. We'll examine the latter part of the BRT era, and the BMT, in future editions of this document, in the coming months. Electric Railroaders' Association: An assortment of NY Division ERA Bulletins published from 1959 - 1971. We took three of those indicators for each of the city's subway lines from the most recently available materials from the committee. The first indicator, wait assessment, is the percentage of wait times during weekdays that are close to on schedule.
The second indicator, terminal on time, is the percentage of trains during weekdays that arrive no more than five minutes late at their final stops, without having skipped any stations along the way. The L comes out on top, with its highly rated cars and good performance being on time to its terminals. The Chambers Street station has a long history of changes, with trains entering the station from the Williamsburg Bridge originally, then the Manhattan Bridge when it was completed. Do you have any photos of the old 14th St subway food venders area in the mez from the 1960’s ? The configuration of the Bedford Avenue racks, while spacious, seems like not a very good use of space. With just two parking spaces in this configuration they could have provided much more parking than what it looks like was done with the Bedford project. It is also worth pointing out (in case someone starts whining about hipsters etc.) that this increase in bike use is by no means limited to hipster newcomers to the neighborhood. I rode there using the west side highway and the central park bike loop, but once there I realized that there wasn’t one single bike rack anywhere on the plaza in front of the museum.
While the first cyclists were messengers, then hipsters, then work commuters, we are now seeing big increases in African-American folks and my favorite, elderly Chinese ladies who rig up enormous racks and shop by bike!
The only problem is that in the space where 3 people stored their vehicles, now there are roughly 60 – and it’s already totally full! Now when do we get them in the Village and SoHo, with the narrow, crowded sidewalks and growing numbers of cyclists? Import charges previously quoted are subject to change if you increase you maximum bid amount.
Brooklyn suburbs were areas such as Midwood, Bensonhurst, and if you were wealthy and didn't mind a long ride, the ocean areas of Brighton Beach, Manhattan Beach and Coney Island. New areas of the land would become accessible, and with trains running over the Brooklyn Bridge to Park Row as early as September 1883, now the commerce center of New York would be a shorter ride away for these Brooklynites. The first company to create the route would reap all the profits from passengers using that route.
Therefore, a brief synopsis of Coney Island around that time is being provided, in order to give you an idea of why it became so popular.
In 1844, The "Pavilion" was built on the western end of Coney Island and in 1847, steamboat service began between that location and New York. In 1873, Corbin and his family moved to Coney Island on the advice of his son's doctor, for his son was gravely ill and the doctor recommended the sea and salt air for comfort.
Culver who ran a steam line, the Prospect Park & Coney Island Railroad (the Culver Line), which terminated in 1875 at Culver Depot along Surf Avenue. The Sea Beach Palace was an enormous rail terminal, restaurant and hotel that was located several blocks west of Culver Depot.
These race tracks were key to the development of Coney Island because not only did the rich patronize the racetracks, but so did the not-so-rich.
But by the turn of the century, the railroads were handling more crowds than they ever imagined. On July 17th, 1879, the steam line reached the Sea Beach Palace Hotel in Coney Island and terminated at Sea Beach depot, located between the West End and Culver depots (between today's West 8th and West 11th Streets).


The SB&B was a reorganization of the New York and Brighton Beach Railway Company, chartered to build a line from Locust Grove to Brighton Beach. The engineer tried to stop, but the impact damaged both the reversing lever and the throttle, which could not be turned off. Connections at 3rd Ave and 65th Street were made to the Brooklyn Heights 3rd Ave (Brooklyn) El. The LIRR would allow the BF&CI excursion trains to terminate at its terminal, and on August 19th, 1878, service to the LIRR terminal began. When the Fulton St El was electrified, a ramp to the Brighton Line at Fulton & Franklin was built, and through trains to Park Row, Manhattan, via the Brooklyn Bridge began on July 9th, 1900. From 1893 to 1899, the LIRR owned and operated the Culver line as a part of the New York and Manhattan Beach division.
