30-406: The IRT Jerome Avenue Line , also unofficially known as IRT Woodlawn Line , is an A Division New York City Subway line mostly along Jerome Avenue in the Bronx . Originally an Interborough Rapid Transit Company -operated route, it was built as part of the Dual Contracts expansion and opened in 1917 and 1918. It is both elevated and underground, with 161st Street–Yankee Stadium being
60-580: A $ 55 million contract to renovate five stops on the line to bring them into a state of good repair. As part of the project, station mezzanines were refurbished, electrical upgrades were completed, platform floors, canopy roofs, and windscreens were replaced. In addition, fluorescent lighting and tactile platform edge strips were installed. Work on the project was completed in phases so as to reduce inconveniences to riders. From June 17, 2006 to October 16, 2006, Bedford Park Boulevard and Burnside Avenue were closed for repairs. From October 30, 2006, to January 2007,
90-530: A collision between two trains on April 29, 1929, two hundred feet north of 167th Street station . Following the closure of the lower portion of the Ninth Avenue Elevated on June 11, 1940, service from 155th Street to Burnside Avenue in the Bronx was continued as the "Polo Grounds Shuttle," or the 155th Street Shuttle, at all hours. A paper transfer issuance was established between the shuttle and
120-802: A pilot program to evaluate express service on the line, from June 8, 2009 to June 26, 2009, the MTA operated four trains southbound on the express track between 7:15 a.m. and 8:00 a.m.. The trains entered service at Woodlawn , switched to the express track after stopping at Mosholu Parkway , and ran express to 149th Street–Grand Concourse , stopping only at Burnside Avenue . From October 26, 2009, to December 11, 2009, another pilot program to run express service ran, this time adding Bedford Park Boulevard–Lehman College as an additional stop. A fifth train had also been added and trains now ran every 20 minutes from 7:00 a.m. to 8:20 a.m. A Division (New York City Subway) The A Division , also known as
150-624: A spur for the Jerome Yard branches off to the northwest as well. The IRT Jerome Avenue Line finally ends at Woodlawn , while Jerome Avenue itself continues north towards the Major Deegan Expressway . For more than two decades, there had been calls to provide transit service to the residents of the Western Bronx. When the first subway was being planned, a branch of the line to this area was under consideration, but it
180-551: A three-track elevated line along Jerome Avenue, extending from Clarke Place north to Woodlawn Road. Route 17 would have required the construction of a subway line under Gerard Avenue to form the southern connection to the Jerome Avenue Line. Of the three options, Route 15 was approved by the New York City Board of Estimate on July 14, 1905, and by Mayor George McClellan two weeks later. On June 16, 1908,
210-522: The 4 train at all times, except for the 138th Street–Grand Concourse station, as well as select trains which run express to Burnside Avenue from 149th Street-Grand Concourse. Other than those, the 4 serves 138th Street at all times except rush hours in the peak direction, and the 5 train stops at 138th Street all times except late nights. During late AM rush and evening rush hours, some northbound trains run express from 167th Street to short turn at Burnside Avenue . Though named for Jerome Avenue,
240-608: The Brooklyn Rapid Transit Company ), all working together to make the construction of the Dual Contracts possible. The Dual Contracts promised the construction of several lines in the Bronx. As part of Contract 3, the IRT agreed to build an elevated line along Jerome Avenue in the Bronx. The first part of the line opened on June 2, 1917 as a shuttle service between Kingsbridge Road and 149th Street. Only
270-705: The IRT Division , is a division of the New York City Subway , consisting of the lines operated with services designated by numbers ( 1 , 2 , 3 , 4 , 5 , 6 , 7 ) and the 42nd Street Shuttle . These lines and services were operated by the Interborough Rapid Transit Company before the 1940 city takeover. A Division cars are narrower, shorter, and lighter than those of the B Division , measuring 8.6 by 51 feet (2.62 by 15.54 m). The following lines are part of
300-632: The New York City Comptroller and the President of the New York City Board of Aldermen , each of whom had three votes; the borough presidents of Manhattan and Brooklyn, each having two votes; and the borough presidents of the Bronx, Queens, and Richmond (Staten Island), each having one vote. The 1897 charter effective on amalgamation had had a five-member Board of Estimate and Apportionment. The La Guardia Reform Charter of 1938 simplified its name and enhanced its powers. In 1957,
