14th Street bridges, History, Modern 14th Street Bridges, Charles R. Fenwick Bridge
The final bridge, the Charles R. Fenwick Bridge, carrying the Yellow Line, opened on April 30, 1983. Based on the recommendation of Washington Post reporter Jack Eisen, the bridge was named for Fenwick by the Metro Board on September 22, 1983. Fenwick was a Virginia state legislator from the Washington suburbs who sponsored legislation to create Metro. He died in 1968.


14th Street station (IRT Ninth Avenue Line)
14th Street was an express station on the demolished IRT Ninth Avenue Line in Manhattan, New York City. It had two levels. The lower level was built first and had two tracks and two side platforms. The upper level was built as part of the Dual Contracts and had one track and two side platforms over the lower level local tracks. It closed on June 11, 1940. The next southbound stop was Christopher Street for express and local trains. The next northbound local stop was 23rd Street. The next northbound express stop was 34th Street.


14th Street station (IRT Second Avenue Line)
14th Street was an express station on the demolished IRT Second Avenue Line in Manhattan, New York City, located at the intersection of 14th Street and First Avenue. It had two levels. The lower level had three tracks and two side platforms and was served by local trains. The upper level had two tracks and two side platforms and was used by express trains. The next stop to the north was 19th Street for local trains and 42nd Street for express trains. The next stop to the south was Eighth Street for local trains and Chatham Square for express trains. The station closed on June 13, 1942.


14th Street station (IRT Sixth Avenue Line)
14th Street was a station on the demolished IRT Sixth Avenue Line in Manhattan, New York City. It had two tracks and two side platforms, and was served by trains from the IRT Sixth Avenue Line. The station opened on June 5, 1878, and was designed by famed Hudson River School painter Jasper Francis Cropsey, a trained architect. Beginning in 1907, the station had a connection to the 14th Street subway station of the Hudson and Manhattan Railroad. It closed on December 4, 1938. The next southbound stop was Eighth Street. The next northbound stop was 18th Street. Two years later the station was replaced by the IND Sixth Avenue Line platforms of the 14th Street / Sixth Avenue Subway station complex.


14th Street station (IRT Third Avenue Line)
14th Street was a local station on the demolished IRT Third Avenue Line in Manhattan, New York City. It had two levels. The lower level was served by local trains and had two tracks and two side platforms. It was built first. The upper level was built as part of the Dual Contracts and had one track that bypassed the station and served express trains. In 1924, the Brooklyn–Manhattan Transit Corporation built the 14th Street-Eastern District Line Subway below the station, which included the Third Avenue subway station. Although this station was located above the Third Avenue BMT subway station on what is today known as the BMT Canarsie Line, the two stations were never connected. This station closed on May 12, 1955, with the ending of all service on the Third Avenue El south of 149th Street.


14th Street station (PATH)
14th  Street is a station on the PATH system. Located at the intersection of 14th Street and Sixth Avenue (Avenue of the Americas) in the Chelsea neighborhood of Manhattan, New York City, it is served by the Hoboken–33rd Street and Journal Square–33rd Street lines on weekdays, and by the Journal Square–33rd Street (via Hoboken) line on weekends.


14th Street station (PATH), Station layout
This PATH station has side platforms, which are not connected by a crossover or crossunder. The southbound platform shares a mezzanine area with the IND Sixth Avenue Line's station at 14th Street, but the northbound platform exits directly to the street. There is no free transfer between either platform, nor to any of the other stations in the 14th Street/Sixth Avenue station complex.


14th Street station (PATH), Station layout
The original station, opened on February 25, 1908, was modified slightly as a result of the building of the Sixth Avenue Line. The platforms were extended to the south, and the northern ends were closed. This allowed the downtown platform to share a street entrance with the downtown IND subway.


14th Street station (PATH), 19th Street station
North of the 14th Street station is the abandoned 19th Street station, which was the original northern terminus of the Hudson and Manhattan Railroad. It opened on February 25, 1908, and closed on August 1, 1954. It is now used for storing mechanical equipment and is still visible from trains travelling between 14th Street and 23rd Street.


14th Street station (PATH), Subway connections
Passengers traveling from New Jersey must exit to street level, enter a nearby subway entrance, and descend to a separate subway mezzanine in order to access the IND station complex.


14th Street station (PATH), Subway connections
The entrances for New Jersey-bound PATH commuters are on the southwest and northwest corners of 6th Avenue and 14th Street. The entrance for 33 Street-bound PATH commuters is on the east side of 6th Avenue, midblock between 13th and 14th Streets.


14th Street/Eighth Avenue station
14th Street/Eighth Avenue is an underground New York City Subway station complex shared by the IND Eighth Avenue Line and the BMT Canarsie Line. It is located at Eighth Avenue and 14th Street in Manhattan, and served by the A, E, and L trains at all times and the C train at all times except late nights.


14th Street/Eighth Avenue station
The whole complex is ADA-compliant, with the accessible station entrance at 14th Street. This complex was renovated at the beginning of the 21st century. There are several MTA New York City Transit Authority training facilities located in the mezzanine. The station complex contains an artwork by Tom Otterness called Life Underground, which features whimsical bronze sculptures, including a sewer alligator, scattered about the station.


14th Street/Eighth Avenue station, History
The Eighth Avenue station of the Brooklyn–Manhattan Transit Corporation (BMT)'s Canarsie Line opened on May 30, 1931, and was the last station to open on the Canarsie Line, built as an extension from the mainline that opened seven years earlier westward from Sixth Avenue, the previous terminal. The 14th Street station opened on September 10, 1932, as part of the city-operated Independent Subway System (IND)'s initial segment, the Eighth Avenue Line between Chambers Street and 207th Street.


14th Street/Eighth Avenue station, History
In 1999, this station underwent a major station renovation. On August 24, 1993, the contract for the project's design was awarded for $994,079. In May 1994, a supplemental agreement worth $203,435 was reached to allow the consultant to design the New York City Transit training facility to be compliant with the Americans with Disabilities Act of 1990. As part of the project's design, multiple options were considered to improve the station, including the construction of a free transfer zone between the Eighth Avenue and Canarsie Lines. As part of the supplemental agreement, the consultant was directed to design it.


14th Street/Eighth Avenue station, History
On April 18, 2004, an L train collided with the bumper block after the operator suffered a possible seizure.


14th Street/Eighth Avenue station, History
On September 20, 2020, a northbound A train derailed at the IND station when a homeless man clamped wooden planks onto the roadbed causing the train to derail. Three passengers were injured.


14th Street/Eighth Avenue station, Station layout
The artwork in this station is by Tom Otterness, called Life Underground, and was installed in 2001. It features whimsical bronze sculptures, including a sewer alligator, scattered about the station. From 1989 to 1995, an artwork by Ross Lewis could be found in the station. It is called Parallel Motion, and it shows images of moving bodies in the mezzanine drawn by brushstrokes using Chinese calligraphy. It is now situated in the lobby of Public School 89 in Battery Park City.


14th Street/Eighth Avenue station, Station layout, Exits
The entrances of the station complex are located at the intersections of Eighth Avenue and 14th, 15th, and 16th Streets. The northernmost one has an unstaffed bank of turnstiles, two staircases going up to the northwest corner of 16th Street and Eighth Avenue, and one going up to each eastern side of the intersection. A passageway leads to the front entrance of 111 Eighth Avenue (the Port Authority of New York and New Jersey building now occupied by Google) at the southwest corner.


14th Street/Eighth Avenue station, Station layout, Exits
A sign on the sidewalk outside the building indicates that an entrance to the station is available inside of the building. On either side, at the center of the mezzanine, a set of full height turnstiles lead to a staircases going up to either northern corners of 15th Street and Eighth Avenue.


14th Street/Eighth Avenue station, Station layout, Exits
The full-time fare control area is at the south end of the mezzanine. On the east side is the transfer passageway between the platforms containing a ramp, staircase, and elevator. A set of full height turnstiles leads to a staircase going up to the northeast corner of 14th Street and 8th Avenue. The full-time turnstile bank has a token booth, two staircases to either southern corners of the intersection, and one staircase and elevator going up to the northwest corner. There is a direct entrance/exit to the BMT platforms at one bank of turnstiles here. This area also provides access to a signal training school for New York City Transit employees.


14th Street/Eighth Avenue station, Station layout, Exits
There was a fourth set of entrances located at the intersection of Eighth Avenue and 17th Street which have since been closed.


14th Street/Eighth Avenue station, IND Eighth Avenue Line platforms
14th Street is an express station on the IND Eighth Avenue Line that has four tracks and two island platforms. It is the southernmost Eighth Avenue Line station that is under Eighth Avenue itself. South of here, the line curves east to Sixth Avenue via Greenwich Avenue.


14th Street/Eighth Avenue station, IND Eighth Avenue Line platforms
During daytime hours, C and E trains stop on the outer, local tracks, while A trains stop on the center, express tracks. During late-night hours, all service is on the local tracks. Both outer track walls have a medium yellow-orange trim line with a terracotta brown border. It's set in a two-high course, a pattern usually reserved for local stations. "14th" is written in black on the white tiles below the trim line. Both platforms have yellow I-beam-columns running along the center of the platform.


14th Street/Eighth Avenue station, IND Eighth Avenue Line platforms
The original 1931 trim line was a three tiles high deep yellow-orange set without a border. There are many staircases and one elevator per platform leading up to the full-length mezzanine above, which has a trim line, name tablets, and columns that are held in the same style as the platform below.


14th Street/Eighth Avenue station, BMT Canarsie Line platform
Eighth Avenue is the western (railroad north) terminal of the BMT Canarsie Line that has two tracks and one island platform. The station is served by the L train at all times.


14th Street/Eighth Avenue station, BMT Canarsie Line platform
Eighth Avenue uses a single island platform with two tracks which are designated officially as Q1 and Q2. Originally, they were named QW1 and QW2 since Eighth Avenue was a western extension of the Canarsie Line, but the line has been re-chained as Q. Eighth Avenue is the zero-point of the Canarsie Line's chaining, that is, it is the starting point of all distances on the line. The tracks end at bumper blocks just past the west end of the platform.


14th Street/Eighth Avenue station, BMT Canarsie Line platform
The station was originally decorated in a more IND style than the rest of the Canarsie Line, which was built by the BMT. The original tile band was a two-tone ultramarine blue with "8th Av" captions. However, a 1999 renovation subsequently removed the IND style and replaced it with the BMT quilt-like tile pattern that exists on all other subway stations on the BMT Canarsie Line. The current tile color scheme is white with red stripes and mosaics held in beige and tan, with a pattern of red, yellow, green and off-white in the center. To signify the station's location, there are small "8" decorations set in teal-green hexagons, as found in other stations on the line.


