Park Avenyu magistral liniyasi - Park Avenue main line

Park Avenyu magistral liniyasi
Park avenyu tunneliga qarab janubga qarab
Park Avenue tunneliga janub tomon qarab.
Umumiy nuqtai
HolatOperatsion
EgasiMetro-Shimoliy temir yo'l
MahalliyNyu-York shahri
TerminiKatta markaziy terminal
Mott Haven Junction
Stantsiyalar2
Xizmat
TuriYuqori tezlikda harakatlanadigan temir yo'l
TizimMetro-Shimoliy temir yo'l
XizmatlarHarlem Line, Hudson chizig'i, New Haven Line
Operator (lar)Metro-Shimoliy temir yo'l
Tarix
Boshlandi1831 (1831) (ko'cha temir yo'li)
Bajarildi1875 (1875) (Yorkville tunnel)
Texnik
Treklar soni4
BelgilarTunnel, baland
Yo'l o'lchagichi4 fut8 1⁄2 yilda (1,435 mm) standart o'lchov
Yo'nalish xaritasi

Afsona
Harlem Nyu-Xeyven ga Vassaik & Nyu-Xeyven
Xadson ga Poughkeepsie
Mott Haven Junction
138-uy (yopiq)
Oak Point havolasi
Harlem daryosini ko'tarish ko'prigi
2-zona
1-zona
4,2 mil
6,8 km
Harlem – 125-chi ko'cha ​ ​
Park Avenue tunnel
Park Avenue tunnel
86-chi ko'cha (yopiq)
72-chi ko'cha (yopiq)
59-chi ko'cha (yopiq)
0,0 milya
0 km
Katta Markaziy
 ​ ​ ​ ​​42-chi ko'chadagi Shuttle
Ushbu diagramma:

The Park Avenyu magistral liniyasidan iborat bo'lgan Park Avenue tunnel va Park Avenue Viaduct, bu temir yo'l liniyasi Nyu-York shahri ning Manxetten, butunlay bo'ylab yugurish Park xiyoboni. Bu chiziq to'rtta yo'lni olib yuradi Metro-Shimoliy temir yo'l dan tunnel sifatida Katta markaziy terminal da 42-ko'cha a-ga ko'tarilgan 97-ko'chadagi portalga viyaduk 99-chi ko'chadan shimolga va bo'ylab davom etmoqda Harlem daryosi ichiga Bronks ustidan Park Avenue ko'prigi. Shov-shuvli soatlarda Metro-Shimol eng yuqori yo'nalishdagi to'rtta yo'lning uchtasidan foydalanadi.[1]

Dastlab 19-asrning o'rtalarida a Nyu-York va Harlem temir yo'llari yo'nalishi, Park Avenue asosiy liniyasi dastlab ko'cha temir yo'l edi va hozirga yugurib Quyi Manxetten. 1860-yillarga qadar asta-sekin qisqartirildi Katta Markaziy ombor 1871 yilda 42-ko'chada ochilgan. Chiziq a ga joylashtirilgan sinf bilan ajratilgan 19-asrning oxirlarida to'rtinchi avenyu va Park xiyobonini obodonlashtirish loyihalari doirasida tuzilgan va 20-asrning birinchi o'n yilligida elektrlashtirilgan. Katta Markaziy Terminal qurilishi. O'shandan beri asosiy yo'nalish bo'yicha bir nechta obodonlashtirish va tiklash loyihalari amalga oshirildi.

Qator tavsifi

Park Avenue Main Line yo'l xaritasi
Afsona
ga Melrose
Hudson chizig'i ga
Yanki-E 153-chi st
Hudson chizig'i ga
Yanki-E 153-chi st
138-uy
Bronks
Manxetten
Park Av Br /Harlem daryosi
Harlem – 125-chi ko'cha
110-chi ko'cha
86-chi ko'cha
72-chi ko'cha
59-chi ko'cha
ga Katta markaziy terminal
Manba:[2]

Park avenyu magistral liniyasi kelib chiqishi Katta markaziy terminal joylashgan janubga 42-ko'cha. U turli xillardan iborat poezd maydonchalari va blokirovkalar 42 va o'rtasida 59-chi 45 va 51-ko'chalar orasidagi 47 ta yo'ldan, 51-dan 57-gacha bo'lgan 10 ta yo'ldan,[3]:116 va nihoyat 59-ko'chadagi to'rtta yo'lga torayib boradi.[4][5] Grand Central Trainshed deb nomlanuvchi ushbu uchastkada atrofdagi ko'chalar Park Avenue xiyoboni bo'ylab turli viyaduklar orqali to'xtatilgan.[6]:63

Chiziq 59-dan 97-gacha bo'lgan ikkita parallel tunnelda har bir tunnelda ikkita yo'lni olib boradi.[4] Dastlab, chiziq 67 va 71 ko'chalar o'rtasida, keyinroq esa 80 va 80 gacha to'liq yopiq g'ishtli tunnellarga kiradi. 96-ko'chalar. Ushbu segmentning qolgan qismi a da joylashgan nurli tunnel temir yo'l ko'priklarida ko'ndalang ko'chalar o'tadigan joylardan tashqari, asosan ochiq osmon ostidagi inshoot.[7]:3[6]:85 97-ko'chada chiziq viyadukka ko'tariladi va 132-ko'chaga yetguncha Park avenyu medianasi ustida davom etadi. U erda, chiziq kesib o'tadi Park Avenue ko'prigi, vertikal ko'taruvchi ko'prik va Harlem daryosi. Chiziq Bronksga davom etadi, u erda u ajralib chiqadi Hudson chizig'i va Harlem Line.[4][5]

Ichki sifatida Metropolitan transport boshqarmasi (MTA) Park Avenue Avenue magistral yo'llarining to'liq qismini Gudzon liniyasining bir qismiga taalluqlidir. Ushbu ichki belgiga ko'ra, Harlem va Nyu-Xeyven chiziqlari Bronksdagi Gudzon chizig'iga qo'shilishadi va Gudson chizig'i Buyuk Markaziy terminalda davom etadigan yagona yo'nalishdir.[5]

Tarix

Ko'cha temir yo'li

Garlem liniyasi hozirgi shaklidan kelib chiqqan Nyu-York va Harlem temir yo'llari (NY&H), bu birinchi tramvay kompaniyasi bo'lgan Qo'shma Shtatlar va dunyoda. 1831 yil 25 aprelda asl shahar yadrosi o'rtasida harakat qilish uchun franchayzing qilingan Quyi Manxetten atrofi Harlem, Manxetten orolida shimolga bir necha milya. Temir yo'l ustavida chiziq o'rtasida harakatlanish mumkin edi 23-ko'cha va Harlem daryosidagi har qanday nuqta Sakkizinchi va Uchinchi xiyobonlar, gacha bo'lgan filial bilan Hudson daryosi, orolning katta qismini qamrab olgan.[8]:5–7[9]:2 Dastlab kompaniya 350,000 dollar (2019 yilda 8,403,000 AQSh dollariga teng) aktsiya limitiga ega edi.[10]

NY&H bu liniyani bug 'liniyasi sifatida ishlatmoqchi bo'lsa, shahar janubda ot kuchidan foydalanishga majbur qildi 14-ko'cha.[11][12]:3 1831 yil 13 sentyabrda temir yo'l direktorlari kengashi o'z yo'lini tasdiqladi To'rtinchi avenyu (keyinchalik Park Avenue deb o'zgartirildi) 23-ko'chadan Harlem daryosigacha. 1832 yil 6 aprelda temir yo'l nizomiga o'zgartirish kiritilib, chiziq 14-ko'chaga qadar janubga uzaytirildi.[8]:8–10

