Editing Dual Contracts

{{short description|Transit contracts in New York City}}
{{Use mdy dates|date=August 2023}}
{{more citations needed|date=February 2014}}
[[File:NYCS H System 1904-1918.jpg|thumb|right|250px|The original "H" system that predated the contracts]]
The '''Dual Contracts''', also known as the '''Dual Subway System''', were contracts for the construction and/or rehabilitation and operation of rapid transit lines in the [[New York City|City of New York]]. The contracts were signed on March 19, 1913, by the [[Interborough Rapid Transit Company]] and the [[Brooklyn Rapid Transit Company]]. As part of the Dual Contracts, the IRT and BRT would build or upgrade several subway lines in New York City, then operate them for 49 years.

Most of the lines of the present-day [[New York City Subway]] were built or reconstructed under these contracts. The contracts were "dual" in that they were signed between the City and two separate private companies. Both the IRT and BRT (later [[Brooklyn–Manhattan Transit Corporation]], or BMT) worked together to make the construction of the Dual Contracts possible.

==Background==
In the late 19th century and for most of the 20th century, New York was host to millions of immigrants each year. Many of the immigrants crowded into tenements and other apartment buildings in the inner city. This resulted in overpopulation of the buildings, and congestion of city streets. [[Manhattan]]'s population had risen from 516,000 people in 1850 to 2.33 million people in 1910.{{sfn|Derrick|2001|p=2}} The population of the entire city had grown from  1.17 million people in 1860 to 3.44 million in 1900 and 4.77 million in 1910.<ref name="NYTimes-618Miles-1913"/> Living in Manhattan was becoming a hazard due to the higher probability of crime and overcrowding, and for the most part, [[Early history of the IRT subway|the first subway line]] only served areas that were already developed.{{sfn|Derrick|2001|p=2–3}} The first subway lines to the outer boroughs were planned during the early 20th century.{{sfn|Derrick|2001|p=265}} Dispersion resulted in the expansion and development of the boroughs.

In 1906, [[Charles Evans Hughes]] was elected as the governor of New York, and the next year, he created the [[New York State Public Service Commission]] (PSC). The PSC was responsible for new rapid transit lines in New York City. Although the PSC had created ambitious plans for the expansion of the city's subway system, they only had $200 million on hand.{{sfn|Derrick|2001|p=4–5}} In 1911, [[George McAneny]] was appointed leader of the Transit Committee of the [[New York City Board of Estimate]], which oversaw the subway expansion plans.{{sfn|Derrick|2001|p=6}}

Some opposed the Dual Contracts as they thought that the company owners and city officials were just looking for another way to produce personal revenue.{{sfn|Derrick|2001|p=6}} Reformists like Hughes and McAneny would not have it any other way than to see the expansion of the city and the subway. They wanted to see the inner city become less populated and spread the people to the outer boroughs of the city. They planned to expand the city and disperse the people by building subway lines which would hopefully result in new homes being built near the subway lines and the areas surrounding. This would lower population densities in the city and also made as a good reason to help prove the subway expansion as necessary.

===Crowding===
Before the Contracts, there was crowding in many of the forms of transportation in the city. The following is a list of annual ridership for each mode of transportation between June 30, 1910, and June 30, 1911:

*Interborough Rapid Transit Company–subways, elevated roads — 578,154,088
*[[Hudson and Manhattan Railroad]] — 52,756,434
*Brooklyn Union Elevated Railroad System — 167,371,328
*East River ferries — 23,460,000
*Municipal ferry to Staten Island — 10,540,000
*Hudson River ferries — 91,776,200

In total, 924,058,050 passengers were carried that year over these six modes of transport.<ref name="nycsubway dual">{{cite web| website=nycsubway.org| url=http://www.nycsubway.org/wiki/The_Dual_System_of_Rapid_Transit_(1912)| title=The Dual System of Rapid Transit (1912)}}</ref>

''The New York Times'' noted that streetcar ridership had increased more than 25 times over between 1860, where there were 50.83 million annual riders, and 1910, where there were 1.531 billion annual riders.<ref name="NYTimes-618Miles-1913"/>

===Planned effects===
It was expected that, within five years of completion:

<blockquote>When completed, the rapid transit facilities of the City will have been more than trebled. During the year ended June 30, 1911, shortly after which the construction of the new system was begun, the existing rapid transit lines carried 798,281,850 passengers. The new Dual System will have a capacity of upwards of [3 billion], although it is not expected that such capacity will be demanded immediately upon the completion of the system.

