these are movies of IRT subway lines taken in the 1940s 50s and 60s by various individuals we begin with a look at the Broadway line here a train of hy-vee’s emerges from the tunnel north of 116th Street and comes into the 125th Street Station on the big steel arch bridge over 125th Street formerly called Manhattan Street at this point the Broadway Line was one of the last strongholds of the old-style IRT cars the ones with the 600 volt controllers called the hy-vee’s or high voltage control cars mixed in with these trains are standard body cars and some of the older gibbs bodied cars the first steel subway cars built in 1904 and 5 and modified in later years also included are some of the 50 deck roof cars that were built in 1906 you’ll see them from time to time these views taken in the mid-1950s show the newer trains replacing the old ones but here we have a flashback to the 1940s with a train of high-voltage cars still with the old kerosene markers coming into the tunnel north of a hundred and sixteenth Street there’s one of the Gibbs cars at the south end of a train heading southbound at 125th Street the modified Gibbs cars were of two types the ones that had the modified doors were fitted for multiple-unit door control and could be used anywhere in the Train the ones that did not have modified doors had only hand operated doors and could be used only at the end of a train so that the conductor at the front or the guard at the rear would operate the doors in the train with multiple-unit door control but the doors on the end cars by hand the hand controls were long levers mounted on the ends of the cars there’s one of the deck roof cars these cars were never modified for multiple-unit door control so they could only be used on one end or the other of rain here’s a southbound train with a deck roof car at the south end and the rest of the Train except for the north car would be multiple-unit door control cars so at each station the train stopped at the conductor at the front between the first and the second car would open the doors on the deck roof car by moving the long lever and then using his little button controls to operate the doors in the rest of the Train the guard at the rear between the last car and the second from last would operate in a similar manner if he had a an unmodified car at the rear he would operate the controls in that car by hand and the control in the rest of the Train by the buttons we’re emerging from the tunnel under for George and coming into Dyckman Street Station still in the late 1940s rush hour train of 10 cars and looking north from Dyckman Street we see a train coming from 200 7th Street Station via Nagle Avenue and down around the curve into the Dyckman Street Station at the north end of the tunnel the platform’s had already been extended to accommodate ten car trains and you can see the tunnel portal there there was also a substation next to Dyckman Street Station and the substation at one time had a sighting of its own but the sighting is where the platform’s were extended on the southbound side a northbound Broadway Line train emerging from the tunnel and a southbound train another northbound train of hy-vee’s at the tunnel portal at Dyckman Street typical station sign at street level telling passengers what trains they could board their two hundred 25th Street and Broadway was

just over the Harlem River Ship Canal between Manhattan and the Bronx technically this part of the Bronx was in Manhattan since it was within the boundary lines of the original Spuyten Duyvil Creek and Harlem River but it’s on the north side of the ship canal bridge the Ship Canal Bridge was the second one built there the first one was moved down to 200 7th Street and became the University Heights Bridge this second Bridge was added in 1907 when the IRT line was extended northward on an elevated structure along Broadway and the second bridge had the second level for the yellow for the IRT trains around 1960 this bridge was itself replaced by the present lift bridge which also has two levels as with most IRT lines the middle track was used for off our lay ups of trains not used during the daytime or at night but just to rush hours here’s a train of the high voltage cars with standard bodies they could readily be distinguished from the side because the side doors had three panels below the windows instead of the large single panel which characterized the low voltage control cars and some of the high voltage trailers there’s a deck roof car on the south end of this northbound train you will find deck roof cars and unmodified Gibbs cars only on the ends of the trains since they had the manual door controls here’s a northbound train coming over the Broadway bridge as it was then the Marble Hill station of the New York Central Railroad is immediately below and the train was pulling into the station at 225th Street now we go over to the Pelham Bay line this is looking northward from the Whitlock Avenue station area you see the two truss bridges one over the New York New Haven and Hartford railroad and the other over the Bronx River that train of high-voltage control cars is coming around the curve from the bridges and into the Whitlock Avenue station it has made it stop at