14th Street/Sixth Avenue station
14th Street/Sixth Avenue is an underground New York City Subway station complex in the Chelsea district of Manhattan on the IRT Broadway–Seventh Avenue Line, the BMT Canarsie Line and the IND Sixth Avenue Line. It is located on 14th Street between Sixth Avenue (Avenue of the Americas) and Seventh Avenue. It is served by the:


14th Street/Sixth Avenue station
A connection is available from this complex to the PATH station at 14th Street and Sixth Avenue. There is a direct passageway from this complex to the PATH station's southbound platform; transferring between this complex and the northbound PATH platform requires exiting onto street level first.


14th Street/Sixth Avenue station, History, Broadway–Seventh Avenue Line
The Dual Contracts, which were signed on March 19, 1913, were contracts for the construction and/or rehabilitation and operation of rapid transit lines in the City of New York. The contracts were "dual" in that they were signed between the City and two separate private companies (the Interborough Rapid Transit Company and the Brooklyn Rapid Transit Company), all working together to make the construction of the Dual Contracts possible. The Dual Contracts promised the construction of several lines in Brooklyn. As part of Contract 4, the IRT agreed to build a branch of the original subway line south down Seventh Avenue, Varick Street, and West Broadway to serve the West Side of Manhattan.


14th Street/Sixth Avenue station, History, Broadway–Seventh Avenue Line
The construction of this line, in conjunction with the construction of the Lexington Avenue Line, would change the operations of the IRT system. Instead of having trains go via Broadway, turning onto 42nd Street, before finally turning onto Park Avenue, there would be two trunk lines connected by the 42nd Street Shuttle. The system would be changed from looking like a "Z" system on a map to an "H" system. One trunk would run via the new Lexington Avenue Line down Park Avenue, and the other trunk would run via the new Seventh Avenue Line up Broadway.


14th Street/Sixth Avenue station, History, Broadway–Seventh Avenue Line
In order for the line to continue down Varick Street and West Broadway, these streets needed to be widened, and two new streets were built, the Seventh Avenue Extension and the Varick Street Extension. It was predicted that the subway extension would lead to the growth of the Lower West Side, and to neighborhoods such as Chelsea and Greenwich Village.


14th Street/Sixth Avenue station, History, Broadway–Seventh Avenue Line
14th Street opened as the line was extended south to South Ferry from 34th Street–Penn Station on July 1, 1918, and was served by a shuttle. The new "H" system was implemented on August 1, 1918, joining the two halves of the Broadway–Seventh Avenue Line and sending all West Side trains south from Times Square. An immediate result of the switch was the need to transfer using the 42nd Street Shuttle. The completion of the "H" system doubled the capacity of the IRT system.


14th Street/Sixth Avenue station, History, Canarsie Line
Sixth Avenue on the BMT Canarsie Line opened on June 30, 1924, as the terminal of the 14th Street–Eastern Line, which ran from Sixth Avenue under the East River and through Williamsburg to Montrose and Bushwick Avenues.


14th Street/Sixth Avenue station, History, Sixth Avenue Line
14th Street is a local station on the IND Sixth Avenue Line that opened on December 15, 1940, along with the rest of the IND Sixth Avenue Line from West Fourth Street–Washington Square to 47th–50th Streets–Rockefeller Center.


14th Street/Sixth Avenue station, History, Consolidation as a station complex
On January 16, 1978, a free transfer passageway connecting the 14th Street station on the IRT Broadway-Seventh Avenue Line and the stations on the BMT Canarsie Line and the IND Sixth Avenue Line opened.


14th Street/Sixth Avenue station, History, Consolidation as a station complex
The entire station complex except for the PATH station will receive elevators in 2020–2022. Originally, the improvements were scheduled for the Sixth Avenue and Canarsie Lines only. As of February 2021, funding had been committed to accessibility renovations at the 14th Street/Sixth Avenue station.


14th Street/Sixth Avenue station, IRT Broadway–Seventh Avenue Line platforms
14th Street is an express station on the IRT Broadway–Seventh Avenue Line, consisting of four tracks and two island platforms.


14th Street/Sixth Avenue station, IRT Broadway–Seventh Avenue Line platforms
The track walls on both sides of the platform have their original IRT mosaic trim line with "14" tablets on it at regular intervals. Both platforms have blue I-beam columns that run along both sides at regular intervals with alternating ones having the standard black station name plate in white lettering.


14th Street/Sixth Avenue station, IRT Broadway–Seventh Avenue Line platforms, Exits
This station has three fare control areas. The full-time entrance is at the north end. A single staircase from each platform leads to a crossover that has a newsstand in the center, two now defunct restrooms above the southbound platforms and tracks (mosaic signs reading "MEN" and "WOMEN" remain intact), and two full height turnstiles above the northbound platform and tracks (one entry/exit and one exit-only) leading to a staircase that goes up to the southeast corner of 14th Street and Seventh Avenue.


14th Street/Sixth Avenue station, IRT Broadway–Seventh Avenue Line platforms, Exits
There is also a passageway leading to the BMT Canarsie platforms on Sixth Avenue, which in turn allows a free transfer to the IND Sixth Avenue Line platforms. The full-time turnstile bank at the center of the crossover opposite the newsstand leads to a mezzanine containing a token booth, three staircases going up to the either northern corners as well as the southwest corner of 14th Street and Seventh Avenue. There is also a now-closed passageway with directional mosaics that leads to 14th Street/Eighth Avenue.


14th Street/Sixth Avenue station, IRT Broadway–Seventh Avenue Line platforms, Exits
The station has an exit-only area at the center. Two staircases from each platform go up to a crossover where on either side, a single exit-only turnstile and emergency gate leads to a staircase that goes up to either northern corners of 13th Street and Seventh Avenue.


14th Street/Sixth Avenue station, IRT Broadway–Seventh Avenue Line platforms, Exits
The station has an unstaffed fare control area at the south end. A single staircase from each platform leads to a crossover and a bank of turnstiles as well as one exit-only and one full-height turnstile. The mezzanine has a now-unused customer assistance booth and two staircases going up to both northern corners of 12th Street and Seventh Avenue.


14th Street/Sixth Avenue station, IND Sixth Avenue Line platforms
14th Street is a local station on the IND Sixth Avenue Line, and has two side platforms to the inside of the tracks. Both platforms have a green trim line on a darker green border and name tablets reading "14TH STREET" in white sans serif lettering on a dark green background and a lighter green border. Beneath the trim line and name tablets are small directional and number signs in white numbering on a black background. Trains open their doors to the left in both directions, which is unusual for a side platformed station in New York City.


14th Street/Sixth Avenue station, IND Sixth Avenue Line platforms
Most side platforms in the system are to the outside of the tracks and thus trains open the doors to the right. The PATH tracks and platforms are located between the two Sixth Avenue Line platforms, on the other side of the platform walls, and are not visible from this station.


14th Street/Sixth Avenue station, IND Sixth Avenue Line platforms
The Sixth Avenue express tracks are at a lower level beneath the PATH tracks and thus not visible from this station either. The deep-bore tunnel's round shape becomes square below this station and at 23rd Street, where provisions for lower level platforms were built.


14th Street/Sixth Avenue station, IND Sixth Avenue Line platforms
There is a full length mezzanine over the platforms and tracks that is largely unused and dimly lit.


14th Street/Sixth Avenue station, IND Sixth Avenue Line platforms, Exits
There are entrance/exits at both 14th Street and 16th Street, with fare controls at both ends. The 14th Street entrance is shared with the PATH station of the same name, which has a separate fare control. At both intersections, exits lead to all four corners. At the extreme south end of each platform, there is a single-wide stairway descending to the Canarsie Line platform.


14th Street/Sixth Avenue station, BMT Canarsie Line platform
Sixth Avenue on the BMT Canarsie Line has one island platform and two tracks and is approximately 40 feet (12 m) below street level.


14th Street/Sixth Avenue station, BMT Canarsie Line platform
Both track walls have their original mosaic trim line consisting of earthy tones of olive green, brown, ochre and tan augmented by light green and Copenhagen blue. "6" tablets representing "Sixth Avenue" run along the trim line at regular intervals.


14th Street/Sixth Avenue station, BMT Canarsie Line platform
The 1993 artwork here is called MTA Jewels by Jennifer Kotter. It consists of paintings of various subjects on the passageway leading to the IRT.


14th Street/Sixth Avenue station, BMT Canarsie Line platform
West of the station, a center lay-up track begins at a bumper block and is only accessible from the Eighth Avenue terminal. This station was the terminal for the BMT Canarsie Line until the Eighth Avenue station opened in 1931.


14th Street/Sixth Avenue station, BMT Canarsie Line platform, Exits
The station has seven staircases going up from the platform. The two westernmost ones go up to a passageway that leads to the full-time fare control area at the IRT Broadway–Seventh Avenue Line station. The next two go up to the extreme south ends of either platform of the IND Sixth Avenue Line station. The western staircase goes to the southbound platform, and the one directly east of it goes to the northbound platform


14th Street/Sixth Avenue station, BMT Canarsie Line platform, Exits
The next two staircases go up to a mezzanine leading to fare control that has a powder blue and state blue trim line. A bank of three regular turnstiles and two high entry/exit turnstiles provide entrance/exit from the station and there is no token booth. Two staircases go up to either eastern corners of 14th Street and Sixth Avenue. Another unstaffed bank of turnstiles by the northeast staircase leads to the mezzanine above the Queens-bound platform of 14th Street on the IND.


14th Street/Sixth Avenue station, BMT Canarsie Line platform, Exits
The last staircase on the extreme east end of the platform leads to a storage area and ventilation room. Another staircase in this section has been removed.


14th Street/Sixth Avenue station, BMT Canarsie Line platform, In popular culture
Starting roughly at the 27-minute mark in the 1977 film Joy, the title character, portrayed by Sharon Mitchell, enters the Sixth Avenue station, then boards a train car on which she seduces the only other passenger on the train.


14th Street–Union Square station
14th Street–Union Square is a New York City Subway station complex shared by the BMT Broadway Line, the BMT Canarsie Line and the IRT Lexington Avenue Line. It is located at the intersection of Fourth Avenue and 14th Street, underneath Union Square in Manhattan. The complex sits on the border of several neighborhoods, including the East Village to the southeast, Greenwich Village to the south and southwest, Chelsea to the northwest, and both the Flatiron District and Gramercy Park to the north and northeast. The 14th Street–Union Square station is served by the 4, 6, L, N, and Q trains at all times; the 5 and R trains at all times except late nights; the W train on weekdays; and ⟨6⟩ train weekdays in the peak direction.


14th Street–Union Square station
The Lexington Avenue Line platforms were built for the Interborough Rapid Transit Company (IRT) as an express station on the city's first subway line, which was approved in 1900. The station opened on October 27, 1904, as one of the original 28 stations of the New York City Subway. As part of the Dual Contracts, the Broadway Line platforms opened in 1917 and the Canarsie Line platform opened in 1924. Several modifications have been made to the stations over the years, and they were combined on July 1, 1948. The complex was renovated in the 1990s and was placed on the National Register of Historic Places in 2005.


