An eight-car train gets ready for a trial run on the Sea Beach line. Source: NYCSubwayChat

THE COMMUTE: Three weeks ago I mentioned how the bus transfer system confused me as a youngster. I also had difficulty understanding the original porcelain IRT subway signs stating “Subway To All Trains,” which were still in use in the 1970s. As I grew up, I realized that the original meaning of the word “subway” referred to the underground passageway, not to the trains themselves and that “all trains” meant you could travel in both directions since that is not possible at some station entrances.

In October 2004, what we call the subway system celebrated its 100th birthday, but portions that are not underground are actually much older. In Sheepshead Bay we do not even have a subway — only outdoor segments, which connect to the subway within the inner neighborhoods of Brooklyn. There is a wealth of information on the internet regarding the history of the system and plans for expansion that were never realized. The premier subway site is nycsubway.org, which can answer most questions about the subway system. If not, you can always post your question on a transit forum such as subchat.com and a knowledgeable person will probably respond to you within minutes.

What I intend to do in this series is to concentrate on the history of the parts of the system directly affecting our area, give a general overview of the rest of the system, and point you to sites where you can find more detailed information.

The Brighton Line

Unlike the rest of the subway system, which was designed to get people from their homes to their place of employment in Manhattan, the Brighton Line (originally the Brooklyn, Flatbush, and Coney Island Railroad), Sea Beach (New York and Sea Beach Railroad), Culver (Prospect Park and Coney Island Railroad) and West End (Brooklyn, Bath and Coney Island Railroad) lines were actually built for the opposite reason — to bring Manhattanites to the shores of Brooklyn, and they predated the first subway by decades.

These lines all started as two-track steam railroads operating on the surface with grade crossings. Mainly the resort hotels along the Coney Island shore built the railroads to enable access to their hotels. As surface traffic increased, these lines were either placed in open cuts, on embankments, or on elevated lines above existing streets to eliminate grade crossings before and after the building of the first subway. In my previous bus articles, I stated that no one actually sat down and planned the bus system, and that the system just evolved over time. The same is true about the subway system. It is a hodgepodge of former railroad open cut and elevated segments joined to a subway system that was built later. Additional elevated segments were added in outlying areas where it made little sense to dig underground.

The original two-track Brighton Line branched off from the Long Island Railroad (LIRR), originating at Atlantic Avenue and the East River at a point called South Ferry. The LIRR trains operated along the surface of Atlantic Avenue to Jamaica and points east and south. At Franklin Avenue, Brighton trains turned south toward Prospect Park along what is now the Franklin Avenue Shuttle and continued south, terminating near what is now Brighton Beach Avenue and Coney Island Avenue, near the Brighton Beach Hotel. A detailed history of the Brighton line can be found here.

At South Ferry in Brooklyn, at the foot of Atlantic Avenue, a ferry transported riders to South Ferry in Manhattan where an assortment of horsecar lines and steam railroads, either on the ground or elevated, transported riders to and from other parts of Manhattan and points north.

Other Brooklyn Railroads

Similarly, the Sea Beach railroad transported passengers from Manhattan to the Sea Beach Palace Hotel, located near Surf Avenue and West Eighth Street. One boarded a ferry at South Ferry in Manhattan to a pier at 69th Street in Brooklyn where the Sea Beach railroad began.

Ferries also operated from South Ferry in Manhattan to a pier at 39th Street in Brooklyn, where the Culver Line began. Named after Andrew Culver, it operated along a right-of-way just south 38th Street to Gravesend Avenue (now McDonald Avenue), also operating to Coney Island. The West End railroad took a different path from the 39th Street Ferry, along what is now New Utrecht Avenue. It operated similarly to the current West End Line, but instead of turning onto 86th Street, it continued south at grade until a point between Bath Avenue and Cropsey Avenue, where it also continued to Coney Island.

In the 1800s, amusement parks, beaches, and resort areas were not only located in Coney Island, but also in Bath Beach and Ulmer Park along Gravesend Bay, Brighton Beach, Bergen Beach, and Canarsie. Sheepshead Bay Road (then called Shore Road) and Emmons Avenue were lined with dozens of smaller hotels. The Canarsie Railroad, or the Brooklyn and Rockaway Beach Line, began operation in 1906 in East New York, connecting with the Long Island Railroad and operated also along the surface all the way to the Canarsie shore between East 95th Street and East 96th Street.

In 1942, it was cut back to its present terminus at Glenwood Road and replacement service was offered via a trolley along Rockaway Parkway, and a free bus/subway transfer was instituted — the only bus subway/transfer in the city where you can transfer to a second bus for free. At the shore, you could also board a steamboat to the Rockaways. That cost extra.

Congestion Ahead

As early as the mid-1800s, Manhattan was being strangled in surface traffic congestion worse than it is today. Steam railroads could no longer operate on the surface and they had to be elevated. The “El” trains, or “Els” (short for “Elevated”), as they were more popularly called, were built first above Ninth Avenue, then on Sixth Avenue. They were soon followed by Els along Third Avenue and Second Avenue, in that order, which later were extended into the Bronx and Queens. The Q and N Astoria line is actually a remnant of the Queens branch of the Second Avenue El in Manhattan, originally operating via the Queensboro Bridge (now the Ed Koch Queensboro Bridge/59th Street Bridge) before the building of the 60th Street tunnel. Thirty-first Street in Astoria, where the El operates, was also called Second Avenue at the time, so the El went from Second Avenue in Manhattan to Second Avenue in Queens.