The LIRR was also losing money, and saw an opportunity to be rid of the PP&CI and end their fight with some of the other Brooklyn companies. It began service in 1864 as a horse-drawn line between 25th St and 5th Ave in South Brooklyn to the Bath section of Brooklyn, which in today's map would be 65th Street and New Utrecht Avenue. Trains then ran from 2 branches, one from the ferries and one from the junction of the 5th Ave El, to Tivoli's Hotel in Coney Island. Also in November of 1893, the Atlantic Avenue Railroad started running streetcars on the line, and in early 1894, railway post office mail was begun on the line to Coney Island.
It was the one mile long Coney Island Elevated Railway, and ran from the Brighton Beach Hotel to a terminal just west of the Culver Terminal. June 25th, 1888 saw the extension of the "Old Main Line" to Driggs Avenue via Broadway, and July 14th, 1888 saw the line extended west to Broadway Ferry. Service ended two days later, on November 7th, due to an accident at the corner of Myrtle and Hudson Avenues (a Myrtle Ave El train collided with a 5th Ave El train). Through passengers would have to alight at Grand Avenue on the "Old Main Line", walk to the Grand Avenue station of the Myrtle Ave El, and then continue their trip. This part of the "Old Main Line" was known as the Park Ave El, and it was abandoned because its service was redundant with that of the Myrtle Ave El. Also during 1893, some of the earlier stations, Washington Ave and Vanderbilt Ave, were reopened in new locations as a single island platform (instead of two side platforms). Fearing that the bridge could not support the weight of steam locomotives, a cable car service by the New York and Brooklyn Bridge Railway began exactly five months later. The Chestnut Street incline opened connecting the Broadway - Brooklyn El to the LIRR at Atlantic Avenue and Rockaway Avenue.
This was a steam dummy line running on the surface, and the entire line was single track until 1894, when it was double-tracked. The BU elevated the line from New Lots Avenue to East New York, and relocated part of the line adjacent to the LIRR's Bay Ridge Branch.
On July 3rd, 1899, the 5th Ave El was electrified to 36th Street, and on August 17th, electrification extended to 65th Street. This incline was not for LIRR joint service - it was to allow through service of El cars from the end of the Broadway - Brooklyn El to 168th Street in Jamaica, Queens. July 28th, 1906 saw the opening of a connection between the Canarsie Line and the Fulton & Broadway - Brooklyn Els at Manhattan Junction. During sunny summer weekends and holidays, the Coney Island Express ran from the Brooklyn Bridge via the 5th Ave El and the West End Line to Bath Junction, then via Sea Beach trackage to Coney Island. This right of way was the same used by the Coney Island Elevated before it was torn down in 1900.
In addition, at Kings Highway a short fence that stood between the Brighton Line and the Manhattan Beach Line still stands today, in poor condition, at the edge of the Manhattan-bound local track. Passengers traveling south of Kings Highway on all the former steam lines were charged this fare in order to make up some lost money by the predominantly summer-only patronage on these lines. On November 30th, 1912, the Sea Beach Railroad lost its corporate identification when it merged with the Brooklyn Union and Canarsie Railroads to form the New York Consolidated Railroad Company. Downtown Brooklyn was once the City of Brooklyn, and commuters traveled to downtown Brooklyn as often as they were traveling to Manhattan over the Brooklyn Bridge.
Loops would connect to all transit lines running over the Brooklyn Bridge, and the Manhattan and Williamsburgh bridges when transit lines would be constructed over them. The easternmost tracks serving the Manhattan Bridge did not open until the opening of the 4th Avenue (Brooklyn) subway and Sea Beach Lines (as part of the Dual Contracts) on June 22nd, 1915. It would be a four-track subway leaving Chambers Street, running under Centre Street, and then turning east under today's Kenmare Street and Delancey Street. Originally, the route had been planned for IRT service from the Contract II line to Atlantic Avenue; in fact, the IRT built provisions to connect to this route in the tunnel walls just north of the Atlantic Avenue station. The section between Flatbush Avenue and 59th Street would have four tracks, and the section from 59th Street to 86th Street would have two tracks, but contain provisions for the addition of two additional tracks if future ridership made it necessary. Downtown Brooklyn itself was still a thriving metropolis of its own even after its consolidation into Greater New York.
