Editing Park Row Terminal (section)

==Gradual decline==
{{wide image|City Hall Panorama one.jpg|1100px|Circa 1911 view of [[City Hall Park]], with the terminal at right}}As new bridges and new subways took the pressure off the Brooklyn Bridge services, ridership at Park Row gradually declined. In 1913, BMT built the nearby [[Chambers Street (BMT Nassau Street Line)|Chambers Street subway station]] below the yet to be completed [[Manhattan Municipal Building]], although nine years earlier IRT had built the [[Brooklyn Bridge–City Hall station|Brooklyn Bridge subway station]] at Center Street and Park Row.<ref name="Small 1957" />{{rp|16–17}}

October 27, 1913, was the last day of Sea Beach elevated service, in preparation for the new grade-separated line that began to use the [[BMT Fourth Avenue Line]] on June 22, 1915. On June 23, 1916, West End trains began using the Fourth Avenue subway exclusively. This was followed by the withdrawal of Brighton Beach service on August 1, 1920, when Brighton Beach trains began using a new connection to the [[BMT Broadway Line]] subway, severing its connection with the Fulton Street Line. On May 30, 1931, some Culver trains were rerouted to the Fourth Avenue subway and the [[BMT Nassau Street Line]] when the latter line opened.<ref name="Small 1957"/>{{rp|18}}

In 1936, Park Row was reconfigured to two tracks total (the two southern main shed tracks) due to declining use and to simplify operations. On May 31, 1940, in preparation for the [[New York City]] takeover of the [[Brooklyn–Manhattan Transit Corporation|BMT]] system, the Fifth Avenue and Bay Ridge lines and services were abandoned, which also ended remaining Culver elevated service via those lines. The main line of the Fulton Street line was abandoned at the same time and, on June 1, a new service, Fulton–Lex, was introduced, bringing trains from the surviving outer portion of the Fulton Street Line to Park Row over the Broadway, Lexington and Myrtle Avenue Lines.<ref name="Small 1957"/>{{rp|19}}

On March 5, 1944, all remaining elevated lines stopped using Park Row, and the Myrtle Avenue, Lexington Avenue, and Fulton–Lex services were cut back to the Bridge Street station in [[downtown Brooklyn]].<ref name="Small 1957">{{cite journal |last=Small |first=Charles S. |date=1957 |title=The Railway of the New York and Brooklyn Bridge |journal=The Railway and Locomotive Historical Society Bulletin |issue=97 |pages=7–20 |issn=0033-8842 |jstor=43520182}}</ref>{{Rp|20}} [[Brooklyn Bridge trolleys|Brooklyn Bridge]] [[streetcar]]s were shifted to the elevated tracks and used them until 1950, when all public transit was removed from the bridge.<ref name="Small 1957" />{{Rp|20}}<ref name=":16">{{cite news |url=https://www.nytimes.com/1950/03/03/archives/brooklyn-bridge-traffic-will-undergo-changes.html |title=Brooklyn Bridge Traffic Will Undergo Changes |date=1950-03-03 |work=The New York Times |access-date=2019-06-27 |language=en-US |issn=0362-4331}}</ref> The streetcars did not use the Park Row terminal, but continued to use the trolley loops beneath the train shed, which was torn down.