1832 yil 2-mayda Shahar Umumiy Kengashi yashirincha NY&Hga yo'lni bosib o'tish huquqini berdi Broadway ga hokimiyat va Bowling Green. Buni bilib olgach, keng jamoatchilik e'tiroz bildirgan va o'sha paytda firibgar xarita tarqatilgan bo'lib, u temir yo'l ko'chaning atigi 5 metrini (1,5 metrni) egallab turganida, uning ko'chasi 7,0 metrni tashkil qilishi kerak edi. Gazeta muharrirlari ham temir yo'l rejasiga qarshi chiqishdi. 1833 yil bahorida temir yo'l "Nyu-York va Harlem temir yo'l kompaniyasining kelib chiqishi, taraqqiyoti va istiqbollari bilan bog'liq faktlar bayonoti" deb nomlangan risolani nashr etdi. 1833 yil 1 martda uchrashuv bo'lib o'tdi Tammany zali masala bo'yicha. Uchrashuvda kabellar va kabina egalari temir yo'lga qarshi chiqishdi. Uchrashuvdan so'ng, olomon temir yo'lning bir qismini yirtib tashladi va kengash Broadway bilan temir yo'l shartnomasini bekor qildi. Oxir-oqibat, NY&H 1839 yilda shahar markaziga uzaytirildi, ammo boshqa yo'nalish bo'ylab.[9]:6

1832 yil 23-fevralda Nyu-York va H-ning qurilishida zamin buzildi Murray Hill To'rtinchi avenyuda. Marosimda temir yo'l vitse-prezidenti Jon Meyson temir yo'lning ambitsiyalariga ishora qilib, temir yo'lning asosiy maqsadi mahalliy bo'lsa-da, uning yuqori ahamiyati Albani.[9]:3 1832 yilda Nyu-York shtati qonunchilik palatasi kompaniyani 1835 yilga qadar Harlem daryosiga etkazish sharti bilan aktsiyalar limitini 500000 dollarga ko'tarishga vakolat berdi.[13] O'sha yilning noyabrida ikkita otliq - "Jon Meyson" va "Prezident" qurilgan Jon Stivenson foydalanishga tayyor edilar, ikkalasi ham avgust oyida temir yo'l prezidenti bo'lgan Jon Meyson nomi bilan atalgan.[9]:4[10]

1837 yil 27-aprelda shtat qonunchilik palatasida temir yo'l uchun joy ajratish uchun to'rtinchi avenyu 32-ko'chadan Garlem daryosigacha kengaytirish to'g'risida akt qabul qilindi. Ko'chaning ikki tomoni 20 fut (6,1 m) ga kengaytirilib, ko'chaning kengligi 43 metr (43 m) bo'ldi. Kompaniya to'rtinchi avenyu tomonidan egallab olinadigan er uchastkasini egallashga ruxsat olish evaziga shaharga bergan.[9]:6 O'sha yili temir yo'l avtoulovlar omborlari va otxonalar qurish uchun To'rtinchi avenyu va 26-ko'chada 7000 dollarga oltita shahar uchastkalarini sotib oldi.[9]:7 Manhattanning Sharqiy tomonidagi eng baland nuqtalardan biri bo'lgan Prospekt Tepadan 1837 yilda zamonaviy 92-chi ko'chadan 95-chi ko'chaga qadar 596 fut (182 m) cho'zilgan tunnel qurib bitkazildi. Nyu-York shahrining diqqatga sazovor joylarini saqlash bo'yicha komissiyasi bu Qo'shma Shtatlardagi eng qadimgi temir yo'l tunnelidir deb da'vo qilmoqda.[14]:5–6

1847 xaritasi Quyi Manxetten; o'sha paytda Manxettenda yagona temir yo'l Nyu-York va Harlem temir yo'li edi

Nyu-Yorkning birinchi bo'limi va H Bowery dan Shahzoda ko'chasi shimoldan 14-chi ko'chaga .85 mildan (1,37 km) iborat bo'lib, 1832 yil 26-noyabrda jamoatchilik uchun ochilgan.[8]:8[a] Keyin xizmat shimolga to'rtinchi avenyu bo'ylab kengaytirildi 32-ko'cha 1833 yil 10-iyun kuni Murray Xill toshi kesilgan 1833 yil kuzida boshlanib, 1834 yilda qurib bitkazilgan va 8,433 mil (7,133 km) uzunlikdagi segment bo'ylab 85-chi ko'chaga xizmat ko'rsatgan. Yorkville 1834 yil 1 mayda ochilgan. Xizmat har 15 daqiqada soat 5 dan 20 gacha ishlaydi va har 60 daqiqadan 22 gacha ishlaydi. Bir martalik yo'l haqi 12,5 sentni tashkil qiladi.[9]:7 Xizmat shimoldan 3,2 km uzoqlikda cho'zilib, 1837 yil 26-oktabrda Garlemga, so'ngra kichik shahar atrofiga etib bordi. Yorkville tunnel shu nuqtaga erishish uchun qurilgan.[11][15][8]:13

Keyin xizmat yanada janubga cho'zildi. 1839 yil 4-mayda chiziq bo'ylab janubga uzaytirildi Bowery, Brom ko'chasi va Markaz ko'chasi shahar ko'chasidagi markaz ko'chasida va Park Row. Xizmat 1852 yil 26-noyabrda janubga kengaytirildi Park Row ga Astor uyi Park Row va Broadway-da.[16] 1851 yilda Murrey Xill toshini tunnelga aylantirish ishlari boshlandi va o'sha yilning oktyabr oyida Shahar Umumiy Kengashi 34 metr va 38 ko'chalar orasidagi tunnel ustiga 40 metr (12 m) keng ekilgan median o'rnatishni buyurdi. . Qo'shni uchastkalarni sotib olgan ko'chmas mulk ishlab chiqaruvchilari to'rtinchi avenyu, Park prospektining ushbu qismiga nom berishdi, keyinchalik bu ko'chaning qolgan qismida qo'llaniladi. Tosh kesilganidan keyin maydonning rivojlanishi oshdi.[17]

1871 yil 6-oktabrda NY&H tomonidan foydalanilgan ombor 26-ko'chadan va to'rtinchi avenyuga ko'chirildi. Katta Markaziy ombor 42-ko'chada.[8]:27[18] Dastlab 42 va 59-ko'chalar oralig'ida temir yo'llarning o'tish joylari ajratilmaganligi sababli,[19] tez-tez baxtsiz hodisalar yuz berdi; Grand Centralga ko'chib o'tganidan keyin 12 kun ichida etti kishi vafot etdi.[20]

1873-yil 1-aprelda Nyu-York va H 4040 yilga ijaraga berildi Nyu-York markaziy va Gudzon daryosi temir yo'li (keyinchalik Nyu-York markaziy temir yo'li). Keyinchalik bu chiziq Nyu-York markazining Harlem bo'limiga aylandi. Ijaraga ot avtomobillaridan foydalaniladigan chiziqning qismi kiritilmagan. Ijaraga berilganda 1897 yilda ot mashinalari yer osti aravachasi tizimiga almashtirildi Metropolitan Street temir yo'l kompaniyasi.[8]:25–26

To'rtinchi avenyu obodonlashtirish

Park xiyoboni, 1882–1883
To'rtinchi avtoulovdagi obodonlashtirish ishlari, estakadadan o'tgan poezd bilan.

