|
|
| Re: Yankee Stadium and the old IRT 9th Ave. El Connection (684814) | |||
 |
|||
| Home > SubChat | |||
|
[ Read Responses | Post a New Response | Return to the Index ] |
|
||
|
Re: Yankee Stadium and the old IRT 9th Ave. El Connection |
|
|
Posted by JOE @ NYCMTS - NYCTMG on Mon Sep 22 11:00:42 2008, in response to Re: Yankee Stadium and the old IRT 9th Ave. El Connection, posted by SUBWAYMAN on Mon Sep 22 01:31:41 2008. Hello Subwayman The Composites expresses in off peak layup as used on the IRT 2nd and 3rd Ave EL EXPRESS services were laid up on the center tracks of the Bronx 3rd Avenue EL from about (*) 161st Street northward...for express runs ending at either or Tremont Avenue. Some were stored at the E.179th Street Yards of the Bronx 3rd avenue EL until that yard closed sometime in the mid 1940's. And other expresses were stored above Fordham Road Express station (and north to 210th street) for expresses terminating at Fordham Road. The same layup (*) scenario was used for stored Gate and MUDC car Express trainsets, and the later post Jan. 1950 sole surviving fleet of 3rd Ave. EL Q Type and MUDC trainsets. Other Expresses, and Composites, were stored at the E.239th St IRT yards if their runs ended at Gun Hill Road, or during earlier era "EL" express service further north from (lower level) Gun Hill Road Station on the White Plains Road elevated Line. Some 2nd Avewnue EL express service to White Plains Rd. Line "to Freeman St. Station" Composites (and Gate and MUDC) trainsets...were laid up at E.180th St. yards (West Farms) after their final northward PM express run...leaving the yard in the weekday early AM to perform SB Freeman St to 2nd Ave EL services (and later via 3rd Ave EL's replacement rush service to Freeman St till 1947, after the June 1940 "sectional" closing of the 2nd Ave EL portion from E.60th Street north to Harlem River. ALL Layups were at the Bronx portions of lines...on East Side IRT EL's In EARLY AM, The Composites (and their later Q replacements in 1950) - EXPRESSES dead-head relayed SOUTHWARD from their layup "center track" (or yards) location to the nearest "north" route signed passenger pickup station point...either (a) -- E.149th STREET - Starting at roughly 6:30 AM, at below E. 175th Street, to E. 161st St., center track express layup consist(s), starting with the FIRST trainset stored at E.161st St., trainsets gradually relayed south, following each other empty to E. 149th Street Express station center track for first passenger pickups. (b) -- TREMONT AVENUE - Starting at roughly 6:50 AM, express trains center-track stored between E.183rd Street south to E. 179th street, and those coming OUT from the E.179th street yard (when in operation to about 1947) headed south to TREMONT Ave. Express Station for first passenger pickups. (*) NOTE: Some expresses were switched to southbound LOCAL tracks at interlocking just north of TREMONT, to serve as Local-Expresses to 149th Street, to pick up Bronx local station passengers desiring Manhattan Express services. Others alternately scheduled ran THRU express from TREMONT southbound. (c) -- FORDHAM ROAD - Around 7:20 AM, starting at BELOW E.204th street center track layups, express trains relayed, starting with FIRST trainset layup southernmost closest to Fordham Road (usually at E.194th Street & Webster Ave) and relay-followed by subsequent laid up further north consists, dead-head relayed to Fordham Rd.express Station for passenger pickup there. (*) NOTE: Some were switched to southbound LOCAL TRACK at Interlocking just north of Fordham Road EXP Station...top provide "Local-Express" service to alternately either E.149th street (or E. 125th Express Stations and lower level (local) track below E. 145th Street BUT ONLY BY USING "lighter" 'GATE OR MUDC CAR EXPRESS TRAINSETS' there) "LOCAL tracks" ...picking up ALL Local Station passengers between those points and the above 2 indicated express southern point stations. At E. 121st street and 3rd Avenue interlocking (Manhattan), EL GATE OR MUDC CAR CLASS CONSISTS ONLY Local-Expresses to 125th St. Express station LOWER LEVEL switched from southbound Local to southbound center Express track. Others expresses alternately (and most specifically the Composites and later Q Types only) were assigned as center track THRU expresses from Gun Hill Road, Fordhamd Road or Tremont Avenue south into