Whitlock Avenue station and is heading southward into the tunnel the Pelham Bay line was another stronghold of the high voltage control cars one reason for it was that they could be used at the short stations on the original part of the subway in Manhattan by the way we’re passing Westchester Yard here looking northward into the yard from a train going southbound this is at st. Lawrence Avenue Station this is after 1950 when the World’s Fair cars built in 1938 were taken off the flushing line were replaced by the R 12s 14s and 15s and were put in service on the flushing line where they shared service with the high voltage cars the World’s Fair cars were Steinway cars built to operate with the other Steinway IRT cars here we have a train of almost almost entirely Gibbs cars with just the two South cars standard body cars those Gibbs cars were modified motors though with a multiple unit door control we’re passing more layups here heading northward on the Pelham Bay line we’re approaching Castle Hill Avenue Station with another train laid up this is the curve north of Castle Hill Avenue Station with a southbound train coming around the curve and here we are heading into the Pelham Bay Park terminal back in the days when the IRT old-style cars dominated the service on the Pelham Bay Park Light this rather poor view is heading southward into the tunnel north of 140 ninth Street and 3rd Avenue with the connection for the second Avenue L trains still there although abandoned that structure you saw overhead was the Bergen Avenue connection that allowed 2nd Avenue L trains to operate from Freeman Street into the hundred and forty third Street Station of the third Avenue elevated in the Bronx we look at some of the scenes underground with the old-style IRT cars here for example is

the two-car bowling green shuttle as it was when operated with old-style cars it shuttled only between the short platform at Bowling Green and the inside platform at South Ferry here’s a mainline train heading southbound at 14th Street after fluorescent lights had been installed it became just barely possible to get black-and-white movie footage exposed in a place like this so we’re able to see our old-style IR Treat trains coming around the curve at 14th Street unobstructed by the columns since the columns were in the middle of the platform and in most places there instead of close to the edge 14th Street still has gap fillers to compensate for the whitespace between the car side and the edge of the platform around the sharp curves on the east side IRT the Jerome Avenue line was the last line to use low voltage old-style body cars in regular service so these trains that you see here are probably Jerome Avenue at Jerome Avenue Express’s heading southward at 14th Street by this time headlights have been added to the ends of the old-style IRT cars replacing the kerosene marker lamps you saw in the earlier views these are views taken in the early 1960s when the old-style trains were running out their last miles gradually being replaced by deliveries of newer IRT cars here’s the bowling-green shuttle again still with the old style cars a typical IRT car of the post-world War two ERA the old-style bodies and now we’re writing a RT Lexington Avenue through express emerging from 149th Street and 3rd Avenue and coming up onto the elevated line on West Chester Avenue the structure overhead which you saw in an earlier view had already been torn down although some of the girders remain even today as you see on the left over there that was the Bergen Avenue connection for the Freeman Street trains of the second Avenue elevated line and later of the third Avenue elevated line now we move over into the middle track as we see a southbound train of old-style body cars approaching and we ride the middle track all the way up to Easter hundred 80th Street and in those days the through Express estate on the middle track till Gun Hill Road passing through the South Bronx here we pass various stations of Jackson Avenue Prospect Avenue and so forth as a southbound train on the outside track this is a view at east 180th Street of a southbound train of old-style body cars leaving II started 80th Street going over west toward the 177th Street station and the train was just about to pass the inspection barn which was on the elevated structure there north of a hundred 77th Street Station and which was torn down sometime after 1949 so these views are mixed late 1940s and early 1950s as well as the early 60s at Bronx park East we see a northbound Lexington Avenue throw Express heading up the middle track sometime around 1960 or 61 the expresses were rerouted into the local track and made all stops north of East honored 80th Street but at that time they skipped all stops between our 80th Street and Gun Hill Road pulling into the middle track at Gun Hill Road and then crossing over to the outside track north of Gun Hill Road here again is a through Express of old-style body IRT cars heading northward coming up to Pelham Parkway up the long braid from Bronx Park East and

