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The 2 Seventh Avenue Express [3] is a rapid transit service in the A Division of the New York City Subway.Its route emblem, or "bullet", is colored red since it uses the IRT Broadway–Seventh Avenue Line through most of Manhattan.
The contract included options for further orders, which, if exercised, would have brought the total business with NYCT to about US$2.4 billion, for 1,700 subway cars, and Kawasaki would have manufactured 40% (680 cars) of the 1,700 cars. The R160 fleet was purchased at an average cost of $2.0 million USD per car. [18]
[22]: 240 In March 1982, the MTA announced it would take over the Harlem, Hudson, and New Haven Lines as long as there was no extra operating cost involved. [38] The MTA and ConnDOT officially took control of the Harlem, Hudson and New Haven Lines on January 1, 1983 and merged them into the Metro-North Commuter Railroad. [28] [39] [40]
The oldest sections of elevated lines still in operation were built in 1885. The BMT, founded in 1923 and also privately held, was formed from the bankruptcy of the Brooklyn Rapid Transit Company. The IND was created by the City of New York in 1921 to be a municipally owned competitor of the two private companies.
The E and F began running eleven-car trains during rush hours on September 8, 1953. The extra train car increased the total carrying capacity by 4,000 passengers. The lengthening project cost $400,000. [16] The operation of eleven-car trains ended in 1958 because of operational difficulties.
The original purchase order was for 740 cars, but because of the intense competition between the firms, the MTA was able to purchase 340 additional cars at the same price. The entire cost of the purchase was $1.45 billion. The new subway cars were based on the results of the tests from the R110A and R110B test trains. The historic deal came ...
By December 2010, only 232 active cars remained, 222 of which [25] were assigned to 207th Street Yard, operating on the A and C. These had periodically underwent intermittent SMS (Scheduled Maintenance Service, a life-extension program) cycles – at a cost of $25 million – to extend their useful lives. [26] [27]
The NYCTA rejected his systematic revision of nomenclature but did use his diagram of lines as its official map from 1958 to 1967. [15] After delivering his map in 1958, Salomon had no further control of it, and disliked the NYCTA's addition of touristic information to his minimalist design, [16] such as the map of 1964. [17]