User:Kew Gardens 613/sandbox 7

This is for the Dual Contracts.

= Clark Street Tunnel =

The Clark Street Tunnel is a rail tunnel of the New York City Subway under the East River between the boroughs of Manhattan and Brooklyn, connecting the IRT Broadway–Seventh Avenue Line and IRT Eastern Parkway Line. The 2 train uses the tunnel at all times, while the 3 train uses it all times except late nights.

The tunnel was constructed as part of the Dual Contracts expansion of the subway system, and opened in 1919. After being heavily damaged by flooding caused by Hurricane Sandy in 2012, it was closed on weekends in 2017–2018 to be reconstructed.

Description
The tunnel is about 5900 ft long, with about 3100 ft underwater.

Planning
The Interborough Rapid Transit Company (IRT) opened its first subway line in 1904; the line was extended from Manhattan to Downtown Brooklyn in 1908 with the opening of the Joralemon Street Tunnel. Residents of Brooklyn Heights, a largely residential neighborhood near Downtown Brooklyn, expressed concerns in 1909 that there was no subway station within Brooklyn Heights, even though the line had an emergency exit at Joralemon and Hicks Streets in the center of the neighborhood.

"On May 26, 1908 , the IRT requested the Manhattan Bridge route to connect the Manhattan 3rd Avenue el to the Contract II subway at Nevins Street . Both were refused "

1912 decided on ; agreement

Held up

War Department

Cost savings After the first line opened, the city began planning new lines. In April 1912, the New York Public Service Commission gave the Brooklyn Rapid Transit Company (BRT) the right to operate the proposed Clark Street Tunnel under the East River, between Old Slip in Lower Manhattan and Clark Street in Downtown Brooklyn, with a stop along Clark Street. The next month, the Old Slip–Clark Street route was assigned to the IRT instead; the plans called for a station at Clark Street. As part of the Dual Contracts between the government of New York City, the BRT, and the IRT, which were signed in 1913, the Clark Street Tunnel was assigned to the IRT, becoming the Brooklyn branch of the Broadway–Seventh Avenue Line, which diverged from the original subway south of Times Square.

The Clark Street Tunnel consisted of a pair of 5900 ft tubes, with a station at the eastern end of the tubes. This station, the line's first stop in Brooklyn, was to be at Clark and Henry Streets and was initially known as the Brooklyn Heights station. As early as November 1913, the Public Service Commission had determined that the Brooklyn Heights station would be a deep-level station that would be solely or primarily accessed by elevators. Booth & Flinn Ltd. and the O'Rourke Engineering Construction Company received a $6.47 million contract in July 1914 to build a tunnel between Old Slip in Manhattan and Clark Street in Brooklyn.

Construction
Construction of the tunnel began on October 12, 1914, using a tunneling shield in conjunction with compressed air. The tunnel was designed by civil engineer Clifford Milburn Holland, who later served as the first chief engineer of the Holland Tunnel. Five hundred men, working in several shifts, excavated the tubes for 24 hours a day.

Progress

1915 blow out

The north tube was holed through on November 28, 1916, followed by the south tube on December 19 of the same year.

Protective blanket channel

Easement ; more

Details/profile

Lighting/heating

Telephone system

Construction staging

Details-article

Compressed air magazine ; more

State regulations decompressions

Accidents

Concrete work subways

Construction details

Construction status

Tunneling

Tons steel/iron

Need to finish tunnel

By January 1919, the tracks had been completed, but signals and station finishes were still being installed. Because the station was 80 ft deep, it could only be accessed by elevators from the lobby of the Hotel St. George. The IRT decided to push forward the tunnel's opening after learning that BRT workers might go on strike.

Switch added for operation

Completed

Opening

Operation
On April 15, 1919, the Clark Street Tunnel opened, and this station opened with it, extending West Side Line express trains from Wall Street on the other side of the East River to Atlantic Avenue via a new connection at Borough Hall. The connection doubled the number of IRT trains that could travel between Manhattan and Brooklyn, and it eased congestion in the Joralemon Street Tunnel, the only other tunnel carrying IRT trains between the two boroughs. Direct express service to Times Square was provided to the inhabitants of Brooklyn for the first time as a result (trains through the Joralemon Street Tunnel made express stops in Manhattan, skipping Times Square). Soon after the station opened, the Public Service Commission began planning to install an escalator there, as passengers had to climb 71 steps to exit the station.

1922 deepening channel above tunnel

Dredging

Pier over tunnel

1925 ballast

1935 smoke

1974 fire, loudspeakers

Pumping facilities

Ventilation facilities

"The problem facing the TA is it doesn't have enough capital funds to both complete that new $ 633 million 63rd Street tunnel and plug the holes in the old Clark Street tube"

1985-POOR condition fans

On December 28, 1990, snowfall on a third rail caused an electrical fire in a tunnel near the Clark Street station, trapping passengers on a subway train for over half an hour. The fire killed two people and injured 149 others; it was the subway's worst-ever fire at the time. Some riders left their train and tried to walk through the smoke-filled tunnel.

The severity of the fire was exacerbated by the fact that ventilation fans near the station were not working. The MTA had ordered four replacement fans in 1977 but did not install them until after the fire. The fans were modified when MTA officials discovered that the fans would not turn on because they required too much electricity.

Toxic fumes

New fire safety plans

Blame old error

Mix-up

Sandy damage

Hurricane Sandy also damaged the Clark Street Tubes, necessitating a full closure on weekends from June 27, 2017 to June 24, 2018, thus affecting 2, 3, 4, and 5 service. In addition, as a result of the closure for repairs of the Clark Street Tubes, the stations on the Brooklyn Branch of the line (Park Place to Borough Hall, as well as Hoyt Street on the Eastern Parkway Line) saw closures on weekends as well (2 trains continued to operate to Brooklyn on weekdays and weekday late nights as did 3 trains on weekdays except late nights). The new South Ferry station reopened on June 27, 2017, in time to accommodate the Clark Street closures. Throughout the duration of the Clark Street tunnel closures, a free out-of-system MetroCard transfer was provided between South Ferry (where 2 trains were rerouted from 11:45pm Fridays to 5:00am Mondays), and Bowling Green (where 4 and 5 trains ran local in Brooklyn in place of the 2 and 3 trains during those same times). Normal service on the Brooklyn Branch resumed on June 25, 2018.

