107-419: The IND Sixth Avenue Line is a rapid transit line of the B Division of the New York City Subway in the United States. It runs mainly under Sixth Avenue in Manhattan , and continues south to Brooklyn . The B , D , F , and M trains, which use the Sixth Avenue Line through Midtown Manhattan , are colored orange. The B and D trains use the express tracks, while the F, <F> and M trains use
214-654: A $ 124.9 million contract that also included the renovation of the 28th Street station on the IRT Lexington Avenue Line . 23rd Street reopened ahead of schedule on November 29, 2018, while 57th Street reopened on December 19, 2018. As part of the 2015–2019 Capital Program, the 34th Street and West Fourth Street interlockings on the IND Sixth Avenue Line were upgraded at a cost of $ 356.5 million. The interlocking upgrades would support communications-based train control (CBTC) installation on
321-516: A $ 22 million project to build two express tracks between the West Fourth Street and 34th Street–Herald Square stations. The express tracks were built 80 feet (24 m) beneath the surface. The construction was done in two portions. The first section was between West 9th and 19th Streets, and the second section was between West 19th and 31st Streets. The express tracks were part of an $ 80 million subway improvement program that began with
428-466: A 0.74-mile-long (1.19 km) section in Lower Manhattan between Lispenard Street to the south and Eighth Street to the north, comprising part of the present-day Eighth Avenue Line. The second line would be a 2.47-mile-long (3.98 km) section running between Carmine Street to the south and 53rd Street to the north, comprising much of the present-day Sixth Avenue Line. South of Carmine Street,
535-471: A combined 90,000 passengers, to enter Manhattan during rush hours. However, the section between 9th and 19th Streets soon experienced various delays: although it had started in April 1961, work was halted by a water main break in 1962, and by July 1963, the work was only 20 percent complete. Construction on the section between West 19th and 31st Streets was further along: it had started in the middle of 1961, and
642-469: A junction with the Eighth Avenue Line south of West Fourth Street–Washington Square east under Houston Street and south under Essex Street to a temporary terminal at East Broadway . E trains, which ran from Jackson Heights, Queens to Hudson Terminal , were shifted to the new line to East Broadway. Two express tracks were built on the portion under Houston Street until Essex Street-Avenue A;
749-650: A lower level of the 50th Street station, and merges to the south, taking E trains onto the local tracks. An unused southbound-only lower level at 42nd Street–Port Authority Bus Terminal was formerly accessed only from the southbound track from the Queens Boulevard Line. Plans for the 7 Subway Extension required partially demolishing the lower level to make room for the new IRT Flushing Line tracks. The four-track line continues south under Eighth Avenue to 14th Street , where it turns southeast under Greenwich Avenue and south under Sixth Avenue , above
856-835: A neighborhood located near the West End Line, wanted full-time direct subway service to Manhattan. The 2015–2019 Metropolitan Transportation Authority Capital Plan called for the Sixth Avenue Line's 23rd Street and 57th Street stations, along with 31 others, to undergo a complete overhaul as part of the Enhanced Station Initiative . Updates would include cellular service, Wi-Fi, USB charging stations, interactive service advisories and maps, improved signage, and improved station lighting. The renovations at both stations were supposed to last from July to December 2018. The renovations were conducted under
963-622: A pair of express tracks between 34th and West 4th Streets, were built to provide the necessary capacity for the new service to Brooklyn. There are branches on both ends of the line. On the south end, the express tracks used by the B and D trains diverge to Grand Street and the Manhattan Bridge . The local tracks continue through the Rutgers Street Tunnel and to York Street in Brooklyn (used by
1070-627: A possible connection to the Second Avenue Subway ), Rutgers Street–East Broadway (with a connection to the IND Rutgers Street Line ), and a station in the Lower East Side (possibly Pitt Street and Grand Street ). This portion would have been about 1.95 miles (3.14 km) long and would have cost about $ 13 million. Crossing to Williamsburg , the line was to have stops at Havemeyer Street and Union Avenue,
1177-564: A proposed extension under Central Park to Harlem . The stub-end tracks were eventually connected to the IND 63rd Street Line when the latter opened in October 1989. The 63rd Street line only extended to the 21st Street–Queensbridge station in Queens, and did not connect to any other lines in that borough. The Q train served the 63rd Street extension on weekdays and the B train stopped there on
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#17327803504411284-690: A train on the Eighth Avenue Line needs to access the Manhattan Bridge. Just before approaching Second Avenue, the local tracks split into four tracks again. The two center tracks, which are not used in revenue service, dead-end just east of the Second Avenue station. They were built as part of the IND's proposed expansion in the 1930s , and would have merged with the never-built IND Worth Street Line and then entered Brooklyn. The line would have run to Utica Avenue in Brooklyn if it had been completed. Other provisions for unbuilt lines exist at
1391-941: Is a rapid transit line in New York City , United States , and is part of the B Division of the New York City Subway . Opened in 1932, it was the first line of the Independent Subway System (IND); as such, New Yorkers originally applied the Eighth Avenue Subway name to the entire IND system. The line runs from 207th Street in Inwood south to an interlocking south of High Street in Brooklyn Heights , including large sections under St. Nicholas Avenue , Central Park West , and Eighth Avenue . The entire length