The combined trackage of the existing lines (including 7.1 miles of the Hudson and Manhattan Railroad) amounts to 303 miles of single track. To this will be added by the new lines of the Dual System 334 miles of single track, making a new system with 637 miles of single track. What this will mean to the City may be appreciated by considering how the existing lines will be amplified by the new additions and extensions. The Hudson and Manhattan road, however, is not to be a part of the Dual System.<ref name="nycsubway dual"/></blockquote>

This system expansion was expected to be as big as, if not bigger, than the proposed [[IND Second System|Second System expansion]] put forth by the [[Independent Subway System]] in 1929 and 1939.

==Contracts==
[[Image:1910 IRT plan.png|thumb|150px|1910 plan for IRT expansion]]

===Contracts 1 and 2===
{{main|Early history of the IRT subway}}
Built before the Dual Contracts, the first regularly operated [[rapid transit|subway]] in New York City was built by the city and leased to the [[Interborough Rapid Transit Company]] (IRT) for operation under city Contracts 1 and 2. Until 1918, when the new "H" system that is still operated – with separate [[IRT Lexington Avenue Line|East Side]] and [[IRT Broadway–Seventh Avenue Line|West Side]] lines – was placed in service, it consisted of a single trunk line below [[96th Street (IRT Broadway–Seventh Avenue Line)|96th Street]] with several northern branches. The system had four tracks between [[Brooklyn Bridge–City Hall (IRT Lexington Avenue Line)|Brooklyn Bridge–City Hall]] and 96th Street, allowing for local and express service on that portion.

Contract 1 was for the original 28 stations of the subway system that opened on October 27, 1904, from [[City Hall (IRT Lexington Avenue Line)|City Hall]] to [[145th Street (IRT Broadway–Seventh Avenue Line)|145th Street]], as well as for stations opened before 1908 on several IRT extensions. 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 (Manhattan)|Broadway Bridge]] to [[Marble Hill–225th Street (IRT Broadway–Seventh Avenue Line)|225th Street]],<ref name="225th">''[[The New York Times]]'', [https://www.nytimes.com/1907/01/14/archives/farthest-north-in-town-by-the-interborough-take-a-trip-to-the-new.html Farthest North in Town by the Interborough], January 14, 1907, page 18</ref> and the Contract 2 portion was opened to [[Atlantic Avenue–Barclays Center (IRT Eastern Parkway Line)|Atlantic Avenue]] on May 1, 1908.<ref name="Atlantic">''The New York Times'', [https://www.nytimes.com/1908/05/02/archives/brooklyn-joyful-over-new-subway-celebrates-opening-of-extension.html Brooklyn Joyful Over New Subway], May 2, 1908, page 1</ref>

===Contracts 3 and 4===
The Dual Contracts were signed on March 19, 1913. The contracts bound Interborough Rapid Transit Company and the [[Brooklyn Rapid Transit Company]] (BRT; later [[Brooklyn–Manhattan Transit Corporation|BMT]]) to build and operate lines for 49 years.<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1913/03/20/100611839.pdf|title=Subway Contracts Solemnly Signed; Cheers at the Ceremonial Function When McCall Gets Willcox to Attest.|date=March 20, 1913|work=The New York Times|access-date=January 11, 2018|language=en-US|issn=0362-4331}}</ref> Contract 3 was signed between the City and the IRT. Contract 4 was signed between the City and the Municipal Railway Company, a subsidiary of the BRT, formed especially for the purpose of contracting with the city for construction of the lines.

