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The IRT Ninth Avenue Line, often called the Ninth Avenue Elevated or Ninth Avenue El, was the first elevated railway in New York City. It opened in July 1868 as the West Side and Yonkers Patent Railway, as an experimental single-track cable-powered elevated railway from Battery Place, at the south end of Manhattan Island, northward up Greenwich Street to Cortlandt Street. By 1879 the line was extended to the Harlem River at 155th Street. It was electrified and taken over by the Interborough Rapid Transit Company in 1903.
The IRT Third Avenue Line, commonly known as the Third Avenue Elevated, Third Avenue El, or Bronx El, was an elevated railway in Manhattan and the Bronx, New York City. Originally operated by the New York Elevated Railway, an independent railway company, it was acquired by the Interborough Rapid Transit Company (IRT) and eventually became part of the New York City Subway system.
The IRT Second Avenue Line, also known as the Second Avenue Elevated or Second Avenue El, was an elevated railway in Manhattan, New York City, United States, from 1878 to 1942. It was operated by the Interborough Rapid Transit Company until 1940, when the city took over the IRT. Service north of the 57th Street station ended on June 11, 1940; the rest of the line closed on June 13, 1942.
The 50th Street station is a local station on the IRT Broadway–Seventh Avenue Line of the New York City Subway. Located at the intersection of 50th Street and Broadway in the Theater District of Manhattan, it is served by the 1 train at all times and by the 2 train during late nights.
The 143rd Street station was a station on the demolished IRT Third Avenue Line in the Bronx, New York City. It was originally opened on May 23, 1886, by the Suburban Rapid Transit Company, one week after replacing the recently opened 133rd Street station as the northern terminus of the Third Avenue Line. This station had two tracks and one island platform, and was also served by trains of the IRT Second Avenue Line until June 11, 1940. This station closed on May 12, 1955, with the ending of all service on the Third Avenue El south of 149th Street.
The 129th Street station was a transfer station on the IRT Third Avenue Line in Manhattan, New York City, shared by elevated trains of both the Third Avenue Line and IRT Second Avenue Line. The next stop to the north was 133rd Street for the main line and Willis Avenue for the Willis Avenue spur, both of which were across a swing bridge above the Harlem River in the Bronx. The next stop to the south was 125th Street−Third Avenue for Third Avenue Line trains and 125th Street−Second Avenue for Second Avenue Line trains.
The 133rd Street station was a station on the IRT Third Avenue Line in the Bronx, New York City. It was originally opened on May 17, 1886, by the Suburban Rapid Transit Company, and was the first stop in the Bronx after crossing the Harlem River. It had two tracks and one island platform, and was also the terminus of the Third Avenue Line until May 23, 1886, when it was expanded to 143rd Street. Besides Third Avenue Line trains, it was also served by trains of the IRT Second Avenue Line until June 11, 1940, when Second Avenue service ended. This station closed on May 12, 1955, with the ending of all service on the Third Avenue El south of 149th Street.
The 42nd Street station was an elevated express station on the demolished IRT Third Avenue Line in Manhattan, New York City. It had two levels with the lower level having three tracks. The main line tracks were served by two side platforms. A side platform connected to the southbound platform was used for shuttle service to Grand Central. The upper level was built as part of the Dual Contracts, and had one track and two side platforms over the two local tracks.
The 125th Street station was an express station on the demolished IRT Second Avenue Line in Manhattan, New York City. It had three tracks and two island platforms. The next stop to the north was 129th Street for terminating trains and 133rd Street for through trains. The next stop to the south was 121st Street for local trains and 86th Street for express trains. The station closed on June 11, 1940.
The 121st Street station was a local station on the demolished IRT Second Avenue Line in Manhattan, New York City. It had three tracks and two side platforms. The next stop to the north was 125th Street. The next stop to the south was 117th Street. The station closed on June 11, 1940.
The 117th Street station was a local station on the demolished IRT Second Avenue Line in Manhattan, New York City. It had three tracks and two side platforms. The next stop to the north was 121st Street. The next stop to the south was 111th Street. The station closed on June 11, 1940.
The 111th Street station was a local station on the demolished IRT Second Avenue Line in Manhattan, New York City. It had three tracks and two side platforms. The next stop to the north was 117th Street. The next stop to the south was 105th Street. The station closed on June 11, 1940.
The 105th Street station was a local station on the demolished IRT Second Avenue Line in Manhattan, New York City. It had three tracks and two side platforms. The next stop to the north was 111th Street. The next stop to the south was 99th Street. The station closed on June 11, 1940.
The 92nd Street station was a local station on the demolished IRT Second Avenue Line in Manhattan, New York City. It had three tracks and two side platforms. The next stop to the north was 99th Street. The next stop to the south was 86th Street. The station closed on June 11, 1940. Four blocks to the north mass transit service was replaced by the 96th Street station of the Second Avenue Subway.
The 86th Street station was an express station on the demolished IRT Second Avenue Line in Manhattan, New York City. It had two levels. The lower level had two tracks and two side platforms, and was served by local trains. The upper level was built as a part of the Dual Contracts and had one track and two side platforms for express trains. The next stop to the north was 92nd Street for local trains and 125th Street for express trains. The next stop to the south was 80th Street for local trains and 57th Street for express trains. The station closed on June 11, 1940. The site is now served by the 86th Street station of the Second Avenue Subway.
The 80th Street station was a local station on the demolished IRT Second Avenue Line in Manhattan, New York City. It had three tracks and two side platforms. The next stop to the north was 86th Street. The next stop to the south was 72nd Street. The station closed on June 11, 1940.
The 72nd Street station was a local station on the demolished IRT Second Avenue Line in Manhattan, New York City. It had three tracks and two side platforms. The next stop to the north was 80th Street. The next stop to the south was 65th Street. The station closed on June 11, 1940. The site is now served by the 72nd Street station of the Second Avenue Subway.
The 65th Street station was a local station on the demolished IRT Second Avenue Line in Manhattan, New York City. It had three tracks and two side platforms. The next stop to the north was 72nd Street. The next stop to the south was 57th Street. The station closed on June 11, 1940.
The 174th Street station was a local station on the demolished IRT Third Avenue Line in the Bronx, New York City. It was originally built on July 20, 1891, by the Suburban Rapid Transit Company and had three tracks and two side platforms. The next stop to the north was Tremont Avenue–177th Street, but in its last years it rose over the Cross Bronx Expressway in order to get there. The next stop to the south was Claremont Parkway. The station closed on April 29, 1973.
The Tremont Avenue–177th Street station, at times associated as Bronx Borough Hall, was an express station on the demolished IRT Third Avenue Line in the Bronx, New York City. It was built by the Suburban Rapid Transit Company as 177th Street Station and had three tracks and two island platforms. It opened on July 20, 1891, and was the northern terminus of the Third Avenue elevated line until 1901, when more stations opened as the line was extended north. The next stop to the north was 180th Street for local trains and Fordham Road–190th Street for express trains. The next stop to the south for all trains was 174th Street. In its last years, a reconstructed section rose over the Cross Bronx Expressway at approximately 175th Street as part of the highway's development.
References
- ↑ "Court to Hear Plea to Stay Razing of 'El'". The Herald Statesman. Yonkers, New York. June 12, 1940. p. 9. Retrieved March 9, 2021– via Newspapers.com.
- ↑ The New York Times , Two 'El' Lines End Transit Service, June 12, 1940, page 27