1498-511: Is present on the east side of the tunnel. It has been proposed to use this to bring Long Island Rail Road Atlantic Branch trains to Lower Manhattan as part of the Lower Manhattan-Jamaica/JFK Transportation Project . The four tracks continue south under Church Street, with two separate but connected stations at World Trade Center at the end of the local tracks and Chambers Street on
1605-487: Is underground, though the 207th Street Yard , which branches off near the north end, is on the surface. Flying junctions are provided with the IND Concourse Line , IND Sixth Avenue Line , and IND Queens Boulevard Line . Most of the line has four tracks, with one local and one express track in each direction, except for the extreme north and south ends, where only the two express tracks continue. Internally,
1712-515: The 63rd Street Lines ; the local tracks, used by the M train, merge with the IND Queens Boulevard Line and continue to Queens . The following services currently use part or all of the Sixth Avenue Line, whose services' bullets are colored orange: The majority of the Sixth Avenue Line has four tracks, two local and two express. At each end, these pairs of tracks split, giving the line two north and two south ends. One of
1819-681: The BMT Brighton Line instead of via the Culver Line. It only ran express during rush hours. F service was extended from Broadway–Lafayette Street during rush hours, and from 34th Street during other times to Coney Island via the Culver Line. On July 1, 1968, the 57th Street station and the portion of the Chrystie Street Connection connecting the line with the Williamsburg Bridge opened. Service on
1926-467: The D full-time express service between the Concourse Line ( 145th Street ) and Sixth Avenue Line ( 59th Street–Columbus Circle ) junctions, and the E runs local from the Queens Boulevard Line junction at 50th Street south to World Trade Center . The A, C, and E are colored blue on signs because they run via Eighth Avenue through Midtown Manhattan , while the B and D are orange since they use
2033-594: The F and <F> trains) or via the Chrystie Street Connection and the Williamsburg Bridge to the BMT Jamaica Line in Brooklyn (used by the M train). On the north end, north of 47th–50th Streets–Rockefeller Center , the express tracks diverge to Seventh Avenue–53rd Street and the IND Eighth Avenue Line, while a spur used by the F and <F> train continues under Sixth Avenue to 57th Street and
2140-535: The G Brooklyn–Queens Crosstown service. The additional capacity allowed for the reintroduction of the AA for off-peak service between 168th Street and Hudson Terminal via the Eighth Avenue Line , and the creation of the rush-hour BB between 168th Street and 34th Street-Herald Square via Sixth Avenue. In addition, the D train, which ran between Norwood–205th Street and Hudson Terminal via Sixth Avenue,
2247-558: The IND Queens Boulevard Line , which parallels it just to the north. At Seventh Avenue , the southbound track is above the northbound track (the same is true on the Queens Boulevard Line, though north is the opposite direction from the Sixth Avenue Line). These tracks are used by the B and D express trains. The express tracks from Columbus Circle then turn south to go under Sixth Avenue, merging with
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#17327803504412354-591: The Interborough Rapid Transit Company (IRT)'s Sixth Avenue elevated , which closed in 1939. The first section of the line opened in 1936 from West Fourth Street to East Broadway with service provided by Eighth Avenue Line trains. This section was initially referred to as the Houston-Essex Street Route. The Sixth Avenue subway was completed in 1940, providing service north of West Fourth Street, connecting to
2461-683: The Long Island Rail Road and JFK International Airport , presented several alternatives that would utilize the Cranberry Street Tunnel instead of building a new East River Tunnel. These alternatives would have required that C trains be rerouted through the Rutgers Street Tunnel . In the wake of the September 11, 2001 attacks , World Trade Center station was temporarily unusable as a terminal for
2568-637: The New York City Board of Estimate approved the Washington Heights Line , an extension of the Broadway Line to Washington Heights. The line was to have four tracks from Central Park West at 64th Street under Central Park West, Eighth Avenue, Saint Nicholas Avenue , and private property to 173rd Street, and two tracks under Fort Washington Avenue to 193rd Street. South of 64th Street, one two-track line would connect to
2675-599: The New York City Board of Estimate requested a $ 25.5 million federal loan for the construction of the Sixth Avenue line. The first portion of the line to be constructed was then known as the Houston–Essex Street Line, which ran under Houston, Essex, and Rutgers Streets. The contract for the line was awarded to Corson Construction in January 1929, at which time the city began evicting 10,000 residents within
2782-681: The Queens Boulevard Line and the Eighth Avenue Line. Initially, the Sixth Avenue Line carried only local service, since there were no express tracks between 34th Street and West 4th Street. In 1967 and 1968, the Chrystie Street Connection was completed, connecting the line with former BMT lines in Brooklyn via the Manhattan Bridge and with the BMT Jamaica Line over the Williamsburg Bridge. Two new stations at 57th Street and Grand Street, as well as
2889-598: The Queens Boulevard, Culver, and Eighth Avenue lines . Rapid transit line Too Many Requests If you report this error to the Wikimedia System Administrators, please include the details below. Request from 172.68.168.133 via cp1102 cp1102, Varnish XID 559139248 Upstream caches: cp1102 int Error: 429, Too Many Requests at Thu, 28 Nov 2024 07:52:30 GMT IND Eighth Avenue Line The IND Eighth Avenue Line