passing right through Pelham Parkway station without stopping passing through Allerton Avenue and Burke Avenue the expresses of course operated southbound in the morning rush hour and northbound in the evening rush hour and now at Gun Hill Road we have a northbound through Express and a northbound regular Express approaching Gun Hill Road simultaneously in an evening rush hour the Train nearest to us is the through Express making it station stop in the middle track at Gun Hill Road since the throw Express is switched over to the local track north of Gun Hill Road it was necessary for one train to wait for the other one to leave before the one train could move he is another throw Express coming up in to Gun Hill Road this time without being accompanied by a train on the outside track by this time the low-voltage trains were the only old-style body cars left the high-voltage cars had all been removed from service and the very late 1950s some of them lasted in service on the Broadway line until 1959 but over here on the East Side IRT lines they had been removed from service sometime earlier now we’re near 200 19th Street Station we see a northbound Express a through Express switching over from the middle track to the northbound outside track and making it station stopped at 200 19th Street from here up to the terminal at 240 first Street all trains would stop at all stations notice the air-raid warning siren on the roof of the station there this was common in the 1950s and 60s when they were still threats of atomic attack on New York City or perceived threats in any event most of the elevated stations had the air-raid warning sirens mounted on their roofs here’s another northbound through Express coming off the middle track and into the outside northbound track just south of the 219 Street Station close up view of the motor truck of one of the low voltage motor cars the white line under the number there indicates that the car could operate only with certain other cars of its type in electric multiple unit service Bedford Park Boulevard 200 Street was the station on the Jerome Avenue IRT line and here we are looking north from

that station way up toward Marshall Parkway with part of the IND concourse yard visible at the lower left this was when IRT Jerome Avenue trains were still operated with old-style body cars of the low voltage type low voltage controller type notice the semaphore signals still in use at that time this is Fordham Road station seen from the parking garage on the east side of Jerome Avenue looking north from Fordham Road in the distances Kingsbridge armory and the train is heading northward toward Kings Bridge Road station here’s a train of newer IRT cars what are they our 17s or something of that type which were slowly replacing the last of the old-style IRT trains on the Jerome Avenue line this train is operating on the middle track here probably some sort of test service rather than revenue run a southbound train of old-style body cars heading into Fordham Road Fordham Tower is visible on the left that’s gone now but it used to control the switches north of Fordham Road that six the ninth Avenue elevated Express’s would use during rush hours when they originated or terminated at Fordham Road this is the curve of the Jerome Avenue line where it leaves Jerome Avenue and curves on to River Avenue between 167th and 161st Street the southbound train is curving off Jerome Avenue and heading onto River Avenue where it will stop at 161st Street next to Yankee Stadium and then proceed down into the tunnel the view here is north looking up Jerome Avenue of a northbound old-style IRT train coming off River Avenue and heading onto Jerome Avenue passing by the old Lincoln Hospital I’m sorry the old Morrisania hospital this is South 161st Street as the Train curves off River Avenue and heads down into the tunnel portal south of the Yankee Stadium which is the structure inches the structure in the background there before it was rebuilt there’s a northbound old-style IRT train emerging from the tunnel and heading up into 161st Street I had a southbound train coming around the SAV same curve and entering the tunnel northbound train emerging from the tunnel and heading up around the curve into 161st Street Station southbound train of new style IRT cars coming around the curve and heading into the tunnel as you can see the new trains were gradually replacing the old ones and we’re interspersed with the old ones on the Jerome Avenue line here here are some views out along the new Lots line in Brooklyn and now we go to Queensboro Plaza where major changes were underway in 1949 this is an IRT subway train of Steinway cars that is old-style bodies coming from Courthouse Square into Queensboro Plaza and we’ll head out to either crushing or Astoria until June of 1949 IRT train served both the Astoria and Flushing lines and those two lines were also served by BMT shuttle trains of elevated cars meeting the steel BMT subway trains at Queensboro Plaza the footbridge that you see here was installed for temporary purposes so that IRT and BMT passengers could transfer now this IRT train has just left Queensboro Plaza and is taking