14th Street–Union Square station
The Lexington Avenue Line station has two abandoned side platforms, two island platforms, and four tracks, while the parallel Broadway Line station has two island platforms and four tracks. The Canarsie Line station, crossing under both of the other stations, has one island platform and two tracks. Numerous elevators make most of the complex compliant with the Americans with Disabilities Act of 1990 (ADA). The Lexington Avenue Line station, serving the 4, 5, 6, and <6> trains, is not ADA-accessible. In 2016, over 34 million passengers entered this station, making it the fourth-busiest station in the system.


14th Street–Union Square station, History, First subway
Planning for a subway line in New York City dates to 1864. However, development of what would become the city's first subway line did not start until 1894, when the New York State Legislature authorized the Rapid Transit Act. The subway plans were drawn up by a team of engineers led by William Barclay Parsons, chief engineer of the Rapid Transit Commission. It called for a subway line from New York City Hall in lower Manhattan to the Upper West Side, where two branches would lead north into the Bronx.


14th Street–Union Square station, History, First subway
A plan was formally adopted in 1897, and all legal conflicts concerning the route alignment were resolved near the end of 1899. The Rapid Transit Construction Company, organized by John B. McDonald and funded by August Belmont Jr., signed the initial Contract 1 with the Rapid Transit Commission in February 1900, in which it would construct the subway and maintain a 50-year operating lease from the opening of the line. In 1901, the firm of Heins & LaFarge was hired to design the underground stations. Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway.


14th Street–Union Square station, History, First subway
The 14th Street station was constructed as part of the route segment from Great Jones Street to 41st Street. Construction on this section of the line began on September 12, 1900. The section from Great Jones Street to a point 100 feet (30 m) north of 33rd Street was awarded to Holbrook, Cabot & Daly Contracting Company. The 14th Street station opened on October 27, 1904, as one of the original 28 stations of the New York City Subway from City Hall to 145th Street on the Broadway–Seventh Avenue Line. The opening of the 14th Street station turned Union Square into a major transportation hub. With the northward relocation of the city's theater district, Union Square became a major wholesaling district with several loft buildings, as well as numerous office buildings.


14th Street–Union Square station, History, First subway
Initially, the IRT station was served by local and express trains along both the West Side (now the Broadway–Seventh Avenue Line to Van Cortlandt Park–242nd Street) and East Side (now the Lenox Avenue Line). West Side local trains had their southern terminus at City Hall during rush hours and South Ferry at other times, and had their northern terminus at 242nd Street. East Side local trains ran from City Hall to Lenox Avenue (145th Street).


14th Street–Union Square station, History, First subway
Express trains had their southern terminus at South Ferry or Atlantic Avenue and had their northern terminus at 242nd Street, Lenox Avenue (145th Street), or West Farms (180th Street). Express trains to 145th Street were later eliminated, and West Farms express trains and rush-hour Broadway express trains operated through to Brooklyn. In 1918, the Lexington Avenue Line opened north of Grand Central–42nd Street, thereby dividing the original line into an "H"-shaped system. All trains were sent via the Lexington Avenue Line.


14th Street–Union Square station, History, First subway
To address overcrowding, in 1909, the New York Public Service Commission proposed lengthening platforms at stations along the original IRT subway. As part of a modification to the IRT's construction contracts, made on January 18, 1910, the company was to lengthen station platforms to accommodate ten-car express and six-car local trains. In addition to $1.5 million (equivalent to $41.7 million in 2020) spent on platform lengthening, $500,000 (equivalent to $13,888,000 in 2020) was spent on building additional entrances and exits. It was anticipated that these improvements would increase capacity by 25 percent.


14th Street–Union Square station, History, First subway
At the 14th Street station, the northbound island platform was extended 55 feet (17 m) north and 100 feet (30 m) south, while the southbound island platform was extended 128 feet (39 m) north, necessitating the replacement of some structural steel north of the intersection of Fourth Avenue and 13th Street. On January 23, 1911, ten-car express trains began running on the Lenox Avenue Line, and the following day, ten-car express trains were inaugurated on the West Side Line.


14th Street–Union Square station, History, Dual Contracts
After the original IRT opened, the city began planning new lines. The New York Public Service Commission adopted plans for what was known as the Broadway–Lexington Avenue route (later the Broadway Line) on December 31, 1907. A proposed Tri-borough system was adopted in early 1908, incorporating the Broadway Line. Operation of the line was assigned to the Brooklyn Rapid Transit Company (BRT, subsequently the Brooklyn–Manhattan Transit Corporation or BMT) in the Dual Contracts, adopted on March 4, 1913.


14th Street–Union Square station, History, Dual Contracts
Because the Dual Contracts specified that the street surfaces needed to remain intact during the system's construction, a temporary web of timber supports was erected to support the streets overhead while the BMT platforms were being constructed. The Broadway Line platforms opened on September 4, 1917, as the northern terminus of the first section of the line between 14th Street and Canal Street. Initially, it only served local trains. On January 5, 1918, the Broadway Line was extended north to Times Square–42nd Street and south to Rector Street, and express service started on the line.


14th Street–Union Square station, History, Dual Contracts
The Dual Contracts also called for the construction of a subway under 14th Street, to run to Canarsie in Brooklyn; this became the BMT's Canarsie Line. Booth and Flinn was awarded the contract to construct the line on January 13, 1916. Clifford Milburn Holland served as the engineer-in-charge during the construction. The Canarsie Line station at Union Square opened on June 30, 1924, as part of the 14th Street–Eastern Line, which ran from Sixth Avenue under the East River and through Williamsburg to Montrose and Bushwick Avenues. A passageway between the Broadway and Canarsie Line stations was completed in late 1923.


14th Street–Union Square station, History, Later years
The transfer between the IRT and BMT was placed inside fare control on July 1, 1948. In the 1960s, the New York City Transit Authority (NYCTA) started a project to lengthen station platforms on the Broadway Line to 615 feet (187 m) to accommodate 10-car trains. As part of the project, the Broadway Line platforms at Union Square, which were 535 feet (163 m) long, were extended 85 feet (26 m) to the north. The Broadway Line station was overhauled in the late 1970s. The MTA replaced the original wall tiles, old signs, and incandescent lighting with the 1970s wall tile band and tablet mosaics, signs and fluorescent lights. They also fixed staircases and platform edges.


14th Street–Union Square station, History, Later years
By 1982, the entrances in the southern portion of Union Square were to be renovated as part of a refurbishment of Union Square Park. This work was performed over the latter half of that decade, with the entrances having been renovated by 1985. In the late 1980s, the 14th Street–Union Square station was renovated as part of the construction of the Zeckendorf Towers immediately east of the Lexington Avenue Line platforms. The towers' developers agreed to build and maintain subway entrances within the Zeckendorf Towers as "a public benefit", and in exchange, were allowed to develop the site.


14th Street–Union Square station, History, Later years
This was because of zoning rules that required many developers in Lower Manhattan, Midtown Manhattan, and Downtown Brooklyn to relocate and maintain subway entrances that were formerly on the street. The New York City Department of City Planning prepared zoning guidelines for the Union Square area, which would allow a greater maximum floor area ratio in exchange for subway improvements, particularly benefiting the Zeckendorf project.


14th Street–Union Square station, History, Later years
On August 28, 1991, an accident just north of the IRT station killed five riders and injured 215 others in one of the deadliest accidents in New York City Subway history. The operator of a southbound 4 train was to be shifted to the local track due to repair work on the express one. He was running at 40 mph (64 km/h) in a 10 mph (16 km/h) zone and took the switch so fast that only the first car made it through the crossover, and the rest of the train was derailed.


14th Street–Union Square station, History, Later years
Five cars were damaged heavily, being scrapped on site, and the track infrastructure suffered heavy structural damage as a result. The entire infrastructure, including signals, switches, track, roadbed, cabling, and 23 support columns needed to be replaced. The derailment occurred at the entry to a former pocket track on the Lexington Avenue Line station, which was removed when the damage from the 1991 wreck was repaired,


14th Street–Union Square station, History, Later years
In the 1990s, the station underwent a major renovation. On July 9, 1993, the contract for the project's design was awarded for $2,993,948. As part of the contract, the consultant investigated whether it was feasible to reconfigure the IRT passageway, to reframe the exit structure on the Lexington Avenue platforms to accommodate the relocation and widening of stairs, the construction of a new fan room, the removal of stairs on the Broadway Line platforms, the reframing of the existing structure, and the construction of a new staircase between the intermediate and IRT mezzanines.


14th Street–Union Square station, History, Later years
These were all deemed feasible, and in May 1994, a supplemental agreement worth $984,998 was reached to allow the consultant to prepare the design for this work. Plans were prepared by Lee Harris Pomeroy. The project was to cost $38.5 million and start in December 1994, with a new entrance pavilion on the southeast corner of Union Square Park, containing an elevator entrance. The same year, a New York City Transit Police station opened in the Broadway Line mezzanine. A construction contract was ultimately signed in March 1995.


14th Street–Union Square station, History, Later years
The work involved creating a pocket park in a traffic island at the southeast corner of Union Square, a project that was completed in 2000. In addition, power infrastructure had to be upgraded to allow the construction of MetroCard vending machine equipment. In 2002, the Broadway Line station was upgraded for ADA-accessibility and its original late 1910s tiling was restored. As part of the upgrade, the MTA repaired the staircases, re-tiled for the walls and floors, upgraded the station's lights and the public address system, installed yellow safety treads along the platform edge, new signs, and new trackbeds in both directions.


14th Street–Union Square station, History, Later years
As part of the 2015–2019 MTA Capital Program and the L Project, several modifications were implemented on the platform to improve circulation and to reduce crowding. The stairs from the Broadway Line platforms were rebuilt in March 2019; the stair from the downtown Broadway Line platform was reconfigured entirely. Additionally, a new escalator was installed from the east mezzanine to the platform; it cost around $15 million and opened on September 10, 2020.


14th Street–Union Square station, Station layout
The IRT Lexington Avenue Line and BMT Broadway Line stations run roughly parallel to each other in a north-south direction. The Lexington Avenue Line platforms run under Fourth Avenue and Union Square East, while the Broadway Line platforms to the west run under Broadway, cutting directly under Union Square Park. The BMT Canarsie Line station runs west-east under both of the other stations, along 14th Street.


14th Street–Union Square station, Station layout
A 480-foot-long (150 m) mezzanine stretches above the BMT Broadway Line platforms, ramping down to a control area at its south end, where there are stairs down to the Broadway Line platforms and transfers to the other platforms. Along the mezzanine and adjacent passageways, the tops of the walls contain friezes made of raised geometric patterns on the rectangular tiles. White-on-green tiles with the number "14" are placed at the tops of the walls at regular intervals, while white-on-green "Union Square" tablets are installed below the friezes. Rectangular red metal frames also surround sections of the original wall.