Under the terms of Contracts 3 and 4, the city would build new subway and [[elevated railroad|elevated line]]s, and rehabilitate and expand certain existing elevated lines, and lease them to the private companies for operation. The expansions would total {{convert|618|mi|km}} of new trackage across both systems; by comparison, the existing systems had {{convert|296|mi|km}} of tracks. The city's third major rapid transit company, the [[Hudson & Manhattan Railroad]] (now [[PATH (rail system)|PATH]]), was excluded from the contracts.<ref name="NYTimes-618Miles-1913"/> The projected $337 million cost would be borne mostly by the City, which was to pay $226 million, and the companies would pay the difference.{{sfn|Derrick|2001|p=7}}<ref name="NYTimes-618Miles-1913">{{cite web | title=618 MILES OF TRACK IN THE DUAL SYSTEM; City Will Have Invested $226,000,000 When Rapid Transit Project Is Completed. | website=The New York Times | date=August 3, 1913 | url=https://www.nytimes.com/1913/08/03/archives/618-miles-of-track-in-the-dual-system-city-will-have-invested.html | access-date=April 25, 2018}}</ref> The City's contribution was in cash raised by bond offerings, while the companies' contributions were variously by supplying cash, facilities and equipment to run the lines.

===Queensboro Plaza===
[[File:Queensboro Plaza.png|thumb|right|250px|[[Queensboro Plaza (New York City Subway)|Queensboro Plaza]] track plan]]
The contract negotiations were long and sometimes acrimonious. For instance, when the IRT was reluctant to cede the BRT's proposed access to [[Midtown Manhattan]] via the [[BMT Broadway Line|Broadway Line]], the city and state negotiators immediately offered the BRT ''all'' of the lines under proposal. This included lines that would have only been operable using IRT rolling stock dimensions, such as the upper [[IRT Lexington Avenue Line|Lexington Avenue Line]] and both lines in Queens. The IRT quickly gave in to the "invasion" of Midtown Manhattan by the BRT.{{sfn|Public Service Commission|1913|loc=chapter 1}}{{sfn|Rogoff|1960}}

The assignment of the proposed lines in [[Queens]] proved to be an imposition on both companies. Instead of one company enjoying a monopoly in that borough, both proposed lines—a [[BMT Astoria Line|short line]] to [[Astoria, Queens|Astoria]], and a [[IRT Flushing Line|longer line]] reaching initially to [[Corona, Queens|Corona]], and eventually to [[Flushing, Queens|Flushing]]—were assigned to ''both'' companies, to be operated in what was called "joint service". The lines would start from a large interchange station, [[Queensboro Plaza (New York City Subway)|Queensboro Plaza]]. The IRT would access the station from both the 1907 [[Steinway Tunnel]] and an extension of the [[IRT Second Avenue Line|Second Avenue Elevated]] from Manhattan over the [[Queensboro Bridge]]. The BRT would feed the Queens lines from the [[60th Street Tunnel]] in Manhattan. Technically the line was under IRT "ownership", but the BRT/BMT was granted [[trackage rights]] in perpetuity, essentially making it theirs also.{{sfn|Public Service Commission|1913|loc=chapter 1}}{{sfn|Rogoff|1960}}

The BRT had a big disadvantage, as both Queens lines were built to IRT specifications. This meant that IRT passengers had a one-seat ride to Manhattan destinations, whereas BRT passengers had to make a change at Queensboro Plaza. This came to be important when service was extended for the [[1939 World's Fair]], as the IRT was able to offer direct express trains from Manhattan, and the BRT was not. This practice lasted well into the municipal ownership of the lines, and was not ended until 1949. Both companies shared in the revenues from this service. To facilitate this arrangement originally, extra long platforms were constructed along both Queens routes, so separate fare controls/boarding areas could be established. This quickly turned out to be operationally unworkable, so eventually a proportionate formula was worked out. The bonus legacy of this construction was that the IRT was able to operate 11-car trains on this line, and when the BMT took over the [[BMT Astoria Line|Astoria Line]], minimal work had to be done to accommodate 10-car BMT units.{{sfn|Rogoff|1960}}

==Conditions==
[[File:Chambers Street BMT 019.JPG|thumb|right|250px|The large [[Chambers Street (BMT Nassau Street Line)|Chambers Street]] station was the BMT's Manhattan hub.]]
[[File:Oblique view of south facade along Surf Avenue and obscured east elevation. Looking northwest. - Stillwell Avenue Station, Intersection of Stillwell and Surf Avenues, Brooklyn, Kings HAER NY-325-11 (cropped).tif|thumb|right|250px|The large [[Coney Island–Stillwell Avenue (New York City Subway)|Coney Island Terminal]] in Brooklyn was the BMT's largest terminal outside of Manhattan.]]
[[File:Concrete Benches on the No. 7 line (8510309583).jpg|thumb|right|250px|The IRT rebuilt the [[Steinway Tunnel]], originally a trolley tunnel, for subway use.]]