the crosses across over to the Astoria line this is before the changes were completed at Queensboro Plaza in which all IRT trains would serve the flushing line and all BMT subway trains would serve the Astoria line the platforms on the Astoria line had to be cut back to allow the passage of DMT subway trains he is an IRT subway train from Astoria coming into Queensboro Plaza the IRT used the south half of both levels at Queensboro Plaza the DMT used the north half of both levels at Queensboro Plaza so there was quite a complex of tracks and switches here allowing trains from each line to use each half of the station here’s another IRT train coming out of Queensboro Plaza and taking the crossover heading for Astoria all this was rationalized in 1949 when just the IRT half of the station was kept for use by both IRT trains on the south side of both levels and PMT trains on the north side of both levels with all BMT trains operating to and from Astoria and all IRT trains operating to and from Flushing 52nd Street on the washing line with a rush hour Express train of IRT Steinway series old-style body cars would side over the Long Island Railroad again with a train of old-style IRT cars out at 111th Street at the East End of the station we see a train heading for the yard on the lower level going into the ramp and an express train heading for Willets Point Boulevard on the upper level our train is riding the outside local track crossing over the yard lead where we saw a train of VMT L cars there the q-series type cars and heading out toward Willets Point Boulevard the station which had been greatly modified for the 1939 and 40 New York World’s Fair heading now over the flushing Creek Bridge we see an IRT train on the Left coming from Main Street and there’s a train of IRT World’s Fair bodied cars fifty of which were built for the service to and from the New York World’s Fair this is at the Willets Point Boulevard station in 1940 and much later on in 1950 we see a new train of our 15 types which along with the our 12 and 14 s replaced the World’s Fair cars and the older Steinway cars on the flushing line IRT service there’s a solid train of our 15 s and it’s passing a solid train of our 12 and 14 here we have a train of the our 12s and 14s which were built around 1948 and 49 and this and this is a train of ar-15s the first arch roof cars which came in 1950 the are twelves 14s and 15s could all begin to mixed in trains but at first they were kept in solid trains of their own types the our twelves 14s and 15s remained on the flushing line until about 1963 when they were replaced by the new our thirty Six’s for service to the 1964 and 65 New York World’s Fair then they were scattered all over the remainder of the IRT system this is the Grand Central Station of the IRT flushing line with trains of our 12s 14s and 15s in service before 1963 it is a train of our 12 and 14 s and another similar train at Grand Central still at Grand Central still watching

trains of our 12s and 14s which were kept in solid trains at that time Queensboro Plaza again after the modifications had been made so that only the south half of both levels was in use with the south track on both levels for IRT trains and the north track and both levels for BMT trains across the platform transfers were therefore made possible and the north platforms on both levels were abandoned and were later torn down he is a solid train of r15 IRT cars coming from Courthouse Square into Queensboro Plaza and on the adjacent track we’re second Avenue L trains had once come in we see BMT trains and we panorama round for a look at the abandoned began T half of the upper level is another train of our 15 IRT cars coming into the Queensboro Plaza station upper level south half beyond the station the crossovers were still in place allowing the IRT subway trains to go to the Astoria line but by this time the regular service was rationalized so that all IRT trains use the flushing line as that one is doing heading eastward out of Queensboro Plaza would side again with trains of the our 12s 14s and 15s this is the early 1950s now after the new equipment had displaced the old Steinway cars which were then scattered around the other IRT lines a solid train of IRT our twelve and fourteen and now it’s 1979 and we’re celebrating the 75th anniversary of the opening of the IRT subway in 1904 five old-style IRT museum cars were refurbished for the Diamond Jubilee train which the remainder of this tape is devoted to and the Diamond Jubilee began with a special run from the Grand Central shuttle station down into the Lexington Avenue subway and a trip around the City Hall loop and a ride uptown the museum train was put in regular service on various IRT lines for jubilee purposes and here we see it at the Times Square shuttle at the westernmost platform the old southbound platform of the shuttle here we are back at Grand Central and a quick view of the interior of these cars along with a poster in the car explaining the purpose of the Diamond Jubilee train and hoping that the public will gather some historical knowledge from this two fellows dressed as old-time cops I had a bit of nostalgic atmosphere to the train and now the motovan takes the handles of the Diamond Jubilee train and proceeds down the IRT Lexington Avenue line for a fan trip we scatter ourselves around the IRT and we wind up at 96th Street there’s the train heading northbound and coming north out of the tunnel out of the tunnel north of 116 Street and into the 125th each station on the Broadway line the three cars with wooden window frames had the window frames painted orange and the two cars with brass window frames had the window frames polished the red paint was in simulation of the original IRT cars of 1904-1905 complete with striping and fancy lettering electric marker lamps were made up simulating the old-style kerosene marker lights and we used both as markers on the rear and headlights on the front here the train