14th Street–Union Square station, Station layout
The mezzanine is relatively shallow, and because it was built with insufficient clearance, Union Square Park was raised by 4 feet (1.2 m) to accommodate the station. Imprinted on the walls are over 3,000 stickers with the names of victims of the September 11 attacks, which were put up by artist John Lin and sixteen friends on September 10, 2002. The stickers were not sanctioned by the subway system's operator, the Metropolitan Transportation Authority, and have deteriorated since they were placed.


14th Street–Union Square station, Station layout
Directly east of the control area at the south end of the BMT Broadway Line mezzanine, a 20-foot-wide (6 m) corridor slopes down to the IRT mezzanine. The IRT mezzanine contains two overpasses, connecting the station complex with exits on the east side of both Fourth Avenue and Union Square East. Galleries extend from the overpasses above the platforms, with stairs leading downward from the galleries to each island platform. A corridor runs above the western side of the IRT station, connecting the two overpasses.


14th Street–Union Square station, Station layout
This corridor contains restored cross-segments of the original station wall, including faience cornices, mosaic tile borders, and plaques of eagles. These are part of a larger, station-wide art installation entitled Framing Union Square, by Mary Miss. Original faience plaques with the number "14" are in the southern end of the mezzanine, near one of the entrances. Other decorations, such as a pale blue frieze, date from later renovations. The area near the Zeckendorf Towers contains storefronts, as well as steel and glass enclosures.


14th Street–Union Square station, Station layout
Another staircase extends from the IRT mezzanine to a small mezzanine above the Canarsie Line platform. Another mezzanine on the western side of the station serves the Canarsie Line platform directly. There were several connecting passageways between the western Canarsie Line mezzanine and the larger concourse area above the Broadway Line. However, these passageways have been sealed off. The passageways to the Canarsie Line platform contain cruciform borders similar to those in the other passageways.


14th Street–Union Square station, Station layout, Exits
The station contains numerous entrances and exits. Near the southeast end of the station, there is one stair, escalator bank, and elevator in the Zeckendorf Towers at the northeast corner of 4th Avenue and 14th Street; this is the ADA-accessible entrance to the station. There are two stairs to each of the southwest and southeast corners of the same intersection. All of these lead directly to the Lexington Avenue Line mezzanine. One block to the west, there are two staircases on the south side of 14th Street between Broadway and University Place, which lead to the western Canarsie Line mezzanine. A closed exit extended to the west side of Broadway between 13th and 14th Streets.


14th Street–Union Square station, Station layout, Exits
The central portion of the station contains another exit from the Lexington Avenue Line mezzanine to the Zeckendorf Towers, which leads to the southeast corner of Union Square East and 15th Street. There are also two stairs inside Union Square Park between 14th and 15th Streets. One is closer to Union Square West between these two streets, opposite the equestrian statue of George Washington, while the other is closer to Union Square East and 15th Street. These entrances more directly serve the Broadway Line platforms. The Union Square Park entrances contain large polygonal metal-and-glass canopies, which date from a 1985 renovation of the park.


14th Street–Union Square station, Station layout, Exits
At the northern end of the station, two stairs rise to Union Square Park on the east side of Union Square West at 16th Street. These lead most directly to the Broadway Line platforms.


14th Street–Union Square station, IRT Lexington Avenue Line platforms
14th Street–Union Square is an express station on the IRT Lexington Avenue Line. The 4 and 6 trains stop here at all times; the 5 train stops here at all times except late nights; and the ⟨6⟩ train stops here during weekdays in the peak direction. The station has four tracks and two island platforms. The uptown and downtown platforms are offset from each other, having been extended at their rear ends, and are slightly curved. Platform gap fillers, on the downtown side, use proximity sensors to detect when trains arrive, automatically extending when a train has stopped in the station.


14th Street–Union Square station, IRT Lexington Avenue Line platforms
The island platforms allow for cross-platform interchanges between local and express trains heading in the same direction. Local trains use the outer tracks while express trains use the inner tracks. The island platforms were originally 350 feet (110 m) long, as at other express stations on the original IRT, but later became 525 feet (160 m) long. The platforms are 30 feet (9.1 m) wide at their widest point.


14th Street–Union Square station, IRT Lexington Avenue Line platforms
The station has two abandoned local side platforms; the northbound platform is visible through windows, bordered with wide, bright red frames. A combination of island and side platforms was also used at Brooklyn Bridge–City Hall on the IRT Lexington Avenue Line and 96th Street on the IRT Broadway–Seventh Avenue Line. These side platforms were built to accommodate extra passenger volume and were built to the five-car length of the original IRT local trains. When trains were lengthened, the side platforms were deemed obsolete, and they were closed and walled off.


14th Street–Union Square station, IRT Lexington Avenue Line platforms, Design
As with other stations built as part of the original IRT, the station was constructed using a cut-and-cover method. The tunnel is covered by a "U"-shaped trough that contains utility pipes and wires. The bottom of this trough contains a foundation of concrete no less than 4 inches (100 mm) thick. Each platform consists of 3-inch-thick (7.6 cm) concrete slabs, beneath which are drainage basins. The platforms contain I-beam columns spaced every 15 feet (4.6 m). Additional columns between the tracks, spaced every 5 feet (1.5 m), support the jack-arched concrete station roofs. There is a 1-inch (25 mm) gap between the trough wall and the platform walls, which are made of 4-inch (100 mm)-thick brick covered over by a tiled finish.


14th Street–Union Square station, IRT Lexington Avenue Line platforms, Design
The walls near the tracks do not have any identifying motifs with the station's name, as all station identification signs are on the platforms. The trackside walls contain vertical white glass tiles. The original decorative scheme for the side platforms consisted of blue tile station-name tablets, blue and buff tile bands, a yellow faience cornice, and blue faience plaques. The mosaic tiles at all original IRT stations were manufactured by the American Encaustic Tile Company, which subcontracted the installations at each station. The decorative work was performed by faience contractor Grueby Faience Company.


14th Street–Union Square station, IRT Lexington Avenue Line platforms, Track layout
Similar to 72nd Street on the IRT Broadway–Seventh Avenue Line, this station was built with extra tracks on the approach to the station. These were between the local and express tracks and were approximately 300 feet (91 m) long. The idea was to have a "stacking" track where a train could be held momentarily until the platform cleared for it to enter the station. The tracks here and at 72nd Street were rendered useless when train lengths grew beyond these tracks' capacity. The northern track was removed as a result of the 1991 derailment. A similar track still exists between the northbound tracks south of the 14th Street–Union Square station's northbound platform.


14th Street–Union Square station, BMT Broadway Line platforms
14th Street–Union Square is an express station on the BMT Broadway Line that has four tracks and two island platforms. The N and Q trains stop here at all times. The R stops here at all times except late nights, while the W stops here during weekdays. The island platforms were originally 530 feet (160 m) long, but as a result of an extension in the early 1970s, became 615 feet (187 m) long. The platforms are 30 feet (9.1 m) below the street. At the southern end of each platform, three stairs and an elevator lead to the mezzanine, and one stair leads to the Canarsie Line platforms. At the northern end of each platform, two stairs lead to the mezzanine.


14th Street–Union Square station, BMT Broadway Line platforms
The tunnel is covered by a "U"-shaped trough that contains utility pipes and wires. The bottom of this trough contains a concrete foundation no less than 4 inches (100 mm) thick. Each platform consists of 3-inch-thick (7.6 cm) concrete slabs, beneath which are drainage basins. The platforms contain I-beam columns spaced every 15 feet (4.6 m). Additional columns between the tracks, spaced every 5 feet (1.5 m), support the jack-arched concrete station roofs. The trackside walls also contain exposed I-beam columns, dividing the trackside walls into 5-foot-wide panels.


14th Street–Union Square station, BMT Broadway Line platforms
The panels on the trackside walls consist of white square ceramic tiles. A frieze with multicolored geometric patterns runs atop the trackside walls, with a square mosaic tile placed inside the frieze at intervals of three panels. A band of narrow green tiles runs along the left and right edges of each white-tiled panel, as well as below the frieze and mosaic tiles. The mosaic tiles, by Jay Van Everen, are part of a work entitled "The junction of Broadway and Bowery Road, 1828", a reference to the two streets that intersected at Union Square. In 2005, an artwork called City Glow by Chiho Aoshima was installed here.


14th Street–Union Square station, BMT Canarsie Line platform
Union Square (announced as 14th Street-Union Square on rolling stock) on the BMT Canarsie Line has two tracks and one island platform. The L train stops here at all times. Various stairs and an elevator go up from the platform to the mezzanine. There are also two stairs leading directly to each of the Broadway Line platforms. An escalator leads directly from the Canarsie Line platform to the IRT mezzanine.


14th Street–Union Square station, BMT Canarsie Line platform
The tunnel is covered by a "U"-shaped trough that contains utility pipes and wires. The bottom of this trough contains a concrete foundation no less than 4 inches (100 mm) thick. The platform consists of 3-inch-thick (7.6 cm) concrete slabs, beneath which are drainage basins. The platform contains I-beam columns spaced every 15 feet (4.6 m). The trackside walls also contain exposed I-beam columns, dividing the trackside walls into 5-foot-wide panels.


14th Street–Union Square station, BMT Canarsie Line platform
The panels on the trackside walls consist of white square ceramic tiles. A band of narrow green tiles runs along the left, right, and top edges of each white-tiled panel. A frieze with multicolored geometric patterns runs atop the trackside walls, with a hexagonal mosaic tile with the letter "U" placed inside the frieze at intervals of three panels.


14th TCA Awards
The 14th TCA Awards were presented by the Television Critics Association in a ceremony hosted by Ray Romano held on July 18, 1998, at the Ritz-Carlton Huntington Hotel and Spa in Pasadena, Calif.


14th TVyNovelas Awards
The 14th TVyNovelas Awards, is an Academy of special awards to the best of soap operas and TV shows. The awards ceremony took place on May 7, 1996 in the México D.F.. The ceremony was televised in the Mexico by Canal de las estrellas.


14th TVyNovelas Awards
Erika Buenfil and Eduardo Santamarina hosted the show. Lazos de Amor won awards including Best Telenovela of the Year, the most for the evening. Other winners La Dueña and María la del Barrio won 4 awards, Alondra and El premio mayor won 3 awards, Si Dios me quita la vida won 2 awards and Acapulco, cuerpo y alma and Bajo un mismo rostro won one each.


14th Tamil Nadu Assembly
The Fourteenth Assembly of Tamil Nadu was constituted after the victory of All India Anna Dravida Munnetra Kazhagam (AIADMK) and allies, in the 2011 state assembly election. J. Jayalalitha became the Chief Minister of Tamil Nadu due to the election.