Yo'llarning Grand Central shimoliga birlashishi shaharning "eng qo'rqinchli o'lim tuzog'i" deb hisoblangan. The New York Times 1872 yilda va poezdlar va piyodalar to'qnashuvi oqibatida o'limga qarshi katta yig'ilishlar bo'lib o'tdi. The Nyu-York shtati qonunchilik palatasi 1872 yilda Buyuk Markaziy va Harlem daryosi orasidagi 4,25 milya (6,84 km) NY & H yo'llarini er ostiga qo'yishni talab qilgan. Qonun loyihani boshqarish uchun muhandislar kengashini tuzdi, u to'rtinchi avtoulovni takomillashtirish deb nomlandi.[14]:6 Qonunda qo'shimcha ikkita trekka avtorizatsiya "tezkor tranzitni osonlashtirish va mahalliy transport vositalarini joylashtirish maqsadida" berilganligi aytilgan edi: ushbu treklar bir xil darajada qurilgan va loyiha doirasida to'rtta mahalliy stantsiyalar qurilgan.[21]:73

Harlem kvartiralari orqali 1876 yilda viyadukda yangi ajratilgan chiziqning ko'rinishi.

Loyiha qiymati Nyu-York markaziy o'rtasida bo'lingan, tomonidan boshqariladigan Commodore Vanderbilt, va Nyu-York shahri, ularning to'lovi 3,2 million dollar kelajakdagi rivojlanishdan olinadigan soliqlar hisobidan amalga oshirilishi kerak edi.[22][23][24] Loyiha uch qismga bo'lingan: 45 ko'chadan 49 ko'chaga, 49 ko'chadan 79 ko'chaga va 79 ko'chadan Garlem daryosiga.[25] Bu chiziq tunnelga botib ketgan 59-chi ko'cha va 96-chi ko'cha sifatida tanilgan Pleasant tog'i orqali Yorkville tunnel.[26] Harlemdagi kvartiralarning 4563 fut (1391 m) uzunlikdagi qismi 98-chi ko'chadan 115-chi va 116-chi ko'chalar oralig'ida tosh viyaduk sifatida qurilgan va 114-ko'chadagi eng yuqori nuqtasiga etgan. Toshdan yasalgan viyaduk yer qirg'og'ini o'rab oldi.[27]

Ushbu uchastkaning shimolida, Harlem daryosining 125-chi ko'chasidan 130-chi ko'chasiga qadar, chiziq past darajada qurilgan.[28] Qavsli g'ishtli tunnellar etarli joy ajratilgan joyda qurilgan. O'tish yo'llari kemerli tunnel uchun juda kichik bo'lgan joylarda va xona bunga imkon bermagan joylarda ochiq yo'llar qurilgan. 550 metr (170 m) toshli tunnellar 92-ko'chadan 94-ko'chaning shimoliy tomoniga qadar qurilgan. 48-ko'chadan 56-ko'chaga qadar chiziq sayoz joyga joylashtirilgan ochiq kesish.[29] Odamlar va transport vositalarining temir yo'l orqali o'tishiga ruxsat berish uchun 45-ko'chadan 56-ko'chagacha bo'lgan chiziq bo'ylab sakkizta piyodalar ko'prigi, 45-ko'chadan va 48-ko'chaga transport vositalarining yo'l o'tkazgichlari qurildi.[27][30]:4 Shamollatish uchun 50-chi ko'chadan 96-chi ko'chaga tez-tez ochib turadigan joylarni qoplash uchun yo'lning markazi obodonlashtirildi va devor bilan o'raldi. Ushbu savdo markazlari 1930-yillarning boshlarida qo'shimcha transport qatnovini ta'minlash uchun toraytirildi. Ushbu savdo markazlari va ko'chaning katta kengligi yuqoridagi ko'chani ajratib turadi va Park Avenue-ning turar-joy manzili sifatida identifikatsiyasiga yordam beradi.[14]:4, 20

Loyiha bo'yicha ishlar 1872 yil kuzida boshlangan. Birinchi shartnoma 45-ko'chadan 49-ko'chagacha bo'lgan qism uchun Fairchild and Ward va Watson Manufacturing Company kompaniyalariga berilgan.[22] Ushbu uchastkada temir yo'l ko'prigidan o'tib, temir yo'l ko'priklari kesib o'tilganligi sababli, avvalgi yo'lning balandligi saqlanib qoldi.[31] 48-ko'chaning shimolidagi loyihani Dillon, Clyde & Company kompaniyasi yakunlab, u 6 395 070 dollar (2019 yilda 136 481 000 dollarga teng) miqdoridagi g'olib taklifini taqdim etdi.[32] Loyiha uchun shartnoma 1872 yil 1-avgustda tuzilgan edi.[33] 79-ko'chadan Garlem daryosigacha bo'lgan qism uchun shartnoma ularga 11-noyabr kuni tuzilgan.[34][22] 1873 yil 14-yanvarda 49-ko'chadan 79-ko'chagacha bo'lgan ish uchun shartnoma Dillon, Clyde & Company kompaniyasiga berildi, bu esa faqat taklifni kutganidan pastroq narxda taqdim etdi. Nyu-York shahrining taxminiy kengashi. Shartnomada loyihaning ikki yil ichida yakunlanishi ko'zda tutilgan edi.[35] Ushbu bo'lim savdoga qo'yilgan edi, ammo takliflarning hech biri qoniqarli bo'lmaganligi sababli, savdo jarayoni qayta ochildi.[36]

Loyihani qurish paytida NY&H poezdlarining harakatlanishini davom ettirish uchun 120-ko'chadan Garlem daryosigacha bo'lgan yo'llar daryoning sharqiy tomoniga o'tkazildi. 1873 yil 5-yanvar kuni 116-ko'chadan 120-ko'chagacha bo'lgan yo'llar To'rtinchi avenyu markazidan sharqiy tomonga ko'chirildi. 1872 yil dekabrda 91 va 93-ko'chalarda vallar cho'kib ketgan va eski tunnel yonida ikkita tunnel qurilgan. Tunnellar 1873 yil sentyabrda qurib bitkazilishi kerak edi.[31] Vaqtinchalik estakada ko'prigi 97-ko'chadan 120-ko'chagacha 85000 AQSh dollariga qurildi. 1873 yil may oyida To'rtinchi avenyuning g'arbiy qismida vaqtinchalik yo'llar joylashtirildi; poezdlar o'tib ketdi Lenox tepaligi tunnel orqali emas.[22]

1874 yil iyun oyida, Nyu-York meri Uilyam Frederik Xeymeyer Loyiha uchun qonunchilik hujjatini konstitutsiyaga zid deb hisoblaganligi sababli, uni to'lash to'g'risidagi orderlarni imzolashdan bosh tortdi.[37] U ishning 2/3 qismi tugaguniga qadar shu paytgacha u orderlarni imzolagan edi.[38] 1875 yil 3-mayda 56-ko'chadan 94-ko'chagacha bo'lgan obodonlashtirishning birinchi qismi Yorkville tunnelining janubiy qismidan o'tib, to'liq daromad xizmatiga joylashtirildi. 20-iyun kuni barcha obodonlashtirish ishlari ochildi va Grand Central-dan Harlem daryosigacha bo'lgan birinchi poezdlarga ko'plab tomoshabinlar guvoh bo'lishdi.[39][40] O'sha kuni ertalab 96-ko'chadan 33-ko'chagacha yangi relslar va bog'ichlar o'rnatildi va eski trekka va estakada buzib tashlandi. Birinchi poezd, Sent-Luis ekspluati, soat 12: 30da kelishi kerak edi, soat 13:50 da kechikdi. ish tufayli. Yo'llar bo'ylab kamar qilib, Yorkvilldagi tunnelni 80-chi ko'chaga qadar uzaytirish uchun masonlik ishlari davom ettirildi. Treklar hali yo'q edi balastlangan, poezdlarni sekin yurishga majbur qilish.[41] Mahalliy tezkor tranzit poezdlari uchun foydalaniladigan yon yo'llar hali yotqizilmagan va yo'lovchi stantsiyalari 59-chi ko'cha, 72-chi ko'cha, 86-chi ko'cha, 110-chi ko'cha va 125-chi ko'cha hali qurilmagan edi.[42] Ayni paytda, mahalliy tezkor tranzit poezdlari 1875 yil sentyabrga qadar ishga tushishi kutilgandi va ular hali qurilayotgan stantsiyalarga xizmat ko'rsatishi kerak edi.[27] Mahalliy poezdlar uchun harakatlanuvchi tarkib temir yo'l poezdlarida ishlatilgandan ancha engil bo'lishi kerak edi.[40]