lays over in the middle track at 125th Street and Broadway while regular trains and service pass it by in both directions these were photo stops made simply for the benefit of the railfan photographers on board the train now the southbound Diamond Jubilee train is heading back into the Broadway line tunnel north of 100 and 16th Street a special ceremony was held in front of City Hall in Manhattan to mark the 75th anniversary of the Diamond Jubilee train October 27th 1904 to 1979 the Diamond Jubilee train along with a BMC train were displayed in the be Mt Chambers Street station under the municipal building adjacent to City Hall and then the four car Diamond Jubilee train one car was saved for display purposes was run across the Williamsburg Bridge past the William Savings Williamsburg Savings Bank dome as you see over here and as far as Marcy Avenue in Brooklyn where it was turned back for the run back to Manhattan admittedly this was not part of the IRT lines neither in 1904 nor at any other time but conditions having changed so much since 1904 it was no longer possible to duplicate the run of the original IRT subway so some substitutions had to be made and for the benefit of the photographers that day it was certainly a lot nicer having the train outdoors there it is at Marcy Avenue and heading out beyond Marcy Avenue to turn back to Manhattan you see it moving into the middle track there to make the reverse move having made the reverse move the train approaches Marcy Avenue on the Manhattan bound site and will run across the Williamsburg Bridge and back into Chambers Street one car of the train was left at Chambers Street Station for the display for the general public now the Diamond Jubilee train ran fan trips on many places here it is on the Pelham Bay line crossing over the Bronx River on one of the steel truss bridges it will cross the New Haven railroad tracks on the other trust bridge and curve around it to whitlock Avenue from which station this view was made in the lower right hand corner may be seen the Old West Chester Avenue Station of the New Haven railroad station had been abandoned in 1934 New Haven service and 1937 for New York Westchester and Boston service here’s the Diamond Jubilee train coming through Whitlock Avenue southbound ready to enter the tunnel of the Pelham Bay Line and head down through the South Bronx and into Manhattan most IRT lines were covered at one time or another during the Diamond Jubilee celebrations in 1979 and 1980 here we are at Bronx Tale Avenue awaiting the Diamond Jubilee train which is running behind a northbound regular train and now here comes the Diamond Jubilee train crossing Bronx Tale Avenue on the dire Avenue line this tool was a fan trip the train went up to Dyer Avenue reversed ends and here it is making a photo stop at Baychester Avenue Station and coming south approaching Gun Hill Road on the Dyer Avenue line through the South Bronx the train crosses over the various streets leading from the Westchester Avenue Line down into the station at 140 ninth Street and 3rd Avenue trainers appears to be crossing over Brook crossing over Brook Avenue at that point and is heading down into the tunnel leading into the third Avenue station the first station on the ground

here we are emerging from the tunnel portal on the Jerome Avenue line and heading up around the curve past the now rebuilt Yankee Stadium near the 161st Street Station still on the Jerome Avenue line we passed through the 167th Street 170th Street area as seen from the roof of a parking garage the tracks used by the Polo Grounds shuttle and earlier by six the ninth Avenue elevated trains to connect to the Jerome Avenue line were still visible in the picture there since the structure was still in place this northbound Diamond Jubilee train has left the Kings bridge Road station and is passing by the IND concourse yard and is heading north into Bedford Park Boulevard Station now the Diamond Jubilee train is on the Broadway IRT line approaching the 240 second Street terminal we’re looking from inside the 240th Street yard down the log yard leave tracks and we see the Diamond Jubilee train passing the diet the yard leave tracks and heading up into the toilet 42nd Street Van Cortlandt Park terminal there was a period when the Diamond Jubilee train would operate regularly on this line on weekends and would be met by the Transit Authority’s transit information bus which was a 1938 Fifth Avenue coach company yellow coach double-decker number twenty one twenty four which would meet the train at Van Cortlandt Park so that passengers could ride the train one way and the bus the other way if they so chose there is the transit information bus former Fifth Avenue coach company two one two four right