14th Tennessee Infantry Regiment
The 14th Tennessee Infantry Regiment was a unit of the Confederate States Army during the American Civil War. It was one of the few western regiments that fought as part of the Army of Northern Virginia in the east; participating in most major battles conducted by Robert E. Lee.


14th Tennessee Infantry Regiment, Service history
The 14th Tennessee was organized and drilled at Camp Duncan near Clarksville in May 1861 by Col. William A. Forbes, Almost immediately it received orders transferring it to the Virginia theatre where the regiment would remain for the duration of the war and served with distinction in the Army of Northern Virginia, until its final capitulation.


14th Tennessee Infantry Regiment, Service history
The regiment served in James J. Archer's famed "Tennessee Brigade" assigned to A.P. Hill's Light Division. Hill's men earned a hard won reputation for making critical counterattacks preserving Confederate victories at Cedar Mountain, Second Manassas and Sharpsburg. At Manassas Col. Forbes was mortally wounded and succeeded by William McComb; who'd become a Brigadier General in 1865. The 14th had fought at Seven Pines, Mechanicsville, Shepherdstown, Ox Hill, Harper's Ferry, Frazier's Farm, Fredericksburg and Chancellorsville. At the later the brigade seized the critical high ground of Hazel Grove, forcing the Union right wing to fold back upon its center and allowing Lee to reunite his divided forces.


14th Tennessee Infantry Regiment, Service history
Gettysburg nearly destroyed both the 14th Tennessee and Archer's brigade. On the first day of battle, along Willoughby Run, the famous Union Iron Brigade turned Archer's unsupported flank. His command retreated in wild confusion. The 14th, commanded by Lt. Col. James W. Lockert, had just devastated the 2nd Wisconsin with volley fire at close range when it discovered itself alone and exposed on the right and rear. Using the protection of Herbst Woods, the 14th retired in good order. After a day's rest, Lee assigned the remnants of the brigade to Brig.


14th Tennessee Infantry Regiment, Service history
Gen. Johnston Pettigrew to join Pickett's Virginia division in an attack upon the Union center. What remained of Archer's Brigade now formed the hinge joining Pettigrew's and Pickett's men. Together, they formed a battle array of more than 10,000 troops, stretching almost a mile wide. The men from Tennessee aligned on Pickett's left and went in at The Angle alongside the shattered Virginians. Long before any one reached the wall Union fire slaughtered men in droves. An eyewitness, reporting on Archer's men, wrote:


14th Tennessee Infantry Regiment, Service history
"Every flag in the brigade excepting one was captured at or within the works of the enemy. The 1st Tennessee had 3 color-bearers shot down, the last of whom was at the works, and the flag captured. The 13th Alabama lost 3 in the same way, the last of whom was shot down at the works. The 14th Tennessee had 4 shot down, the last of whom was at the enemy's works. The 7th Tennessee lost 3 color-bearers, the last of whom was at the enemy's works, and the flag was only saved by Captain Norris tearing it away from the staff and bringing it out beneath his coat. The 5th Alabama Battalion also lost their flag at the enemy s works."


14th Tennessee Infantry Regiment, Service history
The 14th Tennessee Infantry was among the first units at the Union line and had many of its men captured. Losing over 58 percent of the men who entered the battle; barely 100 men reformed the regiment on the following day.


14th Tennessee Infantry Regiment, Service history
Despite its losses, the 14th Tennessee and the rest of the brigade continued to serve in Heth's division of the III Corps. The regiment added additional honors to their record for service at Falling Waters, Bristoe Station, Mine Run, the Wilderness, Spotsylvania, Cold Harbor, Petersburg, Globe Tavern, Weldon Railroad, Reame's Station, Burgess' Tavern and Hatcher's Run. It surrendered with the rest of the army at Appomattox on April 9, 1865. Of a total of almost 1,000 officers and men who served in the 14th Tennessee, only 40 remained for the surrender.


14th Test Squadron
The 14th Test Squadron is a United States Air Force unit located at Schriever Air Force Base, Colorado. It is an Air Force Reserve unit that augments the 17th Test Squadron. The squadron is responsible for testing and evaluating space systems and associated support equipment. The unit was originally established in 1972 as the 14th Missile Warning Squadron. The missile warning squadron was an active duty unit that operated early warning radars at eight locations around the United States until it was inactivated in 1980. The squadron was reactivated and given its current space test mission in 2000.


14th Test Squadron, Mission, Cold War
The 14th Missile Warning Squadron was constituted on 17 April 1972 and activated on 8 July 1972. The unit was assigned to the Fourteenth Aerospace Force. Its primary mission was detecting and tracking intercontinental ballistic missiles and sea-launched ballistic missiles. The squadron was also responsible for tracking satellites that passed over the United States.


14th Test Squadron, Mission, Cold War
The squadron operated radars at eight geographically separated locations around the United States. The radar sites began operating in the mid-1960s under other command elements, but were brought together into one squadron when the 14th Missile Warning Squadron was established in 1972. Seven of the sited operated the AN/FSS-7 missile warning radar (also known as a Fuzzy-7 radar), a modified version of the AN/FPS-26 height-finder radar. One radar site (Moorestown) operated a prototype AN/FPS-49 missile-warning radar. The 14th Missile Warning Squadron was inactivated in 1980.


14th Test Squadron, Mission, Today
The mission of the 14th Test Squadron is to enhance warfighting capabilities of Air Force Space Command by testing and evaluating space assets. To accomplish this, unit personnel provide long-term continuity and technical expertise to active duty test managers conducting operational tests on new space systems. The squadron also supports specific test operations at Cheyenne Mountain Complex and information assurance testing throughout Air Force Space Command.


14th Test Squadron, Organization, Cold War
The 14th Missile Warning Squadron was assigned to the 14th Aerospace Force from 8 July 1972 to 30 September 1976. It was then assigned to Aerospace Defense Command from 1 October 1976 to 30 November 1979. Finally, it was assigned to 42d Air Division of Strategic Air Command from 1 December 1979 until the unit was inactivated on 1 October 1980.


14th Test Squadron, Organization, Cold War
The squadron was originally stationed at Laredo Air Force Base, Texas. It was located there from 8 July 1972 until the base closed 1 January 1974. In 1975, the squadron moved to MacDill Air Force Base, Florida. The squadron was located at MacDill from 30 June 1975 until the unit was inactivated in 1980.


14th Test Squadron, Organization, Cold War
The 14th Missile Warning Squadron's eight detachments were located along the east and west coasts of the United States. The warning radars were at:


14th Test Squadron, Organization, Today
The 14th Test Squadron is an Air Force Reserve squadron. Its personnel augment the 17th Test Squadron, its active duty counterpart unit. The two units cooperate on many test and evaluation efforts, providing senior Air Force leaders with an independent assessment of new space systems. Since the acquisition process for space systems can take several years, reservists from the 14th Test Squadron provide program continuity. Reservists also bring unique expertise and extensive experience to complex test and evaluation programs they support.


14th Test Squadron, Organization, Today
The squadron has three flights that provide operational test and evaluation support to Air Force Space Command and major commands.


14th Test Squadron, Redesignation
On 1 October 2000, the Air Force reactivated the unit as the 14th Test Squadron. The mission of the 14th Test Squadron is to test and evaluate of space assets for Air Force Space Command. To accomplish this, unit personnel provide long-term continuity and technical expertise to active duty test managers conducting operational tests on new space systems. The squadron also supports specific test operations at Cheyenne Mountain Complex.


14th Test Squadron, Redesignation
The 14th Test Squadron is an Air Force Reserve squadron. The unit supports its active duty counterpart, the 17th Test Squadron. The two units cooperate on many test efforts, providing senior Air Force leaders with an independent assessment of new space systems. Since the acquisition process for space systems can take several years, reservists from the 14th Test Squadron provide continuity to long-term test and evaluation programs.


14th Test Squadron, Redesignation
The 14th Test Squadron is located at Schriever Air Force Base, Colorado. The squadron is assigned to the 310th Operations Group. The squadron has three flights. The Weapons and Surveillance Flight is located at Cheyenne Mountain Air Force Station, Colorado. Its personnel test the Integrated Tactical Warning and Attack Assessment System, which provides real-time threat information to the National Command Authority. The Information Assurance Flight is located at Schriever Air Force Base. The flight conducts information assurance assessments of space systems.


14th Test Squadron, Redesignation
Its personnel use their expertise in networking, operating systems, databases, and information assurance controls to identify space system vulnerabilities for Air Force Space Command. The Evaluation and Assessment Flight is also located at Schriever Air Force Base. It supports rapid delivery of new space systems. The flight uses non-traditional management techniques to help expedite the delivery of space assets.


14th Test Squadron, References, Bibliography
This article incorporates public domain material from the Air Force Historical Research Agency website .


14th Texas Cavalry Regiment
The 14th Texas Cavalry Regiment was a unit of mounted volunteers in the Confederate States Army that fought during the American Civil War. The regiment mustered as cavalry in the fall of 1861 but the soldiers were dismounted in March 1862 and served as infantry for the rest of the war. The regiment fought at the Siege of Corinth, and at Richmond, Ky., Stones River, and Chickamauga in 1862–1863. The unit fought in the Meridian and Atlanta campaigns and at Nashville in 1864, and at Spanish Fort and Fort Blakeley in 1865. The remaining 100 members of the regiment were paroled by Federal forces on 9 May 1865.


14th Tony Awards
The 14th Annual Tony Awards took place at the Astor Hotel Grand Ballroom on April 24, 1960, and was broadcast on local television station WCBS-TV in New York City. The Master of Ceremonies was Eddie Albert.


14th Tony Awards, Ceremony
Presenters: Jean Pierre Aumont, Lauren Bacall, Ray Bolger, Peggy Cass, Jo Van Fleet, Helen Hayes, Celeste Holm, Edward Albert Kenny, Sally Koriyo, Carol Lawrence, Vivien Leigh, Darren McGavin, Helen Menken, Robert Morse, Elliott Nugent, Laurie Peters, Christopher Plummer, Jason Robards. Music was by Meyer Davis and his Orchestra.


14th Tony Awards, Ceremony
The ceremony was attended by 1,200 at the Astor Hotel. Michael Kidd received his fifth Tony Award for choreography, Mary Martin won her third award as actress in a musical, and two musicals tied as best musical — Fiorello! and The Sound of Music.


14th Tony Awards, Ceremony
For the first time, several award categories (director, scenic designer) had separate awards for plays and musicals.


14th U-boat Flotilla
The 14th U-boat Flotilla (German 14. Unterseebootsflottille) was a short-lived unit of Nazi Germany's Kriegsmarine during World War II.


14th U-boat Flotilla
The flotilla was formed on 15 December 1944 in Narvik, Norway, under the command of Kapitänleutnant Helmut Möhlmann. It was disbanded in May 1945 when Germany surrendered.