2996-631: The 33rd Street terminal were located only two blocks away, rendering the 28th Street stop unnecessary. It was demolished to make room for the IND tracks below. The IRT's Sixth Avenue elevated ultimately closed in December 1938, just before the Sixth Avenue subway was completed. In addition to threading around the H&;M tunnel, the line had to pass over the BMT Canarsie Line along 14th Street, over
3103-459: The 53rd Street tunnel. Both the 63rd Street and the 53rd Street lines merge into the Queens Boulevard Line in Queens. On June 28, 2010, the V was replaced by the M, which began using the Chrystie Street Connection to the Williamsburg Bridge. Regular M trains make all former V stops except for Second Avenue. In 2004, full Manhattan Bridge service was restored. This resulted in full B and D express service being restored from 34th Street–Herald Square to
3210-543: The Board of Estimate approved the construction of the line, and in July Chairman Delaney sent letters to 450 real estate owners outlining the planned route and requested their consent for the construction of the project, of which the Board needed 50%. On August 23, 1930, bids on the construction of the connection (bellmouths) between the Eighth Avenue Line and the proposed Worth Street Line were put up for bid by
3317-603: The Board of Transportation. These bellmouths were constructed to allow work on the Worth Street Line to be done without interrupting service on the Eighth Avenue Line. This route was expected to the first line of the IND Second System to be built. At the time it was anticipated that the line would open a year or so after the completion of the Eighth Avenue Line under the East River to Brooklyn. However,
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3424-499: The Broadway Line stubs at 57th Street, and another would continue under Eighth Avenue to 30th Street at Penn Station , with provisions to continue downtown. Mayor John Hylan instead wanted to build an independent subway system, operated by the city. The New York City Board of Transportation (NYCBOT) gave preliminary approval to several lines in Manhattan, including one on Eighth Avenue, on December 9, 1924. The main portion of
3531-683: The C's route. The B and the C, which both ran local along Central Park West, switched northern terminals on March 1, 1998, ending the connection between the C and the Bronx. Instead of alternating between three different terminals depending on the time of day, all C service now terminated at 168th Street. A report for the Lower Manhattan Development Corporation looking at the Lower Manhattan Rail Link , an idea to connect Lower Manhattan with
3638-588: The Concourse Line, forcing A trains to run local north of 145th Street . The E was added to the local tracks south of 50th Street on August 19, 1933, when the IND Queens Boulevard Line opened. The final major change came on December 15, 1940, when the IND Sixth Avenue Line opened. The AA was brought back as a non-rush hour local service, becoming the BB and switching to the Sixth Avenue Line at 59th Street–Columbus Circle during rush hours. The CC
3745-599: The E. C service was suspended until September 24, 2001. Local service along Central Park West was replaced by the A and D, and the E was extended from Canal Street to Euclid Avenue replacing C service in Brooklyn. On January 23, 2005, a fire at the Chambers Street signal room crippled A and C service. C service was suspended until February 2 and was replaced by the A, B, D, E, and V trains along different parts of its route. Initial assessments suggested that it would take several years to restore normal service, but
3852-414: The H&M was cut back to 28th Street to allow for construction on the subway to take place. The 33rd Street terminal was moved south to 32nd Street and reopened on September 24, 1939. The city had to pay $ 800,000 to build the new 33rd Street station and reimbursed H&M another $ 300,000 to the H&M for the loss of revenue. The 28th Street station was closed at this time because the southern entrances to
3959-548: The IND Eighth Avenue Line. The line would have branched off of the line's local tracks at the intersection of Church Street and Franklin Street to the south of the Canal Street station and would have turned southeast into Worth Street . This route would have traveled in a two-track tunnel. It would have probably stopped at Foley Square ( Lafayette and Centre Streets, on the north side of Federal Plaza), Chatham Square (with
4066-483: The IND line, then build a lower level for the H&M. The IND started advertising bids for the section of the Sixth Avenue Line between 43rd and 53rd Streets in April 1931. However, that May, construction was postponed because of fears that it would disrupt the Catskill Aqueduct , one of the New York City water supply system 's crucial water mains to Brooklyn and Queens. The NYCBOT wanted to start work on
4173-507: The IND typically installed express–local crossovers beyond the fronts of the station platforms, an anomaly in the track layout was created when the Chrystie Street Connection was built. A crossover exists west of Broadway–Lafayette Street only on the northbound side, allowing trains from the Manhattan Bridge to reach the Eighth Avenue local tracks at West Fourth Street but not vice versa. As a result, unusual routings are required whenever
4280-491: The K designation was discontinued and merged into the C, which now ran at all times except late nights. The C ran from Bedford Park Boulevard to Rockaway Park during rush hours, 145th Street to Euclid Avenue during middays, and from 145th Street to World Trade Center during evenings and weekends. The A now ran express in Brooklyn during middays, and the B was extended to 168th Street during middays and early evenings. On May 29, 1994, weekend C service between 7 a.m. and 11 p.m.
