IRT Intricacies 5: South Ferry

South Ferry outer loop platform

So far, I’ve covered abandoned stations from the original 1904 IRT subway line. Soon after the 1904 opening of the IRT, large expansions were made to the system. The South Ferry loop station opened in 1905, constructed as a part of Contract 2. (Contract 2 extended the IRT south from City Hall, through the new Joralemon St Tunnel under the East River, and to the Atlantic Terminal at Atlantic Ave/Flatbush Ave in Brooklyn. The C2 construction was completed in 1908.) At that time, the loop tracks were connected only to the IRT Lexington Ave line at Bowling Green, and only the outer loop platform had been constructed. Southbound trains not headed to Brooklyn could instead turn back north here. The outer loop platform was built at 5-car length, like most other original IRT local stations. However, like the City Hall loop, it was never extended to full length due to the impracticability of doing so.

South Ferry inner loop platform

Since the opening of the Atlantic Terminal in 1908, many trains were regularly sent to the Bowling Green loop instead of continuing to Brooklyn, despite high demand in Brooklyn. In response, a third track was built at Bowling Green, along with a 2-car-length platform, and the inner loop platform at South Ferry was constructed. When the Dual Contracts expansion of the IRT system was opened in 1918, the new platforms were placed into service for the Bowling Green shuttle.

Additionally, as part of the dual contracts construction, the IRT 7th Ave line—which would extend south to South Ferry—was built starting in 1914 and completed in 1918. This created the connection that the (1) train currently utilizes. Trains from 7th Ave would always utilize the outer loop track and platform, while the Bowling Green shuttle and trains from Lex used the inner loop track.

The Bowling Green station was long plagued by overcrowding, and in 1972, the MTA rehabilitated the station and built a new side platform for the northbound track to address the problem. It was at this time that the ‘70s style orange tiles were installed. All of the MTA stations built and rehabilitated during this time received a “fresh” treatment with these ugly-but-intriguing tiles.

Bowling Green, as seen from abandoned shuttle platform

As the fiscal crisis hit the city during this time, Bowling Green shuttle service was cut to help reduce the MTA’s operating deficit (despite the fact that the platform had just received the same fresh tile treatment), and the Bowling Green shuttle and South Ferry inner loop platforms were abandoned.

After 9/11, the city received recovery funds from the federal government for rebuilding destroyed subway lines, and some of this was dedicated towards a new South Ferry station project. The project ended up costing $530 million, and included building an entirely new South Ferry station complex. The project would increase the hourly train capacity of the (1) line, as well as make the platforms full 10 car length and give the MTA’s 21st century station look to South Ferry.

Newer tracks leading to new South Ferry station

With the completion of construction of the new South Ferry, the South Ferry loop was officially abandoned in 2009. However, a few short years later in 2012, Hurricane Sandy hit the city. Storm surge flooding caused the entire new South Ferry station complex to flood, along with most of the under-river tunnels. South Ferry was damaged so severely that the new station was completely shut down, and (1) service terminated at Rector St for around 8 months. During this time, the old South Ferry loop station was rehabilitated and opened for full time service again, as it was not damaged nearly as badly as the new station.

The old South Ferry loop stayed in service for a few more years while the new station complex was reconstructed and rehabilitated. The loop station was officially abandoned again in 2017, with the second opening of the new South Ferry station.

Today, the old loop station has collected quite a bit of dust, but remains lit and looking very much the same as when it was first closed. I personally love the architecture of this station, and it’s a shame they couldn’t have replicated some of the artwork from the old station in the new station. It’s always nice to visit this place.

IRT Intricacies 4: 91st St

From 18th St, our journey takes a turn northwest up to the Upper West Side. Here, still on the original IRT Subway line, lies the 91st St station. In service from the original opening of the IRT in 1904, the 91st St station was a local station on the IRT Broadway line until it was removed from service in 1959. Like 18th St and Worth St, 91st St was closed after the systemwide platform lengthening project, as it comes within close proximity of the full length 86th St and 96th St platforms (especially 96th, which ends close to 93rd St). Today, the 91st St station sits collecting dust, with most of the original tile work under several coats of spray paint.

42nd St Lower Level

Walking down the dark and dirty roadbed, the sound of boots squelching through mud echoed through the tunnel. Despite the trash and dirt strewn everywhere, I was comfortable. We were walking up the IND 8th Ave line, AKA the (A) (C) (E), and I was in my element.