14th U-boat Flotilla, Assigned U-boats
Eight U-boats were assigned to this flotilla during its service.


14th United States Colored Infantry Regiment
The 14th United States Colored Infantry Regiment was an infantry regiment that served in the Union Army during the American Civil War. The regiment was composed of African American enlisted men commanded by white officers and was authorized by the Bureau of Colored Troops which was created by the United States War Department on May 22, 1863.


14th United States Colored Infantry Regiment, Service
The 14th U.S. Colored Infantry was organized at Camp Stanton in Gallatin, Tennessee beginning November 16, 1863 and mustered in for three-year service under the command of Colonel Thomas Jefferson Morgan.


14th United States Colored Infantry Regiment, Service
The regiment was attached to Post of Gallatin, Tennessee, to January 1864. Post of Chattanooga, Tennessee, Department of the Cumberland, to November 1864. Unattached, District of the Etowah, Department of the Cumberland, to December 1864. 1st Colored Brigade, District of the Etowah, to May 1865. District of East Tennessee, to August 1865. Department of the Tennessee and Department of Georgia until March 1866.


14th United States Colored Infantry Regiment, Service
The 14th U.S. Colored Infantry mustered out of service March 26, 1866.


14th United States Colored Infantry Regiment, Detailed service
Garrison duty at Chattanooga, Tenn., until November 1864. March to relief of Dalton, Ga., August 14. Action at Dalton August 14–15. Siege of Decatur, Ala., October 27–30. Battle of Nashville, Tenn., December 15–16. Overton's Hill December 16. Pursuit of Hood to the Tennessee River December 17–28. Duty at Chattanooga and in the District of East Tennessee until July 1865. At Greenville and in the Department of the Tennessee until March 1866.


14th United States Congress
The 14th United States Congress was a meeting of the legislative branch of the United States federal government, consisting of the United States Senate and the United States House of Representatives. It met in the Old Brick Capitol in Washington, D.C. from March 4, 1815, to March 4, 1817, during the seventh and eighth years of James Madison's presidency. The apportionment of seats in the House of Representatives was based on the Third Census of the United States in 1810. Both chambers had a Democratic-Republican majority.


14th United States Congress, Party summary
The count below identifies party affiliations at the beginning of the first session of this congress. Changes resulting from subsequent replacements are shown below in the "Changes in membership" section.


14th United States Congress, Party summary, Senate
During this congress, two Senate seats were added for the new state of Indiana.


14th United States Congress, Party summary, House of Representatives
During this congress, one House seat was added for the new state of Indiana.


14th United States Congress, Members
This list is arranged by chamber, then by state. Senators are listed by class and representatives are listed by district.


14th United States Congress, Members, Senate
Senators were elected by the state legislatures every two years, with one-third beginning new six-year terms with each Congress. Preceding the names in the list below are Senate class numbers, which indicate the cycle of their election. In this Congress, Class 1 meant their term began with this Congress, requiring re-election in 1820; Class 2 meant their term ended with this Congress, requiring re-election in 1816; and Class 3 meant their term began in the last Congress, requiring re-election in 1818.


14th United States Congress, Members, House of Representatives, Maryland
The 5th district was a plural district with two representatives.


14th United States Congress, Members, House of Representatives, New York
There were six plural districts, the 1st, 2nd, 12th, 15th, 20th & 21st, each had two representatives.


14th United States Congress, Members, House of Representatives, Pennsylvania
There were six plural districts, the 2nd, 3rd, 5th, 6th & 10th had two representatives each, the 1st had four representatives.


14th United States Congress, Changes in membership
The count below reflects changes from the beginning of the first session of this Congress.


14th Vanier Cup
This is the current revision of this page, as edited by KingSkyLord (talk | contribs) at 20:48, 22 April 2020 (→External links). The present address (URL) is a permanent link to this version.


14th Vanier Cup
The 14th Vanier Cup was played on November 18, 1978, at Varsity Stadium in Toronto, Ontario, and decided the CIAU football champion for the 1978 season. The Queen's Golden Gaels won their second championship by defeating the UBC Thunderbirds by a score of 16-3.


14th Venice International Film Festival
The 14th annual Venice International Film Festival was held from 20 August to 4 September 1953. The Golden Lion of Saint Mark was not awarded this year. The jury, having examined the films in competition and noting the considerable average high level of the motion pictures presented, found that no work prevailed in terms of absolute value. In accordance with article 20 of the 1953 regulation, the jury requested the president of the festival the authorization not to award the Grand Prix, which was finally granted. Instead, the jury decided to award the Silver Lion to six films.


14th Vermont Infantry Regiment
The 14th Vermont Infantry Regiment was a nine months' infantry regiment in the Union Army during the American Civil War. It served in the eastern theater, predominantly in the Defenses of Washington, from October 1862 to August 1863. It was a member of the 2nd Vermont Brigade.


14th Vermont Infantry Regiment, History
The 14th Vermont Infantry, a nine months regiment, raised as a result of President Lincoln's call on August 4, 1862, for additional troops due to the disastrous results of the Peninsula Campaign.


14th Vermont Infantry Regiment, History
It was composed of volunteers from Addison, Rutland and Bennington Counties, as follows:


14th Vermont Infantry Regiment, History
The regiment's commander, Colonel William T. Nichols, of Rutland, had served with the 1st Vermont Infantry. Lieutenant Colonel Charles W. Rose, of Middlebury, had also served in the 1st regiment.


14th Vermont Infantry Regiment, History
The 14th regiment went into camp at Brattleboro on October 6, 1862, and was mustered into United States service on October 21. It left Vermont on October 22, and arrived in Washington, D.C. on October 25; the next day it joined the 12th Vermont Infantry and some Maine regiments in Camp Chase, in Arlington, Virginia, then returned to camp on East Capital Hill, and on October 30 became part of the 2nd Vermont Brigade.


14th Vermont Infantry Regiment, History
The regiment marched to Munson's Hill on October 30, and Hunting Creek on November 5, where it stayed until November 26. It performed picket duty at Occoquan Creek from November 26, to December 5, when it moved to "Camp Vermont" until December 12. It engaged in further picket duty near Fairfax Courthouse until January 20, 1863, subsequently moving to Fairfax Station until March 24. From March 24 to June 25, it was at Wolf Run Shoals, Union Mills, and on the Occoquan.


14th Vermont Infantry Regiment, History
On June 25, the brigade was assigned as the 3rd Brigade, 3rd Division, I Corps, and ordered to form the rear guard of the Army of the Potomac as it marched north after Robert E. Lee's Army of Northern Virginia. The 14th marched with the brigade from Wolf Run Shoals on June 25, crossed the Potomac river on June 27, at Edward's Ferry, and moved north through Frederick City and Creagerstown, Maryland. On the morning of July 1, it left Westminster, Maryland, arrived on the battlefield at Gettysburg after dark on the first day of the battle, and camped in a wheat field to the left of Cemetery Hill.


14th Vermont Infantry Regiment, Gettysburg
On the afternoon of July 2, the 14th double-quicked to the rescue of a Union battery that was threatened by an attack by Confederate General A. P. Hill.


14th Vermont Infantry Regiment, Gettysburg
The 13th, 14th and 16th Vermont regiments played a pivotal role in the Union repulse of Pickett's Charge on the afternoon of July 3. The 13th and 16th regiments flanked James L. Kemper's brigade as it approached the copse of trees on Cemetery Ridge, then the 16th wheeled about, and joined by the 14th, stopped the advance of Cadmus M. Wilcox's brigade, capturing hundreds of Virginians. Lieutenant George Benedict, an aide to Brigadier General George J. Stannard, related General Abner Doubleday's reaction, saying he "waved his hat and shouted: 'Glory to God, glory to God! See the Vermonters go it!'"


14th Vermont Infantry Regiment, Gettysburg
After the battle, the 14th regiment participated in the pursuit of Lee's Army of Northern Virginia across the Catoctin mountains to Middletown, Maryland, then back over South Mountain, through Boonesboro, to Williamsport by July 14. The regiment marched to Harper's Ferry, across South Mountain again, and camped near Petersville, near Berlin. On July 18, the regiment was released, took a train from Berlin to Baltimore. It reached New York City on July 20.


14th Vermont Infantry Regiment, Gettysburg
General Edward Canby, who commanded a small number of troops trying to contain the Draft riots that had been raging for four days, asked Colonel Nicholson to hold his regiment in the city for a few days. Colonel Nichols gathered his regiment and made an impassioned plea for them to remain, but the men demurred. The regiment continued its trip home, arrived in Brattleboro on July 21, and mustered out on July 30.


14th Vermont Infantry Regiment, Gettysburg
Like the other regiments in the 2nd Vermont Brigade, dozens of newly discharged members from the 14th regiment enlisted again, predominantly in the regiments of the 1st Vermont Brigade, and the 17th Vermont Infantry.


14th Vietnam Film Festival
The 14th Vietnam Film Festival was held from November 4 to November 11, 2004 in Buôn Ma Thuột City, Đắk Lắk Province, Vietnam, with the slogan: "For an advanced Vietnam cinema imbued with national identity" (Vietnamese: "Vì một nền điện ảnh Việt Nam tiên tiến, đậm đà bản sắc dân tộc").


14th Vietnam Film Festival, Event
This is the first film festival held in the Central Highlands, the first time a non-state cinema unit has submitted works, marking a new turning point in the implementation of the country's policy of socializing cinema. It was also announced that: "For the first time there will be the Technique Award and the Most Popular Film award. These are calculated for each genre, to encourage cinematographers to develop their talents." But later in the award ceremony, the most popular film award was cancelled. "Because the number of votes for the "most popular" films is too scattered, no film can reach more than half of the total votes, so it cannot be awarded," said Mrs. Nguyễn Thị Hồng Ngát, Deputy Director of the Cinema Department.


14th Vietnam Film Festival, Event, Participation
A total of 101 films entered the festival: 22 feature films, 15 direct-to-video feature films, 46 documentaries/science films (16 feature films & 30 direct-to-video films) and 18 animated films. 4 Golden Lotuses was awarded to the feature film "Người đàn bà mộng du", the direct-to-video film "Mùa sen", the documentary film "Thang đá ngược ngàn" and the animated film "Chuyện về những đôi giày".


14th Vietnam Film Festival, Event, Participation
A surprise was the Silver Lotus award given to the private film "Những cô gái chân dài". This is the first time a private film has entered the Film Festival. It is suggested that this is just an encouragement. However, according to the criteria of this film festival, this is an example of a cinema that is gradually reaching the audience.


14th Vietnam Film Festival, Event, Activities
The film screening program and exchanges with the film crew before the screenings will take place from November 4th to 7th at Hưng Đạo Cinema, Kim Đồng Cinema and Provincial Party Hall of Đắk Lắk Province in the morning (8:00), afternoon (14:00) and evening (19:00).