As a result, plans were changed to connect the 4th Avenue to the Sea Beach Line at 59th Street, and the West End & Culver Lines at 38th Street.
From 36th Street and 5th Ave, the line ran to 9th Ave, then switched to surface running along an alley to Gravesend Ave (McDonald Ave), then along Gravesend Ave and private right of way to Culver Depot at West 5th Street and Surf Ave. Then the line turned south along the route of today's Franklin Ave shuttle to Prospect Park, then via today's route from Prospect Park to Sheepshead Bay. Trains ran on Fulton Street to East New York, then turned south on Van Sinderen Ave, then east again on Pitkin Ave (also known at that time as Eastern Parkway), then north on Euclid Ave, then east on Liberty Ave to Grant Avenue in the City Line section of Brooklyn. It later ran across the Williamsburgh Bridge to "Manhattan Terminal" and then extended to Chambers Street. It then ran via the Broadway - Brooklyn El to Broadway Ferry, and eventually Chambers Street. The meeting materials, available from the MTA's website, include a number of performance and quality indicators for the subway system. If an L train is supposed to come every seven minutes, and four trains arrive following that schedule, but the fifth train comes ten minutes after the previous train, the L would receive a score of 80% for this measure. It is a composite percentage based on customers' views of the appearance and cleanliness of subway cars, the proper function of equipment like doors, lights, heating, and air conditioning, and the understandability of the car's signs, maps, and announcements.
Here we show platforms and levels in active stations that were abandoned or incomplete, sourced from the extensive research on Joseph Brennan’s Abandoned Stations. There was also a Rockaway Beach service that originated from Chamber Street from 1913 to 1917, operated by the Long Island Rail Road and Brooklyn Rapid Transit.
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Owners of the major hotels at the time, like the Brighton Beach Hotel and the Sea Beach Palace Hotel, were looking for new ways to attract new customers. Eventually the BRT would become a competitor to the Manhattan-oriented Interborough Rapid Transit Corporation (IRT), and would be instrumental in future New York City subway expansion. By the 1860s, Mike "Thunderbolt" Norton, a local politician with a reputation for corruption, opened a hotel in that same area, and the western part of Coney Island took on the name Norton's Point.
After the move, Corbin, then president of the Long Island Railroad, saw potential profits in the development of a seaside resort. These huge crowds all needed a speedy way of getting to the track, and those that had too much to drink needed places to stay. Tilyou opened the Surf Theater, Coney Island's first theater, on an alley later named the Bowery. NY&SB owners realized that without a line to the Bay, their line would not turn a profit.
Even when Corbin was able to negotiate a uniform one-way rate agreement between his carrier and all the others at 30 cents, the NY&SB did not buy into the agreement, and charged 25 cents. For its first few years, the line remained seasonal, opening in May and closing in September.
It basically would have run from along today's 86th Street, crossed Ocean Parkway and terminated just west of the Brighton Beach Hotel. The runaway engine struck a NY&SB train at Woodlawn station, where two died and 55 people were injured.
Built by Andrew Culver, it also became known as the Culver Line, and in fact, carries his name to this day.
In 1879, the railroad leased the New York and Coney Island Railroad, and service began between Culver Terminal and Norton's Point, the very western most tip of Coney Island.
In 1867, the line reached Coney Island, making it the first steam railroad to reach the Atlantic Ocean at this location. The two branches joined in West Brooklyn, which is approximately where New Utrecht Ave & Ft Hamilton Pkwy meet now. Known as the "Old Main Line", it ran from Washington and York Streets to Gates Ave and Broadway. The line on Broadway became known as the Broadway - Brooklyn El, and is still called this today. On July 20th, 1889, the El was extended to Wyckoff Ave, and crossed over the Broadway - Brooklyn El. The Brooklyn Bridge line was electrified on November 30th, 1896, but the cable method was still predominant at that time. This was the last joint service with the BER, for in 1899, it was absorbed into the Brooklyn Rapid Transit Corporation. The BRT was not an operator, simply a holding company set up to acquire the properties of the other transit interests.