down below the Van Cortlandt Park terminal of the Broadway Line this was the Nostalgia special in the 1979-1980 period as far as the IRT train was concerned right an old-time train northbound and if you chose right an old-time double-decker bus southbound this went on for several weekends and another weekend here is the Diamond Jubilee train approaching and stopping at the 240 second Street terminal as seen from the south and looking north and here’s the same train having made its station stop and changed ends now heading south out of 200 42nd street Van Cortlandt Park terminal for another run down the Broadway IRT subway there was a period during the week when the Diamond Jubilee train was placed in regular Lexington Avenue local service between Brooklyn Bridge and 59th Street only at 59th Street there is a tail track between the two local tracks on the upper level which allowed the train to be turned from northbound to southbound the train was operated two minutes behind a regular train placing it as an extra in between two normal Lexington Avenue locals and it was open to the public many people got on board the train and marveled at the restored old-time IRT trains and expressed nostalgia at having ridden cars like this which weren’t in such good condition though many years earlier other people simply got on the train figuring it was a normal train and paid not the slightest attention to the fact that it was a train of restored old-time cars they simply used it to get from 59th Street to some other station or two points in between here it is at 14th Street on the southbound local track some people stood there bewildered wondering whether this was a regular train but it was operated as a regular train between Brooklyn Bridge and 59th

Street still at 14th Street this time northbound leaving 14th Street as a northbound local the Diamond Jubilee train proceeds around the curve and heads up north it will not stop at 18th Street because that station was closed and abandoned around 1948 its next stop will be its next stop will be 23rd Street southbound at Grand Central the five car train stops in the local at the local platform people rush to get on board and it continues north making all stops to 59th Street only then comes the fun of discharging all the passengers reversing at the tail track and pulling into 59th Street southbound empty and watching all the passengers get on board for a local run down to Brooklyn Bridge the train was stored when not in use at Westchester Yard and here it is pulling out of the Express track at Port Chester on the Pelham Bay line heading north up the middle track and will be put into Westchester yard for its overnight service another use of the Diamond Jubilee train was on the Queen’s Day celebrations held once a year in the borough of Queens with ceremonies and attractions in the world’s fairgrounds at Flushing Meadows Park and the Diamond Jubilee train was operated as an Express between Woodside and Main Street stopping of course at Willits point for the visitors to the to the Queen’s Day celebrations here it is arriving at Willets Point on a westbound trip the train shuttled only between Main Street and Woodside in order not to have to follow the regular trains on the two-track portion of the line near Queensboro Plaza at Woodside it could simply reverse ends in the middle track without interfering with regular service there’s a regular train of our thirty Six’s as we take the upper level heading toward one hundred and 11th Street and add a hundred and eleventh Street from one of the platforms we look up and see the Diamond Jubilee train in Queens day celebration service passing by on the Express track for this shuttle service one red taillight and one white headlight were left in place on each end of the train these were the ones I mentioned before were made up to look like the old-time kerosene lamps and were simply switched from taillight to headlight as the train reversed ends this train has changed ends at Woodside and is heading back toward Willets Point at Main Street as it does so it passes a regular flushing train heading eastbound another view on a Queen’s Day celebration the train has left Woodside and is heading eastward towards Willets Point and Main Street a regular passenger stop was made at Junction Boulevard which is a regular Express stop anyway and then the train would pull out and head for Willets Point Boulevard the next stop here it is again eastbound at 111 Street taking the upper level flyover above the local tracks and the

yard lead tracks after the Diamond Jubilee was over the train was stored in concourse yard pending the operation of other fan trips and celebrations which unfortunately never came graffiti vandals rather soon attacked the train as it stood on a track at the south end of concourse yard and as may be seen here deterioration set in as more and more vandalism occurred the Train never operated as a Diamond Jubilee train again or as anything else under its own power the cars were so badly vandala vandalized that they were not considered up to restoration and they were either scrapped or sold with one or two cars going to the Brantford Trolley Museum thus ending our look at the IRT line and the Diamond Jubilee train