14th Vietnam Film Festival, Event, Activities
The conference within the framework of this film festival also has a big difference. Previously, the seminars focused only on the professional, the situation of film production ("input" of the films). This time, only one seminar was held, which is "Solutions to attract movie audiences" (Vietnamese: "Giải pháp thu hút khán giả điện ảnh"). This shows the beginning of interest in the "output" of the movies.


14th Vietnam Film Festival, Event, Inadequacy
The cancellation of the "public favorite" award without notice, the addition of a Silver Lotus award to "Những cô gái chân dài" while excluding or honoring films of high artistic quality that represent Judging criteria are quite arbitrary. It caused a reaction among artists and in public opinion.


14th Vietnam Film Festival, Event, Inadequacy
The announcement that the awards were decided by the Steering Committee of the Film Festival on the basis of the proposal of the jury caused many questions and doubts. It is not known who the Steering Committee consists of, what is the level of artistic appraisal, whether you have seen the film, whether there is a collective decision? It is known that before the award ceremony, there were members of the Steering Committee who did not know anything about the award results because they were not discussed.


14th Vietnam Film Festival, Event, Inadequacy
The festival also suffered from many technical errors in the organization. At the opening ceremony of the artists, the delegates were pushed up and down, running in and out to serve the director's script. The tiny logo made of white paper pasted on the font looks very sketchy. After the award ceremony, artists and journalists flocked to Thắng Lợi Hotel to attend a reception. The invitations began at 9:30 p.m., but they had to wait almost an hour without eating because the host was still outside the stage for the music show without an apology when the reception was delayed. .


14th Virginia Cavalry Regiment
The 14th Virginia Cavalry Regiment was a cavalry regiment raised in Virginia for service in the Confederate States Army during the American Civil War. It fought mostly with the Army of Northern Virginia.


14th Virginia Cavalry Regiment
Virginia's 14th Cavalry Regiment was organized in September, 1862, with nine companies, some of which had previously served in Jackson's Squadron Virginia Cavalry. The tenth company was made up of surplus men of the other companies. The men were recruited primarily from the counties of Greenbrier, Nicholas, Calhoun, Boone, Braxton, Roane, Jackson, Wirt, and Wood in what would become West Virginia, and the Virginia counties of Charlotte, Roanoke, Montgomery, Augusta, Rockbridge and Highland.


14th Virginia Cavalry Regiment
The unit was attached to Jenkins', Echols', and McCausland's Brigade. It skirmished in western Virginia, then saw action at Droop Mountain and Lewisburg.


14th Virginia Cavalry Regiment
During January 1864, it had 29 officers and 424 men present for duty. The 14th continued the fight in Western Virginia, took part in the operations in the Shenandoah Valley, and disbanded in April 1865. The field officers were Colonels James Cochran and Charles E. Thorburn, Lieutenant Colonels Robert A. Bailey and John A. Gibson, and Majors B. Frank Eakle and George Jackson. A Union soldier, Private James F. Adams, was awarded the Medal of Honor for capturing the regiment's state flag during an engagement at Nineveh, Virginia, on November 12, 1864.


14th Virginia Infantry Regiment
The 14th Virginia Infantry Regiment was an infantry regiment raised in Virginia for service in the Confederate States Army during the American Civil War. It fought mostly with the Army of Northern Virginia.


14th Virginia Infantry Regiment
14th Virginia was organized in May 1861, and entered the Confederate service at Richmond in July. Its companies were recruited in the counties of Amelia, Bedford, Fluvanna, Chesterfield, Halifax, and Mecklenburg.


14th Virginia Infantry Regiment
The regiment was brigaded under Generals Armistead, Barton, and Steuart. It fought with the Army of Northern Virginia from Seven Pines to Gettysburg, served in North Carolina, then saw action in Drewry's Bluff. The 14th participated in the long Petersburg siege north of the James River and ended the war at Appomattox.


14th Virginia Infantry Regiment
In June, 1862, it contained 449 men. It reported 12 killed, 57 wounded, and 6 missing at Malvern Hill, and 7 wounded during the Maryland Campaign. Of the 422 engaged at Gettysburg, more than twenty-five percent were disabled. The regiment sustained 71 casualties at Drewry's Bluff and lost many at Five Forks and Sayler's Creek. Only 7 officers and 49 men surrendered on April 9, 1865.


14th Virginia Infantry Regiment
The field officers were Colonels James G. Hodges and William White; Lieutenant Colonels Moses F.T. Evans, David J. Godwin, Parke Poindexter, and William W. Wood; and Majors Robert H. Poore and William D. Shelton.


14th Virginia Regiment
The 14th Virginia Regiment was raised on September 16, 1776, in western Virginia for service with the Continental Army. The regiment would see action at the Battle of Brandywine, Battle of Germantown, Battle of Monmouth, and Siege of Charleston. Most of the regiment was captured at Charlestown, South Carolina, on May 12, 1780, by the British Army. The regiment was formally disbanded on November 15, 1783.


14th Visual Effects Society Awards
Best Visual Effects in a Photoreal Feature:Star Wars: The Force Awakens


14th Visual Effects Society Awards
Best Visual Effects in a Photoreal Episode:Game of Thrones – The Dance of Dragons


14th Visual Effects Society Awards
The 14th Visual Effects Society Awards were held in Los Angeles at the Beverly Hilton Hotel on February 2, 2016, in honor to the best visual effects in film and television of 2015. Nominations were announced January 12, 2016.


14th Visual Effects Society Awards, Winners and nominees, Film
Star Wars: The Force Awakens – Roger Guyett, Luke O'Byrne, Patrick Tubach, Paul Kavanagh, Chris Corbould


14th Visual Effects Society Awards, Winners and nominees, Film
The Revenant – Rich McBride, Ivy Agregan, Jason Smith, Nicolas Chevallier, Cameron Waldbauer


14th Visual Effects Society Awards, Winners and nominees, Film
The Good Dinosaur – Sanjay Bakshi, Denise Ream, Michael Venturini, Jon Reisch


14th Visual Effects Society Awards, Winners and nominees, Film
The Revenant – The Bear – Matt Shumway, Gaelle Morand, Karin Cooper, Leandro Estebecorena


14th Visual Effects Society Awards, Winners and nominees, Film
Inside Out – Joy – Shawn Krause, Tanja Krampfert, Jacob Merrell, Alexis Angelidis


14th Visual Effects Society Awards, Winners and nominees, Film
Star Wars: The Force Awakens – Falcon Chase/Graveyard – Yanick Dusseault, Mike Wood, Justin van der Lek, Quentin Marmier


14th Visual Effects Society Awards, Winners and nominees, Film
The Good Dinosaur – The Farm – David Munier, Matthew Webb, Matt Kuruc, Tom Miller


14th Visual Effects Society Awards, Winners and nominees, Film
Star Wars: The Force Awakens – Falcon Chase/Graveyard – Paul Kavanagh, Colin Benoit, Susumu Yukuhiro, Greg Salter


14th Visual Effects Society Awards, Winners and nominees, Film
Star Wars: The Force Awakens – BB-8 -Joshua Lee, Matthew Denton, Landis Fields, Cyrus Jam


14th Visual Effects Society Awards, Winners and nominees, Film
Mad Max: Fury Road – Toxic Storm – Dan Bethell, Clinton Downs, Chris Young


14th Visual Effects Society Awards, Winners and nominees, Film
The Good Dinosaur – Stephen Marshall, Magnus Wrenninge, Michael Hall, Hemagiri Arumugam


14th Visual Effects Society Awards, Winners and nominees, Film
The Revenant – Donny Rausch, Alan Travix, Charles Lai, TC Harrison


14th Visual Effects Society Awards, Winners and nominees, Television
Game of Thrones – The Dance of Dragons – Joe Bauer, Steve Kullback Eric Carney, Derek Spears, Stuart Brisdon


14th Visual Effects Society Awards, Winners and nominees, Television
Vikings – To The Gates – Dominic Remane, Bill Halliday, Paul Wishart, Ovidiu Cinazan, Paul Byrne


14th Visual Effects Society Awards, Winners and nominees, Television
SSE – Pier – Neil Davies, Tim Lyall, Hitesh Patel, Jorge Montiel


14th Visual Effects Society Awards, Winners and nominees, Television
SSE – Pier – Orangutan – Jorge Montiel, Sauce Vilas, Philippe Moine, Sam Driscoll


14th Visual Effects Society Awards, Winners and nominees, Television
Game of Thrones – City of Volantis – Dominic Piche, Christine Leclerc, Patrice Poissant, Thomas Montminy-Brodeur


14th Visual Effects Society Awards, Winners and nominees, Television
Game of Thrones – Hardhome – David Ramos, Antonio Lado, Piotr Weiss, Felix Berges


14th Visual Effects Society Awards, Winners and nominees, Television
Game of Thrones – Hardhome – Eduardo Diaz, Guillermo Orbe, Oscar Perea, Inmaculada Nadela


14th Visual Effects Society Awards, Winners and nominees, Television
SSE – Pier – Gary Driver, Greg Spencer, Grant Connor


14th Visual Effects Society Awards, Winners and nominees, Other categories
The Order: 1886 – Nathan Phail-Liff, Dana Jan, Anthony Vitale, Scot Andreason


14th Visual Effects Society Awards, Winners and nominees, Other categories
Fast & Furious: Supercharged – Chris Shaw, Alysia Cotter, Ben White, Diego Guerrero


14th Waffen Grenadier Division of the SS (1st Galician)
The 14th Waffen Grenadier Division of the SS (1st Galician) (German: 14. Waffen-Grenadier-Division der SS [galizische Nr. 1], Ukrainian: 14а Гренадерська Дивізія СС (1а галицька)), prior to 1944 titled the 14th SS-Volunteer Division "Galicia" (German: 14. SS-Freiwilligen Division "Galizien", Ukrainian: 14а Добровільна Дивізія СС "Галичина"), was a World War II German military formation made up predominantly of military volunteers with a Ukrainian ethnic background from the area of Galicia, later also with some Slovaks. Formed in 1943, it was largely destroyed in the battle of Brody, reformed, and saw action in Slovakia, Yugoslavia, and Austria before being renamed the first division of the Ukrainian National Army and surrendering to the Western Allies by 10 May 1945.


14th Waffen Grenadier Division of the SS (1st Galician), Background
After World War I and the dissolution of Austria-Hungary, the territory of Eastern Galicia (Halychyna), populated by a Ukrainian majority but with a large Polish minority, was incorporated into Poland following the Polish–Ukrainian War. Between the wars, the political allegiances of Ukrainians in eastern Galicia were divided between moderate national democrats and the more radical Organization of Ukrainian Nationalists. The latter group itself splintered into two factions, the more moderate OUN-M led by Andriy Melnyk with close ties to German intelligence (Abwehr), and the more radical OUN-B led by Stepan Bandera. When Poland was divided between Germany and the Soviet Union under the terms of the Molotov–Ribbentrop Pact in 1939, the territory of eastern Galicia was annexed to Soviet Ukraine. In 1941 it was occupied by Germany.