If you’ve read a good portion of the posts on my page, you may have noticed that I love the IND. Beyond my appreciation for their ambitious plans and (often) good engineering, there is something special about walking through an IND tunnel. They tend to be more spacious than the IRT and BMT, and overall just have a different vibe. The usually-longer length between stations gives IND tunnels a unique kind of solitude. Late at night, it makes for a nice break from the usual hustle and bustle of the Big Apple.

Back under Midtown Manhattan, we neared the end of the tunnel, a dull fluorescent light illuminating the edge. The sludge deepened, though not as much as we expected, and we climbed up onto the platform without too much mud on our boots. The number “42” could be seen on the wall. The 42nd St lower level station on the 8th Ave line was officially abandoned in 1981, after being used for 23 years as a station for special trains (such as the JFK Express, “Train to the Plane”). Oddly enough, the lower level began construction in in the late 1920s along with the rest of the station, but it wasn’t completed until 1958. The reasoning for even building this isolated platform is unclear. In 2010, the MTA cut right through the middle of the 42nd Lower platform in the construction of the 7 line extension to 34th St—Hudson Yards. The platform was divided into thirds, with the north and south segments remaining pretty much intact, and the middle segment containing electrical equipment for the 7 line. Though it isn’t my favorite part of the 8th Ave line, it’s always nice to pass through this piece of history.

IRT Intricacies 3: 18th St

Continuing up the original IRT subway, we arrive at our next abandoned station: 18th Street. 18th St was put in service with the rest of the IRT line from City Hall to 145th St on October 27th, 1904, with two 5-car side platforms, as was the standard for the IRT local stations.

As platform lengthening spread through the system, the 23rd St station (the next stop going north) was extended south, and the 14th St-Union Square station was extended north. With the average NYC block being about 264 feet long between consecutive streets, it was illogical to have the three stations so close together. As a result, 18th St outlived its useful life, and it was removed from service on November 8th, 1948.

IRT Intricacies 2: Worth St

After posting the first edition to this series, I realized that I left out something very important—what IRT actually means. The IRT was the Interborough Rapid Transit Company, the first of the three companies in NYC that ran subways. Soon after the creation of the IRT came the BRT (Brooklyn Rapid Transit Company, replaced by the BMT—Brooklyn Manhattan Transit Corporation), and finally in 1932, the city-owned and city-operated IND (Independent Subway System).

Going up the original IRT subway line, we come to the first abandoned station: Worth St. Unlike other abandoned IRT stations, the west platform (formerly the southbound local platform) is full length, fitting 10 car trains. Stations on the original IRT line were built with 5 car platforms, with all but the abandoned stations soon being extended to 10 cars. The northbound Worth St platform was left at 5 car-lengths.

The Worth St station was abandoned after the next station south, Brooklyn Bridge-City Hall was extended to 10 cars. Since the Brooklyn Bridge station was extended north towards Worth St (due to the south end of the station being in close proximity to the City Hall interlocking), the Worth St station outlived its useful life.

IRT Intricacies 1: City Hall Loop

It’s only appropriate to start this IRT-focused series with a City Hall loop post. This iconic spot is probably the most well known abandoned station in NYC, and for good reason. The station was designed by Rafael Guastavino and features breathtaking architecture, with arched ceilings, colored tiles, chandeliers, and skylights. It was designed to be the crown of the original IRT subway—the first subway line in NYC—opening with the rest of the line up to 145th St on October 27th, 1904.

As time went on, the IRT lengthened trains and stations from 5 cars to 10 cars to increase capacity. This would be the downfall of the City Hall loop station: since it was built so close to the Brooklyn Bridge station, an express stop, it was illogical to lengthen the City Hall platform to 10 cars. As a result, revenue service at the station was discontinued on December 31st, 1945. However, the loop is still used to turn (6) trains from the downtown to the uptown track, as Brooklyn Bridge is the southern terminal station. It is still possible to see the station without endangering oneself: the Transit Museum offers tours a few times a year to members, though tickets sell out quickly; it is also possible to stay on the (6) train after Brooklyn Bridge, the station is visible through the window (although this is technically against the rules, it’s unlikely anyone will stop you). Also, to make it very clear, I do NOT condone “subway surfing” into the station. It is dangerous and people often get hurt trying this method of entry.

This series will heavily focus on the original IRT subway line, which ran up the East Side, across 42nd St, and up the West Side, starting at City Hall and terminating at 145th St/Broadway. This original line has many interesting artifacts of another time, for which there is plenty to write. That’s not to say there won’t be some focus on other lines—there are definitely many more “IRT Intricacies” outside of the original line and outside of Manhattan, and I am excited to discuss them.