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Thread: South Ferry Terminal

  1. #31


    Quote Originally Posted by brianac View Post
    The photographs also show that they painted whole buildings between 1941 and 1960, probably to apply advertising, but they looked a mess, particularly the Harmony Bar.

  2. #32
    Disgruntled Optimist lofter1's Avatar
    Join Date
    Jun 2005
    NYC - Downtown


    The lack of portable generators & power washing tools back then probably made a coat of paint the best option for combatting the urban grime.

  3. #33


    I never thought about that.

  4. #34


    Quote Originally Posted by lofter1 View Post

    The Old U.S. Army Building on Whitehall Street

    March 5, 1995

    Q. In our collection we have a painting by Colin Campbell Cooper, "Downtown New York" (1917). It shows a large, red structure with a dome on top but I am unable to identify it. Do you recognize the building? . . . Carol Lowrey, curator, permanent collection, National Arts Club, Manhattan.

    A. ...
    In 1986, when the new building was completed as 3 New York Plaza, Mr. Manocherian told The New York Times that he had originally wanted to preserve the exterior but that he "very reluctantly" decided to change the building because its exterior was "extremely, hazardously loose." He blamed the problems on bomb damage from Vietnam War protests in 1968 and 1969.

    Thank you for the outstanding research! But what an annoying story!

  5. #35
    Jersey Patriot JCMAN320's Avatar
    Join Date
    May 2003
    Jersey City

    Arrow Water Everywhere

    New York Water Taxi agrees to buy Circle Line

    by The Associated Press Monday November 03, 2008, 9:38 AM

    New York Water Taxi agreed to acquire the assets of Circle Line Harbor Cruise, the companies announced today.

    The companies will continue to operate independently until the transaction is completed in December. Tom Fox, who chief executive of New York Water Taxi, will become CEO of the combined company.

  6. #36


    In an effort to get back on topic... does anyone else find it odd that since the announcement of an impending December opening we haven't heard anything new about this? In theory it is opening within a month and yet no new pictures, no news of what the station will feature or even look like. Will there be artwork? Will there be air-cooling like they originally announced? What gives? The MTA has been all doom and gloom lately that you would think they would want a little positive PR for once. Or maybe they think showing glossy pictures of a $800 million station while crying poverty will confuse the public who has no clue about the difference between a capital budget and an operating budget.

  7. #37



    12/11/2008 08:43 PM

    Brand-New South Ferry Station To Open Soon

    Lower Manhattan is about to get a brand-new, state-of-the-art subway station. It is the first new station built by the city since the 1980s. NY1's Transit reporter Bobby Cuza filed the following report.

    For beleaguered riders who use the South Ferry station in Lower Manhattan, things are about to change. In just a few weeks, the station will be closed and replaced by a bigger and better South Ferry station that promises to transform their commutes in early January.

    "People's commutes will be a lot faster hopefully because they will be able first of all to get on and off faster here,” said President Michael Horodniceanu of the Metropolitan Transportation Authority Capital Construction Company. “The capacity at entry points is much larger. We now have only one entry point into the old station. Here we have three points."

    The existing station, which dates to 1905, has such a sharp curve that mechanical gap-fillers must be used to let passengers board the train.

    That will not be necessary at the gleaming new station, which will be fully accessible, and features two elevators, seven escalators, security cameras, a new control room, air conditioning, a new underground transfer to the R/W trains at Whitehall Street.

    The station also has an array of artwork, including glass panels with silhouetted images of trees, a sculpted stainless steel fence and a marble mosaic that incorporates a topographic map of Manhattan from 1640.

    Another incorporated historical detail is the Battery Wall, a colonial-era seawall uncovered during excavation, part of which has been reconstituted and displayed on the mezzanine.

    The new station will also improve operations.

    The existing South Ferry station has an extremely short platform, meaning riders have to move up into the first five cars of the train in order to exit. In addition, there is only one platform, meaning the station can only accommodate one train at a time, which slows the entire 1 line.

    "We're going to be able to run 24 trains an hour from here, as opposed to 16 to 17 in the past," said Horodniceanu.

    Altogether, the MTA estimates riders could save four to six minutes per trip with the new South Ferry station.

    The cash-strapped MTA could afford the $530 million price tag, since most of the funding came from federal money earmarked for the rebuilding of Downtown Manhattan.

    Copyright © 2008 NY1 News. All rights reserved.

  8. #38


    At the Last Subway Stop, a New Exit Strategy

    Published: December 11, 2008

    It’s not the cry of the dodo bird, but it’s about to vanish forever, and it goes something like this: “Passengers, you must be in the first five cars in order to exit at South Ferry.”

    Fred R. Conrad/The New York Times
    The new South Ferry station has many admirable features, but its full-length platforms may get the most applause from riders.