Work

Dual Contracts
Broadway Line

https://books.google.com/books?id=j6k1NdhtMPAC&pg=PA230-IA3&dq=%22provision%22+%22whitehall+street%22+%22tunnel%22&hl=en&sa=X&ved=0ahUKEwiT39KyycbiAhUHn-AKHcNvB984PBDoAQgpMAA#v=onepage&q=%22provision%22%20%22whitehall%20street%22%20%22tunnel%22&f=false

https://books.google.com/books?id=15ZVAAAAYAAJ&pg=PA4&dq=%22provision%22+%22whitehall+street%22+%22tunnel%22&hl=en&sa=X&ved=0ahUKEwiT-Y-gycbiAhXtlOAKHQ6YAsU4RhDoAQhTMAg#v=onepage&q=%22provision%22%20%22whitehall%20street%22%20%22tunnel%22&f=false

https://books.google.com/books?id=6b8bAQAAIAAJ&pg=PA56&lpg=PA56&dq=%22provision%22+%22whitehall+street%22+%22tunnel%22&source=bl&ots=QRQHuXEngP&sig=ACfU3U065MWSHQ4z443DoLxozgQJWna4og&hl=en&sa=X&ved=2ahUKEwivpOfTyMbiAhWKZd8KHSVBDkw4ChDoATAIegQICRAB#v=onepage&q=%22provision%22%20%22whitehall%20street%22%20%22tunnel%22&f=false

https://books.google.com/books?id=cQJGAQAAMAAJ&pg=PA2014&lpg=PA2014&dq=%22provision%22+%22whitehall+street%22+%22tunnel%22&source=bl&ots=Iylux2FXid&sig=ACfU3U0NfWHjxbvxf2rot8o6-i0ju8OxWg&hl=en&sa=X&ved=2ahUKEwiI-MKeyMbiAhVtleAKHaztABUQ6AEwA3oECAkQAQ#v=onepage&q=%22provision%22%20%22whitehall%20street%22%20%22tunnel%22&f=false

https://books.google.com/books?id=FWE-AQAAMAAJ&pg=PA92&lpg=PA92&dq=%22provision%22+%22whitehall+street%22+%22tunnel%22&source=bl&ots=xtTOP8IuP2&sig=ACfU3U2URlKPg-9R0EYDGoJtRV3_DB-dug&hl=en&sa=X&ved=2ahUKEwiI-MKeyMbiAhVtleAKHaztABUQ6AEwAnoECAoQAQ#v=onepage&q=%22provision%22%20%22whitehall%20street%22%20%22tunnel%22&f=false

https://books.google.com/books?id=XEA8AQAAMAAJ&q=atlantic+avenue#v=onepage&q=whitehall&f=false

Interchangeable names
West Side/Broadway

East Side/Lenox Avenue

West Farms/Bronx Park

October 27, 1904
Opening of the first subway from City Hall to 145th Street.

November 12, 1904
Temporary extension to 157th Street for football specials.

November 23, 1904
Opening of the IRT Lenox Avenue Line, also known as the East Side Branch, to 145th Street.


 * Express: Brooklyn Bridge to 145th Street/Lenox or 145th Street/Broadway
 * Trains alternated
 * The frequency of service between 96th Street and Brooklyn Bridge increased from running every 4 minutes to every 2.5 minutes
 * Local: Brooklyn Bridge to 145th Street/Lenox or 145th Street/Broadway
 * Trains alternated
 * The frequency of service between 96th Street and Brooklyn Bridge increased from running every 3 minutes to every 2 minutes

December 4, 1904
Permanent opening of 157th Street.

January 16, 1905
Service extended to Fulton Street.

June 12, 1905
Service extended to Wall Street.

July 10, 1905
With the opening of the Harlem River Tunnel and connection to the IRT White Plains Road Line, then known as the West Farms Branch, half of Lenox Avenue Line (East Side Branch) trains were extended to 180th Street—Bronx Park. On the same day, the subway was extended south from Wall Street to Bowling Green and South Ferry loop. All express trains and some Broadway Local trains were extended to South Ferry. Trains on the West Farms Branch ran every 30 minutes during late nights, between 12:01 and 6 a.m, and ran every 5 minutes afterwards. Express service continued to end shortly after midnight. On September 3, 1905, the IRT shortened many of the Sunday Lenox Avenue expresses to 3 cars, having already done so for local trains. The IRT had determined that ridership on Sunday in hot weather was not as popular, with more people traveling by elevated or surface cars, where there was more fresh air.

March 12, 1906
Service extended to 221st Street.

January 14, 1907
Service extended to 225th Street.

January 27, 1907
Service extended to 230th Street.

January 9, 1908
Service was extended to Borough Hall. All Lenox Avenue express trains would run to Borough Hall between 6:44 a.m. and 12:52 a.m.. Between 12:52 a.m. and 6:44 a.m., all Lenox Avenue local trains would run to Borough Hall, and all Broadway local trains would run to South Ferry. As such, City Hall station would be closed between 12:30 and 6:45 a.m., and on Sundays and holidays from 12:30 a.m. to 9:30 a.m.. Lenox Avenue express trains had red and green markers.

May 1, 1908
The Brooklyn extension opened to Atlantic Avenue on May 1, 1908. Dyckman Street expresses, which were half of the Broadway expresses, were extended to Atlantic Avenue during rush hours to accommodate the increased demand from the extension.

All Lenox Avenue express (which included West Farms Express trains) trains would run to Atlantic Avenue between 6:35 a.m. and 1:10 a.m.. All Dyckman Street express trains would also run to Atlantic Avenue between 7:58 and 9:14 a.m. and between 4:56 and 6:37 p.m.. Trains would run every 2 minutes during rush hours to Atlantic Avenue, and between 1:34 a.m. and 5:04 a.m., trains would run every 15 minutes. Between 1:10 a.m. and 6:35 a.m. all Lenox Avenue local trains would run to Atlantic Avenue and all Broadway locals would run to South Ferry. During the day, all local trains terminated at City Hall loop. Atlantic Avenue express trains had red and green markers on the front of the leading motor car. Broadway express trains ran to South Ferry during the day.

August 1, 1908
Service extended to 242nd Street.

February 23, 1909
With the completion of the Bowling Green–South Ferry shuttle, both Broadway and Lenox Avenue expresses could be extended to Brooklyn.

March 14, 1910
A new schedule took effect on March 14, 1910, adding 128 local and express trains to the schedule, increasing the number of trains run from 1,776 to 1,904. Express trains would run every 1 minute and 48 seconds from 7 to 10 a.m. and from 3:40 to 6:40 p.m., every 2 minutes between 10 and 10:30 a.m., 2:56 to 3:40 p.m., 6:10 to 6:40 p.m., every 2.5 minutes from 10:30 a.m. to 2:53 p.m., and every 3 minutes between 6:40 p.m. and 12:00 a.m.. Between 10:30 a.m. and 2:56 p.m., five- or six-car trains would run on the Broadway branch while eight-car trains would run on the Lenox Avenue branch. Prior to the opening of the subway, engineers estimated that its capacity was 450,000 people a day. Ridership several days a week exceeded 800,000, and on some days exceeded 1 million. This schedule improvement was made possible with the arrival of new train cars.

November 4, 1912
Dyckman Street expresses extended to 215th Street.

March 3, 1917
Opening of White Plains Road Extension of the West Farms Branch from 177th Street to 219th Street.

March 31, 1917
Opening of White Plains Road Extension from 219th Street to 238th Street.