4387-500: The KK was inaugurated, running from 57th Street to 168th Street on the BMT Jamaica Line . B service was extended during non-rush hours from West Fourth Street to 57th Street. D trains began running express via the Sixth Avenue Line at all times. The Program for Action , a series of subway and commuter rail expansions proposed by the MTA to then-Governor Nelson Rockefeller , included a spur of
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4494-465: The Lower East Side, would have been the line's terminal. Construction was expected to begin in 1937 and be complete by 1944. In 1938 the cost of the line was pegged by the BOT to be $ 16.73 million. Even though these bellmouths were never used and the line was never completed, the bellmouths are still visible south of Canal Street adjacent to the local tracks. Other provisions were built in anticipation of
4601-463: The Manhattan Bridge, where the services continued to Brooklyn. However, the terminals of the B and D were reversed from prior to the Manhattan Bridge service suspensions. B service operates weekdays only via the Brighton Line express tracks to Brighton Beach, replacing the <Q> express on the Brighton Line. D service operates 24/7 along the West End Line because residents of Bensonhurst ,
4708-467: The Sixth Avenue Line through Midtown Manhattan. The following services use part or all of the Eighth Avenue Line. The trunk line's bullets are colored blue: The Eighth Avenue Line begins as a two-track subway under Broadway at 207th Street in Inwood . A flying junction just to the south brings two tracks from the 207th Street Yard between the main tracks, merging after Dyckman Street . The subway leaves Broadway to pass under Fort Tryon Park to
4815-498: The Sixth Avenue Line would curve east under Houston Street , then south under Essex Street and Rutgers Street before continuing south into Brooklyn. Work on the core section of the IND Sixth Avenue Line, located between Fourth and 53rd Streets, was not to begin for several years. The section of Sixth Avenue from Ninth to 33rd Streets was already occupied by the Hudson & Manhattan Railroad (H&M)'s Uptown Hudson Tubes. At first,
4922-546: The Sixth Avenue subway at Bryant Park on March 23, 1936. The Carleton Company was hired in September 1936 to construct the section from 27th to 33rd Streets, and Rosoff-Brader was hired that October to build the segment from 33rd to 40th Streets. The next month, the George A. Flynn Corporation received a contract for the construction of the section between 47th and 53rd Streets. The Arthur A. Johnson Corp. and Necaro Co. received
5029-449: The V, was introduced operating local via Sixth Avenue and terminating in the center tracks of the Sixth Avenue Line's Second Avenue station. The V ran local on the Queens Boulevard Line, and it only operated during weekdays. At this time, the F, which ran express along the Queens Boulevard Line, was rerouted to operate via the 57th Street station and the 63rd Street line north of the 47th–50th Streets–Rockefeller Center station, rather than via
5136-528: The already-approved Washington Heights Line—the mostly-four track line north of 64th Street—was included, but was to continue north from 193rd Street to 207th Street. South of 64th Street, the plan called for four tracks in Eighth Avenue, Greenwich Avenue , the planned extension of Sixth Avenue , and Church Street . Two tracks would turn east under Fulton Street or Wall Street and under the East River to Downtown Brooklyn . A groundbreaking ceremony
5243-421: The branch from 57th Street and the local tracks' split from the IND Queens Boulevard Line (used by the M local train). The branch from 57th Street merges into both the local and express track pairs; there are no direct track connections between the local and express tracks. South of this point, the Sixth Avenue Line consists of four tracks from west to east: the southbound express track, the southbound local track,
5350-421: The bridge, as well as two commuter rail tracks. However, when the lower level was added in 1962, it instead carried a roadway. The two main tracks from Fort Washington Avenue enter Broadway near 172nd Street, curving and running underneath a public school (PS173M) at 174th Street, and other private property, and the yard tracks in a double-decker tunnel. A few blocks later, the lower tracks separate to straddle
5457-423: The city and IND and the H&M continued for several years. The IND and H&M finally came to an agreement in 1930. The city had decided to build the IND Sixth Avenue Line's local tracks around the pre-existing H&M tubes, and add express tracks for the IND underneath the H&M tubes at a later date. However, the city still planned to eventually take over the H&M tracks, convert them to express tracks for
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#17327803504415564-505: The city intended to take over the portion of the Uptown Tubes under Sixth Avenue for IND use, then build a pair of new tubes for the H&M directly underneath it. The IND had committed to building the Sixth Avenue line, and the H&M's 33rd Street terminal was located both above and below preexisting railroad tunnels, hence the IND's plan to convert part of the H&M tubes. However, the H&M objected, and so negotiations between
5671-598: The connection to Church Avenue . Simultaneously, the Fulton Street Line was opened to Rockaway Avenue and the A and C trains, which had used Smith Street, were rerouted to Fulton Street. In April 1935, engineers started planning in earnest for the Midtown section of the Sixth Avenue Line. The first contract, for the section between 40th and 47th Streets, was awarded to Rosoff-Brader Construction in October 1935. Mayor Fiorello H. La Guardia broke ground for
5778-422: The construction of a two-level subway structure. In January 1929, the city paid money awarded to adjacent property owners for property taken and awarded contracts for 15 feet (4.6 m)-wide sidewalks and a 60 feet (18 m)-wide roadway. The sidewalks had been 10 feet (3.0 m) wide and the roadway had been 20 feet (6.1 m) wide. New buildings were built on the west sides of Church Street. The east side of