The line ran down Van Sinderen Avenue to Linden Blvd, then via a private right of way to Rockaway Avenue (Parkway today), then between East 93rd and East 94th Streets to Canarsie Landing. The newly rebuilt line was also electrified with third rail, and the line south of New Lots Avenue was electrified with trolley wire. By July 1st, 1900, the Myrtle Ave and Lexington Ave Els were electrified, as was the Broadway - Brooklyn El between Broadway Ferry and East New York.
The Chestnut Street incline saw continued service, and the LIRR electrified it on July 28th, 1906. Two months later, on October 1st, the Myrtle Ave El was extended to Metropolitan Ave via surface tracks starting at Wyckoff Ave. Called the "5th Ave - West End Line", it ran using third rail from Sands St or Park Row to 36th St and then by trolley pole to Coney Island.
Between 1905 and 1908, the BRT performed a major upgrade to the Brighton Line, building much of its present right of way. At Neck Road, the foundation to the LIRR's Neck Road station house still stands, as well as a walled off staircase leading up to it. The former terminal became a freight operation that was operated by the South Brooklyn Railroad, a BRT subsidiary. This began one of many downward spirals of the BRT's customer relationship management, and the BRT came to be known as "Beggars, Robbers and Thieves". To best meet this demand, it was felt at the time to send trains into downtown Brooklyn and lower Manhattan, and have them loop back into Brooklyn without terminating.
The Manhattan portion of the loop would run under Centre Street, but part of the proposed ROW was already in use by the IRT. There were four stations planned along the line, two of which would have had a layout similar to Nostrand Ave on today's IND Fulton Street Line. Trolley service began at the new trolley terminal on May 18th, 1908 and the full station was officially opened on December 1st, 1908.
However, by 1908, plans changed to have a different operator run the line and to use increased clearances in design. It also contains the only "underground bridge" on the NY subway system, crossing over the LIRR Bay Ridge Branch while remaining under 4th Avenue.
There was a provision for a four-track turnout under 40th Street in Brooklyn to connect to the West End Line.
As a result of the 38th Street connection, the original 36th Street station was extended further north and the southern portion destroyed to make room for the connection.
From Sheepshead Bay, the line ran at grade along the former Coney Island Elevated right of way to Culver Depot.
Additional provisions for routes never built continued to be made, and engineers proposed yet additional routes, long before the Independent City-Owned Rapid Transit System was a gleam in Mayor John Hylan's eyes.
After several City administrations and financial troubles, in June of 1940, the BMT lost its identity as a corporate entity and became, simply, the BMT Division of the New York City Rapid Transit System. However, that does mean that there’s one more spot on the train, and maybe people can have more than their 20 square centimeters.
As a result, they helped finance new steam railroads to the beach, but because each acted on his own, the steam railroads that "grew up" were disjointed, concentrated in the western and southern portions of Brooklyn, and really weren't built for the rapid transit that we know of today.
The Brighton Beach Hotel opened just before the 1878 season and was patronized by the upper middle class. Portions of the line between Gravesend Ave (today's McDonald Ave) and Brighton Beach became the experimental Boynton Bicycle Railroad, an early monorail. In 1876, Austin Corbin's New York and Manhattan Beach Railroad began running trains over narrow gauge to the Manhattan Beach Hotel using trackage that paralleled the BF&CI railroad between Ave H and Sheepshead Bay, a distance of three miles. Most significantly, the B&BB began negotiations with the Kings County Elevated Company to route its trains downtown via the Fulton Street El. The electrification also enabled streetcar companies that were absorbed by the BRT to use the Brighton Line to run trolleys to Coney Island. On July 27th of the same year, the steam line reached Cable's Hotel (later known as the Ocean View) in the West Brighton section of Coney Island at Culver Terminal.
Elevated line and the Culver line, enabling trains to travel directly from Brooklyn Bridge to both Manhattan Beach (via the LIRR) and Coney Island (via the Culver line). The same agreement that enabled the BRT to take over the PP&CI gave it a virtually free hand in Brooklyn with the exception of some LIRR routes. It ran generally along the route of today's Brighton Line between Brighton Beach and West 8th Street. On September 1st, 1888, the Myrtle Ave El was extended from Adams Street to Sands Street at the Brooklyn Bridge.