1876 ​​yil yanvar oyida sinov ishi sudda boshlandi Nyu-York Oliy sudi, Charlz Xaym tomonidan Nyu-York va Hga qarshi olib borilgan va uning biznesidagi shikastlanishlar uchun pudratchi loyihada qurilish natijasida yuzaga kelgan to'siqlar natijasida.[43] Sud jarayonida Nyu-York sudi sudlanuvchi sifatida ishdan bo'shatildi. Ish 1877 yil 6-iyulda hal qilindi va pudratchi o'z ishini tugatish uchun ko'cha va yo'ldan foydalanishi mumkinligi aniqlandi, ammo agar kerak bo'lsa. Higham bu ishni yutib chiqdi, ammo faqat minimal tovon puli oldi.[44]

1876 ​​yil 15-mayda Harlem liniyasida qisman tezkor tranzit boshlandi, kuniga o'n oltita poezd Grand Central Depo va Uilyam ko'prigi. Ushbu poyezdlar Grand Central va Uilyam ko'prigi o'rtasida barcha to'xtashlarni amalga oshirdi, Jerom Parkdan tashqari, poezdlarning yarmi o'tkazib yubordi. Bu Uilyam ko'prigida to'xtagan kuniga sakkizta muntazam poezdga qo'shimcha edi. Ikkita yangi stantsiya ochildi 86-chi ko'cha va 110-chi ko'cha Ikkalasiga ham tezkor tranzit xizmati xizmat qiladi.[45][46] Biroq, mahalliy aholining noroziligiga ko'p bo'lgan narsa, 59-chi va 72-chi stantsiyalar ochilmadi. Yugurayotgan ot mashinalari bilan Ikkinchi avenyu, Uchinchi avenyu va To'rtinchi avenyu, 72-chi stantsiya atrofida joylashgan mahalliy aholi 86-chi stantsiyaga borishni xohlamadilar.[47] Uilyam Vanderbiltga har kuni baland ovozda shikoyatlar kelib, ushbu ikki stantsiyani shaharning soliq to'lovchilari tomonidan yarmiga to'langan ushbu ikkita stantsiyani jihozlashni talab qildilar. Gazetaning ta'kidlashicha, stantsiyani 500 dollardan kam (2019 yilda 12000 dollarga teng) jihozlash mumkin. Shuningdek, u Harlem va 42-ko'chalar o'rtasida ot tsentlarni ishlatib, shahar zali bog'iga borish uchun olti tsentdan tashqari o'n tsent olgani uchun ham tanqid qilindi, bu parallel ravishda ko'proq Uchinchi avenyu ko'tarilgan olti tsent olgan.[48] Ushbu stantsiyalar 1906 yilgacha temir yo'l komissiyasining ma'qullashi bilan yopilgan edi.[21]:73

Shahar meriyasigacha kengaytirilgan

1872 yilda Nyu-York shahridagi tezkor tranzit kompaniyasi ustavga olingan bo'lib, Vanderbiltga Grand Central-dan City Hall Parkigacha bo'lgan yo'lning 48-ko'chasi va 59-ko'chasi o'rtasida ulanadigan ikki yo'lli uzaytirishni qurish va foydalanishga ruxsat berdi.[49]:104 Chiziq Brodveyning sharqiy tomonida joylashgan bo'lar edi Shahar hokimligi bog'i sharqdan to Chatham yoki Markaz ko'chasi, keyin Park ko'chasiga, Mott ko'chasi, Bowery, Uchinchi avenyu va To'rtinchi avenyu, 48-ko'chadan 59-ko'chaga qadar mavjud liniya bilan bog'lanish uchun. Kornelius Vanderbilt shahar meriyasiga yo'l osti yo'lini davom ettirish niyatini bildirgan bo'lsa-da, u 42-ko'chadan janubdagi qismni qurish niyatida emas degan taxminlar bor edi. Loyiha bosh muhandisi Isaak Buxut loyiha bo'yicha takliflar olayotganini va 1873 yilning yanvariga qadar barcha tadqiqotlar yakunlanganini aytdi.[50] Buckout tomonidan amalga oshirilgan loyihaning taxminiy qiymati 9,1 million dollarni tashkil etdi.[51] Uilyam Genri Vanderbilt chiziq kabi qorong'i bo'lmaydi, deb ta'kidladi Metropolitan temir yo'li (endi qismi London metrosi ) va har sakkiz blokda yoki har 0,5 milya (0,80 km) stantsiyalar bo'lishi kerak edi. 1873 yil yanvar oyida u shahar hokimiyatiga ishning narxi 8-10 million dollar bo'lishini va butun loyiha 1875 yil 1 yanvargacha yakunlanishini kutgan.[52] Ushbu liniyada kunlik 400 ming yo'lovchi bo'lishi kutilgandi va poezdlar shahar meriyasidan Grand markazigacha bo'lgan yo'lni 12 daqiqada, u erdan Harlem daryosigacha 10 daqiqada bosib o'tishlari kerak edi.[28]

Nyu-York markazining taniqli ofitseri, Direktorlar Kengashi a'zosining so'zlariga ko'ra, Commodore Vanderbilt yer osti bug 'temir yo'lini shahar meriyasigacha uzaytirishni niyat qilgan va rejalari tuzilgan va bajarishga tayyor bo'lgan. Uning o'g'li Uilyam Vanderbilt Londondan qaytib kelgandan keyin rejaga qarshi chiqdi va Metropolitan temir yo'lida minib, qorong'i tunnelda yurishga jamoat toqat qilmaydi, deb ishondi.[53] Commodore Vanderbilt grant uchun jamoatchilik tanqidlari, loyihaga qarshi chiqishlari sababli liniyani qurmaslikka qaror qildi[49]:104 Baueridagi ishbilarmonlardan va uy egalaridan va 1873 yilgi vahima.[54]

1877 yil aprel oyida Nyu-York shahridagi Alderman kengashi Komissar Kempbelldan xususiy korxona tomonidan shahar hokimligidan mavjud yo'nalishgacha er osti liniyasini qurish maqsadga muvofiqligini baholashni talab qiladigan qaror qabul qildi. Komissar bunday rejani qat'iy qo'llab-quvvatladi va bunday yo'nalishni kunlik 100 ming kishilik marshrutga ega bo'lishini, yiliga 1,8 million dollar ishlab topishini va uni qurish uchun 9 dan 10 million dollargacha sarflanishini taxmin qildi, chunki uning fikriga ko'ra moliyaviy muvaffaqiyat.[48] Uilyam Vanderbilt shahar meriyasiga qadar chiziqni uzaytirish bo'yicha otasining rejalarini bajarmaganligi uchun tanqid qilindi.[55]