5885-495: The construction of the line was delayed due to the city's lack of funding after 1932. The Board of Transportation resumed efforts to build the line after a study of existing conditions in the area was completed, and on the basis that funding would be provided from government and private sources. The plans were truncated to a three-stop crosstown line entirely within Manhattan. Stops would have been located at Foley Square, Rutgers Street, and Lewis Street. The Lewis Street stop, located in
5992-460: The contract to build the segment between 18th and 27th Streets in January 1937. The final contract, between 9th and 18th Streets, was awarded to Spencer White & Prentis in June 1937. The construction of the Sixth Avenue Line was very difficult because of the various utilities and tunnels above, below, and beside the line. At the time, it was considered the costliest subway line in the city. The line
6099-662: The damaged equipment was replaced with available spare parts, and normal service resumed on April 21. The 2015–2019 Metropolitan Transportation Authority Capital Plan called for five of the Eighth Avenue Line's stations, along with 28 others, to undergo a complete overhaul as part of the Enhanced Station Initiative . The stations receiving renovations are 34th Street–Penn Station , 72nd Street , 86th Street , Cathedral Parkway–110th Street , and 163rd Street–Amsterdam Avenue . Updates included cellular service, Wi-Fi, USB charging stations, interactive service advisories and maps, improved signage, and improved station lighting. As part of
6206-409: The express (outer) tracks lower below the local tracks, forming another double-decker tunnel, this time under St. Nicholas Avenue . North of 145th Street , the lower (express) tracks rise into the center, and the three-track IND Concourse Line enters St. Nicholas Avenue below the four-track Eighth Avenue Line. 145th Street is a two-level transfer station, with two island platforms on each level. To
6313-728: The express stations (at Fulton, 14th, 42nd, and 59th Streets) were built with long mezzanines so that passengers could walk the entire length of the mezzanines without having to pay a fare. It was proposed to develop the mezzanines of these four stations with shops, so that they would become retail corridors, similar to the underground mall of the under-construction Rockefeller Center . The new subway required 800 cars and 1,500 staff. In June 1932, The New York Times reported that seven-car express trains would run between 168th and Chambers Streets, while five-car local trains would run between 207th and Chambers Streets. Both express and local trains would run at intervals of four to twelve minutes depending on
6420-554: The express tracks east under Fulton Street to Jay Street–Borough Hall in Brooklyn, was opened for the morning rush hour on February 1, 1933, with the exception of the station at High Street , which opened on June 24, 1933. Initially, only the Fulton Street entrance was open; the Adams Street entrance would open later once its escalators were completed. The Jay–Smith–Ninth Street Line opened on March 20, 1933, extending
6527-665: The express tracks. The two express tracks turn east under Fulton Street , crossing the East River through the Cranberry Street Tunnel into Cranberry Street in Brooklyn. Cranberry Street leads to High Street , from which the line turns south into Jay Street, straddled by the two-track IND Sixth Avenue Line from the Rutgers Street Tunnel . The Eighth and Sixth Avenue Lines end, becoming the IND Fulton Street Line and IND Culver Line , at crossovers (currently unused) allowing trains to switch between
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#17327803504416634-480: The first part of the Chrystie Street Connection opened and Sixth Avenue Line express tracks opened from 34th Street–Herald Square to West Fourth Street–Washington Square . With the opening of the connection to the Manhattan Bridge, BB service was renamed B and it was extended via the new express tracks and the connection to the BMT West End Line in Brooklyn. D service was routed via the connection and onto
6741-435: The four-track IND Sixth Avenue Line . The two-level West Fourth Street–Washington Square station allows easy transfers between the two lines. Just to the south are track connections between the local tracks of each line, not used by current normal service patterns. The Sixth Avenue Line turns east into Houston Street after passing the connections. Canal Street , under Sixth Avenue, is the last normal four-track station on
6848-741: The latter of which would have had connections to the IND Crosstown Line and a major junction to the IND Houston Street Line , the IND Utica Avenue Line, and a connection to the Rockaways. In March 1930, public hearings were held by the BOT concerning the construction and planning of this line. At the March 12 hearing, the project's construction was endorsed by east side civic organizations. In June 1930,
6955-416: The line beyond Jay Street–Borough Hall. When the subway opened in 1932, express ( A ) and local ( AA ) trains served the line; expresses did not run during late nights or Sundays. Expresses and late night/Sunday locals were sent south into Brooklyn on February 1, 1933, and, when the IND Concourse Line opened on July 1, 1933, the C was added to the express service, while all locals became CC trains to
7062-426: The line is chained as Line "A", with tracks A1, A3, A4, and A2 from west to east, running from approximately 800 at the south end to 1540 at the north end (measured in hectofeet). The whole line is served at all times by the A train, which runs express except during late nights. The C provides local service south of 168th Street while the A runs express. In addition, the B provides weekday local service and