Several provisions were imposed on the companies, which eventually led to their downfall and consolidation into city ownership in 1940:
*The fare was limited to five cents; that led to financial troubles for the two companies after post-[[World War I]] inflation. The BMT could charge ten cents for fare to [[Coney Island–Stillwell Avenue (New York City Subway)|Coney Island Terminal]], as well as to stations "where such ten cent fare is now allowed, until the time when trains may be operated for continuous trips over wholly connected portions of the railroad" between Coney Island and the [[Chambers Street (BMT Nassau Street Line)|Chambers Street]] station in Manhattan.<ref name="chapter 5"/>
*The City had the right to "recapture" any of the lines it built and run them as its own.<ref name="chapter 5"/>
*The City was to share in the profits.<ref name="chapter 5"/>

There were other conditions in regards to specific operations of the lines, as part of a deal between the IRT, the BMT, and the Public Service Commission. Many of the conditions applied all across the dual system. For example:
* After the Commission finished constructing the line, the company was to operate it, providing its own rolling stock and furnishings.<ref name="chapter 5">{{cite web | url=http://www.nycsubway.org/wiki/Chapter_5:_Terms_and_Conditions_of_Dual_System_Contracts | title=Terms and Conditions of Dual System Contracts | work=nycsubway.org | access-date=February 16, 2015}}</ref>
* The companies, if they operated lines temporarily, had to operate them as if they were subway extensions. For subway extensions, if a company accepted the extension, it could operate it as part of its system; if not, the company had to pay a significant amount to the city every three months to operate it. This was implemented as part of the Queensboro Plaza trackage-sharing operation.<ref name="chapter 5"/>
* The companies had operated these lines "according to the highest standards of railway operation and with due regard to the safety of the passengers and employees thereof, and of all other persons."<ref name="chapter 5"/>
* Free transfers would be given at stations where needed, such as transfer stations between lines of the IRT and BMT, bus–subway transfer stations, elevated–subway transfer stations, or streetcar–subway transfer stations, according to the Commission's discretion.<ref name="chapter 5"/>
* Freight, mail and express trains could use these companies' tracks if they did not disrupt passenger operations.<ref name="chapter 5"/>
* Advertising was prohibited in stations, railroad tunnels, elevated structures, or other places. Bulletins telling of service changes were allowed.<ref name="chapter 5"/> 
* Selling things in the stations was prohibited, except if it needed for the operation of the subway, or if it was a newspaper, periodical, or magazine that the Commission had permitted.<ref name="chapter 5"/>
* Each company was to post their intentions to operate [[newsstand]]s in the form of proposals to the Commission.<ref name="chapter 5"/>

Some conditions applied only to certain parts of the system:
*The BMT agreed to hand out transfers at the [[86th Street (BMT Sea Beach Line)|86th Street/Gravesend]] station in Brooklyn to the [[Third Avenue Line (Brooklyn surface)|Third Avenue Line]] and the [[Fifth Avenue Line (Brooklyn surface)|Fifth Avenue Line]] streetcar lines to 86th Street and Fort Hamilton Parkway. They were also to extend these [[streetcar]] lines to 86th Street and Fourth Avenue, where a transfer could be made at the [[86th Street (BMT Fourth Avenue Line)|86th Street/Fourth Avenue]] station.<ref name="chapter 5"/>
*The BMT also agreed to make transfers with the Hudson & Manhattan Railroad from the [[34th Street (BMT Broadway Line)|34th Street]] subway station to the [[33rd Street (PATH station)|33rd Street]] H&M station. The transfers applied to passengers going to [[Grand Central Terminal]],<ref name="chapter 5"/> since the H&M had originally planned an extension there.<ref>{{Cite news|url=https://www.nytimes.com/1909/06/05/archives/madoo-extension-to-be-ready-in-1911-head-of-hudson-manhattan-road.html|title=M'ADOO EXTENSION TO BE READY IN 1911; Head of Hudson & Manhattan Road Promises It After the Board of Estimate Approves. BUSINESS MEN GRATIFIED Mr. McAdoo Also Happy – He Will Begin at Once to Complete the Jersey-Grand Central Route.|date=June 5, 1909|work=The New York Times|access-date=April 24, 2018|language=en-US|issn=0362-4331}}</ref>
*The IRT agreed to equip and operate the [[Steinway Tunnel]] until it was rebuilt and completed. Then, the Steinway Tunnel was still a trolley tunnel with no subway connection. Transfers were to be made to IRT rapid transit lines at the [[Grand Central–42nd Street (New York City Subway)|Grand Central–42nd Street]] station. The Commission approved [[Steinway (New York City Subway car)|single-car rolling stock]] for the line.<ref name="chapter 5"/>

