The main line ceased operation in June 1940,[2][3] after it was replaced by the IND Eighth Avenue Line which had opened in 1932. The last section in use, over the Harlem River, was known as the Polo Grounds Shuttle. It closed in August 1958.[4] This portion used a now-removed swing bridge called the Putnam Bridge,[5][6] and went through a still-extant tunnel with two partially underground stations.[7]
West Side and Yonkers Patent Railway test run, 1867
The predecessor of the Ninth Avenue Elevated was the West Side and Yonkers Patent Railway, which was built on Greenwich Street by Charles T. Harvey and ran from July 1, 1868, to 1870. The line used multiple one-mile-long (1.6 km-long) cable loops, driven by steam engines in cellars of buildings adjacent to the track. Each loop was started when a car neared it and stopped when it had passed. The cables were equipped with collars that the car connected to with "claws". As the claws could not be "slipped" the car was jerked each time it moved to the next cable. The system proved cumbersome, broke down several times and eventually the company ran out of money and the system was abandoned. The new owners replaced the cable cars with steam locomotives.
In 1885, the first demonstration of an electric traction engine in New York took place on the Ninth Avenue El.[10]
Extension
The Ninth Avenue Elevated was extended up Greenwich Street and Ninth Avenue by 1891. The Ninth Avenue El and several other lines of the Manhattan Railway Company were taken over with a 99-year lease by the Interborough Rapid Transit Company on April 1, 1903.[11][12] The Ninth Avenue Elevated extended over 100 feet (30 m) above the street at "Suicide Curve", where the line made two 90-degree turns above 110th Street to travel from Columbus Avenue to Eighth Avenue.[13] On September 11, 1905, the worst accident in the history of New York's elevated railways took place at a curve at 53rd street, resulting in 13 deaths and 48 serious injuries.[9] The rebuilding project was extended all the way north to 116th Street, creating Manhattan's first three-track elevated, although center-track express service did not begin until 1916.
The line began at South Ferry and ran along Greenwich Street from Battery Place to Gansevoort Street in lower Manhattan, Ninth Avenue in midtown (joining with the Sixth Avenue El at 53rd Street, continuing along Columbus Avenue in upper Manhattan between 59th Street and 110th, turning east on 110th and running north on Eighth Avenue (Central Park West and Frederick Douglass Boulevard) until the Harlem River.[14]
In January 1917, the installation of a third track was completed.[15] The third track allowed the IRT to begin running express trains on the line in July 1918, from 125th Street to 155th Street; trains began using the new express station at 145th Street for the first time.[16] At the same time, the line was extended to 162nd Street in the Bronx, and stations were opened at Sedgwick Avenue and Anderson–Jerome Avenues.[16] In December 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.[17]
As of 1934, the following services were being operated:
9th Avenue Local — South Ferry to 155th Street all hours, extended Sundays and late nights to Burnside Avenue via Jerome Avenue Line.
9th Avenue Express — Rector Street to Burnside Avenue via Jerome Avenue Line weekdays and Saturdays daytime, extended to Fordham Road weekday rush periods, also Saturday morning rush and afternoon thru PM peak. These trains ran express south of 155th Street southbound until noon and northbound after noon, and made all stops in the opposite direction.
Closing and Polo Grounds Shuttle
Most of the line was closed June 11, 1940, and dismantled, following the purchase of the IRT by the City of New York.[2][3] A small portion of the line north of 155th Street remained in service as the "Polo Grounds Shuttle".[18][19] Service ended in August 1958 as a result of the departure of the New York Giants baseball team, which had relocated to San Francisco, and the ending of passenger service on the New York Central's Putnam Division.[4][20]
^Shaw, Robert B. (1961). Down Brakes: A History of Railroad Accidents, Safety Precautions and Operating Practices in the United States of America. London: P. R. Macmillan. OCLC2641112.
^ abReed, Robert C. (1978). The New York Elevated. South Brunswick, NJ and New York: Barnes. p. 138. ISBN0-498-02138-6.
^Sansone, Gene; P. Roess, Roger (August 23, 2012). 9783642304842. Springer Science & Business Media. ISBN9783642304842.
^Feinman, Mark S. "Continuing the Story of the 9th Avenue El". Retrieved August 4, 2009. On April 1, 1903, the entire Manhattan Elevated system was leased to the IRT Company for 999 years. Subway system construction was planned to connect with the Els at various points. By June 25, 1903, the last steam-powered elevated train was operated in passenger service on the 9th Ave El.
Note that this is a list of New York City Subway lines, which are the physical infrastructure over which services operate. Lines with colors next to them are trunk lines; trunk lines determine the color of New York City Subway service bullets, except for shuttles, which are dark gray.
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