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26.09.2013
The Interborough Rapid Transit Subway, or IRT, was the first subway company in New York City.
The construction of the IRT is well documented in this 1904 commemorative book honoring the opening of New York's first subway. The public's reaction to the new line; the coverage in the New York Times of the opening events tries to describe the subway's effects on the people of the city.
New York City's Chamber of Commerce published this summary of the work of the Rapid Transit Commission in building the first subway. This 1918 book by James Blaine Walker details the politics behind the development of New York's elevated lines, its first subway, and the Dual Contracts. A collection of news items pertaining to the subway contracts and commencement of construction, from Engineering News and American Railway Journal, January-June 1900. The New York Times account of the groundbreaking festivities and the exuberance of the crowd that witnessed the event firsthand. Three short articles from Scientific American in 1901 about the various construction efforts of the "rapid transit tunnel". Another 1902 article from Century Magazine, this one by the associate editor of Engineering Record, details some difficult construction techniques. This article from Century Magazine describes the state of subway construction in the fall of 1902.
This paper presented to the Municipal Engineers of New York City by the IRT's deputy chief engineer George S.
Technical instructions to Interborough motormen about the operations of the air brakes, electrical equipment, and train operations.
Reports from the New York Times, Scientific American, and Electric Railway Journal describing the construction, outfitting, and capabilities of the subway's power plant.
A summary of the politics and design of the new subway, from October, 1904 issue of The Independent magazine. An article from the September, 1904, Review which outlines the effects of rapid transit on New York City's housing patterns. A brief overview of the motorman instruction car and safety training efforts for employees of the new subway, from August 1904, Scientific American. Article from Harper's Weekly about the artistic decoration of the subway stations; illustrated with engravings.
The IRT subway had not even opened yet when this set of new route proposals was floated to the Rapid Transit Commission in February, 1904. Ray Stannard Baker's overview of the political machinations that lead up to the construction of the subway, from McClure's Magazine, March 1905. A short feature from the April, 1911 Interborough Bulletin detailing operations with new ten-car trains.
A 1914 article in the Interborough Bulletin offers a retrospective of the first ten years of subway operation. Two Electric Railway Journal reports on a campaign by the IRT to solicit suggestions and complaints from passengers. Installation of turnstiles on the Lexington Avenue line reduces crowding at the fare gates.
Rapid Transit Board diagrams of the stations of the IRT subway from the Battery to 96th Street. 42nd Street (New York City Subway) — The following stations on the New York City Subway share the name 42nd Street.


New York City Subway — Die MTA New York City Subway, auch „New York Subway“ oder einfach „Subway“ genannt, ist das U Bahn Netz von New York City. New York City Subway chaining — Chaining numbers can be seen on the pillars in the middle of West Fourth Street – Washington Square. New York City Subway in popular culture — The New York City Subway is often seen as an integral part of the city and has had a place in popular culture for at least three quarters of a century. The abandoned city hall subway stop visible , The city closed the station in 1945, mostly because at its height only 600 people a day used it, and because the loop created an unsafe gap at the platform..
There are many amazing ghost stations across the world, but New York City‘s long-disused City Hall subway station is arguably one of the most striking. But its innovative engineering and decorative design weren’t enough to keep City Hall operational into the second half of the 20th century.
In addition, the platform at City Hall was built on a tight curve, and lengthening it to cope with the demands of modern trains would have been a massive civil engineering effort. Even with elevated train lines springing up around the city, the need for an underground rapid transit railroad was obvious as a solution to street congestion and to assist development in outlying areas. It includes construction diagrams, photographs, and a full accounting of the infrastructure of the IRT subway. Includes 38 construction photos, illustrations, and maps, as well as the opening day timetable, facts & figures, and more. It also includes an overview of the state of rapid transit in other major cities (22 chapters, 68 illustrations).
McDonald reports on the status of the subway construction, from a 1902 issue of Munsey's Magazine.
The proposals include lines on Lexington and 8th Avenue, and an "H" system similar to that later implemented by the Dual Contracts. New York City Subway chaining is a method to precisely specify locations along the New York City Subway lines. Wallpaper that displayed are from unknown origin, and we do not intend to infringe any legitimate intellectual, artistic rights or copyright.
Opened amid much fanfare on October 27, 1904 as the grand southern terminus of the Interborough Rapid Transit Company (IRT) on what was originally known as the Manhattan Main Line, City Hall was in reality never particularly busy, and closed to passenger traffic on New Years Eve, 1945. While faded, the original splendour of City Hall station remains evident in its vaulted ceilings, terracotta tiles, skylights and brass chandeliers. Serving just 600 passengers per day, City Hall couldn’t compete with nearby Brooklyn Bridge station, which provided local and express services as well as connections to Park Row station and the Brooklyn Bridge streetcar. With the writing on the wall by the end of World War Two, the last passenger service departed New York City’s grandest subway station on December 31, 1945. On October 27, 1904, the first IRT subway line opened, and the city would never be the same. Since 1918 three shuttle tracks have served it; the southbound express track was removed and replaced by a temporary wooden platform for access to the original northbound express track.
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There is no track connection between the northbound local and the other two tracks anywhere along the shuttle. All of the content we display the wallpapers are free to download and therefore we do not acquire good financial gains at all or any of the content of each wallpaper. Platforms are located on both sides (at the old local platforms) and where the southbound express track was; all three platforms connect on the north (compass west) side.