==IRT lines==
Under the original system, the original line and early extensions built for the [[Interborough Rapid Transit Company|IRT]] are:
*[[IRT Eastern Parkway Line|Eastern Parkway Line]] from [[Atlantic Avenue–Barclays Center (IRT Eastern Parkway Line)|Atlantic Avenue–Barclays Center]] to [[Borough Hall (IRT Eastern Parkway Line)|Borough Hall]]
*[[IRT Lexington Avenue Line|Lexington Avenue Line]] from Borough Hall to [[Grand Central–42nd Street (IRT 42nd Street Shuttle)|Grand Central–42nd Street]]
*[[42nd Street Shuttle]] from Grand Central–42nd Street to [[Times Square (IRT 42nd Street Shuttle)|Times Square]]
*[[IRT Broadway–Seventh Avenue Line|Broadway–Seventh Avenue Line]] from Times Square to [[Van Cortlandt Park–242nd Street (IRT Broadway–Seventh Avenue Line)|Van Cortlandt Park–242nd Street]]
*[[IRT Lenox Avenue Line|Lenox Avenue Line]] from [[96th Street (IRT Broadway–Seventh Avenue Line)|96th Street]] to [[145th Street (IRT Lenox Avenue Line)|145th Street]]
*[[IRT White Plains Road Line|White Plains Road Line]] from [[142nd Street Junction]] to [[180th Street–Bronx Park (IRT White Plains Road Line)|180th Street–Bronx Park]] (removed north of 179th Street)

The following lines were built under the Dual Contracts for the IRT:<ref name="nycsubway dual"/>
*[[BMT Astoria Line|Astoria Line]] and [[IRT Flushing Line|Flushing Line]]
*[[IRT Broadway–Seventh Avenue Line|Broadway–Seventh Avenue Line]] south of [[Times Square–42nd Street (IRT Broadway–Seventh Avenue Line)|Times Square–42nd Street]], including the Brooklyn Branch
*[[IRT Lexington Avenue Line|Lexington Avenue Line]] north of [[Grand Central–42nd Street (IRT Lexington Avenue Line)|Grand Central–42nd Street]]
*[[IRT Jerome Avenue Line|Jerome Avenue Line]]
*[[IRT Ninth Avenue Line|Ninth Avenue Line]] from 155th Street to the Jerome Avenue Line
*[[IRT Pelham Line|Pelham Line]]
*[[IRT White Plains Road Line|White Plains Road Line]] north of 177th Street (present-day [[West Farms Square–East Tremont Avenue (IRT White Plains Road Line)|Tremont Avenue]])
*[[IRT Eastern Parkway Line|Eastern Parkway Line]] beyond Atlantic Avenue
*[[IRT Nostrand Avenue Line|Nostrand Avenue Line]]
*[[IRT New Lots Line|New Lots Line]]