June 2, 1917
Opening of the first section of the IRT Jerome Avenue Line from 149th Street to Kingsbridge Road.

June 3, 1917
Opening of the first section of the IRT Broadway—Seventh Avenue Line from Times Square to Penn Station as a shuttle service.

April 15, 1918
Extension of the IRT Jerome Avenue Line from Kingsbridge Road to Woodlawn.

July 1, 1918
Opening of the IRT Broadway—Seventh Avenue Line from Penn Station to South Ferry, and from Chambers Street to Wall Street.

July 17, 1918
Opening of the IRT Lexington Avenue Line from Grand Central to 149th Street.

August 1, 1918
Completion of the H-system and opening of Pelham Line to Third Avenue—138th Street.

January 17, 1919
Extension of the IRT Pelham Line from Third Avenue—138th Street to Hunts Point Avenue.

May 30, 1920
Extension of the IRT Pelham Line from Hunts Point Avenue to East 177th Street.

October 24, 1920
Extension of the IRT Pelham Line from East 177th Street to Westchester Square.

December 20, 1920
Extension of the IRT Pelham Line from Westchester Square to Pelham Bay Park.

January 3, 1921
Institution of a local train service Nostrand Avenue, Eastern Parkway

Later in 1921-start of express service to Flatbush Avenue, Pennsylvania Avenue-trains divided at Institute Park

Additional through trains to Pelham Bay Park rush hour. Through-summer service all day Sundays-instead of Hunts Point Road to Pelham Bay Park shuttle. Additional through train evening rush hour; additional cars weekday non-rush hour shuttle

2 more through trains Brooklyn to 238th Street-rush hour-more afternoon service, more service Queens lines

November 4, 1925
Rush hour 4 service was extended from Atlantic Avenue to Utica Avenue.

December 5, 1927
Weekday evening 4 service was extended from Atlantic Avenue to Utica Avenue.

May 23—24, 1976

 * On Sunday, May 23
 * Sunday morning 4 trains were extended to Utica Avenue, running express in Brooklyn
 * The current practice of starting 3 Sunday service late (9 or 10 a.m.) began
 * 5 service began starting late on Sunday mornings.
 * On Monday, May 24
 * Weekday midday 5 service, between 10:30 a.m. and 3:30 p.m. was cut back to Bowling Green from Atlantic Avenue.
 * The frequency of 1 service during rush hours south of 137th Street was reduced from every 2.5 minutes to every 4 minutes.
 * 1 express service was eliminated

Nassau Street Loop
Tuscarora Almanac – May 30, 1931 – The Book of First Runs

Manhattan and Brooklyn, New York

Brooklyn-Manhattan Transit Company

The 14th Street Line is extended westward one stop from Sixth Avenue to Eighth Avenue.

The Nassau Street Line is opened between Chambers Street and the Montague Street Tunnel with stations at Fulton Street and Broad Street.

Culver – Nassau Street subway service begins. A week earlier the platform edges on the Culver line had been cut back to accommodate ten foot wide cars. Culver – 5th Avenue El service will continue to operate.

Midday express service begins on the Broadway-Brooklyn Line.

The side platforms at Chambers Street are taken out of service.

Source: New York Division Bulletin /April 1971, article by Mr. Bernard Linder

“Rapid Transit in Brooklyn” (19770 by Mr. Joseph Cunningham and Mr. Leonard DeHart

= Triborough System =

Description
https://www.google.com/books/edition/Brooklyn_Daily_Eagle_Almanac/nMcWAAAAYAAJ?hl=en&gbpv=1&dq=%22tri-borough+subway+system%22&pg=PA446&printsec=frontcover

https://www.google.com/books/edition/Engineering_and_Contracting/U_49AQAAMAAJ?hl=en&gbpv=1&bsq=triborough Page 443

Centre Street Loop

Fourth Avenue Line

Lafayette Avenue Line

Broadway-Lexington Avenue Route — Planning started 1908, construction 1912, section abandoned

- Contract awards

https://www.google.com/books/edition/Engineering_News_record/GjxIAQAAIAAJ?hl=en&gbpv=1&bsq=%22tri-borough%20

Canal Street Route

Seventh Avenue Extension

Pelham Line

Jerome Avenue Line

Background
Chapter 6: Growth of the Dual System

The Dual System of Rapid Transit (1912)

https://www.google.com/books/edition/Documents_of_the_Senate_of_the_State_of/8JclAQAAIAAJ?hl=en&gbpv=1&bsq=triborough

March 1907 RTC approved contract for Lexington Avenue Subway

https://www.google.com/books/edition/Public_Service_Management/cfPlAAAAMAAJ?hl=en&gbpv=1&dq=DETAILS+OF+THE+METHODS+AND+COSTS+IN+THE+CONSTRUCTION+OF+THE+TRIBOROUGH+SUBWAY&pg=PA69&printsec=frontcover 396

April 1907 Report Triborough

https://www.google.com/books/edition/The_Street_Railway_Journal/LX5CAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 712

May routes

https://www.google.com/books/edition/The_Street_Railway_Journal/LX5CAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 885

June 1907 Brooklyn subway

https://www.google.com/books/edition/The_Street_Railway_Journal/LX5CAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 985

Early plans
A New Subway Line for New York City, The Triborough System: Its History (1910)

Drafting of plan in 1907 by the New York Public Service Commission, newly created to take over subway construction from the 1894 Rapid Transit Commission

Construction start on Fourth Avenue Line in 1909

April 1910 form of contract announced,

https://www.google.com/books/edition/Electric_Railway_Journal/T41MAAAAYAAJ?hl=en&gbpv=1&dq=DETAILS+OF+THE+METHODS+AND+COSTS+IN+THE+CONSTRUCTION+OF+THE+TRIBOROUGH+SUBWAY&pg=PA796&printsec=frontcover 796

May 9 public hearing; recent BRT proposal to operate trains over Williamsburg Bridge to Chambers Street on a 5-year lease

https://www.google.com/books/edition/Electric_Railway_Journal/T41MAAAAYAAJ?hl=en&gbpv=1&bsq=triborough 881

Pay $240,000 for the lease

https://www.google.com/books/edition/Metropolitan/q-1HAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 660

Bids to be advertised no later than June 15 for Triborough construction

https://www.google.com/books/edition/Metropolitan/q-1HAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 660

May 13, 1910 PSC adopts a resolution to study new lines

https://www.google.com/books/edition/Electric_Railway_Journal/T41MAAAAYAAJ?hl=en&gbpv=1&bsq=triborough 917

May 1910 Pennsylvania supports IRT extension of existing subway-most expediently connect to Penn Station

May 27, 1910 Board of Estimate report expenditures on new subways

https://www.google.com/books/edition/Electric_Railway_Journal/T41MAAAAYAAJ?hl=en&gbpv=1&bsq=triborough 1002

July 1910 new IRT proposal

https://www.google.com/books/edition/Transit_Journal/9j8_AQAAMAAJ?hl=en&gbpv=1&bsq=triborough 122