1880 yilda Nyu-York tunnel temir yo'li temir yo'l qurish uchun birlashtirildi Vashington maydonidagi park Wooster ko'chasi va Universitet ko'chasi ostida 13-ko'chaga, so'ngra To'rtinchi avenyu obodonlashtirishga ulanish uchun to'rtinchi avenyu va 42-ko'chalar ostida.[56] 1895 yil 2 oktyabrda Markaziy tunnel kompaniyasi, Nyu-York va Nyu-Jersi tunnel temir yo'l kompaniyasi va Nyu-Yorkning Terminal yer osti temir yo'l kompaniyasi Nyu-York shahrining yer osti temir yo'l kompaniyasiga birlashtirildi. Ular birgalikda City Hall Park-dan To'rtinchi avenyu obodonlashtirishgacha bo'lgan yo'nalishni qurishni rejalashtirishgan. Chiziq ostidan shimolga o'tib ketgan bo'lar edi Chambers ko'chasi va Reade Street, Elm ko'chasidan Bahor ko'chasiga, Marion ko'chasiga va Tut ko'chalari, bloklar va Buyuk Jons ko'chasida davom etishdan oldin, Lafayette joyi, Astor joyi va Sakkizinchi ko'cha To'rtinchi avenyu obodonlashtirish uchun ulanish uchun 42-chi ko'chadan Katta Markaziy omborga borishdan oldin To'qqizinchi ko'chadan To'rtinchi avenyuga boring. Chiziqda uchta bog'lovchi novda bo'lishi kerak edi.[57]

Park xiyobonini obodonlashtirish

1888 yilda Amerika Qo'shma Shtatlari Urush vazirligi ustida ish boshladi Harlem daryosi Hudson daryosi va Sharq daryosi o'rtasida va 225-ko'chada joylashgan yangi Harlem daryosi kema kanali orqali cheksiz yuk tashish faoliyatini amalga oshirish uchun. Nyu-York Markaziy bu loyihaga qarshi edi, chunki daryo oqimining ko'payishi uning temir yo'l liniyasiga xalaqit beradi, bu suvdan atigi 8 fut (2,4 m) balandlikda joylashgan. 1890 yilda Nyu-York va Shimoliy temir yo'l Bronks qirg'og'iga yuk tashish bilan shug'ullanadigan Nyu-York markaziy raqibi, o'z yukini etkazib berish uchun barjalarga tayanib, Nyu-York markazining past ko'prigi tufayli Harbiylar Departamentiga transport harakati kechikayotganidan shikoyat qildi.[58][59] Vaziyatni bartaraf etish uchun Markaziy ko'prikni urush idorasini qondirish uchun suvdan 24 fut (7,3 m) yuqoriga ko'tarib, ko'pchilik kemalarni ko'prik ostidan 300 ming dollarga o'tishiga imkon berishi yoki uni Garlemni qondirish uchun tunnel bilan almashtirishi mumkin edi. 3 million dollarga jamiyat.[58] Temir yo'l ko'prikni ko'tarishni tanladi, u o'sha paytda mamlakatdagi yagona to'rtta yo'lli ko'prik edi,[60] ammo siyosiy tazyiqlar tufayli 115-chi ko'chadan shimolga yo'nalish chizig'ini viyadukta ko'tarib, loyihaning narxini sezilarli darajada oshirdi.[58] 1892 yilda Park Avenyu obodonlashtirish kengashini tashkil etish to'g'risidagi qonun qabul qilindi va qonun talablariga binoan Nyu-York shahri loyihaning yarmini to'lashi kerak edi, qolgan qismi Nyu-York Markaziy tomonidan to'landi.[60] Kengash a'zolarini Nyu-York meri tayinlagan.[61] Park xiyobonini obodonlashtirish deb nomlangan reja tafsilotlari 1893 yil aprelda Nyu-York markaziy tomonidan berilib, o'sha paytda ular deyarli yakunlandi.[62]

Yangi ko'prik 120 metr uzunlikda bo'lishi kerak edi va King Bridge kompaniyasi tomonidan 500 ming dollarga qurilgan. Federal hukumat tomonidan belgilab qo'yilganidek, yangi ko'prik eski ko'prikdan 17 fut (5,2 m) balandroq bo'lishi va uni suvdan 24 fut (7,3 m) balandlikda o'rnatishi kerak edi. Park Avenue Avenue-ning balandligi yuqoriroq ko'prikka etib borishi uchun ko'tarilishi kerak edi va natijada 132 va 106-ko'chalar o'rtasida to'rtta temir po'latdan yasalgan viyaduk qurildi. 110-chi ko'chadan 106-chi ko'chaga qadar temir viyadukni avvalgi devor devorlari ustiga qo'yish va to'ldirish kerak edi. 115-ko'cha va 130-ko'chalar o'rtasida viyadük 1875 yilda qurilgan ochiq kesilgan konstruktsiyani o'rniga o'rnatildi.[63] Chiziq viyadukka ko'tarilishi kerak bo'lganligi sababli, tosh viyaduklar va uni kesib o'tuvchi ko'priklarni olib tashlash mumkin edi.[61] 110-chi ko'cha, 125-chi ko'cha va Mott Xeyven Loyiha doirasida stantsiyalar balandlashtirilishi kerak edi. 110-ko'chadagi stantsiya tosh viyadukda qayta qurilib, avvalgi darajadan 11 fut (3,4 m) balandroq bo'lgan.[64] Qo'shni mulk egalari sudga da'vo qilish bilan tahdid qilgandan va qurilishni muvaffaqiyatli kechiktirgandan keyin temir yo'l 125-chi ko'chani to'xtatish bilan tahdid qilgan edi.[59]

Qurilish jarayonida poezdlar vaqtinchalik yog'och inshoot bilan birga vaqtinchalik ikki yo'lakli o'tin ko'prigi bilan o'tishi kerak edi.[61][65] Barcha loyihaning qiymati 2 million dollarni tashkil etishi kerak edi (2019 yildagi 59 100 000 dollarga teng).[23] O'sha paytda qurilish 1893 yil 1 sentyabrda boshlanishi kutilgan edi. Ish to'rt qismga bo'lingan edi.[62] Ko'prikni loyihalashtirish 1894 yilda boshlangan va o'sha yilning fevral oyida loyihani 1895 yil dekabrida yakunlash kutilgan edi.[66] Murakkab ishlar vaqtincha yog'och estakadalar, trusslar va ustunlarni o'rnatishni o'z ichiga olgan protsedura davom etar ekan, xizmat o'z ishini davom ettirdi.[61]

Park xiyobonini obodonlashtirish doirasida 1897 yilda ochilgan 125-chi ko'cha stantsiyasining ko'rinishi.