330-596: The A Division (services shown in parentheses; lines with colors next to them are trunk lines ): Numbers were assigned to subway services in 1948: The 42nd Street Shuttle and Bowling Green–South Ferry Shuttle also provided subway services, and elevated service remained on the Third Avenue Line and Polo Grounds Shuttle . This New York City transportation –related article is a stub . You can help Misplaced Pages by expanding it . New York City Board of Estimate The New York City Board of Estimate
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#1732776608392360-709: The Charter was amended to raise the number of votes on the Board to twenty-two. Twelve of these votes were held by the three citywide officials, and the five borough presidents were allotted two votes each. On March 22, 1989, the Supreme Court of the United States unanimously declared in Board of Estimate of City of New York v. Morris that the Board of Estimate was unconstitutional on the grounds that Brooklyn ,
390-540: The IND Concourse Line station at 155th Street at the Polo Grounds . IRT composite construction subway cars replaced the wooden elevated cars on the line, but retained the elevated third rail shoes. Dual third rail operation remained in use on the Jerome Avenue Line to the yards at Bedford Park until shuttle service ended in 1958; the structure and the bridge were removed in 1962. The northern terminal of
420-608: The Jerome Avenue Line. The route was approved by the Board of Estimate on June 26, 1908, and by the Mayor four days later. The Dual Contracts , which were signed on March 19, 1913, were contracts for the construction and/or rehabilitation and operation of rapid transit lines in the City of New York . The contracts were "dual" in that they were signed between the City and two separate private companies (the Interborough Rapid Transit Company and
450-574: The Jerome Avenue line between 161st Street and 167th Street. Beginning on July 17, 1918, Ninth Avenue El service was extended to Kingsbridge Road. On January 2, 1919, rush hour Ninth Avenue El express trains began running to Woodlawn. On December 11, 1921, Lexington Avenue–Jerome Avenue subway trains began running north of 167th Street at all times, replacing elevated trains, which ran to Woodlawn during rush hours, but terminated at 167th Street during non-rush hours. Four were killed and 45 injured in
480-681: The city's most populous borough , had no greater effective representation on the board than Staten Island , the city's least populous borough, and that this arrangement was a violation of the Fourteenth Amendment's Equal Protection Clause pursuant to the high court's 1964 "one man, one vote" decision ( Reynolds v. Sims ). In response to the Supreme Court's decision, the New York City Charter Revision Commission drew up changes to
510-614: The elevated section and $ 4 million spent on the underground section. The construction of the line encouraged development along Jerome Avenue and led to the growth of the surrounding communities. On July 1, 1918, trains on the Ninth Avenue El were extended from 155th Street , entering the Bronx via the Putnam Bridge , a now-demolished swing bridge immediately north of the Macombs Dam Bridge , to connect with
540-506: The line encounters the skeletal remains of the IRT Ninth Avenue elevated line between Gate Number 8 and the east end of the 164th Street Parking Garage, between the intersections of 162nd and 164th Streets. Almost a block after 167th Street station , the line finally runs over the eponymous road when River Avenue ends at Jerome Avenue across from the intersection of West 169th Street. The line remains over Jerome Avenue for most of
570-558: The line with concrete ones was completed. Replacing the wooden platforms with concrete ones reduced maintenance costs and increased the longevity of the platforms. In 1986, the New York City Transit Authority launched a study to determine whether to close 79 stations on 11 routes, including the Jerome Avenue Line north of 167th Street, due to low ridership and high repair costs. Numerous figures, including New York City Council member Carol Greitzer , criticized