Submitted on city's credit; difference from existing proposal-use Lexington instead of Madison

https://www.google.com/books/edition/Electrical_World/PM9AAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 87

July clear IRT proposal would not win favor of the PSC

https://www.google.com/books/edition/Electrical_World/PM9AAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 143

Hudson and Manhattan Railroad proposals

August triborough

https://www.google.com/books/edition/Transit_Journal/9j8_AQAAMAAJ?hl=en&gbpv=1&bsq=triborough 339

August possible NYW&B through running with Broadway-Lex route

https://www.google.com/books/edition/Electrical_World/PM9AAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 422

1910 PSC advertises bids on September 1,

Bids advertised two ways-one construction alone-paid by municipality, second operation by private capital-made possible by change in rapid transit law

https://www.google.com/books/edition/Engineering_and_Contracting/U_49AQAAMAAJ?hl=en&gbpv=1&bsq=%22operation%20of%20the%20entire%22 44

https://www.google.com/books/edition/Metropolitan/q-1HAQAAMAAJ?hl=en&gbpv=1&dq=DETAILS+OF+THE+METHODS+AND+COSTS+IN+THE+CONSTRUCTION+OF+THE+TRIBOROUGH+SUBWAY&pg=PA1006&printsec=frontcover 1006

Bids asked

https://www.google.com/books/edition/The_Railway_and_Engineering_Review/4A1CAQAAIAAJ?hl=en&gbpv=1&dq=DETAILS+OF+THE+METHODS+AND+COSTS+IN+THE+CONSTRUCTION+OF+THE+TRIBOROUGH+SUBWAY&pg=PA864&printsec=frontcover 863

Details on magnitude of work

https://www.google.com/books/edition/Metropolitan/q-1HAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 1060

September Rumor New Haven RR interest in project

https://www.google.com/books/edition/Electrical_World/PM9AAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 535

October Public hearing IRT proposal for extensions and third tracking

https://www.google.com/books/edition/Electrical_World/PM9AAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 778

October 1910 PSC Chief Engineer resigns

https://www.google.com/books/edition/Transit_Journal/9j8_AQAAMAAJ?hl=en&gbpv=1&bsq=triborough 527

October 17 meeting discussion of NY transit situation-Frank Sprague, Wilgus, Stillwell, discussion of Triborough system

https://www.google.com/books/edition/Electrical_World/PM9AAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 917

bids filed by October 27, work 41 miles, must be done in four years cost estimate $125 million

https://www.google.com/books/edition/Engineering_and_Contracting/U_49AQAAMAAJ?hl=en&gbpv=1&dq=DETAILS+OF+THE+METHODS+AND+COSTS+IN+THE+CONSTRUCTION+OF+THE+TRIBOROUGH+SUBWAY&pg=PA489&printsec=frontcover

No bids of private capital received by October 20 as expected, by 27th, receive bids for sections with city money

https://www.google.com/books/edition/Engineering_and_Contracting/U_49AQAAMAAJ?hl=en&gbpv=1&bsq=triborough 31

Advertisement

https://www.google.com/books/edition/Scientific_American/_oI3AQAAMAAJ?hl=en&gbpv=1&bsq=triborough 206

https://www.google.com/books/edition/The_Railway_and_Engineering_Review/4A1CAQAAIAAJ?hl=en&gbpv=1&dq=%22triborough+subway+system%22&pg=PA863&printsec=frontcover

https://www.google.com/books/edition/Metropolitan/q-1HAQAAMAAJ?hl=en&gbpv=1&dq=%22tri-borough+subway+system%22&pg=PA1440&printsec=frontcover

Letting of contracts https://www.google.com/books/edition/Engineering_News/gwYSAQAAMAAJ?hl=en&gbpv=1&bsq=%20triborough 488

Cost of the subway 489

Statement November 1910

https://www.google.com/books/edition/Engineering_News/gwYSAQAAMAAJ?hl=en&gbpv=1&dq=DETAILS+OF+THE+METHODS+AND+COSTS+IN+THE+CONSTRUCTION+OF+THE+TRIBOROUGH+SUBWAY&pg=PA570&printsec=frontcover 569

Wilcox response to criticism of Triborough November

https://www.google.com/books/edition/Scientific_American/_oI3AQAAMAAJ?hl=en&gbpv=1&dq=DETAILS+OF+THE+METHODS+AND+COSTS+IN+THE+CONSTRUCTION+OF+THE+TRIBOROUGH+SUBWAY&pg=PA414&printsec=frontcover 414

IRT's proposal official?

https://www.google.com/books/edition/Metropolitan/q-1HAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 1446

Chamber of Commerce requests delay in award of contracts for more public hearings

https://www.google.com/books/edition/Electrical_World/PM9AAQAAMAAJ?hl=en&gbpv=1&dq=DETAILS+OF+THE+METHODS+AND+COSTS+IN+THE+CONSTRUCTION+OF+THE+TRIBOROUGH+SUBWAY&pg=PA1148&printsec=frontcover 1148

Details on Triborough bids November 1910

https://www.google.com/books/edition/Transit_Journal/9j8_AQAAMAAJ?hl=en&gbpv=1&bsq=triborough 1003

23 recent bids-all on city's money, 73 bids total

https://www.google.com/books/edition/Scientific_American/_oI3AQAAMAAJ?hl=en&gbpv=1&bsq=triborough 415

Total for lowest bid of 21 sections $85,437,570

https://www.google.com/books/edition/Electrical_World/PM9AAQAAMAAJ?hl=en&gbpv=1&dq=DETAILS+OF+THE+METHODS+AND+COSTS+IN+THE+CONSTRUCTION+OF+THE+TRIBOROUGH+SUBWAY&pg=PA1148&printsec=frontcover 1148

https://www.google.com/books/edition/Electrical_World/PM9AAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 1092

PSC accepts IRT offer to operate Steinway Tunnel in return for third tracking elevated lines

https://www.google.com/books/edition/Transit_Journal/9j8_AQAAMAAJ?hl=en&gbpv=1&bsq=triborough 1004

November 1910 Electric Railway Journal https://www.google.com/books/edition/Transit_Journal/9j8_AQAAMAAJ?hl=en&gbpv=1&dq=DETAILS+OF+THE+METHODS+AND+COSTS+IN+THE+CONSTRUCTION+OF+THE+TRIBOROUGH+SUBWAY&pg=PA936&printsec=frontcover 936

November H&M bid

https://www.google.com/books/edition/The_Railway_and_Engineering_Review/4A1CAQAAIAAJ?hl=en&gbpv=1&bsq=triborough 1081

https://www.google.com/books/edition/Metropolitan/q-1HAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 1440

https://www.google.com/books/edition/Electrical_World/PM9AAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 1056

December approval of IRT elevated extensions

https://www.google.com/books/edition/Transit_Journal/9j8_AQAAMAAJ?hl=en&gbpv=1&bsq=triborough 1211