Manhattan. (d) -- Gun Hill Road Station - Starting around 7:30 AM - via either dead-head relaying NORTH on center track layup to there from center layup points above E. 204th & E. 210th street Local stations, or SOUTH to Gun Hill Road from E.239th St yards....trains left Gun Hill Road alternatingly as THRU expresses to Manhattan and Local-Expresses to E. 149th street, becoming Express from E.149th street Express station via being switched at E. 152nd Street Iterlocking to center track southbound. END OF AM RUSH PERIOD -- All Express trains of COMPOSITES (and later Q Types) DEAD HEAD RETURNED northbound, from CITY HALL STATION OR CANAL STREET EXPRESS STATION southern terminals in mid AM returns to the Bronx and assigned lay up positions on northbound LOCAL tracks, usually closely following various scheduled Local Trains. Some GATES AND MUDC ONLY express consists were changed to northbound-return LOCALS only..."extra board" revene carrying to Bronx enroute to later layup at end of "extra" local run. After Nov. 1950, the then-new to 3rd Ave servies Q-Types Expresses-ONLY (and MUDC Locals and expresses) were terminated alternately at either Chatham Square UPPER LEVEL (former 3rd Ave Line South Ferry Branch route station) and CANAL STREET or CITY (lower level) HALL Local-express Stations. After 1953, closing of City Hall Branch and removal --- Q Type Expresses and MUDC Locals and Expresses alternately southern-terminated at Chatham Square (upper level) or Canal Street Stations. Some few scheduled MUDC or Gate expresses did run to and from SOUTH FERRY pre Nov. 1950 of that branch closing and removal later ...as ONLY those car class specific consists were light enough revenue carrying to navigate that 1877 built lattice format structure and weight restrictions. IN EVENING PM RUSH HOUR ONSET - The Bronx "mid-day lay ups of Express consists of variously, Composites, Gate's, MUDC's and later in 1950 onward, just remaining Q Types & MUDC's, dead headed in relays southbound ON SB LOCAL TRACKS, usually following closely a scheduled south bound local. At either (see branch closing dates again above) CITY HAll, CANAL STREET or "SOUTH FERRY using Gates and MUDC consists ONLY" .. the northbound expresses... (a) -- ran Local-Expresses stoping at Expresss stations only in Manhattan, and Local Stations in the Bronx north from either 149th St EXP. Station north, or Tremont Ave. EXP. Station north, towards Gun Hill Road (b) Ran the first expresses as THRU EXPRESSES to Gun Hill Road...laying up north of there at 239th Street yards (c) -- ran the subsequent and later final rush-period THRU express as route-signed to either FORDHAM ROAD and discharged passengers there for relay layup(s) above there and below Gun Hill Road -- (d) -- and later alternately following consists to TREMONT AVENUE with those expresses dead-heading to center track layup north and BELOW Fordham Road (and until 1947, also into the nearby E.179th Street Yards) -- with all those express trackge segments as being relay layup-filled-up at near-end of PM rush hour period, and as thus being bypassed north of TREMONT by solely LOCAL-EXPRESSES operating on NB Local tracks from E. 149th Street to Gun Hill Road. The final expresses dead headed south on SB Local to interlocking just above TREMONT, and headed south on center express track BELOW TREMONT towards E. 161st Sreet (Local Station area) --with subsequent following final express relay layups parking behind and northward above E. 161st Street area. Complicated, length as needs be, but that basically it. NOTE: The POLO GROUND SHUTTLE initially operated Composites and MUDC short trainsets ONLY...those trainsets using EL STYLE "DROP SLED" 3rd Rail Shoes and Manhattan EL (with wood safety backboard) style 3rd Rails...from June 1940 thru 1950 per (a) -- the FINAL closing of the previously HUGE but by post 1941 period somewhat truncated E.155th-159th St street Elevated structure layup yards....where the Composite and MUDC shuttles were laid up and lightly-maintained....heavy repair shopped mainly at Woodlawn-Jerome Line Barns (b) -- ALL Composite Cars gradually being retired between January thru, by, April 1950, for re-using their motor trucks to be transfered to the ex-BMT Q-Types (c) The Steel High V and Low-V Steinway used SHUTTLE trains/ cars were stored at Woodlawn when all were not operating at any given time. regards - Joe |
|
|
|