1897 yil 15-fevralda Harlem diviziyasidagi poezdlar yangi o'tish ko'prigi bo'ylab harakatlana boshladilar Harlem daryosi va unga bog'langan baland inshoot.[8]:25[67] Urush departamenti ko'prikni avj soatlarida, soat 7 dan 10 gacha va 4 dan 7 gacha ochish mumkin emasligini buyurdi. Dastlab 115-ko'chadan 116-gacha bo'lgan ko'chada yangi treklar va eski yo'llar o'rtasida aloqa o'rnatildi. 117-ko'chada, vaqtinchalik yo'llar eski viyadukdan foydalangan, yangi tuzilma ostida 125-ko'chaga borgan. Keyinchalik, eski va vaqtinchalik ish olib tashlandi. To'rt yo'lning ikkitasi ko'prik va 149-ko'chaning o'rtasida vaqtinchalik inshoot egallaganligi sababli hali qurilmagan. Loyiha doirasida 138-ko'chadagi temir yo'l kesishmasi olib tashlandi.[68] 1897 yil 15 oktyabrda keng yangi stantsiya Harlem 125-chi ko'chada va 126-chi ko'cha o'rtasida joylashgan eski Park prospektidagi ochiq maydonchadagi kichik stantsiyani o'rniga 125-chi ko'chada ochildi. Yangi stantsiya eski ochiq yo'l ustiga va to'g'ridan-to'g'ri yangi Park Avenue Viaduct ostiga qurilgan. Stantsiya eskisidan 30 fut (9,1 m) balandroq edi.[64] Viyadukka qurilgan platformalar 120 metr uzunlikda qurilgan.[69] Mahalliy to'xtash joyi bo'lgan eski stantsiyadan farqli o'laroq, yangi stantsiya tezyurar poezdlarning to'xtashi uchun ikkita orol platformasi bilan qurilgan bo'lib, mahalliy yo'llar ularga joy ajratish uchun tashqariga qarab burilgan.[70][71] Stantsiya me'mori Morgan O'Brayen tomonidan ishlab chiqilgan bo'lib, u uchta darajadan iborat edi: eski kesmaning to'ldirilmagan qismini, ko'cha darajasida kutish xonasini va baland platformalarni o'z ichiga olgan podval. Dastlabki stantsiya platformalari yerosti sathidan 1988 yilda topilgan edi, chunki hozirgi stansiya yangilanishi kerak edi.[59]

1901 yil 29 aprelda Nyu-York shtati temir yo'l komissarlari kengashi tomonidan 86-ko'chadan va 72-chi ko'chadan voz kechishga ruxsat berildi.[72] 86-ko'chadagi stantsiya oxirgi marta 1901 yil 20-may jadvalida ro'yxatga olingan va 1901 yil 23-iyun jadvalidan qoldirilgan.[73][74] Nyu-York Markaziy Nyu-York shtati temir yo'l komissarlari kengashiga 1906 yil 24 aprelda 110-chi ko'chadagi stantsiyada xizmatni to'xtatishga ruxsat so'rab murojaat qildi. Boshqarma 9-may kuni stansiyani 1 iyun kuni yopish uchun markaziy ruxsat berdi.[75][76][77] Biroq, u 17 iyun kuni yopilgan.[78]

Elektrlashtirish

XIX asrning oxirida Grand Centralga poezdlar harakati keskin oshgani sayin, operatsiya parovozlar tunnelda chavandozlar uchun juda yoqimsiz voqea va dvigatellardan tutun to'lash uchun poezd muhandislari uchun xavfli ko'rinish darajasi past bo'lgan.[79]:189 Uilyam J. Vilgus, Nyu-York Markaziy bosh muhandisi taklif qilgan edi elektrlashtirish elektr energiyasidan foydalangan holda 1899 yilda Nyu-York markaziy yo'nalishi bo'yicha Grand Centralga uchinchi temir yo'l tomonidan ishlab chiqilgan quvvat tizimi Frank J. Sprague. Vilgusning rejasi ma'qullangan bo'lsa-da, mablag 'etishmasligi sababli amalga oshirilmadi.[80][81]

1902 yil 8-yanvar kuni tutunli Park Avenue tunnelida janubga qarab ketayotgan poyezd signallardan oshib ketdi va boshqa janubiy yo'nalishdagi poyezd bilan to'qnashib ketdi, natijada 15 kishi halok bo'ldi va 30 dan ortiq kishi jarohat oldi.[82][83][84] Halokat to'g'ridan-to'g'ri zamonaviy Grand Central Terminal qurilishiga olib keldi.[80][79]:194–7 Avtohalokatdan bir hafta o'tgach, Nyu-York markaziy prezidenti Uilyam H. Nyuman Grand Centralga olib boradigan temir yo'lning barcha shaharchalari elektrlashtirilishini va vokzalga yaqinlashish yer ostiga qo'yilishini e'lon qildi.[85] Keyinchalik Nyu-York shtati qonun chiqaruvchisi 1908 yil 1-iyuldan boshlab Manxettenda barcha bug 'poezdlarini taqiqlash to'g'risidagi qonunni qabul qildi.[80] 1902 yil dekabriga qadar shahar bilan tuzilgan kelishuv doirasida Nyu-York markaziy markazi 46-dan 59-chi ko'chalarga qadar Park Central Avenue ostidagi ochiq yo'lda Grand Central Station-ga yaqinlashishga va temir yo'llarni modernizatsiya qilishga rozi bo'ldi. Ko'chalarning ko'p qismida ochiq yo'l bo'ylab yo'l o'tkazgichlar qurilishi kerak edi.[86]

Nyumanning Nyu-York markaziy temir yo'llarini elektrlashtirish bo'yicha va'dasidan so'ng, Park Avenue xiyobonini elektrlashtirish va o'sha paytlarda haddan tashqari ko'p bo'lgan Grand Central Depotni almashtirish rejalari e'lon qilindi.[82] 1903 yil mart oyida Uilgus Nyu-York markaziy kengashiga boshqa narsalar qatori shahar va shaharlararo temir yo'llar uchun alohida sathli zamonaviy temir yo'l terminalini tasvirlab beradigan batafsilroq taklifni taqdim etdi.[87] Wilgusning rejasi ma'qullandi va keyinchalik Grand Central Depot bosqichma-bosqich buzib tashlandi va uning o'rniga oqim bilan almashtirildi Beaux Arts - uslub Katta markaziy terminal. Loyiha doirasida temir yo'l hovlisi va 59-ko'chadan yaqinlashish yer ostiga qo'yilib, elektrlashtirildi. Elektrovozlar muntazam ravishda joylashtirilgan yo'lovchilarga xizmat ko'rsatish 1907 yil yanvarda.[79]:194–7

Nyu-York markaziy temir yo'li 1904 yilda yangi MU Sprague-GE vagonlaridan foydalangan holda uchinchi temir yo'llarda harakatlanadigan elektr poezdlarini sinovdan o'tkazdi. General Electric kompaniyasi va ularning tezligi Grand Central-ga xizmat ko'rsatish uchun etarli ekanligini aniqladilar.[88][80] Keyingi bir necha yil ichida Nyu-Yorkning Markaziy va Nyu-Xeyven temir yo'llari temir yo'llarini elektrlashtirdi va poyezdlar qurib bitkazilgandan so'ng Grand Central Terminalga kirishga imkon berdi. Birinchi elektropoyezd yaqinda buzib tashlanadigan Katta Markaziy Stantsiyaga, Harlem Divizionidan jo'nab ketdi Highbridge stantsiyasi Bronksda, 1906 yil 30 sentyabrda.[89]:97 1906 yil oxiriga kelib, Harlem Divizioni poezdlari ham elektrlashtirildi va uning faoliyati podvalga ko'chib o'tdi Katta markaziy saroy.[90] New Haven Division elektr poezdlari 1907 yil oktyabr oyida Grand Central tomon yo'l ola boshladi.[91]

