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IRT Eastern Parkway Line
The IRT Eastern Parkway Line is one of the lines of the A Division of the New York City Subway. Built for the Interborough Rapid Transit Company (IRT), it stretches from Downtown Brooklyn south along Flatbush Avenue and east along Eastern Parkway to Crown Heights. After passing Utica Avenue, the line rises onto an elevated structure and becomes the New Lots Line to the end at New Lots Avenue in East New York, Brooklyn. The west end of the Eastern Parkway Line is at the Joralemon Street Tunnel under the East River.
The IRT Nostrand Avenue Line splits from the local tracks of the Eastern Parkway Line south of the Franklin Avenue station.
The Eastern Parkway Line to Atlantic Avenue is part of Contract 2 of the Interborough Rapid Transit Company's plan to construct an extension of the original subway, Contract 1. Contract 2 extended the original line from City Hall in Manhattan to Atlantic Avenue in Brooklyn. The Board of Rapid Transit Commissioners approved the route on September 27, 1900, and the contract was signed on September 11, 1902. Construction commenced on Contract 2 on March 4, 1903. In order to cross the East River, a tunnel had to be constructed. That tunnel, the Joralemon Street Tunnel, was the first underwater subway tunnel connecting Manhattan and Brooklyn. It opened on January 9, 1908, extending the subway from Bowling Green to Borough Hall. Clifford Milburn Holland served as the assistant engineer during the construction of the tunnel. It was added to the U.S. National Register of Historic Places on February 9, 2006.
On April 28, 1908, the IRT formally applied with the New York Public Service Commission for permission to open the final section of the Contract 2 line from Borough Hall to Atlantic Avenue near the Flatbush Avenue LIRR station. The application was approved, and the IRT extension opened on May 1, 1908. With the opening of the IRT to Brooklyn on May 1, 1908, ridership fell off on the BRT's elevated and trolley lines over the Brooklyn Bridge with Brooklyn riders choosing to use the new subway. During the construction of the Brooklyn extension, provisions were made for future subway extensions in Brooklyn by the construction of four tracks between Borough Hall and Atlantic Avenue, and the construction of bellmouths at Fulton Street and Flatbush Avenue, at Flatbush Avenue and Lafayette Avenue, and at Atlantic Avenue and Fourth Avenue.
On May 26, 1908, the IRT applied with the Public Service Commission to build a route connecting with these provisions along Flatbush Avenue from Fulton Street along the Manhattan Bridge, connecting with the IRT Third Avenue Line at Canal Street and Bowery.
In 1913, New York City, the Brooklyn Rapid Transit Company, and the Interborough Rapid Transit Company (IRT) reached an agreement, known as the Dual Contracts, to drastically expand subway service across New York City. As part of Contract 3 of the agreement, between New York City and the IRT, the original subway opened by the IRT in 1904 to City Hall, and extended to Atlantic Avenue in 1908, was to be extended eastward into Brooklyn. The line was to be extended along Flatbush Avenue and Eastern Parkway to Buffalo Street as a four-track subway line, and then along East 98th Street and Livonia Avenue to New Lots Avenue as an elevated two-track line, with provisions for the addition of a third track. In addition, a two-track branch line along Nostrand Avenue branching off east of the Franklin Avenue station was to be constructed. The underground portion of the line became known as the Eastern Parkway Line, or Route 12, while the elevated portion became known as the New Lots Line.
The IRT Eastern Parkway Line was built as part of Route 12 from 1915 to 1918, from the section east of the Atlantic Avenue station to Utica Avenue and down the Nostrand Avenue Subway to Flatbush Avenue. Groundbreaking for the IRT extension took place on May 23, 1914, but actual work did not start for several weeks. The groundbreaking was section 1A, stretching between Grand Army Plaza and St. Mark's Avenue. The Cranford Company received a construction contract for this section in March 1914 after making a low bid of about $2.2 million, The section between Atlantic Avenue and St. Mark's Avenue was placed for bidding in June 1914; the Transit Company made a low bid of $2.195 million for this contract.
Before construction on Eastern Parkway even began, Brooklyn park commissioner Raymond Ingersoll recommended that the plans be modified to avoid damaging trees on Eastern Parkway. As a result, plans for the line were changed in October 1914. Under the revised plan, the four-track tunnel under Eastern Parkway was to be double-decked, except at the Franklin Avenue station, where all tracks would be on the same level. In April 1915, nineteen companies submitted bids to construct the section of line between Grand Army Plaza and Nostrand Avenue. The low bidder for this contract was the Inter-Continental Company. which bid $2.7 million; the contract was confirmed that May. The next contract was for the section between Nostrand Avenue and Buffalo Avenue, Rodgers & Hagerty Inc. submitted a $2.17 low bid for the Nostrand–Buffalo Avenues contract in July 1915. although New York City's acting mayor and the New York City Board of Estimate initially refused to approve the contract.