On June 21st, 1889, the 5th Ave El was extended to 3rd Street and service resumed between 3rd Street and Brooklyn Bridge, but service remained discontinued between Myrtle and Park Avenues. There was no connection between these two lines, and it is unclear if there was a passenger transfer between these lines when the Myrtle Ave El was extended.


On June 18th, 1898, partial through service to Park Row, Manhattan via the Myrtle Ave El began. On October 4th, LIRR trains ran through service from Broadway Ferry to Jamaica using the incline. Shortly after incorporating, the BRT began a campaign of acquisition of various streetcar, elevated and steam roads.
The new line was opened on July 28th, 1906, with trains running to East New York, then the Broadway - Brooklyn El to The Bowery or Chambers Street. Just one month later, Manhattan Junction opened in East New York, allowing a connection between the Fulton Street and Broadway - Brooklyn El. A special adapter at the beginning of the ramp along the LIRR's Atlantic Ave line enabled the third rail shoe of the LIRR cars to be moved to the "correct" position for traveling over the El. Originally, the West End Line has its own Coney Island terminal, but in 1910, it shared its terminal with the Sea Beach line. This was probably a reason why the Sea Beach line, when rebuilt as part of the Dual Contracts, had a non-stop express run from 59th Street to Coney Island; it was simply extending a service that had already been provided. The line was elevated from the Fulton El connection at Fulton and Franklin, then ran in an open cut from north of Prospect Park to Newkirk Avenue, then ramped up to an embankment to Sheepshead Bay, where the line descended to the surface for the last section to Coney Island.
When passengers refused to pay the extra fare, the cars on which they sat were pushed onto sidings and left there.
The proposal was then changed to have a terminal built under a new city office building and it became known as Chambers Street.
The portion of the line under Delancey Street would have connected to the Manhattan Terminal station (now Essex Street) built by the NYC Dept of Bridges. Partial through service between Manhattan Terminal and Chambers Street opened on June 30th, 1913, and full service began August 4th, 1913.
In addition, the line would connect to portions of the Brooklyn Loop Lines under downtown Brooklyn and cross the Manhattan Bridge. This turnout is the reason why the 95th St-bound local track swings out very wide upon leaving 36th Street. However, the original 36th Street station was built with two separate mezzanines, so the south mezzanine was closed, and the north one reconfigured to act as the sole mezzanine for the entire station.
But as time went on, the BRT got cocky and adapted a "public be damned" attitude, with poor customer relationship management techniques. Permission is granted to individuals to copy all or part for personal use, provided the copies are not sold for profit and this copyright notice is included. Many cities do this and it is consistent with DOT’s new experimentation with mini-ped plazas blocked off with planters.
I doubt even if bike commuters increase 100 fold that this would reduce the number of people enough to make the MTA cut back on the trains it is running.
As for the 77th Street bike racks, I don’t recall ever seeing them, but I guess they will (re)appear eventually.
In 1877, this company built the Manhattan Beach Hotel, followed in 1880 by the Oriental Hotel. The wealthier beachgoers went further east, to the Manhattan Beach Hotel, because they felt the Brighton was too close to the portion of beach we call Coney Island today, which at that time, had a reputation for being an undesirable neighborhood. While the more well to do patronized the area east of today's Ocean Parkway, the middle class sought after the area west of Ocean Parkway, and the Culver Line was a key reason why. As a result of legal action and lawsuit settlements, as well as electrification by competitor railroads, the NY&SB went into bankruptcy in early 1896. The rebuilt Sea Beach line was opened up on May 20th, 1898, and by 1900, the Brooklyn Rapid Transit Corporation had taken ownership of it. A ramp at Prospect Park was built to enable this connection, and it remained in use until 1905.
Culver Terminal was the predecessor to today's Stillwell Avenue; its original location was at Surf Avenue and West 5th Street approximately where the Brightwater Towers stand today.
In turn, the LIRR got a free hand in Queens, and retained trackage rights on the South Brooklyn and PP&CI routes. In 1885, a branch was built from 5th Avenue and 38th Street to Second Avenue and 39th Street as a ferry connection. There were no intermediate stations on this line, which ran seasonally in the summertime only. In September 1885, it was extended east to Alabama Ave and in November 1885 extended west to Fulton Ferry. On August 15th, the El was further extended to 25th Street, followed by another extension to 36th Street on December 9th.