14th Waffen Grenadier Division of the SS (1st Galician), Background
Ukrainian leaders of various political persuasions recognised the need for a trained armed force. The Germans had earlier considered the formation of an armed force made up of Slavic people, but they decided this to be unacceptable as they regarded Slavs as sub-humans (untermenschen) compared to the Germanic Übermenschen master race. At the beginning of 1943, growing losses inclined Nazi leaders to alter their initial opinions.


14th Waffen Grenadier Division of the SS (1st Galician), Organizing the division
The idea to organize a division of volunteers from Galicia was proposed by the German Governor of District Galicia, Dr. Otto von Wächter. He suggested creation of a Waffen-SS division composed of Galician volunteers and designed for regular combat on the Eastern Front. The creation of 14th Voluntary Division SS Galizien was announced in April 1943 at ceremonies throughout Galicia. At least 50 documents including contemporary newspaper clippings, radio broadcasts and speeches etc. record the date of 28 April. By June 1943 the first phase of recruitment had taken place.


14th Waffen Grenadier Division of the SS (1st Galician), Organizing the division
Initially Wächter's proposal (which he was certain would be supported by Ukrainian circles) was rejected. In Berlin Wächter was able to get support from Heinrich Himmler who made the stipulation that the division would only made up of Galicians, who Himmler considered "more Aryan-like". The terms "Ukrainian", "Ukraine", could not be used when addressing the division, stressing the Imperial Austro-Hungarian heritage of the term "Galizien". David Marples suggests that the division was titled "Galicia" to ensure stricter German control to avoid direct use of inflammatory term "Ukrainian".


14th Waffen Grenadier Division of the SS (1st Galician), Organizing the division
Wächter approached the Ukrainian Central Committee, a nonpolitical social welfare organization headed by Volodymyr Kubiyovych which supported the idea of the formation of the division. The Ukrainian Catholic Church demanded the presence of its chaplains in the division, which was usually not permitted by Germans. Thus the Ukrainian division along with the Bosnian one became notable exceptions.


14th Waffen Grenadier Division of the SS (1st Galician), Organizing the division
Germans made two political concessions: It was stipulated that the division shall not be used to fight Western Allies, and would be used exclusively to "fight Bolsheviks". The other concession was in that its oath of allegiance to Hitler was conditional on the fight against Bolshevism and in the fact that Christian (mostly Ukrainian Greek Catholic Church and Ukrainian Orthodox) chaplains were integrated into the units and allowed to function (in the Waffen-SS, only the Bosnian division and Sturmbrigade Wallonien had a clerical presence). The latter condition was instituted at the insistence of the division's organizers in order to minimize the risk of Nazi demoralization amongst the soldiers. Indeed, Nazi indoctrination was absent within the division.


14th Waffen Grenadier Division of the SS (1st Galician), Organizing the division
The creation of foreign SS units had been carried out previously in the name of fighting against communism; with French, Flemish, Waloon, Dutch, Latvian, Estonian, Croatian, and Belarusian units, among others, had been created. The creation of a Ukrainian SS division was perceived by many in Ukraine as a step towards the attainment of Ukrainian independence and attracted many volunteers.


14th Waffen Grenadier Division of the SS (1st Galician), The Division's Support
The Division enjoyed support from multiple political and religious groups within the western Ukrainian community. The Division's prime organizer and highest ranking Ukrainian officer, Dmytro Paliiv, had been the leader of a small legal political party in the Second Polish Republic. Many of his colleagues had been members of the pre-war moderate, left-leaning democratic UNDO movement that before the war had also been opposed to the authoritarian OUN. The Division also obtained moral support from officers of the exiled Polish-allied Ukrainian National Republic such as General Mykhailo Omelianovych-Pavlenko. The Division was also strongly supported by Andriy Melnyk's moderate faction of the OUN, who saw it as a counterweight to the extremist Banderist-dominated UPA.


14th Waffen Grenadier Division of the SS (1st Galician), The Division's Support
The Bandera faction of the OUN-B opposed the idea of creating the division, in part because it was an organization outside its control, and had claimed in its propaganda that the division was to be used by the Germans as cannon fodder. Nevertheless, it did not interfere in its formation and once the division was formed it sent some of its members, a number of whom would obtain prominent positions, into the division in order for them to gain military training and to prevent it from completely getting out of their hands. Despite this infiltration, Bandera's OUN failed to gain control over the division.


14th Waffen Grenadier Division of the SS (1st Galician), The Division's Support
It also had the support of both the Ukrainian Greek Catholic Church and the Ukrainian Autocephalous Orthodox Church. Among its members was a son of Mstyslav Skrypnyk, the Orthodox Bishop of Kyiv.


14th Waffen Grenadier Division of the SS (1st Galician), Commanders and personnel
The Division SS "Galizien" was commanded by German, Austrian and Ukrainian officers. Training for the recruits began within the SS-Special Purpose Training Battalion (SS-Ausbildungs-Battalion z.b.V), commanded by SS Sturmbannführer Bernard Bartlet while the man appointed to oversee the forming of the Division was General Walter Schimana (until October 1943). Schimana never commanded the actual division, as up until the point of his departure it was still a training battalion, staffed mostly by temporary training personnel. According to his SS officer file from 20 October 1944 and NOT From 20 November 1943 it was led by SS-Brigadier General Fritz Freitag. Captain Wolf Dietrich Heike (temporarily seconded from the Wehrmacht) was the chief of staff from January 1944. All regimental commanders were Germans.


14th Waffen Grenadier Division of the SS (1st Galician), Commanders and personnel
In total 81,999 men enlisted for service in the division. Of these, 42,000 were called up during the first 'recruitment phase' which took place in May and June 1943 from which only 27,000 were deemed fit for military service and 13,000 were enlisted. To boost the recruitment figures the height minimum requirement was lowered from 1.65m to 1.61m.


14th Waffen Grenadier Division of the SS (1st Galician), Deployment, Anti-partisans actions with Kampfgruppe Beyersdorff
In mid-February 1944, the division received an order to form a battle group known as SS Kampfgruppe Beyersdorff for action against Soviet and Polish partisans. It operated in the Zamość area together with elements of the 5th Regiment, while elements of the 4th Regiment were sent to the Brody area. The SS Kampfgruppe performed its duty well enough that it earned the rare praise of German Field Marshal Walter Model.


14th Waffen Grenadier Division of the SS (1st Galician), Deployment, Brody
In July the division was sent to the area of Brody, where heavy combat was under way, and was attached to the 13th Army Corps. Together with six under-strength German infantry divisions, the Galicia Division was responsible for holding a frontage of approximately 80 kilometres (50 mi). On 8 July, the 13th Corps was transferred to the 1st Panzer Army. The Galician Division was placed in reserve. Deployed at Brody were the division's 29th, 30th, 31st regiments, a fusilier and engineering battalion, and its artillery regiment. The 14th SS Field Replacement Battalion was deployed fifteen miles (24 kilometres) behind the other units.


14th Waffen Grenadier Division of the SS (1st Galician), Deployment, Brody
On 13 July, Soviet forces under the command of Marshal Ivan Konev launched their attack. By the next day, they routed a German division to the north of the 13th Corps and swept back an attempted German counterattack. On 15 July, the 1st and 8th Panzer Divisions along with a single regiment from the Galicia Division (WGR 30) were deployed in a counterattack against the Soviet penetration in the Koltiv area by the Soviet Second Air Army, who in only a five-hour period flew 3,288 aircraft sorties and dropped 102 tons of bombs on them as they attempted a counterattack.


14th Waffen Grenadier Division of the SS (1st Galician), Deployment, Brody
On 18 July, the division's Field Replacement Battalion largely escaped the encirclement so that 11 officers 54 NCOs and 954 were reported by the battalion commander as having escaped on 21 July 1944 and fled west, whilst the remainder of 13th Corps, consisting of over 30,000 German and Ukrainian soldiers, was surrounded by the Soviets within the Brody pocket.


14th Waffen Grenadier Division of the SS (1st Galician), Deployment, Brody
Within the pocket, the Galician troops were tasked with defending the eastern perimeter near the castle and town of Pidhirtsy and Olesko. The Soviets sought to collapse the Brody pocket by focusing their attack of what they perceived to be its weakest point, the relatively inexperienced Galician Division, and on 19 July attacked. The 29th and 30th regiments of the division, supported by the division's artillery regiment, put up unexpectedly fierce resistance. Pidhirtsy changed hands several times before the Galicians were finally overwhelmed by the late afternoon, and at Olesko a major Soviet attack using T-34 tanks was repulsed by the division's Fusilier and Engineer battalions.


14th Waffen Grenadier Division of the SS (1st Galician), Deployment, Brody
On 20 July, the German divisions within the pocket attempted a breakout which failed partly because the rain in the previous day had made the roads impassable for the armour of III Panzer Corps which was striking north to relieve the entrapped forces despite early successes. By this point the Division's 30 and 31st regiments were destroyed in fighting. A second German breakout attempt that began at 1:00 am on 21 July ended in failure.


14th Waffen Grenadier Division of the SS (1st Galician), Deployment, Brody
ten miles (16 kilometres) to the west of the pocket, however, a German Panzergrenadier Regiment actually called the '8 Panzer Division' broke through Soviet lines and briefly established contact with the Brody pocket, resulting in a message sent at 19.07 hrs on 21 July from XXXXVIII.Pz.Kps to 1 Panzer Army reporting '5,000 men from XIII.AK. having been rescued - followed by a second message sent on 23 July reporting 8-10,000 men and finally on 26 July 8. Panzer Division reported it had 'picked up approximately 15,000 soldiers' including approximately 400 Galicians, before being repulsed.


14th Waffen Grenadier Division of the SS (1st Galician), Deployment, Brody
By the end of that day, in the face of overwhelming Soviet attacks, the 14th Division as a whole disintegrated. Late on 19 July its German commander, Fritz Freitag, resigned his command and was called in for service with XIII.A.K. staff. Command of the Division was then given to General Lindemann the commander of the 361.Inf.div. Freitag remained with the Corps staff and did not form a battle group and head south Some Ukrainian assault groups remained intact, others joined German units, and others fled or melted away.


14th Waffen Grenadier Division of the SS (1st Galician), Deployment, Brody
The Ukrainian 14th SS Fusilier battalion, which at this point had also largely disintegrated, came to form the rearguard of what was left of the entire 13th Corps. Holding the town of Bilyi Kamin, it enabled units or stragglers to escape to the south and was able to withstand several Soviet attempts to overwhelm it. By the evening of 21 July, it remained the only intact unit north of the Bug River even though several of its former members for example Mykola Fylypovych recorded that 'by 19 July there was chaos in the fusilier battalion no command, no orders, no ammunition'.