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(詳細はsubway in New York City was built by the city and leased to the Interborough Rapid Transit Company for operation under Contracts 1 and 2 of the Dual Contracts. Until 1918, when the new "H" system that is still operated - with separate East Side and West Side lines - was placed in service, it consisted of a single trunk line below 96th Street with several northern branches. The system had four tracks between Brooklyn Bridge – City Hall and 96th Street, allowing for local and express service on that portion. Under the "H" system, the original line and early extensions are now as follows: *The IRT Eastern Parkway Line from Atlantic Avenue – Barclays Center to Borough Hall *The IRT Lexington Avenue Line from Borough Hall to Grand Central – 42nd Street *The IRT 42nd Street Shuttle from Grand Central – 42nd Street to Times Square *The IRT Broadway – Seventh Avenue Line from Times Square to Van Cortlandt Park – 242nd Street *The IRT Lenox Avenue Line from 96th Street to 145th Street *The IRT White Plains Road Line from 142nd Street Junction to 180th Street – Bronx Park (removed north of 179th Street) ==History== Planning for the system that was built began with the Rapid Transit Act, signed into law on May 22, 1894, which created the Board of Rapid Transit Railroad Commissioners. The act provided that the commission would lay out routes with the consent of property owners and local authorities, either build the system or sell a franchise for its construction, and lease it to a private operating company. A line through Lafayette Street (then Elm Street) to Union Square was considered, but at first a more costly route under lower Broadway was adopted. A legal battle with property owners along the route led to the courts denying permission to build through Broadway in 1896. The Elm Street route was chosen later that year, cutting west to Broadway via 42nd Street. This new plan, formally adopted on January 14, 1897, consisted of a line from City Hall north to Kingsbridge and a branch under Lenox Avenue and to Bronx Park, to have four tracks from City Hall to the junction at 103rd Street. The "awkward alignment...along Forty-Second Street", as the commission put it, was necessitated by objections to using Broadway south of 34th Street. Legal challenges were finally taken care of near the end of 1899.〔James Blaine Walker, (Fifty Years of Rapid Transit, 1864-1917 ), published 1918, pp. 139-161〕 A contract, later known as Contract 1, was executed on February 21, 1900, between the commission and the Rapid Transit Construction Company, organized by John B. McDonald and funded by August Belmont, for the construction of the subway and a 50-year operating lease from the opening of the line. Ground was broken at City Hall on March 24. A plan for an extension from City Hall to the Long Island Rail Road's Flatbush Avenue terminal station (now known as Atlantic Terminal) in Brooklyn was adopted on January 24, 1901, and Contract 2, giving a lease of only 35 years, was executed between the commission and the Rapid Transit Construction Company on September 11, with construction beginning at State Street in Manhattan on November 8, 1902. Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 as the operating company for both contracts; the IRT leased the Manhattan Railway, operator of the four elevated railway lines in Manhattan and the Bronx, on April 1, 1903. Operation of the subway began on October 27, 1904, with the opening of all stations from City Hall to 145th Street on the West Side Branch.〔James Blaine Walker, (Fifty Years of Rapid Transit, 1864-1917 ), published 1918, pp. 162-191〕 Service was extended to 157th Street on November 12, 1904. The West Side Branch was extended northward to a temporary terminus of 221st Street and Broadway on March 12, 1906.〔 This extension was served by shuttle trains operating between 157th Street and 221st Street.〔()〕 The original system as included in Contract 1 was completed on January 14, 1907, when trains started running across the Harlem Ship Canal on the Broadway Bridge to 225th Street,〔New York Times, (Farthest North in Town by the Interborough ), January 14, 1907, page 18〕 meaning that 221st Street could be closed. Once the line was extended to 225th Street, the structure of the 221st Street was dismantled and was moved to 230th Street for a new temporary terminus. Service was extended to the temporary terminus at 230th Street on January 27, 1907.〔()〕 An extension of Contract 1 north to 242nd Street at Van Cortlandt Park was approved in 1906〔James Blaine Walker, (Fifty Years of Rapid Transit, 1864-1917 ), published 1918, p. 204〕 and opened on August 1, 1908.〔New York Times, (Our First Subway Completed at Last ), August 2, 1908, page 10〕 (The original plan had been to turn east on 230th Street to just west of Bailey Avenue, at the New York Central Railroad's Kings Bridge station.〔Burroughs and Company, (the New York City Subway Souvenir ), 1904〕) When the line was extended to 242nd Street the temporary platforms at 230th Street were dismantled, and were rumored to be brought to 242 Street to serve as the station's side platforms.〔 There were two stations on the line that opened later; 191st Street and 207 Street. 191st Street was not open until January 14, 1911 because the elevators and other work had not yet been completed. 207th Street was completed in 1906, but since it was located in a sparsely occupied area, the station was opened in 1907.〔 The Contract 2 portion was opened to Atlantic Avenue on May 1, 1908.〔New York Times, (Brooklyn Joyful Over New Subway ), May 2, 1908, page 1〕 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「Early history of the IRT subway」の詳細全文を読む スポンサード リンク
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