New IRT proposition December 5

https://www.google.com/books/edition/The_Railway_and_Engineering_Review/4A1CAQAAIAAJ?hl=en&gbpv=1&bsq=triborough 1124

Approved December 17 by PSC

https://www.google.com/books/edition/Public_Service_Management/cfPlAAAAMAAJ?hl=en&gbpv=1&dq=DETAILS+OF+THE+METHODS+AND+COSTS+IN+THE+CONSTRUCTION+OF+THE+TRIBOROUGH+SUBWAY&pg=PA69&printsec=frontcover 70

Attitude of IRT

https://www.google.com/books/edition/Scientific_American/_oI3AQAAMAAJ?hl=en&gbpv=1&bsq=triborough 474

December-H and M offer-McAdoo https://www.google.com/books/edition/Engineering_News/gwYSAQAAMAAJ?hl=en&gbpv=1&bsq=%20triborough 659

H and M proposal

https://www.google.com/books/edition/Transit_Journal/9j8_AQAAMAAJ?hl=en&gbpv=1&bsq=triborough 1071

Communication from Sprague

https://www.google.com/books/edition/Electrical_World/PM9AAQAAMAAJ?hl=en&gbpv=1&bsq=triborough 1344

December 20-the PSC advised the Board of Estimate to accept the IRT offer instead of constructing the Triborough System

https://www.google.com/books/edition/Engineering_News/gwYSAQAAMAAJ?hl=en&gbpv=1&dq=DETAILS+OF+THE+METHODS+AND+COSTS+IN+THE+CONSTRUCTION+OF+THE+TRIBOROUGH+SUBWAY&pg=PA570&printsec=frontcover 701

The Subway Problem (1911)

[https://www.nycsubway.org/wiki/Chapter_01._History_and_Extent Chapter 01. History and Extent]

April 12, 1911 BRT offers to take over Triborough

March 1911 opposition to IRT plan

https://www.google.com/books/edition/Public_Service_Management/cfPlAAAAMAAJ?hl=en&gbpv=1&dq=DETAILS+OF+THE+METHODS+AND+COSTS+IN+THE+CONSTRUCTION+OF+THE+TRIBOROUGH+SUBWAY&pg=PA69&printsec=frontcover 71

June 1911 IRT proposal

https://www.google.com/books/edition/Minutes_of_the_Board_of_Estimate_and_App/7Q5GAQAAMAAJ?hl=en&gbpv=1&dq=Address+and+discussion+by+some+of+the+construction+of+the+Triborough+subway&pg=PA2398&printsec=frontcover 2367-2430

https://www.google.com/books/edition/Under_the_Sidewalks_of_New_York/LYSVd43vZwQC?hl=en&gbpv=1&dq=triborough+subway+system+irt&pg=PA53&printsec=frontcover

Main source: https://www.google.com/books/edition/Tunneling_to_the_Future/D4cUCgAAQBAJ?hl=en&gbpv=1&dq=triborough+subway+system+irt&pg=PA133&printsec=frontcover and https://www.google.com/books/edition/722_Miles/0YfdjUgMAscC?hl=en&gbpv=1&dq=triborough+subway+system+irt&pg=PA136&printsec=frontcover

http://academic.brooklyn.cuny.edu/history/burrows/NYC/Documents/hood.htm

https://www.google.com/books/edition/The_Routes_Not_Taken/N1GoDwAAQBAJ?hl=en&gbpv=1&dq=triborough+subway+system+irt&pg=PA4&printsec=frontcover

https://www.google.com/books/edition/Grand_Central_s_Engineer/sbbUAAAAQBAJ?hl=en&gbpv=1&dq=triborough+subway+system+irt&pg=PA117&printsec=frontcover

Failure of it and the Dual Contracts
After the statutory debt ceiling for the now-united city of New York had been raised, there were more plans for subway construction until 1908. The Triborough plan comprised three new lines:


 * An IRT line from South Ferry–Whitehall Street in Manhattan, with the IRT Lexington Avenue Line to Pelham Bay Park and Woodlawn in the Bronx
 * The BRT Nassau Street Loop, later the BMT Nassau Street Line. The BRT's track went over the Brooklyn, Manhattan, and Williamsburg Bridges; the Nassau Street Line was to connect to the Brooklyn Bridge, but never did. The connections to the other two bridges were built, but with the 1967 opening of the Chrystie Street Connection, the Manhattan Bridge connection was eliminated.
 * A BRT subway under Fourth Avenue in Brooklyn, leading to Bay Ridge and Coney Island. This corresponded to today's Fourth Avenue and Sea Beach lines.

The BRT lines were built to wider profiles because the BRT did not want to use IRT trackage, which was narrower by comparison and carried far fewer passengers per hour. The design was inspired by the cars built for the Cambridge subway (MBTA Red Line) which were designed after studies were conducted on the design and operation of a subway car that could carry the most passengers the most efficiently. The rolling stock, however, had to be the same track gauge so the trains could interoperate under the Dual Contracts. The Fourth Avenue and Sea Beach lines were opened on June 19, 1915, after years of delays for building of these lines and the Nassau Street Line. The first BRT section, however, had opened on September 16, 1908, from Essex Street across the Williamsburg Bridge, but using narrow-width cars.

The Triborough System was a proclamation for new subway lines to the Bronx and Brooklyn. The new lines include the IRT Lexington Avenue Line, IRT Pelham Line, and IRT Jerome Avenue Line. The Manhattan Bridge line described below later became the BMT West End Line, BMT Fourth Avenue Line, the BMT Sea Beach Line, and the Nassau Street loops. "The route of the new subway ... comprises a main trunk north and south through Manhattan Borough on Lexington Avenue and Irving Place from the Harlem River to Tenth St. and on Broadway, Vesey and Church Sts. from Tenth St. to the Battery; two branches in Bronx Borough, one northeast via 138th St. Southern Boulevard and Westchester Ave. to Pelham Bay Park. the other northerly via River Ave. and Jerome Ave. to Woodlawn Road, connecting with the Manhattan trunk by a tunnel under the Harlem River; a Manhattan-Brooklyn line extending from the North River via Canal Street across the East River on the Manhattan Bridge to connect with the Fourth Avenue subway in Brooklyn now being built, which thus becomes an integral part of the larger system; two branches southerly from the Fourth Ave. line extending south to Fort Hamilton and southeast to Coney Island; and a loop feeder line in Brooklyn through Lafayette Ave. and Broadway, connecting with the Fourth Ave. line at one end. and at the other crossing the Williamsburg Bridge and entering the Centre Street Loop subway in Manhattan which is thus also incorporated in the system."In 1911, William Gibbs McAdoo, who operated a competing subway company called the Hudson & Manhattan Railroad, proposed building a line under Broadway between Hudson Terminal and Herald Square. He later proposed that the Broadway line be tied into the IRT's original subway line in Lower Manhattan. The Broadway line, going southbound, would merge with the local tracks of the IRT Lexington Avenue Line in the southbound direction at 10th Street. A spur off the Lexington Avenue Line in Lower Manhattan, in the back of Trinity Church, would split eastward under Wall Street, cross the East River to Brooklyn, then head down the Fourth Avenue Line in Brooklyn, with another spur underneath Lafayette Avenue.