This walkway crosses the northbound local track on a bridge that can be lifted for the only access to that track, via a merge into the northbound IRT Broadway–Seventh Avenue Line local track along the original subway alignment (north of the current Broadway–Seventh Avenue Line station). The other three tracks used to curve parallel to this one.Because of the curvature on the platforms, gap fillers are used to bridge the gap between train and platform. An underpass which used to connect the original side platforms lies between the downtown local track and the two express and the uptown local tracks of the BMT Broadway Line, which runs perpendicular to the shuttle. An elevator was recently installed and connects with the Downtown IRT 7th Ave platform and then the mezzanine.The tracks continue south (compass west) beyond the station to an unused storage and layover area.
If the Flushing Line were to be extended, as has been proposed, work would have to done to improve this stretch.
The closed lower level platform at 42nd Street–Port Authority Bus Terminal on the IND Eighth Avenue Line would also have to be removed.
MTA did fix the station's structure and the overhaul appearance, and it repaired staircases and platform edges, removed pedestrian ramps, and replaced lighting. In 2004-2006, the station received a major overhaul and repairs, including upgrading the station for ADA compliance and restoring the original late 1910s tiling. MTA repaired the staircases, retiled the walls, added new tiling on the floors, upgraded the station's lights and the public address system, installed ADA yellow safety threads along the platform edge, and installed new signs and new trackbeds in both directions. Access to the other lines is provided at the northern end and in the center of each platform. An elevator was recently installed and is now in operation but there are very few signs in the station complex that show where they are.Just south of the station, a fifth center track begins, formed by a connection from each express track. This center track was used in the past for turning rush hour "Gap Trains", which would head back up to The Bronx rather than Lower Manhattan or Brooklyn. The free passageway, which runs west one block to the 42nd Street–Port Authority Bus Terminal on the IND Eighth Avenue Line, was added a while later. Since 1991, the ceiling of the passageway has featured a series of Burma Shave-style signs that form a poem called the "Commuter's Lament" by Norman B. The panels were part of an art project that was supposed to last only one year, but was never removed.This station has been undergoing total reconstruction in stages starting in 1994. The reconstruction included a new entryway on the south side of 42nd Street between Seventh Avenue and Broadway, featuring a bright neon and colored glass flashing sign with the train route symbols and the word "Subway". The street level fare control at this site features restored original "Times Square" mosaics from the Contract I station walls (now used by the shuttle), and both escalators and stairs lead into the complex. There are also similar renovated entrances on the northwest and southwest corners of Seventh Avenue and 42nd Street, the latter of which has both esclators and stairs, while the former has only stairs.In 1999, a US$44 million renovation of the complex began. The goal is to reduce congestion and improve rider access, comfort and safety by improving visual lines and increasing pedestrian capacity.
The mezzanine above the BMT Broadway Line, formerly a record shop, now features a large oval balcony looking over the trackway and has reduced the sense of claustrophobia described by many riders. In 2004, four unisex stall bathrooms were opened on the mezzanine between the IRT and BMT lines; they are staffed and maintained by employees of the Times Square Alliance, the local Business Improvement District.



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