7169-440: The line to the underserved Alphabet City neighborhood on the Lower East Side. The spur would run under Houston Street , Avenue C , and 14th Street . The branch's construction was delayed in 1971 after voters blocked a bond issue, then canceled along with most of the Program's new projects after the 1975–76 New York City fiscal crisis and extreme MTA fare revenue fluctuations. The tracks at 57th Street were originally built for
7276-407: The line's route. Construction of this section officially started in May 1929. The contract for the Rutgers Street Tunnel , connecting Manhattan and Brooklyn, was awarded in May 1930. In May 1933, the city started widening Essex and Rutgers Streets to accommodate the future subway line underneath. The Houston and Essex Street Line began operations at noon on January 1, 1936, with two local tracks from
7383-414: The line. Crossovers in each direction, beyond the station, take C and late night A trains between the local tracks to the north and the express tracks to the south. As the subway turns from Sixth Avenue into Church Street , the southbound local track passes under the express tracks, bringing E trains to the east. At this point, a bellmouth originally intended for the never-built IND Worth Street Line
7490-433: The local tracks. The Sixth Avenue Line, constructed in stages during the 1930s, was the last trunk line built by the Independent Subway System (IND) before it was incorporated into the modern-day New York City Subway. It was more difficult to build than other subway trunk lines in New York City because construction had to proceed around, over, and under existing tunnels and elevated structures. The Sixth Avenue Line replaced
7597-400: The longest station along the line at 1,115 feet (340 m), was expected to be a major express station with large platforms, so the platforms were staggered away from each other in order to avoid going under property lines. Additionally, several workers died in cave-ins during construction. In the summer of 1926 the BOT held a public hearing and agreed upon the details of the construction of
7704-438: The mezzanine levels of the Second Avenue and East Broadway stations, where unfinished open spaces indicate where stations for the Second Avenue Subway and IND Worth Street Line, respectively, would have been built. The local tracks in Manhattan turn south under Essex Street and Rutgers Street before crossing under the East River via the Rutgers Street Tunnel. The tracks then become IND Culver Line in Brooklyn, stopping at
7811-488: The north end of Fort Washington Avenue , which it follows to roughly 175th Street before turning southeast under private property. The small 174th Street Yard lies under Broadway, with two tracks exiting to the south under that roadway. When the George Washington Bridge was designed in the 1920s, provisions were made for a lower deck that would carry these two tracks north from the yard and across
7918-481: The north ends is at 57th Street , where two tracks lead south under Sixth Avenue from the IND 63rd Street Line (used by the F train at all times). The other is just south of 59th Street–Columbus Circle , where a two-track line splits from the IND Eighth Avenue Line at a flying junction (with connections to the local and express tracks), immediately turns east under 53rd Street , and crosses
8025-486: The north side of the Manhattan Bridge into Brooklyn. The express tracks used to continue on to the express tracks at Second Avenue before the tracks were rerouted to the Chrystie Street Connection. The local tracks split at this point. One pair continues east to Second Avenue (used by the F train) while the other pair merges with the BMT Nassau Street Line at Essex Street (used by the M train). Since
8132-456: The northbound express track, and the northbound local track. After passing through 47th–50th Streets–Rockefeller Center , the two southbound tracks cross each other; the tracks from Columbus Circle become the two center express tracks, and the tracks from the Queens Boulevard Line are the two outside local tracks. South of 42nd Street–Bryant Park is a large interlocking with six crossovers and switches. The original express tracks ended just to
8239-521: The outer tracks of Jay Street–MetroTech . New York City mayor John Francis Hylan 's original plans for the Independent Subway System (IND), proposed in 1922, included building over 100 miles (160 km) of new lines and taking over nearly 100 miles (160 km) of existing lines. The lines were designed to compete with the existing underground, surface, and elevated lines operated by the Interborough Rapid Transit Company (IRT) and Brooklyn–Manhattan Transit Corporation (BMT). The IND Sixth Avenue Line
8346-497: The platforms were lengthened at Spring Street and Canal Street to 660 feet (200 m) to allow E trains to run eleven-car trains. The E began running eleven-car trains during rush hours on September 8, 1953. The extra train car increased the total carrying capacity by 4,000 passengers. The lengthening project cost $ 400,000. Southbound E trains began stopping at the lower level of the 42nd Street station during rush hours on March 23, 1970, to reduce delays by relieving congestion on
8453-738: The reconstruction of the DeKalb Avenue station in Brooklyn. The second phase of construction was the Chrystie Street Connection , which would connect the BMT lines coming over the Manhattan Bridge and the Williamsburg Bridge with the IND Houston Street Line. There was also to be a new two-track spur line between West 52nd and 58th Streets with a terminal at 57th Street to allow trains to short turn. The two projects would allow 45 additional trains per hour, carrying
8560-479: The renovations, 72nd Street was closed from May 7, 2018 to October 4, 2018, and 86th Street was closed from June 4, 2018 to October 26, 2018. In addition, the Cathedral Parkway–110th Street station was closed from April 9, 2018 to the week of September 2–4, 2018, and 163rd Street was closed from March 12, 2018 to September 27, 2018. The IND Worth Street Line was a proposed major expansion of
