BusTalk

[X-Astorian]

[NEW YORK OMNIBUS 2629]

......an excellent book on the 2nd Avenue El I purchased years ago is "SECOND AVENUE EL IN MANHATTAN" (NJ.INTERNATIONAL, INC., 1995); here are some interesting "bits".....

".......as the Manhattan Division of the Interborough, the operation of the El remained separate from that of the subway which opened in 1904. A connection was built in the Bronx which allowed Manhattan Division trains to use an elevated extension if the subway line......."

"......the El had been used to test the new composite wood and steel subway cars in 1903; in 1907, it was used to test the new steel cars of the Hudson & Manhattan Railroad......."

".......although the 2nd Avenue El was the most substantial of all the Manhattan structures, weight limitations required to conduct these tests without passengers......"

"......by 1913, improvements for the 2nd Avenue line began at Chatham Square.The congested junction was rebuilt into a labyrinthe complex with four separate platforms with simplified train movements, and also gave the trains an access to a rebuilt City Hall spur......."

"......at 59th Street, an overpassing junction with an additional platform created a new spur line which crossed the Queensborough Bridge to connect to the Interborough lines in Queens......"

"........the 2nd avenue line's express track opened in 1916, with the bridge line following in 1917....."

".....electric, coin-operated turnstiles replaced the old ticket choppers during 1923......"

"NYO"

["SOUTH FERRY"]

[NEW YORK OMNIBUS 2629]

In 1937, we see a train of gate cars crossing the QB; by this time, the El tracks had been moved over from the center of the span, to allow for greater vehicular capacity.......

https://www.nycsubway.org/perl/show?17423

(courtesy: nycsubway.org)

["IRT"]

[NEW YORK OMNIBUS 2629]

This 1930's photo shows the 3rd Avenue El's City Hall Terminal connected to the BMT's Park Row terminal; note the IRT kiosk beneath the 3rd Avenue's terminal..............

https://www.nycsubway.org/perl/show?142619

(courtesy: nycsubway.org)

["BROOKLYN BRIDGE "]

[NEW YORK OMNIBUS 2629]

In this 1955 photo, we are looking south at Chatham Square (lower level) towards the abandoned connections with the City Hall Branch and the 2nd Avenue El.....

https://www.nycsubway.org/perl/show?26017

(courtesy: nycsubway.org)

["CITY HALL"]

[NEW YORK OMNIBUS 2629]

Undated view of a gate car train at Chatham Square; the City Hall Branch is to the right........

https://www.nycsubway.org/perl/show?17455

(courtesy: nycsubway.org)

["IRT LINES"]

[NEW YORK OMNIBUS 2629]

Mention should also be made of the 3rd Avenue El's long-forgotten Grand Central branch (42nd St.)..........

https://www.nycsubway.org/perl/show?116133

https://www.nycsubway.org/perl/show?116122

https://www.nycsubway.org/perl/show?116139

(courtesy: nycsubway.org)

["GRAND CENTRAL"]

[NEW YORK OMNIBUS 2629]

A complex ganglia of tracks and steelwork once abounded at Canal Street (3rd Avenue line); hard to believe not a trace of all of this intricate complexity remains today........

https://www.nycsubway.org/perl/show?26013

https://www.nycsubway.org/perl/show?75732

https://www.nycsubway.org/perl/show?75724

(courtesy: nycsubway.org)

["CANAL STREET"]

[NEW YORK OMNIBUS 2629]

Earlier in this topic, I mentioned the short-lived BRT/LIRR service from Chambers Street to Rockaway.

The earliest electrified LIRR trains were unusual; a typical train consisted of a pair of steel LIRR MP-41 MU's, with a wooden gate trailer in between.

The trailers themselves were quite interesting; they were originally built between 1898 and 1899 by Pullman for Brooklyn Bridge service.

These cars were equipped with manually-operated center doors which were used only at Park Row.

In 1905, these cars were converted into trailers, to run with the new MP-41's.

By 1914, these cars were withdrawn, and, a few years later, were sold to the Washington, Baltimore, and Annapolis Railway.........

"NYO"

["BRT"]

[NEW YORK OMNIBUS 2629]

Though the 2nd avenue El never ran into the Bronx, a number of its gate cars served Bronx straphangers from 1941 through the early 1950's.

In 1941, when the City began operating shuttle trains (E. 180th St.-Gun Hill Rd.) along the Bronx ROW of the old NYW&B, which ceased operations in December of 1937.

A group of old old "MANHATTAN"-type elevated gate cars (ex-2nd Avenue) began operating over the former high-speed electric line,

The group of old 2nd Avenue gate cars were refurbished, and then assigned to the Dyre Avenue shuttle; where they ran until being replaced by elderly steel "Hi-V" cars in the early 1950's.

Interestingly, the Dyre Avenue line, though operated as a part of the IND, was using ex-IRT El cars, and surplus BMT signals!

Quite a "conglomerate" operation, for sure!

"NYO"

[DYRE AVENUE"]

[NEW YORK OMNIBUS 2629]

Here are two photos of ex-2nd Avenue gate cars at the former NYW&B station at Morris Park (this station has changed little over the years, and is still used by IRT trains today)............

https://www.nycsubway.org/perl/show?75919

https://www.nycsubway.org/perl/show?27924

(courtesy: nycsubway.org)

["DYRE AVE. SHUTTLE"]

[NEW YORK OMNIBUS 2629]

These photos depict ex-2nd Avenue gate cars at E. 180th St.; indeed, these old wooden cars were clearly NOT in the same league as the big, roomy, plush, steel "Westchester" MU's that had once ruled the rails..........

https://www.nycsubway.org/perl/show?24435

https://www.nycsubway.org/perl/show?99024

https://www.nycsubway.org/perl/show?75937

(courtesy: nycsubway.org)

["NEW YORK CITY TRANSIT SYSTEM"]

[X-Astorian]

[NEW YORK OMNIBUS 2629]

[NEW YORK OMNIBUS 2629]

Regarding rush-hour El operations.........

In 1950, the last of the old "Composites" were retired, and replaced by a group of BMT "Q" cars.

The "Q" cars' trucks were removed, and replaced with trucks salvaged from the old Composites, to cut down on excessive weight, and to make for better weight distribution.

Even though the "Q" cars were wooden, their late-1930's rebuilding had increased their weight.

However, even with the lighter IRT trucks, the "Q's" were still considered heavyweight units, authorized to carry passengers only while running on the express (center) track.

They had to deadhead in one direction, and operated only during the rush hours.

At that time, base service was being provided by the old IRT "MUDC"cars.........

"NYO"

["EXPRESS"]