As with the railroads, ownership frequently changed hands, sometimes through complicated leasing agreements. Wikipedia has more detailed information and describes the actual routes these railroads took. Eventually all the Manhattan Els were operated by the Interborough Rapid Transit Company (IRT), the same company that built the first subway.

In Brooklyn, Els were built along Lexington Avenue, Myrtle Avenue, Broadway and Fulton Street in Northern Brooklyn. The Brighton line was rerouted from Atlantic Avenue to the Fulton Street El 13 years after the LIRR terminated its agreement with the operators of the Brighton Beach railroad. In western Brooklyn, there was the Fifth Avenue El, which shifted from Fifth Avenue to Third Avenue at 38th Street and ended at 65th Street. Trains left the El at 38th Street to connect to the Culver Line and West End Lines, and at 65th Street to connect with the Sea Beach Line. Much more about early Brooklyn rapid transit and the multitude of companies responsible for their operation can be found here. Brooklyn Els were eventually operated by the Brooklyn Manhattan Transit (BMT) Company.

In the next segment: How the invention of electricity changed the system, how the opening of the Brooklyn Bridge affected transit and the first subway.

The Commute is a weekly feature highlighting news and information about the city’s mass transit system and transportation infrastructure. It is written by Allan Rosen, a Manhattan Beach resident and former Director of MTA/NYC Transit Bus Planning (1981).

Disclaimer: The above is an opinion column and may not represent the thoughts or position of Sheepshead Bites. Based upon their expertise in their respective fields, our columnists are responsible for fact-checking their own work, and their submissions are edited only for length, grammar and clarity. If you would like to submit an opinion piece or become a regularly featured contributor, please e-mail nberke [at] sheepsheadbites [dot] com.

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  • Flatbush Depot

    Change author’s name listed at beginning of article please

    (This comment can be removed once it has been read)

  • Allan from Gravesend

    I’d like to hear more about the Bay Ridge branch from 65 st to East NY that I understand is still active as a freight line. What is the future of that line?  Would I love to hop aboard and go for a ride on those tracks through Brooklyn?  

    • applegreen

      is that the one that runs between (and parallel to) Ave I and Ave H? Cuz, i wanna know about that one too. 

    • Allan Rosen

      It is still an active freight line with one train a day.  One or more tracks have been removed and only one track remains. There have been plans for years to reactivate it as part of the Triboro Rx plan, but they remain dormant as long as no one actively pushes for the line’s reactivation.

      As part of NYC’s Department of City Planning’s Master Plan released in 1969, the portion of the line east of Brooklyn College was to be studied for re-activation for passenger service.  There also were plans to turn the line into a Cross Brooklyn Expressway, but that was scrapped after Mayor Lindsay proposed to build housing above the espressway.

  • http://www.brucebrodinsky.com Bruce B

    Thx for a most interesting article and for giving links for further reading.

  • Ron123

    THANK YOU I read that a few years ago there was an old LIRR passenger car that was hooked up to a diesel for a tour of the Bay Ridge Branch

    • Allan Rosen

      That was either in 1999 or 2000.  I was on that trip.  It was on a 98 degree day in July.  The windows did not open and there were no fans. It was stifling hot.  The worst part was having to smell the asbestos from the brakes during the 5 minute ride through the East New York Tunnel.  Still it was very interesting.  You get a totally different perspective of Brooklyn from that train.  Because of all the summer foliage along the right of way, you get the inpression that Brooklyn is still undeveloped, although you are between Avenues H and I.  The wierdest part is cutting through the grid of streets in Borough Park.  It was very easy to lose track of where you are.

      • Ron123

        Let’s rally the Transit Museum to bring it back in the Fall or Spring so that is not a problem. Let’s go from 65th Street to Metropolitan Avenue. I think it would be coo to go through the terminal market in Canarsie.

        • Allan Rosen

          I forget who sponsored the tour the last time but it wasn’t the Transit Museum.  I think it might have been the Electric Railroader’s Association.

        • Allan from Gravesend

          Count me in.  Let’s take it a step further.  Manhattan can have it’s High Line and Brooklyn can have it’s Low Line with it’s own working slow speed train to nowhere chugging along just below the surface of Brooklyn neighborhoods.  Or maybe it could be one helluva bike path.  What do you think, Allan?

          • Allan Rosen

            What Brooklyn doesn’t have is a quick way across Brooklyn or a quick mass transit route to JFK. I would reactivate the Bay Ridge line and then build an el above Linden Boulevard in East New York where it is mostly industrial to Aqueduct where it could hook up with the Airtrain to JFK. It could be built to be quiet like the Airtrain and little light would be blocked out.  The only tricky part would be to rise above the IRT at Linwood Street.

            If it went all the way to the Hudson River around 65th Street, a ferry terminal could be built to get to Manhattan and there would be transfers to all the Brooklyn routes it crosses (Culver, Brighton, and Nostrand Avenue)  Transfers are also possible for the West End and Canarsie lines also.) It would greatly speed cross Brooklyn travel and we wouldn’t need as much bus service which is labor intensive.

          • Ron123

            You need to head the MTA.  Great idea.  More Rail lines

          • Allan Rosen

            Thanks for the vote of confidence.

          • Andrew

            And how do you propose to pay for this?

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  • Peppertree5706

    Thanks for the brief history about the subway. I also remember that the BMT used the Brooklyn Bridge to terminate at Park Row, just across the bridge. 

    Also the Flushing Line and Astoria Lines were once jointly operated by the BMT and IRT. 

    Looking forward to reading more. 

    • Allan Rosen

      All of that is coming in future segments, perhaps even in the one that will appear tomorrow. You won’t have to wait until Monday.

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