8667-550: The section between 33rd and 39th Streets first so that the engineering issues with the H&M tubes and water main could be resolved. In January 1932, the city announced an agreement with the New York City Water Supply Board . The IND wanted to start construction on the Sixth Avenue line by June so that some of the projected train traffic on the Eighth Avenue line, which was slated to open that year, could be rerouted through Sixth Avenue instead. In 1933,
8774-478: The south at 34th Street–Herald Square and some services switched to the local tracks at the interlocking. This was done because the PATH 's Uptown Hudson Tubes already existed under Sixth Avenue south of 33rd Street , and so the Sixth Avenue Line local tracks were built on each side of PATH. The section between West Fourth Street–Washington Square and 34th Street–Herald Square, the only express section of this line,
8881-426: The south, the Concourse Line tracks rise and merge with the Eighth Avenue Line, carrying the B onto the local tracks and the D onto the express tracks. The resulting four-track line continues south under St. Nicholas Avenue and Eighth Avenue (Frederick Douglass Boulevard), which becomes Central Park West at 110th Street . Most of the line under Central Park West is built on two levels with both local tracks to
8988-437: The southbound express track crossed over the southbound local track at a grade-separated flyover between 42nd and 47th–50th Streets. Bellmouth tunnels north of 47th–50th Streets were built to allow for a future extension under Central Park and along Morningside Avenue to 145th Street. This extension was part of the Board of Transportation's long-range program, and was estimated to cost $ 34.914 million as of August 1940. Construction
9095-497: The station's platforms. On August 28, 1977, late night AA service was eliminated. The A began making local stops in Manhattan during late nights, when the AA was not running. On May 6, 1985, the IND practice of using double letters to indicate local service was discontinued. The AA was renamed the K and rush hour CC service was renamed C. This change was not officially reflected in schedules until May 24, 1987. On December 10, 1988,
9202-512: The street south of Eighth Street), and to provide access to the Holland Tunnel . The construction of the extension was completed in 1930. The city condemned entire lots, displacing 10,000 people, to build the extension and used leftover land for parks. The stations on the line were built with 600 feet (180 m) long platforms, but they had provisions to lengthen them to 660 feet (200 m) to accommodate eleven-car trains. Four of
9309-413: The street was not affected by the construction. $ 9,631,760 was awarded to 161 property owners whose property had been taken. 168,888 square feet of land had to be acquired to widen Church Street between Park Place and Canal Street. In 1926 construction began on the extension of Sixth Avenue south from Carmine Street to Canal Street, to allow for the construction of the Eighth Avenue Line (which runs under
9416-408: The subway line under Church Street . As part of the construction of the line, Church Street was widened from being 40 feet (12 m) wide to being 90 feet (27 m) wide to accommodate the subway underneath and was connected with a southern diagonal extension of Sixth Avenue, which was 100 feet (30 m). Had the street not been widened the construction would have cost an additional $ 7 million for
9523-482: The time of day. The new IND subway line also used a five-color pattern of tiles to facilitate navigation for travelers going away from Manhattan; the colors of the tiles changed at each express station. The majority of the Eighth Avenue Line, from Chambers Street north to 207th Street , was opened to the public just after midnight on September 10, 1932, after three days of operation on a normal schedule but without passengers. The Cranberry Street Tunnel , extending
9630-579: The tracks were intended to travel under the East River and connect with the never-built IND Worth Street Line in Williamsburg, Brooklyn. Just after midnight on April 9, 1936, trains began running under the East River via the Rutgers Street Tunnel, which connected the Houston-Essex Street Line with the north end of the Culver Line at a junction with the Eighth Avenue Line north of Jay Street–Borough Hall . E trains were sent through
9737-502: The tunnels leading to Penn Station, under the four-track BMT Broadway Line at Herald Square, over the IRT Flushing Line at 41st Street, and under the 42nd Street Shuttle . Even though the line had to pass around multiple transit lines, the grades were kept to a minimum. The line included four-track stations at West Fourth, 34th, 42nd, and 47th–50th Streets. There were four sets of crossovers between 34th and 42nd Streets, and
9844-489: The two pairs of tracks in each direction are connected with diamond crossovers. A flying junction just to the south connects the local tracks of the Sixth and Eighth Avenue Lines. The Sixth Avenue Line then turns east under Houston Street with an express station at Broadway–Lafayette Street . East of Broadway–Lafayette Street, the express tracks turn south and use the Chrystie Street Connection to Grand Street before crossing
9951-647: The two, located between High Street and Jay Street–MetroTech . Both the A and C trains continue along the Fulton Street Line. As early as March 1918, soon after the BMT Broadway Line opened to Times Square–42nd Street , plans were being considered for an extension of that line beyond the stubs at 57th Street–Seventh Avenue to the Upper West Side and Washington Heights via Central Park West (Eighth Avenue). On August 3, 1923,
10058-636: The weekends; both services used the Sixth Avenue Line. The Q train, a part-time express within Brooklyn via the BMT Brighton Line, ran along the Sixth Avenue Line between 1988 and 2001, when the Manhattan Bridge south tracks were closed for reconstruction. Planning for the 63rd Street Line's $ 645 million connection from the 21st Street–Queensbridge station to the IND Queens Boulevard Line in Queens began in December 1990, and construction began on September 22, 1994. The Connector came into regular use on December 16, 2001. A new Sixth Avenue local service,