The Triborough System later became part of the Dual Contracts, signed on March 19, 1913 and also known as the Dual Subway System. These were contracts for the construction and/or rehabilitation and operation of rapid transit lines in New York City. The contracts were "dual", in that they were signed between the City and the IRT and Municipal Railway Company, a subsidiary of the BRT (later BMT).

Some lines proposed under the Contracts were not built, most notably an IRT line to Marine Park, Brooklyn (at what is now Kings Plaza) under either Utica Avenue, using a brand-new line, or Nostrand Avenue and Flatbush Avenue, using the then-new IRT Nostrand Avenue Line. There were also alternate plans for the Nostrand Avenue Line to continue down Nostrand Avenue to Sheepshead Bay.

Design
Lines designed to be used for higher capacity rolling stock than the IRT; unclear operator that would operate them

Possible operation by commuter railroads like the New York Central Railroad

https://www.google.com/books/edition/The_Cement_Age_a_Magazine_Devoted_to_the/RJUPAQAAIAAJ?hl=en&gbpv=1&bsq=%22tri-borough%20

Signaling https://www.google.com/books/edition/Railway_Age/FUA_AQAAMAAJ?hl=en&gbpv=1&dq=%22tri-borough+subway+system%22&pg=PA267&printsec=frontcover

= Dual Contracts =

The Dual Contracts, signed on March 19, 1913, also known as the Dual Subway System, were contracts for the construction and/or rehabilitation and operation of rapid transit lines in the City of New York. Most of the lines of the present-day New York City Subway were built or reconstructed under these contracts. The contracts were "dual" in that they were signed between the City and two separate private companies (the Interborough Rapid Transit Company and the Brooklyn Rapid Transit Company), all working together to make the construction of the Dual Contracts possible.

Background
In the late 19th century and for most of the 20th century, New York was host to millions of immigrants each year. Many of the immigrants crowded into tenements and other apartment buildings in the inner city. This resulted in overpopulation of the buildings, and congestion of city streets. Manhattan's population had risen from 516,000 people in 1850 to 2.33 million people just sixty years later. Living in Manhattan was becoming a hazard due to the higher probability of crime and overcrowding, and for the most part, the first subway line only served areas that were already developed. The first subway lines to the outer boroughs were planned during the early 20th century. Dispersion resulted in the expansion and development of the boroughs, and helped prepare New York for the millions of immigrants that came in the following years.

In 1906, Charles Evans Hughes was elected as the governor of New York, and the next year, he created the New York State Public Service Commission (PSC). The PSC was responsible for new rapid transit lines in New York City. Although the PSC had created ambitions plans for the expansion of the city's subway system, they only had $200 million on hand. In 1911, George McAneny was appointed leader of the Transit Committee of the New York City Board of Estimate, which oversaw the subway expansion plans.

Some opposed the Dual Contracts as they thought that the company owners and city officials were just looking for another way to produce personal revenue. Reformists like Hughes and McAneny would not have it any other way than to see the expansion of the city and the subway. They wanted to see the inner city become less populated and spread the people to the outer boroughs of the city. They planned to expand the city and disperse the people by building subway lines which would hopefully result in new homes being built near the subway lines and the areas surrounding. This would lower population densities in the city and also made as a good reason to help prove the subway expansion as necessary.

Crowding
Before the Contracts, there was crowding in many of the forms of transportation in the city. The following is a list of annual ridership for each mode of transportation between June 30, 1910, and June 30, 1911:


 * Interborough Rapid Transit Company – subways, elevated roads — 578,154,088
 * Hudson and Manhattan Railroad — 52,756,434
 * Brooklyn Union Elevated Railroad System — 167,371,328
 * East River ferries — 23,460,000
 * Municipal ferry to Staten Island — 10,540,000
 * Hudson River ferries — 91,776,200

In total, 924,058,050 passengers were carried that year over these six modes of transport.

Planned effects
It was expected that, within five years of completion:

When completed the rapid transit facilities of the City will have been more than trebled. During the year ended June 30, 1911, shortly after which the construction of the new system was begun, the existing rapid transit lines carried 798,281,850 passengers. The new Dual System will have a capacity of upwards of [3 billion], although it is not expected that such capacity will be demanded immediately upon the completion of the system.

The combined trackage of the existing lines (including 7.1 miles of the Hudson and Manhattan Railroad) amounts to 303 miles of single track. To this will be added by the new lines of the Dual System 334 miles of single track, making a new system with 637 miles of single track. What this will mean to the City may be appreciated by considering how the existing lines will be amplified by the new additions and extensions. The Hudson and Manhattan road, however, is not to be a part of the Dual System.

This system expansion was expected to be as big as, if not bigger, than the proposed Second System expansion put forth by the Independent Subway System in 1929 and 1939.

History
Change in Broadway Line route design 1915

Progress 1915

https://www.nycsubway.org/wiki/The_Dual_Contracts

Contracts 1 and 2
Built before the Dual Contracts, the first regularly operated subway in New York City was built by the city and leased to the Interborough Rapid Transit Company (IRT) for operation under city Contracts 1 and 2. Until 1918, when the new "H" system that is still operated - with separate East Side and West Side lines - was placed in service, it consisted of a single trunk line below 96th Street with several northern branches. The system had four tracks between Brooklyn Bridge–City Hall and 96th Street, allowing for local and express service on that portion.

Contract 1 was for the original 28 stations of the subway system that opened on October 27, 1904, from City Hall to 145th Street, as well as for stations opened before 1908 on several IRT extensions. The original system as included in Contract 1 was completed on January 14, 1907, when trains started running across the Harlem Ship Canal on the Broadway Bridge to 225th Street, and the Contract 2 portion was opened to Atlantic Avenue on May 1, 1908.

Contracts 3 and 4
On March 19, 1913, the Dual Contracts were signed between the City and the two private operators. Contract 3 was signed between the City and the IRT, who operated the subway that was built under Contracts 1 and 2. Contract 4 was signed between the City and the Municipal Railway Company, a subsidiary of the BRT (later BMT), formed especially for the purpose of contracting with the city for construction of the lines. Contracts 1 and 2 were the original subway contracts between the City and the IRT for the city's first subway. These contracts predated the Dual Contracts, which were contracts 3 and 4.

Under the terms of Contracts 3 and 4, the city would build new subway and elevated lines, and rehabilitate and expand certain existing elevated lines, and lease them to the private companies for operation. The projected $366 million cost would be borne mostly by the City, which paid $200 million, and the companies would pay the difference. The City's contribution was in cash raised by bond offerings, while the companies' contributions were variously by supplying cash, facilities and equipment to run the lines.