Shovqinni yo'q qilish bilan va ifloslanish bug 'lokomotivlaridan, bu bir vaqtlar keraksiz qism Park xiyoboni va temir yo'l hovlisining ko'milishi bilan ozod qilingan er Nyu-York shahrining asosiy ko'chmas mulkiga aylandi. Bu xiyobon shaharning eng jozibali turar-joylaridan biriga aylandi, chunki Park prospektida mansionlar va yuqori toifali kvartiralar qurildi.[14]:9 Grand Central yaqinidagi Park Avenyu atrofidagi hudud o'zlashtirildi Terminal shahri. Madison va Leksington xiyobonlari oralig'ida 42-dan 51-gacha bo'lgan ko'chalarga cho'zilib, u ko'chalarni o'z ichiga olgan Chrysler binosi va boshqa obro'li ofis binolari; Park avenyu bo'ylab hashamatli uylar; va o'z ichiga olgan bir qator yuqori darajadagi mehmonxonalar Marguery, Park Leyn va Valdorf Astoriya.[92] Park xiyoboni ostidagi temir yo'l maydonchasini joylashtirish va undan yuqori binolarni qurish g'oyasi Vilgusga tegishli edi.[93]

1929 yil noyabrda Nyu-York Markaziy o'rnatish uchun tayyorlandi ikki tomonlama signalizatsiya va Harlem divizionidagi Katta markaziy va Gudzon divizionidagi Yuqori ko'prik orasidagi signal bloklarini qisqartirish va Park Avenue tunnelidagi barcha to'rtta yo'lni har ikki yo'nalishda ham ishlatishga imkon berish. O'sha paytda faqat 4-chi g'arbiy trassada ikki tomonlama signalizatsiya mavjud; u kechqurun shov-shuv vaqtida chiqadigan poezdlar tomonidan ishlatilgan. O'zgarish sig'imni 25 foizga oshirib, poyezdlarning soatiga 35 mil (56 km / soat) tezlikda kamida 90 soniya harakatlanishiga imkon beradi. Qo'shimcha quvvat shahar atrofi jamoalarida o'sishni va 42-ko'chaga yaqin yangi osmono'par binolarga qo'shimcha transportni ta'minlash uchun zarur edi. Semafor signallari burilish qo'llaridan tashkil topgan svetoforga o'xshash uch rangli signallarga almashtirildi. 106-ko'chadagi o'zaro bog'langan minora qayta qurildi, 96-ko'chadan Garlem daryosigacha o'nta yangi signal ko'prigi qurildi. Bundan tashqari, Mott Haven Junction-da liniya mavjud beshta o'rniga to'qqizta yo'l bilan qayta qurildi va hududdagi to'rtta signal minoralari bitta bilan almashtirildi.[94] Aloqadagi o'zgarishlar operatsion moslashuvchanlikni oshirish va ushbu uchastka orqali soatiga 48 mil (48 km / soat) yurish imkoniyatini berish uchun qilingan. 1930 yilda Grand Central va Mott Haven Junction o'rtasidagi loyihaning qismida ishlar deyarli yakunlandi.[95]

1931 yil 11 sentyabrda Manxetten Borough prezidenti Samuel Levy poezdlarning kechikishini kamaytirish va mulk qiymatini yaxshilash uchun 96-ko'cha va Harlem daryosi orasidagi chiziqning baland qismini tunnelga joylashtirishni taklif qildi. U loyihaning qiymati 200 million dollarni tashkil etishini taxmin qildi va shahar va Nyu-York markaziy xarajatlarni taqsimlashni taklif qildi.[96]

1937 yil 21-dekabrda Merrey Xill va Jahannam Geyts tumanlarining mahalliy kengashlari chiziqning 96-ko'chasi va 97-ko'chalari orasidagi qismini qoplash va obodonlashtirish va to'siqlar o'rnatish bo'yicha ishlarni boshlashdi. 33,770 AQSh dollari miqdorida baholangan ushbu loyiha 1941 yilda tugatilgan,[97][98] Park Avenyu bo'ylab piyodalar yurishi va o'tiradigan yagona mediani yaratish.[99][100]

Park Haven ko'prigida 2014 yil iyul oyida M8 rusumli avtomashinalardan tashkil topgan New Haven Line poezdi

1951-yil 23-aprelda Nyu-York markaziy markazi o'rniga ish olib borilishini e'lon qildi belanchak ko'prik vertikal ko'taruvchi ko'prikli Harlem daryosi ustida 1-maydan boshlanadi va u 1954 yilda qurib bitkaziladi.[101] Yangi ko'prik mavjud ko'prikdan 50 metr (15 m) g'arbda qurilgan va har biri ikkita yo'lni o'z ichiga olgan 340 fut (100 m) ikkita oraliqdan iborat edi. Ushbu oraliqlarning har biri o'zlarining 67 metr balandlikdagi minorasi va ko'tarish mexanizmlariga ega edi, shuning uchun agar ko'tarilish paytida ko'tarish mashinalarining birortasi to'xtab qolsa, xizmat davom etishi mumkin edi.[102] Yangi ko'prik kemalarning o'tishi uchun zarur bo'lgan vaqtni to'qqiz daqiqadan to'rt daqiqagacha qisqartirdi.[101]

Harlem daryosi ustidagi yangi ko'taruvchi ko'prikning birinchi trassasi 1954 yil 28-noyabrda foydalanishga topshirildi. Yo'l foydalanishga topshirilishidan oldin trek ekipajlari kecha-kunduz harakat qilib, ko'prik yo'lini ikki tomonning yo'lagi bilan bog'lashdi 138-chi ko'chada va 131-chi ko'chada bo'lgan masofa va quvvat va signallarni har tomonlama sinovdan o'tkazdi. O'sha paytda ikkinchi yo'l, shuningdek, yangi ko'prikning g'arbiy qismida, keyingi ikki hafta ichida foydalanishga topshirilishi kerak edi. Bir yil o'tgach, yangi ko'prikning sharqiy qismida qolgan ikkita yo'l foydalanishga topshiriladi. Vaqt oralig'ida xizmat yangi ko'prikdagi ikkita yo'l va eski ko'prikdagi ikkita yo'l yordamida amalga oshirilishi kerak edi.[102] 1956 yil 9-avgustda eski ko'prikning eng katta tosh va beton tirgagi portlovchi moddalar yordamida olib tashlandi.[103]

Yangi ko'prik qurib bitkazilgandan so'ng, Nyu-York shahri Nyu-York markazidan ko'prik uchun mol-mulk solig'ini 1955-moliya yili uchun 69666 dollardan 381,121 AQSh dollarigacha va Park Avenue tunnel uchun 1 263 378 dollardan 2 759 036 dollargacha oshirdi. Soliq o'sishiga javoban, Nyu-York Markaziy Prezidenti A. E. Perlman shahar o'z faoliyatini foydasiz qilib, kompaniyani shahardan tashqariga chiqarishga harakat qilayotganini aytdi.[104] Katta o'sish natijasida, 1956 yil 10 sentyabrda temir yo'l Nyu-York shtatidagi davlat xizmatlari komissiyasiga to'rt yil ichida birinchi marotaba yo'lovchi tashish narxlarini ko'tarishga ruxsat so'rab murojaat qildi.[105]

On May 26, 1956, Mayor Robert F. Vagner kichik. announced that a far-off goal of city planners was to improve Park Avenue north of 96th Street by removing the New York Central's tracks from the street. He stated that the plan would require the New York Central to construct a new terminal station in Mott Haven and eliminate service to Grand Central Terminal, which he stated cost a lot to operate. The removal of the tracks would enable for the widening of Park Avenue and the elimination of slums and urban decay. Wagner said that all new housing projects built along the street were setback to provide further room.[106]