10165-511: The west and only local stations. The two northbound tracks are above the two southbound tracks. Approaching 59th Street–Columbus Circle , where Central Park West becomes Eighth Avenue, the subway again spreads out into a single four-track level. A flying junction south of 59th Street takes B and D trains east under 53rd Street , merging with two tracks from 57th Street to become the four-track IND Sixth Avenue Line . The two-track IND Queens Boulevard Line , also in 53rd Street, curves south into
10272-488: The yard tracks at 168th Street . The local/express split begins here, with the local tracks coming from the yard and the express tracks coming from Inwood. Contrary to standard practice, the two local tracks are in the center and the two express tracks are on the outside. Except during late nights, the local service ( C ) ends at 168th Street, reversing direction on the yard tracks; the A runs to 207th Street at all times, express except during late nights. South of 168th Street,
10379-570: Was 60 percent complete in July 1963. The first section was 88 percent complete on June 30, 1965, and the second section was 99 percent complete on that date. Between West 55th and 58th Street, a third of the structural work was done by this date. No stations were constructed along the new express tracks, but provisions were incorporated into the design of the tunnel to permit the addition of future lower level stations at 14th Street and 23rd Street without disturbances to train operation. On November 26, 1967,
10486-564: Was built as a four-track tunnel north of 33rd Street, but there were only two tracks south of that street. The work largely involved cut-and-cover excavations, although portions of the subway had to be tunneled through solid rock. Builders had to use very small charges of dynamite so that they would not disrupt the H&M tunnels alongside the route, the street and elevated line above, and the water main below. The Sixth Avenue Elevated had to be underpinned during construction, adding another $ 4 to $ 5 million to construction costs. The Catskill Aqueduct
10593-473: Was designed to replace the elevated IRT Sixth Avenue Line . However, since the Sixth Avenue corridor was such an important subway link, the elevated remained open while construction on the Sixth Avenue subway proceeded. In 1924, the IND submitted its list of proposed subway routes to the New York City Board of Transportation (NYCBOT), which approved the program. The IND's program consisted of two lines underneath Sixth Avenue in Manhattan. The first line would be
10700-498: Was expected to start some time after 1946. On December 15, 1940, local subway service began on Sixth Avenue from the West Fourth Street subway station to the 47th–50th Streets station with track connections to the IND 53rd Street Line. The construction of the Sixth Avenue Line cost $ 59.5 million. The opening of the Sixth Avenue Line relieved train traffic on the Eighth Avenue Line, which was used by all services except for
10807-417: Was extended to 168th Street to allow A trains to run express. Beginning April 30, 1995, C service was extended to 168th Street during middays as construction on the Manhattan Bridge cut B service from Manhattan. On November 11, 1995, midday service was cut back to 145th Street after B service to 168th Street was restored. The change was made to reduce crowding on the C and to reduce passenger confusion about
10914-434: Was held at St. Nicholas Avenue and 123rd Street on March 14, 1925. Most of the Eighth Avenue Line was dug using a cheap cut-and-cover method, where the street above was excavated. Still, the construction of the line was difficult, as it had to go under or over several subway lines. At 59th Street–Columbus Circle , workers had to be careful to not disrupt the existing IRT Broadway–Seventh Avenue Line overhead. 42nd Street ,
11021-409: Was introduced to provide service between Sixth Avenue and the Concourse Line. The F train, running between Parsons Boulevard and Church Avenue via Sixth Avenue, was created to provide express service between Sixth Avenue and Queens. Finally, the E train was cut back from Church Avenue to Broadway–Lafayette Street, running to Queens via the Eighth Avenue Line. On April 19, 1961, ground was broken for
11128-535: Was kept only during rush hours to provide local service south past 59th Street. Additionally the C became a rush hour-only service, replaced by a full-time D over the express tracks between the Concourse and Sixth Avenue Lines. This created the pattern that has remained to this day, with five services during normal hours: the A express, B part-time local via Sixth Avenue (then BB), C local (then AA and CC), D express via Sixth Avenue, and E local from Queens. In 1953,
11235-410: Was located around 200 feet (61 m) below the avenue's surface, and workers on the new subway had to be careful to not cause any cracks in the aqueduct. As part of the construction of the IND line, the H&M's 14th Street and 23rd Street stations had to be rebuilt to provide space for the IND's 14th Street and 23rd Street stations, which would be located at a similar elevation. The 19th Street station
11342-497: Was not affected because the IND tracks were located below the H&M tracks at that point. However, the 33rd Street station had to be relocated to the south of its existing location, above the new IND line. The IND platforms were to be located at the same elevation as the present H&M station, and there was no room to build a new subway station either above or below the level of the existing H&M station. The H&M's 33rd Street terminal closed on December 26, 1937, and service on
11449-407: Was originally built as a two-track subway with the provision to expand to four tracks later. The express tracks were added in the 1960s in conjunction with the Chrystie Street Connection project. As a result, they are placed under the local tracks and PATH using the deep-bore tunneling method. At West Fourth Street–Washington Square, the express tracks return to the same level as the local tracks, and
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