Queensboro Plaza
The contract negotiations were long and sometimes acrimonious. For instance, when the IRT was reluctant to the BRT’s proposed access to Midtown Manhattan via the Broadway Line, the city and state negotiators immediately offered the BRT all of the lines under proposal. This included lines that would have only been operable using IRT rolling stock dimensions, such as the upper Lexington Avenue Line and both lines in Queens. The IRT quickly gave in to the "invasion" of Midtown Manhattan by the BRT.

The assignment of the proposed lines in Queens proved to be an imposition on both companies. Instead of one company enjoying a monopoly in that borough, both proposed lines — a short line to Astoria, and a longer line reaching initially to Corona, and eventually to Flushing — were assigned to both companies, to be operated in what was called “joint service.” The lines would start from a huge station called Queensboro Plaza. The IRT would access the station from both the 1907 Steinway Tunnel and an extension of the Second Avenue Elevated from Manhattan over the Queensboro Bridge. The BRT would feed the Queens lines from the 60th Street Tunnel in Manhattan. Technically the line was under IRT "ownership", but the BRT/BMT was granted trackage rights in perpetuity, essentially making it theirs also.

The BRT had a big disadvantage, as both Queens lines were built to IRT specifications. This meant that IRT passengers had a one-seat ride to Manhattan destinations, whereas BRT passengers had to make a change at Queensborough Plaza. This came to be important when service was extended for the 1939 World’s Fair, as the IRT was able to offer direct express trains from Manhattan, and the BRT was not. This practice lasted well into the municipal ownership of the lines, and was not ended until 1949. Both companies shared in the revenues from this service. To facilitate this arrangement originally, extra long platforms were constructed along both Queens routes, so separate fare controls/boarding areas could be established. This quickly turned out to be operationally unworkable, so eventually a proportionate formula was worked out. The bonus legacy of this construction was that the IRT was able to operate 11-car trains on this line, and when the BMT took over the Astoria Line, minimal work had to be done to accommodate 10-car BMT units.

Conditions


Several provisions were imposed on the companies, which eventually led to their downfall and consolidation into city ownership in 1940:
 * The fare was limited to five cents; that led to financial troubles for the two companies after post-World War I inflation. The BMT could charge ten cents for fare to Coney Island Terminal, as well as to stations "where such ten cent fare is now allowed, until the time when trains may be operated for continuous trips over wholly connected portions of the railroad" between Coney Island and the Chambers Street station in Manhattan.
 * The City had the right to "recapture" any of the lines it built and run them as its own.
 * The City was to share in the profits.

There were other conditions in regards to specific operations of the lines, as part of a deal between the IRT, the BMT, and the Public Service Commission. Many of the conditions applied all across the dual system. For example:
 * After the Commission finished constructing the line, the company was to operate it, providing its own rolling stock and furnishings.
 * The companies, if they operated lines temporarily, had to operate them as if they were subway extensions. For subway extensions, if a company accepted the extension, it could operate it as part of its system; if not, the company had to pay a significant amount to the city every three months to operate it. This was implemented as part of the Queensboro Plaza trackage-sharing operation.
 * The companies had operate these lines "according to the highest standards of railway operation and with due regard to the safety of the passengers and employees thereof, and of all other persons."
 * Free transfers would be given at stations where needed, such as transfer stations between lines of the IRT and BMT, bus–subway transfer stations, elevated–subway transfer stations, or streetcar–subway transfer stations, according to the Commission's discretion.
 * Freight, mail and express trains could use these companies' tracks if they did not disrupt passenger operations.
 * Advertising was prohibited in stations, railroad tunnels, elevated structures, or other places. Bulletins telling of service changes were allowed.
 * Selling things in the stations was prohibited, except if it needed for the operation of the subway, or if it was a newspaper, periodical, or magazine that the Commission had permitted.
 * Each company was to post their intentions to operate newsstands in the form of proposals to the Commission.

Some conditions applied only to certain parts of the system:
 * The BMT agreed to hand out transfers at 86th Street station in Brooklyn. These transfers are to the Third Avenue Line and the Fifth Avenue Line streetcar lines to 86th Street and Fort Hamilton Parkway. They were also to extend these streetcar lines to 86th Street and Fourth Avenue, where a transfer could be made at 86th Street subway station.
 * The BMT also agreed to make transfers with the Hudson and Manhattan Railroad (now PATH) from 34th Street subway station to the 33rd Street PATH station. The transfers applied to passengers going to Grand Central Terminal.
 * The IRT agreed to equip and operate the Steinway Tunnel until it was rebuilt and completed. Then, the Steinway Tunnel was still a trolley tunnel with no subway connection. Transfers were to be made to IRT rapid transit lines at Grand Central–42nd Street subway station. The Commission approved single-car rolling stock for the line.

IRT lines
Under the original "H" system, the original line and early extensions built for the IRT are:
 * Eastern Parkway Line from Atlantic Avenue–Barclays Center to Borough Hall
 * Lexington Avenue Line from Borough Hall to Grand Central–42nd Street
 * 42nd Street Shuttle from Grand Central–42nd Street to Times Square
 * Broadway–Seventh Avenue Line from Times Square to Van Cortlandt Park–242nd Street
 * Lenox Avenue Line from 96th Street to 145th Street
 * White Plains Road Line from 142nd Street Junction to 180th Street–Bronx Park (removed north of 179th Street)

The following lines were built under the Dual Contracts for the IRT:
 * Astoria Line and Flushing Line
 * Broadway–Seventh Avenue Line south of Times Square–42nd Street, including the Brooklyn Branch
 * Lexington Avenue Line north of Grand Central–42nd Street
 * Jerome Avenue Line
 * Ninth Avenue Line from 155th Street to the Jerome Avenue Line
 * Pelham Line
 * White Plains Road Line north of 177th Street (present-day Tremont Avenue)
 * Eastern Parkway Line beyond Atlantic Avenue
 * Nostrand Avenue Line
 * New Lots Line

The following lines were rebuilt with extra tracks: Some of the IRT lines proposed under the Contracts were not built. Most notably, there were plans to build an IRT line to Marine Park, Brooklyn (at what is now now Kings Plaza) under either Utica Avenue, using a brand-new line, or Nostrand Avenue and Flatbush Avenue, using the then-new IRT Nostrand Avenue Line. There were also alternate plans for the Nostrand Avenue Line to continue down Nostrand Avenue to Sheepshead Bay.
 * Ninth Avenue Line from Rector Street to 155th Street (one new track)
 * Second Avenue and Third Avenue Lines from City Hall station to 129th Street and from 116th Street to 155th Street, respectively.

BMT lines
All Manhattan and Queens BMT lines were built under the Dual Contracts, as were all subway and some elevated lines in Brooklyn.