At Atlantic Avenue station, there was a connection to the Fulton Street (Kings County Electric railroad) line.
On September 21st, the Bay Ridge incline opened in Brooklyn, connecting the 5th Ave El to Ft Hamilton Ferry via the 5th Ave El and surface tracks. Service ran to Broadway Ferry until May 30th, 1909, when LIRR service was extended over the Williamsburgh Bridge to the new "Manhattan Terminal" (today's Essex Street). In addition, trolley service along the Sea Beach line was provided between 65th St and Coney Island.
One newspaper account recalls a beach party held on a BRT car, where the car was used for kindling. Two tracks would have directly served the trolley terminal built adjacent to the Manhattan Terminal station. The Manhattan Terminal station was renamed Essex Street shortly before the 4th Ave (Brooklyn) subway opened in June 1915.
Provisions were also built for a future line to Staten Island; evidence today can be found as track pockets along both local tracks just south of the 59th Street station. The "Beggars, Robbers and Thieves" rule of the land began deteriorating in earnest with a strike in late October 1918. A designed solution would send the message that the city has a well thought out solution and not an improvised one. The Manhattan Beach Hotel was located on the far eastern portion of Coney Island (today's Manhattan Beach).
However, a dispute with the New York and Manhattan Beach Railroad (NY&MB) over track gauge delayed full service for two years. The crossing could not be avoided because the NY&SB was not able to acquire enough property north of 8th Ave to prevent it.
With the new management, the 1883 season turned out to be a good one, and service continued until October 22nd. The route was eventually moved south over marshland and required to bridge all these other lines. The LIRR, again seeing the B&BB as a threat, went to court and tried to stop this plan from proceeding.
As part of BRT ownership, the LIRR's Manhattan Beach branch received connecting service from the Brighton Line at Sheepshead Bay.
Upon electrification, El cars were used to transport passengers between the steamboats and Culver Terminal.
In 1886, the Coney Island Elevated was reorganized as the Sea View Railroad and purchased by the BRT in 1897.
Also at this time, the portion of the 5th Ave El that was discontinued between Myrtle and Park Avenues reopened to "Old Main Line" service. In 1899, the Nassau Electric Railway, which took over the BB&CI, was now under BRT control. Again, the service was provided by El cars running under trolley wire, but through service was not possible because the surface rails on 3rd Ave could not accommodate the El cars. Service lasted until September 3rd, 1917, and the structure was not dismantled until 1942 (although parts were torn down in 1924).
As a result of numerous accidents, joint trolley and El car service on the Sea Beach line was stopped in 1907. The use of trolley cars from Prospect Park to Brighton Beach was ended in 1905 as the upgrade began. The Brighton Line's right of way expands just north of Ave X for a short distance to accommodate the two additional tracks that provided service to the racetrack. Since the area under construction was at one time a pond that was later filled in, construction of the Municipal Building proved difficult, causing delays in station construction so the foundations could be properly secured.
In fact, the two-track structure that would have facilitated such a connection was actually built, but tracks were never installed on it.
As a result of pressing untrained motormen into service to cover the striking workers, the worst accident to befall rapid transit in New York City, the Malbone Street wreck, occurred on November 1st, 1918, where at least 93 people lost their lives.
The Brighton Beach Hotel, in retrospect, was built too close to the ocean, for by 1888 beach erosion was so severe that the ocean threatened to collapse the structure. Tilyou opened Steeplechase Park at Coney Island, with the now-famous "Steeplechase Horses" as the prime attraction.
The NY&MB, originally planned to be at standard gauge, was to be changed to three-foot narrow gauge due to the availability of nearly new equipment in this gauge from the Philadelphia Centennial Exposition in 1876.
The seasonal service resumed on April 11th, 1884, and then the company announced it would run year round service.
The LIRRs attempt to influence commissioners notwithstanding, through service from Brighton Beach over the Fulton El to the Brooklyn Bridge at Sands Street began on August 15th, 1896. The West Brighton section of Coney Island used to refer to the Coney Island we know of today, west of West 5th Street at Surf Ave.