    It is the cry of the No. 1 subway train conductor. Hundreds of times a day for decades — sometimes garbled, sometimes virtually inaudible, sometimes ringingly clear — it has serenaded downtown-bound straphangers as they approached the line’s terminus at the tip of Manhattan: the anachronistic, 103-year-old South Ferry station, where the truncated and sharply curved platform has room for only half the cars on the train.

    But one day next month, the last cry will die upon a conductor’s lips as the Metropolitan Transportation Authority opens a new South Ferry station directly beneath the old one, a $530 million project largely paid for with money supplied by the federal government for the rebuilding of Lower Manhattan following the Sept. 11 terror attack.

    The new station will be spiffy and a bit sterile (a tour for reporters on Thursday evoked comparisons to a new hospital wing). It has thousands of white tiles, two sets of tracks, two elevators, seven escalators and 96 security cameras. But best of all, it has full-length platforms.

    That will eliminate the confusion that accompanies the rush to the front of the train, and it will cut travel time for riders, because trains will no longer have to slow down to negotiate the old station’s hairpin turn. It will also mean no more unplanned trips back uptown for stragglers or inattentive riders.

    All the same, when the new station opens next month (officials have yet to set a date), another piece of old New York will go extinct.

    South Ferry is a relic. It opened in the second year of subway service, 1905, as tracks were extended south from City Hall, the previous southern terminus. At that time, local trains ran with four cars and express trains had seven cars, according to Robert A. Olmsted, a subway historian. But in the 1940s and 1950s, most stations were enlarged so that they could accommodate 10-car trains.

    That never happened at South Ferry, which was built as a loop so that trains could turn around and head back uptown. The loop presents problems of its own. Because the turn is so sharp, the center of each car is far from the platform edge, necessitating retractable platform extensions. And the tight turning radius causes the wheels to squeal, creating quite a din.

    Today, as No. 1 trains head south into Lower Manhattan, conductors start to make announcements telling passengers that if they want to get off the train at South Ferry, which is the last stop, they must be in one of the first five cars. Some conductors are even kind enough to tell passengers that those are the cars in front of the conductor’s position.

    The announcements become more adamant as trains reach Rector Street, the last station before South Ferry. That often occasions a mad dash as surprised passengers pour out of the rear cars and rush forward.

    But many passengers who do not hear or understand the announcements wind up stuck in the rear cars, watching in exasperation as the train stops and the doors do not open. Their confusion and frustration mount as the train pulls around the loop and heads back uptown. Many are tourists or immigrants who do not speak English, but some are regular riders absorbed in a book or simply not familiar with the station.

    “That is horrible!” said David Devera, 40, who was stuck in one of the rear cars on Thursday morning as he watched the station slide by from behind on the other side of the closed car door. Mr. Devera and a friend, Mike Schevitz, 42, unemployed former Bear Stearns workers, were in Lower Manhattan for a job fair. They are from New Jersey. On this particular train, the public address system was faulty and the conductor’s announcements had come across as little more than a whisper.

    “I didn’t hear anything,” Mr. Schevitz said as the train swung around and headed north. “Did you hear anything?” The two men got out at Rector Street and walked back downtown.

    Joe Gilmore has been a conductor on the No. 1 train for 18 years. Asked how many times he has told riders to move to the front of the train, he thought for a bit.

    “Three trips a day, five days a week, minus vacation,” he said. “I don’t know. A lot.”

    He said he makes the announcement repeatedly at Chambers Street and Rector Street and sometimes goes into the sixth or seventh car to tell passengers to move up. “You get tired of saying it,” he said.

    Copyright 2008 The New York Times Company

  9. #39


    A complete tour of the station with 40 pictures can be found at SecondAvenueSagas. I really love the artwork and general feel of the station. It looks like they learned from the mistakes of the "new" Archer Avenue and 63rd street stations. It is pleasing to the eye without being overly opulant and flashy which would have just removed it from the rest of the stations throughout the system. A job well done I say.

  10. #40


    This was a very complicated project.

    Early on in the project, I was talking to a field supervisor near the Minuet Plaza excavation. He explained that the IRT Brooklyn tunnel passes under the IRT #1 hairpin. The new tunnel would run underneath both of them (three times total), but before they could dig out the new tunnel, the existing ones had to be underpinned.

    To do this, pilings had to be driven through the existing tunnels into bedrock below, on weekends with service suspended. When the new tunnel is in place, the pilings are removed, and the load is transferred.

    The old hairpin tunnel will remain for train storage.

  11. #41


    I remember this area being torn up the first time I visited NY in 02, good to see it finally getting finished!

  12. #42


    I have a stupid question -- how do they turn the trains around without the loop?

  13. #43


    They dont turn, they just drive off in the opposite direction after the driver moves to the opposite end of the train.

  14. #44


    On the diagram, where the two red lines touch is the location of switch tracks to allow incoming trains to use either side of the platform.

  15. #45


    i likey the new station

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