The following lines were rebuilt with extra tracks:<ref name="nycsubway dual"/>
*[[IRT Ninth Avenue Line|Ninth Avenue Line]] from Rector Street to 155th Street (one new track)
*[[IRT Second Avenue Line|Second Avenue]] and [[IRT Third Avenue Line|Third Avenue Line]]s from [[City Hall (IRT Second Avenue Line)|City Hall]] station to [[129th Street (IRT Second Avenue Line)|129th Street]] and from [[116th Street (IRT Third Avenue Line)|116th Street]] to [[155th Street (IRT Ninth Avenue Line)|155th Street]], respectively.
Some of the IRT lines proposed under the Contracts were not built. Most notably, there were plans to build an IRT line to [[Marine Park, Brooklyn|Marine Park]], Brooklyn (at what is now [[Kings Plaza]]) under either [[Utica Avenue]], using a brand-new line, or [[Nostrand Avenue]] and [[Flatbush Avenue]], using the then-new [[IRT Nostrand Avenue Line]]. There were also alternate plans for the Nostrand Avenue Line to continue down Nostrand Avenue to [[Sheepshead Bay, Brooklyn|Sheepshead Bay]].<ref>{{Cite news|url=https://www.nytimes.com/1910/03/06/archives/transit-outlook-bright-in-brooklyn-first-branch-lines-on-assessment.html|title=TRANSIT OUTLOOK BRIGHT IN BROOKLYN; First Branch Lines on Assessment Plan Likely to be Built in That Borough.|date=March 6, 1910|newspaper=The New York Times|issn=0362-4331|access-date=August 9, 2016}}</ref>

==BMT lines==
[[Image:1911 BRT plan.jpg|thumb|300px|right|1911 plan, giving all the contracts to the BRT]]
[[Image:1924 BMT dual contracts map.jpg|right|thumb|200px|1924 map of the BMT Dual Contracts lines]]
All Manhattan and Queens BMT lines were built under the Dual Contracts, as were all subway and some elevated lines in Brooklyn.<ref name="nycsubway dual"/>

===Newly built lines and line segments===
*[[BMT Canarsie Line|14th Street Eastern Line]] west of [[Broadway Junction (BMT Canarsie Line)|Broadway Junction]]; two-tracked underground structure
*[[BMT Astoria Line|Astoria Line]] and [[IRT Flushing Line|Flushing Line]] east of [[Queensboro Plaza (BMT Astoria Line)|Queensboro Plaza]] ([[trackage rights]] over [[Interborough Rapid Transit Company|IRT]]); both three-track elevated structures
*[[BMT Broadway Line|Broadway Line]]; four-track underground structure
*[[BMT Brighton Line|Brighton Beach Line]] between [[DeKalb Avenue (BMT Broadway Line)|DeKalb Avenue]] and [[Prospect Park (BMT Brighton Line)|Prospect Park]]
*[[BMT Fourth Avenue Line|Fourth Avenue Line]]; underground structure with four tracks north of 59th Street and two tracks south of 59th Street
*[[BMT Fulton Street Line|Fulton Street Line]] east of [[Grant Avenue (BMT Fulton Street Line)|Grant Avenue]]; three-track elevated structure
*[[BMT Jamaica Line|Jamaica Line]] east of [[Cypress Hills (BMT Jamaica Line)|Cypress Hills]]; two-track elevated structure
*[[Manhattan Bridge]] tracks and approaches
*[[BMT Nassau Street Line|Nassau Street Line]] between [[Chambers Street (BMT Nassau Street Line)|Chambers Street]] to a merge with the [[Montague Street Tunnel]] to Brooklyn

===Grade-separated rights-of-way built to replace surface railroads===
*[[BMT Brighton Line|Brighton Beach Line]] between Neptune Avenue (south of [[Sheepshead Bay (BMT Brighton Line)|Sheepshead Bay]]) and [[Coney Island–Stillwell Avenue (BMT Brighton Line)|Coney Island–Stillwell Avenue]]. Four-track elevated structure.
*[[BMT Culver Line|Culver Line]] between [[Ninth Avenue (BMT West End Line)|Ninth Avenue]] and [[West Eighth Street–New York Aquarium (IND Culver Line)|West Eighth Street]] (merge with Brighton Beach Line). Three-track elevated structure.
*[[BMT Myrtle Avenue Line|Myrtle Avenue Line]] east of [[Myrtle–Wyckoff Avenues (BMT Myrtle Avenue Line)|Myrtle–Wyckoff Avenues]]. Two-track elevated structure.
*[[BMT Sea Beach Line|Sea Beach Line]] from Fourth Avenue Subway to [[86th Street (BMT Sea Beach Line)|86th Street]]. Four-track open cut.
*[[BMT West End Line|West End Line]] between [[Ninth Avenue (BMT West End Line)|Ninth Avenue]] and [[Bay 50th Street (BMT West End Line)|Bay 50th Street]]. Three-track elevated structure.

