78-462: The Concourse Line is an IND rapid transit line of the New York City Subway system. It runs from 205th Street in Norwood, Bronx , primarily under the Grand Concourse , to 145th Street in Harlem , Manhattan . It is the only B Division line in the Bronx, and also the only line in the Bronx with all stations underground. The following services use part or all of the IND Concourse Line: The Concourse Line runs north to south through
156-693: A center track forms which leads to the Concourse Yard . The line then curves south at Mosholu Parkway to the Grand Concourse, from which it derives its name, at 206th Street. Two tracks from the Concourse Yard arrive between the two revenue tracks with switches and diamond crossovers between all four of them before the yard tracks merge to form the center track at the Bedford Park Boulevard station. The center track
234-554: 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. 174th–175th Streets reopened on December 26, 2018. In June 2022, the MTA announced that the express track would be closed starting that July, with D trains using the local tracks at all times until
312-406: A four track line, and this required the turning of F trains at Parsons Boulevard, and no storage facilities were provided at the station. Therefore, the line was going to be extended to 184th Place with a station at 179th Street with two island platforms, sufficient entrances and exits, and storage for four ten-car trains. The facilities would allow for the operation of express and local service to
390-893: A regular schedule. The final cost was $ 40.5 million. The entire Concourse Line opened on July 1, 1933, less than ten months after the IND's first line, the IND Eighth Avenue Line , opened for service. Initial service was provided by the C train, at that time an express train, between 205th Street, then via the Eighth Avenue Line, Cranberry Street Tunnel and the IND South Brooklyn Line (now Culver Line ) to Bergen Street . The CC provided local service between Bedford Park Boulevard and Hudson Terminal (now World Trade Center). Trains initially ran every 4 minutes during rush hours, every 5 minutes during
468-519: A relatively small subway car fleet of 300 cars, while the IRT had 2,281 subway and 1,694 elevated cars, and the BMT had 2,472 cars. The new IND Eighth Avenue Line was built using 1,000,000 cubic yards (27,000,000 cu ft) of concrete and 150,000 short tons (140,000,000 kg) of steel . The roadbed of the new subway was expected to last 30 years. At the time of the line's opening, other portions of
546-589: 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; 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
624-407: Is mostly straight north of 161st Street–Yankee Stadium, but makes a slight right turn north of Bedford Park Boulevard to end at Norwood–205th Street , with a provision to extend farther east. The original IND Second System Plan in 1929 proposed extending the line to Baychester Avenue via Burke Avenue and Boston Road. The extension, called "Route 106", was proposed to run elevated over Bronx Park in
702-555: Is used to originate and terminate select B trains during limited middays and early evenings, when it does not run to and from the Bronx . During rush hours, this track is used by D trains that run express on the IND Concourse Line in the peak direction. This track is not used during late nights or weekends. On the upper level, just north of the station, there is an open space next to the uptown local track that
780-594: The 145th Street station was originally provisioned for four tracks, with the current tracks lining up with those of the upper level. Construction of the line began in July 1928. It was originally planned to end the line just past the Bedford Park Boulevard station, with a provision for an eastern extension. An alternate approach to the current 205th Street station was proposed in February 1929, extending
858-426: The C stops here except at night; and the B stops here only on weekdays during the day. The A and C are on the upper level and the B and D are on the lower level. The A runs express during the day and local at night. The B and C always run local. The D always runs express south of the station; it also runs express north of the station but only in the peak direction during rush hours; other times, it runs local north of
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#1732773006419936-862: The East River via the Rutgers Street Tunnel, which connected the Houston-Essex Street Line with the north end of the Jay–Smith–Ninth Street Line at a junction with the Eighth Avenue Line north of Jay Street–Borough Hall . E trains were sent through 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. During construction, streetcar service along Sixth Avenue
1014-563: The Eighth Avenue Line opened from 207th Street to Chambers Street , inaugurating the IND. In February 1933 the Cranberry Street Tunnel opened, along with the Eighth Avenue Line from Chambers Street to Jay Street–Borough Hall . On the northern end of the construction, in the Bronx, the connecting Concourse Line opened on July 1, 1933 from 205th Street to 145th Street . On the IND's opening day, it had
1092-603: The Federal Transit Administration awarded the MTA $ 157 million for accessibility renovations at five stations, including 145th Street. The funds would be used to add elevators, signs, and public-announcement systems, as well as repair platforms and stairs, at each station. The accessibility project was to be funded by congestion pricing in New York City , but it was postponed in June 2024 after