600-453: The municipal government, which were approved by 55% to 45% in a citywide referendum on election day, November 1989. A month later, the changes were approved by the U.S. Department of Justice and they were implemented as planned the following year according to the 1990 City Charter, which abolished the Board of Estimate and assigned most of its responsibilities to an enlarged New York City Council . This New York City –related article
630-427: The northbound platform at Mosholu Parkway was closed to be renovated. Work on the southbound platform began on August 13, 2007, and was expected to be completed in mid-November 2007. As part of the project, the southern entrance to the station was reopened. From March 5, 2007 to May 21, 2007, Kingsbridge Road and 183rd Street were closed to be renovated. The stations reopened eight weeks ahead of schedule. As part of
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#1732776608392660-407: The plans. On March 27, 2004, Mount Eden Avenue and 167th Street closed for three months to be renovated. On July 5, 2004, Fordham Road , 170th Street , and 176th Street closed for four months so they could be renovated. As part of the project, new canopy roofs, walls, lighting, staircases, floors, token booths, and public address systems would be installed at each station. In 2006, work began on
690-597: The proposal to construct a subway under Gerard Avenue was abandoned because of the soil conditions, which made the project too expensive to be constructed at the time. Instead, the Commission adopted Route 23, known as the River Avenue route, which provided for an elevated railroad and subway connecting the Jerome Avenue elevated line with the Lexington Avenue Line. This route was utilized as part of
720-552: The rest of its journey. The north end of the Mount Eden Avenue station can be seen from the Cross Bronx Expressway . After the northwest entrance of the historic Concourse Yard and then north of 198th Street, the road briefly moves east of the line. North of Bedford Park Boulevard station, Jerome Avenue returns under the line and between the intersections with East 205th Street and West 205th Street,
750-612: The shuttle was cut back to 167th Street on June 1, 1941. Service ended on August 31, 1958 as a result of the departure of the New York Giants baseball team (moved to San Francisco) and the ending of passenger service on the New York Central 's Putnam Division . In Fiscal Year 1960, work began on the extension of platforms at some stations on the line to 525 feet (160 m) to accommodate ten-car trains. In addition, work to replace wooden platforms at six stations on
780-516: The southbound platform was in use at Kingsbridge Road. This was in advance of through service to the IRT Lexington Avenue Line , which began on July 17, 1918. The line was extended from Kingsbridge Road to its final terminal of Woodlawn on April 15, 1918. This section was initially served by shuttle service, with passengers transferring at 167th Street. The Jerome Avenue line cost approximately $ 7 million, with $ 3 million spent on
810-659: The southernmost elevated station. The line has three tracks from south of the Woodlawn station to the 138th Street–Grand Concourse station. The Woodlawn Line also has a connection to the Jerome Yard , where 4 trains are stored, just north of the Bedford Park Boulevard–Lehman College station. The following services use part or all of the IRT Jerome Avenue Line: The Jerome Avenue Line is served locally by
840-472: The southernmost portion of the line runs underground beneath the Grand Concourse . North of the 149th Street station around the vicinity of Franz Sigel Park, the line curves to the northwest and emerges from a tunnel under Gerard Avenue north of East 153rd Street, and becomes an elevated line over River Avenue just south of the intersection with East 157th Street. Just north of Yankee Stadium station ,
870-530: Was a governmental body in New York City responsible for numerous areas of municipal policy and decisions, including the city budget, land-use, contracts, franchises, and water rates. Under the amendments effective in 1901, to the charter of the then-recently-amalgamated City of Greater New York , the Board of Estimate and Apportionment was composed of eight ex officio members: the Mayor of New York City ,
900-510: Was not found to be feasible to build such a connection because of financial reasons. The Board of Rapid Transit Commissioners, on June 1, 1905, adopted three rapid transit routes: Numbers 15, 16, and 17, all with the purpose of serving the underserved western area of the borough. Route 15 would have been a four-track subway under Jerome Avenue, with a connection to the Ninth Avenue Elevated through 162nd Street. Route 16 called for
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