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IRT Eastern Parkway Line
The IRT Eastern Parkway Line is one of the lines of the A Division of the New York City Subway. Built for the Interborough Rapid Transit Company (IRT), it stretches from Downtown Brooklyn south along Flatbush Avenue and east along Eastern Parkway to Crown Heights. After passing Utica Avenue, the line rises onto an elevated structure and becomes the New Lots Line to the end at New Lots Avenue in East New York, Brooklyn. The west end of the Eastern Parkway Line is at the Joralemon Street Tunnel under the East River.
The IRT Nostrand Avenue Line splits from the local tracks of the Eastern Parkway Line south of the Franklin Avenue station.
The Eastern Parkway Line to Atlantic Avenue is part of Contract 2 of the Interborough Rapid Transit Company's plan to construct an extension of the original subway, Contract 1. Contract 2 extended the original line from City Hall in Manhattan to Atlantic Avenue in Brooklyn. The Board of Rapid Transit Commissioners approved the route on September 27, 1900, and the contract was signed on September 11, 1902. Construction commenced on Contract 2 on March 4, 1903. In order to cross the East River, a tunnel had to be constructed. That tunnel, the Joralemon Street Tunnel, was the first underwater subway tunnel connecting Manhattan and Brooklyn. It opened on January 9, 1908, extending the subway from Bowling Green to Borough Hall. Clifford Milburn Holland served as the assistant engineer during the construction of the tunnel. It was added to the U.S. National Register of Historic Places on February 9, 2006.
On April 28, 1908, the IRT formally applied with the New York Public Service Commission for permission to open the final section of the Contract 2 line from Borough Hall to Atlantic Avenue near the Flatbush Avenue LIRR station. The application was approved, and the IRT extension opened on May 1, 1908. With the opening of the IRT to Brooklyn on May 1, 1908, ridership fell off on the BRT's elevated and trolley lines over the Brooklyn Bridge with Brooklyn riders choosing to use the new subway. During the construction of the Brooklyn extension, provisions were made for future subway extensions in Brooklyn by the construction of four tracks between Borough Hall and Atlantic Avenue, and the construction of bellmouths at Fulton Street and Flatbush Avenue, at Flatbush Avenue and Lafayette Avenue, and at Atlantic Avenue and Fourth Avenue.
On May 26, 1908, the IRT applied with the Public Service Commission to build a route connecting with these provisions along Flatbush Avenue from Fulton Street along the Manhattan Bridge, connecting with the IRT Third Avenue Line at Canal Street and Bowery.
In 1913, New York City, the Brooklyn Rapid Transit Company, and the Interborough Rapid Transit Company (IRT) reached an agreement, known as the Dual Contracts, to drastically expand subway service across New York City. As part of Contract 3 of the agreement, between New York City and the IRT, the original subway opened by the IRT in 1904 to City Hall, and extended to Atlantic Avenue in 1908, was to be extended eastward into Brooklyn. The line was to be extended along Flatbush Avenue and Eastern Parkway to Buffalo Street as a four-track subway line, and then along East 98th Street and Livonia Avenue to New Lots Avenue as an elevated two-track line, with provisions for the addition of a third track. In addition, a two-track branch line along Nostrand Avenue branching off east of the Franklin Avenue station was to be constructed. The underground portion of the line became known as the Eastern Parkway Line, or Route 12, while the elevated portion became known as the New Lots Line.
The IRT Eastern Parkway Line was built as part of Route 12 from 1915 to 1918, from the section east of the Atlantic Avenue station to Utica Avenue and down the Nostrand Avenue Subway to Flatbush Avenue. Groundbreaking for the IRT extension took place on May 23, 1914, but actual work did not start for several weeks. The groundbreaking was section 1A, stretching between Grand Army Plaza and St. Mark's Avenue. The Cranford Company received a construction contract for this section in March 1914 after making a low bid of about $2.2 million, The section between Atlantic Avenue and St. Mark's Avenue was placed for bidding in June 1914; the Transit Company made a low bid of $2.195 million for this contract.
Before construction on Eastern Parkway even began, Brooklyn park commissioner Raymond Ingersoll recommended that the plans be modified to avoid damaging trees on Eastern Parkway. As a result, plans for the line were changed in October 1914. Under the revised plan, the four-track tunnel under Eastern Parkway was to be double-decked, except at the Franklin Avenue station, where all tracks would be on the same level. In April 1915, nineteen companies submitted bids to construct the section of line between Grand Army Plaza and Nostrand Avenue. The low bidder for this contract was the Inter-Continental Company. which bid $2.7 million; the contract was confirmed that May. The next contract was for the section between Nostrand Avenue and Buffalo Avenue, Rodgers & Hagerty Inc. submitted a $2.17 low bid for the Nostrand–Buffalo Avenues contract in July 1915. although New York City's acting mayor and the New York City Board of Estimate initially refused to approve the contract.