Lines and line segments built new
The most important of the lines the the BRT got built as part of the Dual Contracts was the Broadway Line. In the Dual Contracts, the line was merged with the Fourth Avenue Line, collectively being called the Broadway–Fourth Avenue Line. The line would start at an elevated complex at Queensborough Plaza as a two-track line. The line was then planned to go over the Queensborough Bridge before going underground, with one track going under 59th Street and one via 60th Street to Fifth Avenue, where the two tracks would converge and continue as a two-track line until 59th Street and Seventh Avenue. From here, the line would turn southward as a four-track line. The line would run via Seventh Avenue and then Broadway to Canal Street. This would make up Subdivision I. Subdivision II, would have a line over the Manhattan Bridge built. It would start at Canal Street near Broadway, with a connection to Subdivision I, and continue under Canal Street until the approach to the Manhattan Bridge, where the line would become four tracks. Across the bridge, at Nassau Street and Flatbush Avenue Extension, the line would go underground, continuing until Willoughby Street.
 * 14th Street Eastern Line west of Broadway Junction; two-tracked underground structure
 * Astoria Line and Flushing Line east of Queensboro Plaza (trackage rights over IRT); both three-track elevated structures

The third section, Subdivision III, would extend the first section into Lower Manhattan. From Canal Street, the line would continue as a four-track line until Park Place, where it would become two tracks. North of Vesey Street, the line would turn west under private property to Church Street and Trinity Place. After going via these streets, at Morris Street, the line would go east under private property to Whitehall Street, and thence to the East River. The next section of the line would be today's Nassau Street Line, or Subdivision IV. It would start in Lower Manhattan from Subdivision III under the East River. The two-track line would run under South Street, Broad Street, and Nassau Street to Park Row. Then, the line would go via Park Row to a point underneath the Municipal Building. The line would then be a four-track line under Centre Street until Walker Street. Here, the two easternmost tracks would split off, going under private property and Walker Street to Canal Street, from where the line would go over the Manhattan Bridge, with a connection to Subdivision II. The two-westernmost tracks under Centre Street would become four tracks, and would continue going north until Broome Street, from where, the line would curve under private property to Kenmare Street. After running under Delancey Street, the line would become a two-track line, going over the Williamsburg Bridge before meeting up with the Broadway Elevated. Subdivisions III and IV would be extended as Subdivision V under the East River through the Montague Street Tunnel, Montague Street and Court Street before going under public property, Fulton Street, and private property before going underneath Willoughby Street. Finally, the line would reach Flatbush Avenue Extension. As part of the Dual Contracts, two elevated lines that were operated by a subsidiary, the New York Consolidated Railroad, of the BRT, the Broadway Line and the Fulton Street Line, were extended. The Broadway Line, prior to the Dual Contracts, had extended to Cypress Hills, where it had terminated since 1893. The line was to be extended to Grand Street (now 168th Street) in Jamaica, Queens, and would then be known as the Jamaica Line. The line was constructed with two tracks and space for a third track that could be used for express service. The Fulton Street Line had ended at the border of Brooklyn and Queens at Grand Street since 1894. The line was then extended as a three-track line along Liberty Avenue to Lefferts Avenue (now Lefferts Boulevard) in Queens as the Liberty Avenue Line.
 * Brighton Beach Line between DeKalb Avenue and Prospect Park
 * Fourth Avenue Line; underground structure with four tracks north of 59th Street and two tracks south of 59th Street

Grade-separated rights-of-way built to replace surface railroads

 * Brighton Beach Line between Neptune Avenue (south of Sheepshead Bay) and Coney Island–Stillwell Avenue. Four-track elevated structure.
 * Culver Line between Ninth Avenue and West Eighth Street (merge with Brighton Beach Line). Three-track elevated structure.
 * Myrtle Avenue Line east of Myrtle–Wyckoff Avenues. Two-track elevated structure.
 * Sea Beach Line from Fourth Avenue Subway to 86th Street. Four-track open cut.
 * West End Line between Ninth Avenue and Bay 50th Street. Three-track elevated structure.

Existing rights-of-way rehabilitated and expanded
As part of Contract 4, the Brooklyn Rapid Transit Company was authorized to install center express tracks on three elevated structures: the Myrtle Avenue Line, the Jamaica Line, and the Fulton Street Line. The Jamaica Line was expanded to three tracks from two from Marcy Avenue to Broadway Junction. The Myrtle Avenue Line was expanded from two to three tracks from Broadway–Myrtle to Myrtle–Wyckoff Avenues, including the addition of a track connection to the Jamaica Line. Finally, the Fulton Street Line was expanded to three tracks from Nostrand Avenue to east of the split from the Canarsie Line at Pitkin Avenue. Additionally, a new flying junction complex with six tracks replaced two tracks between the former Manhattan Junction in East New York and Pitkin Avenue. This portion gave the Canarsie Line two dedicated tracks.
 * Brighton Beach Line from Prospect Park to Church Avenue. Existing open cut widened and expanded from two to four tracks.

Design
[https://www.nycsubway.org/wiki/Chapter_13._Design_of_Steel_Elevated_Railways Chapter 13. Design of Steel Elevated Railways]

The New York Rapid Transit Railway Extensions (1914)

Effects
As reformists predicted the Dual Contracts resulted in city expansion. People moved to the newly built homes along the newly built subway lines. These homes were affordable, about the same cost as the houses in Brooklyn and Manhattan. The Dual Contracts were the key to dispersion of the city’s congested areas. The Dual Contracts helped lower high population areas and probably helped saves lives as people were no longer living in heavily diseased areas. According to the Federal Census of New York City for 1920 the population in Manhattan below 59th Street decreased from 1910 to 1920. The census resulted in the following: People were allowed to move to better parts the same cost and could have a better and more comfortable life in the suburbs. They could still commute to work every day as most of the better off city workers who moved to the outer boroughs did. This also helped the business districts as people could still work.
 * 1905 State census: 1,271,848
 * 1910 United States census: 1,269,591
 * 1915 State census: 1,085,308
 * 1920 United States census: 1,059,589

Projects
Myrtle Avenue El widening Pages 1390-1391, 1344, 1323

Relocation of staircases of 174th Street Page 1388

Mott Avenue Page 1386

Express Station Westchester Square 1379, 1371

Platform edge reconstruction 1369

Manhattan Street staircases 1353

Freeman Street staircases 1352-3

Staircases Times Square, 28th Street 1350

Central Park provision 1346-1347

34th Street H&M 1339

Eastern Parkway 1322

Utica 1322-1323

https://books.google.com/books?id=4k0PAQAAIAAJ&pg=PA41&lpg=PA41&dq=%22200+feet%22+%22times+square%22+%22subway%22&source=bl&ots=N8eXlE2iUd&sig=ACfU3U1RRD_csf32Z1Xt_xUxk0aUAw1vaA&hl=en&sa=X&ved=2ahUKEwjX4If64o_kAhUIyFkKHWllCMs4ChDoATACegQICBAB#v=onepage&q&f=false