Around 1910, streetcars replaced El cars; in May 1918 when Culver trains terminated at the new Stillwell Ave terminal, El cars resumed the service, but it was short lived.
The BRT electrified the line, then tore the structure down in 1900 due to its poor condition and extended the Brighton line, via the right of way on the surface where the line once stood, to Culver Terminal. The Brooklyn Elevated and Union Elevated railways were consolidated into the Brooklyn Union Elevated Railroad Company in that same year.
When fully operational, it served Fulton Street trains, Canarsie line trains and Broadway trains. Specific El cars were modified to permit this service, and passengers wishing to travel to Ft Hamilton would transfer to these El cars at 65th St. The LIRR's Manhattan Beach line, located along what is today's East 17th Street, was moved immediately next to the Brighton's right of way, resulting in a six-track embankment. As a condition of participating in the Dual Contracts, the BRT would lower the fare to a uniform five cents when all its southern routes were upgraded. The initial plans for Chambers Street comprised of a four track, five-platform station, later changed to a six-track station with seven platforms. As the design of the loop progressed, the Triborough Plan of future routes and tunnel clearances was released, and the plans were later changed and the multi-level stations dropped, leaving stations at Canal St, The Bowery and Delancey Street. This was the proverbial "straw that broke the camel's back" and the company went into bankruptcy shortly thereafter.
To solve this problem, it was jacked up onto railcars and, using BB&CI steam engines, moved slowly inland 600 feet. In 1903, Luna Park opened, and in 1904, the same year as New York's "First Subway", Dreamland would open. With the agreements in place, the NY&SB would open again on July 17th, 1879 over its full route. The Brighton Line was electrified using trolley wire from Fulton St & Franklin St to Newkirk Avenue, and then to Brighton Beach in 1899.
By October 1919, streetcars once again took over service requirements until the line's demise. The line ran on 3rd Ave to 38th Street, turned on 38th Street for two blocks before turning again onto 5th Ave. In fact, by this time, most of the Brooklyn railroads were in financial straits, and the BRT simply gobbled them up. Trolleys ran west of Bath Junction to the 64th Street pier and later to a ramp near 3rd Avenue. A spur to Sheepshead Bay Race Track off the Brighton Line (at today's Ave X) was also built. The Culver Line was the last of the southern lines to be upgraded in 1920, and that's when the uniform fare was restored.
This never came to pass and the original plans were used; however, provision for two additional tracks and pltforms was built into the station at the east end. It remained in receivership until 1923, when it was reorganized as the Brooklyn-Manhattan Transit Corporation, or the BMT.
The final blow was a fire of suspicious origin on July 27th, 1881, that destroyed the Brighton Beach terminal. One month later, without the profit generator that the LIRR connection was, the BF&CI went into bankruptcy.
By 1900, every Brooklyn line was under BRT control, except the Brooklyn and Rockaway Beach Railroad (the Canarsie Line), which didn't fall under BRT control until 1906. The westernmost tracks of Chambers Street (the ones closest to the IRT Lexington Ave line), at the south end of the station, were built to curve eastward and climb to connecting ramps onto the Brooklyn Bridge. Two tracks of the line would continue across the Williamsburgh Bridge and to connect to the Broadway - Brooklyn El for Jamaica service.
These ramps were located under the Park Row terminal, and were built, but tracks were never laid on them. The easternmost tracks, at the south end, were to connect to a proposed subway to William Street.
And as a by-product of the Triborough Plan, in 1911, the BRT designed a new larger 10-foot wide steel car that would come to be known as the AB Standard when it was delivered in 1915. On the north end, after a complex series of crossovers, four tracks would continue north to Canal Street and eventually the Williamsburgh Bridge, and the two easternmost tracks would also have a branch to cross the Manhattan Bridge. Chambers Street was built to be a through station that could handle heavy traffic; the outer and center platforms would be used for exit traffic and the remaining inner platforms used for boarding trains.
The elevation of the westernmost tracks is higher at the south end of the station than the others, in anticipation of crossing the Brooklyn Bridge.



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