Reabilitatsiya

Between 1988 and 1990, the Park Avenue Tunnel was rehabilitated. Ga o'zgartirish Metropolitan transport boshqarmasi (MTA)'s 1982–1986 Capital Program in 1983 provided $46 million in additional funding for the project. As part of the project, structural steel, aged wiring conduits, and the roadbed were replaced, the side walls and waterproofing were repaired and a new drainage system was installed. The contract for the project was awarded in December 1986 and construction on it began in mid-1987, at which point the project's cost reached $105 million. The project was completed in June 1992, ten months after its anticipated completion date of August 1991, resulting from issues with the project design. The tunnel roof's design was changed from being pre-cast to being cast-in-place after wood pilings were discovered in the tunnel, avoiding the need to spend an additional $20 to $30 million. In addition, the concrete ties for the tunnel were defective and were replaced by wood ties, and other costs were underestimated. In the end, the project cost $144 million (equivalent to $262 million in 2019).[107]:117–119

The Park Avenue Viaduct was repaired by Metro-Shimoliy temir yo'l between 1995 and 1998 for $120 million.[58] The project replaced the existing deck with a concrete one, and repaired columns, retaining walls and girders. A low-level barrier was installed on either side of the viaduct to reduce noise from train wheels.[108] At the same time, extensive repairs to the Park Avenue Tunnel Train Shed began.[107]:120

In September 2007, Metro-North reached an agreement with the Nyu-York shahar transport departamenti (NYCDOT) to install pedestrian traffic signals along Park Avenue between 46th Street and 56th Street. The two sides had feuded over the issue since 1982, when the line was controlled by Penn Central. In 1997, the NYCDOT commissioner stated that signals would be installed during an upcoming phase of reconstruction in the Grand Central area.[109] The $35 million project, whose cost was split between Metro-North and the city, was approved by the MTA Board later that month. It called for the installation of 12 pedestrian signals and 8 traffic signals at the eleven intersections and the renovation of the sidewalks and streets around Grand Central to prevent rainwater from seeping into the tunnel.[110] Car traffic in this area had been controlled by traffic lights on a pole at each intersection in the middle of the median, instead of the usual four from each direction, resulting in a relatively high rate of pedestrian injuries. Additional traffic lights and pedestrian signals had not been added because this area of Park Avenue was located directly atop the roof of the Park Avenue Tunnel, with the street being 8 inches (20 cm) above the roof in some locations. Because the roof was 18 to 24 inches (46 to 61 cm) thick, there was not enough room to provide a foundation for the traffic poles without puncturing the structure. Due to the high cost of making these upgrades, and the lack of cooperation between the Nyu-York shahar transport departamenti and Metro-North, which had opposed any solution that would modify the tunnel roof.[110][111] The project had been estimated to cost $200,000 per intersection in 1994.[112] As part of the new agreement, Metro-North designed a way to anchor the traffic signals in the deck and tunnel roof.[110][111][113]

In 2013, the MTA completed a comprehensive assessment of the condition of the Train Shed as part of the 2010–2014 Capital Program. Following the study, plans were developed to repair the structure block-by-block. In the MTA's 2015–2019 Capital Program $180 million was provided to replace the structure under Park Avenue between 48th Street and 49th Street in addition to other locations.[114] However, the July 2017 amendment to the program reduced the project to $67 million, moving the first stage of construction to the next capital program.[115] The program also included $1 million in funding to study improvements to improve fire safety in the Park Avenue Tunnel, including the installation of improved emergency lighting and wayfinding signage directing to emergency exits.[114] The cost for this project later increased to $5 million.[116]

On May 17, 2016, a fire started under the Park Avenue Viaduct at 118th Street[117] qachon a o'simlik pitomnik that had been leasing space under the viaduct from the city spilled fuel on a hot generator. Temporary repairs allowed for the resumption of service. In July, the MTA Board approved the allocation of $3.3 million to pay for the construction of temporary supports for the structure, which would eliminate speed restrictions imposed for diesel locomotives.[118] That same month, the MTA moved to sue the city over the fire.[119] The temporary repairs were completed in September,[120] and permanent repairs were completed in November. The permanent repairs, which replaced a support column, cost $6 million.[121] After the fire, Metro-North assessed the condition of the entire viaduct and identified sections that critically needed to be replaced. In May 2019, Metro-North announced, as part of its Way Ahead plan to improve service, that it would request funding to replace the Park Avenue Viaduct and repair the Park Avenue Tunnel as part of the MTA's upcoming 2020–2024 Capital Program.[122]

In September 2019, the Capital Program was released by the MTA and approved by the MTA Board; it includes $159.6 million for improvements in the tunnel, $386.9 million in funding to replace the viaduct, and $348.8 million to repair the Grand Central Terminal trainshed. The viaduct and trainshed projects will be completed in multiple stages and will be completed in future capital programs. The first stage of the viaduct project consists of inspections, design work, and the replacement of the most critical portions of the viaduct. During the first part of the trainshed project, the first section of trainshed will be replaced and design work will be completed for the next part. The trainshed repairs will address the deterioration of the trainshed's roof and its support due to the intrusion of water and salt from Park Avenue. The Park Avenue Tunnel project will construct four new emergency exits in two locations.[3]:109, 116, 121, 209, 210

Stantsiyalar

Sobiq 59-ko'cha bekati 2017 yilda

Along the viaduct, there is one former station at 110-chi ko'cha, and along the tunnel are three former stations, located at 59-chi ko'cha, 72-chi ko'cha va 86-chi ko'cha, each of which had side platforms on the two outer tracks. These are now used for storage and emergency exits. None of the stations' platforms are more than 172 feet (52 m) long, making them too short for contemporary trains to use.[123] Da 59-chi ko'cha va 72-chi ko'cha stations had typical side platforms located on the outside of all four tracks (i.e. trains on the outer tracks opened their doors on the right), the 86-chi ko'cha station had two platforms located in between the outside tracks and the center pair of tracks, creating side platforms that resembled walled-off orol platformalari. This is similar to the layout at 14th Street–Sixth Avenue, except the platforms are walled off from the center tracks, so that trains on the outer tracks opened their doors on the chap, and trains on the inner tracks bypassed the station.[123]

Both of the two stations currently in operation are served by the three Metro-Shimoliy temir yo'l lines that terminate in Grand Central: the Harlem Line, Hudson chizig'i va New Haven Line.[124]

MintaqaMilepost (km)[125]StantsiyaManzilSana ochildiSana yopildiAloqalar
10.0 mi (0 km)Katta markaziy terminal Nogironlar / nogironlar uchun kirishNyu York6 oktyabr 1871 yil[18]Nyu-York metrosi: 4, ​5, ​6, <6>​, 7, <7>Va S (da Katta Markaziy - 42-chi ko'cha )
Nyu-York avtobusi: M42, M101, M102, M103, SIM4C, SIM6, SIM11, SIM22, SIM26
MTA avtobusi: BxM1
59-chi ko'cha(yopiq)
72-chi ko'cha1901 yil 23-iyun[73]
2,2 milya (3,5 km)[73]86-chi ko'chaMay 15, 1876[45]1901 yil 23-iyun[73]
3,4 milya (5,5 km)110-chi ko'chaMay 15, 1876[45]1906 yil 17-iyun[78]
4,2 milya (6,8 km)Harlem – 125-chi ko'cha Nogironlar / nogironlar uchun kirish1897 yil 25 oktyabr[69]Nyu-York metrosi: 4, ​5, ​6va <6> (da 125-chi ko'cha )
Nyu-York avtobusi: Bx15, M35, M60 SBS, M98, M100, M101
25.0 mi (8.0 km)138-uyBronksv. 18581972 yil 2-iyul[78]

Izohlar

  1. ^ On that day, a demonstration showing the car's braking ability was conducted, but one horsecar inadvertently rear-ended another with no serious injuries. This might have been the first rear-end collision in the United States.[9]:5

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