===Existing rights-of-way rehabilitated and expanded===
*[[BMT Brighton Line|Brighton Beach Line]] from [[Prospect Park (BMT Brighton Line)|Prospect Park]] to [[Church Avenue (BMT Brighton Line)|Church Avenue]]. Existing open cut widened and expanded from two to four tracks.
*[[BMT Jamaica Line|Jamaica Line]] from merge with line from [[Marcy Avenue (BMT Jamaica Line)|Marcy Avenue]] to [[Broadway Junction (BMT Jamaica Line)|Broadway Junction]]. Elevated line expanded from two to three tracks.
*[[BMT Myrtle Avenue Line|Myrtle Avenue Line]] from [[Myrtle Avenue (BMT Jamaica Line)|Broadway–Myrtle]] to [[Myrtle–Wyckoff Avenues (BMT Myrtle Avenue Line)|Myrtle–Wyckoff Avenues]], including track connection to [[BMT Jamaica Line|Jamaica Line]]. Elevated structure expanded from two to three tracks.
*[[BMT Fulton Street Line|Fulton Street Line]] from Nostrand Avenue to east of split from [[BMT Canarsie Line|Canarsie Line]] at Pitkin Avenue. Two track elevated expanded to three tracks and new [[flying junction]] complex with six tracks replaced two tracks between former Manhattan Junction in East New York and Pitkin Avenue. This portion gave the Canarsie Line two dedicated tracks.

=={{Anchor|Results}} Effects==
As reformists predicted, the Dual Contracts resulted in city expansion. People moved to the newly built homes along the newly built subway lines. These homes were affordable, about the same cost as the houses in Brooklyn and Manhattan.{{sfn|Derrick|2001|p=7}} The Dual Contracts were the key to dispersion of the city's congested areas. The Dual Contracts helped lower high population areas and probably helped save lives as people were no longer living in heavily diseased areas. According to the Federal Census of New York City for 1920 the population in Manhattan below 59th Street decreased from 1910 to 1920. The census resulted in the following:
*1905 State census: 1,271,848
*1910 United States census: 1,269,591
*1915 State census: 1,085,308
*1920 United States census: 1,059,589<ref>{{cite web|title=Lower Manhattan Lost in Population|url=https://timesmachine.nytimes.com/timesmachine/1920/06/13/96355601.pdf|work=The New York Times|access-date=November 5, 2013}}</ref>
People were allowed to move to better parts the same cost and could have a better and more comfortable life in the suburbs. They could still commute to work every day as most of the better off city workers who moved to the outer boroughs did.{{sfn|Derrick|2001|p=7}} This also helped the business districts as people could still work.

==References==
'''Notes'''
{{Reflist|30em}}

'''Sources'''
{{Refbegin}}
* {{cite book| first=Peter| last=Derrick| title=Tunneling to the Future: The Story of the Great Subway Expansion that Saved New York| publisher=NYU Press| year=2001| isbn=0814719104}}
* {{cite book |url=http://www.nycsubway.org/wiki/New_Subways_for_New_York:_The_Dual_System_of_Rapid_Transit_(1913)|title=New Subways For New York: The Dual System of Rapid Transit | publisher=Public Service Commission|year=1913|ref={{harvid|Public Service Commission|1913}} }}
* {{cite journal |last=Rogoff |first=David |year=1960 |url=http://nycsubway.org/wiki/The_Steinway_Tunnels_%281960%29 |title=The Steinway Tunnels |journal=Electric Railroads |issue= 29 }}
{{refend}}

==External links==
*nycsubway.org — [http://www.nycsubway.org/wiki/The_Dual_Contracts The Dual Contracts]
*[https://web.archive.org/web/20040618182037/http://www.thethirdrail.net/0011/64wf1.html Story including 50th anniversary of the contracts]

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[[Category:History of the New York City Subway]]
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[[Category:Interborough Rapid Transit Company]]