1170-646: The GG (predecessor to current G service) ran as a shuttle service between Queens Plaza and Nassau Avenue on the IND Crosstown Line , which opened on the same day. The Cranberry Street Tunnel , extending the Eighth Avenue express tracks east under Fulton Street to Jay Street–Borough Hall in Brooklyn, was opened for the morning rush hour on February 1, 1933. Until June 24, 1933, High Street
1248-504: The Great Depression was ushered in, and the plans essentially became history overnight. Various forms of the expansion resurfaced in 1939, 1940, 1951, 1968 , and 1998 but were never realized. This was the time when the IND had planned widespread elevated construction. The Second Avenue Subway , one of the main parts of the plan, is open between 63rd and 96th Streets as of January 1, 2017. The Court Street station on
1326-556: The IND Eighth Avenue Line in Manhattan was approved by the New York City Board of Transportation on March 10, 1925, with the connection between the two lines approved on March 24, 1927. The line was originally intended to be four tracks, rather than three tracks, to Bedford Park Boulevard. This is the only IND line with three tracks (all other IND lines have either two or four tracks). The Concourse line's lower level of
1404-488: The IND Sixth Avenue Line , the D train began serving the IND Concourse Line along with the C and CC. It made express stops in peak during rush hours and Saturdays and local stops at all other times. C express service was discontinued in 1949-51, but the C designation was reinstated in 1985 when the use of double letters to indicate local service was discontinued. During this time, the D made local stops along
1482-674: The IRT White Plains Road Line , which hampered the Burke Avenue−Boston Road extension of the Concourse Line to Baychester Avenue. In the 1960s and 1970 under the city's Program for Action , it was proposed to extend the line a short distance to White Plains Road and Burke Avenue , at the IRT White Plains Road Line . Financial troubles also caused the plan to be aborted. Independent Subway System The Independent Subway System ( IND ; formerly
1560-861: The ISS ) was a rapid transit rail system in New York City that is now part of the New York City Subway . It was first constructed as the Eighth Avenue Line in Manhattan in 1932. It was originally also known as the Independent City-Owned Subway System ( ICOSS ) or the Independent City-Owned Rapid Transit Railroad ( ICORTR ). One of three subway networks that became part of the modern New York City Subway,
1638-656: The Long Island City−Jamaica Line , Fifty-third Street−Jamaica Line , and Queens Boulevard−Jamaica Line prior to opening, was an original line of the city-owned Independent Subway System (IND), planned to stretch between the IND Eighth Avenue Line in Manhattan and 178th Street and Hillside Avenue in Jamaica, Queens. The first section of the line, west from Roosevelt Avenue to 50th Street , opened on August 19, 1933. E trains ran local to Hudson Terminal (today's World Trade Center) in Manhattan, while
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#17327730064191716-489: The New York City Subway , located at the intersection of 145th Street and St. Nicholas Avenue in Harlem and Hamilton Heights, Manhattan . It is served by the A and D trains at all times, the C train at all times except late nights, and the B train on weekdays only (the latter of which terminates here during select midday trips and all evening trips). On August 3, 1923, the New York City Board of Estimate approved
1794-584: The TT shuttle at 36th Street in Brooklyn (nights and Sundays). D service was routed via the connection and onto the 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. In July 1968, the 57th Street station opened and
1872-770: 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 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
1950-543: The 63rd Street Connector was opened for construction reroutes. The Connector came into regular use in December 2001 with the rerouting of F service at all times to 63rd Street. The construction project extended the lower level LIRR tunnel and involved a number of other elements, including the integration of ventilation plants, lowering a sewer siphon 50 feet, rehabilitation of elements of the existing line, mitigating ground water, diverting trains which continued to run through
2028-501: The 8th Avenue/6th Avenue distinction (A, C, E vs. B, D, F) has been maintained. Following consolidation under city ownership, the numbered routes of the former BMT system were also gradually relabeled to letters for consistency with the IND system. 145th Street (IND Concourse Line) [REDACTED] The 145th Street station is a bi-level express station on the IND Eighth Avenue and Concourse lines of
2106-694: The BMT's M and R use trackage that was originally built for the IND, while the Q uses the IND Second Avenue Line , which was built after the unification of the three systems. The Rockaway Park Shuttle supplements the A service. For operational purposes, the IND and BMT lines and services are referred to jointly as the B Division . Until 1940, it was known as the Independent City-Owned Subway System (ICOS), Independent Subway System (ISS), or Independent City-Owned Rapid Transit Railroad. It became known as
2184-497: The Bronx and portions of Harlem, parallel to the mostly-elevated IRT Jerome Avenue Line which lies between two and four blocks to the west for its entire length in the Bronx. Due to the steep topography of the neighborhoods surrounding the Grand Concourse (under which most of the line runs), several stations were built with entrances both above and below the platforms, including 167th Street and Kingsbridge Road . Because
2262-564: The Concourse Line at all times except rush hours, when the C ran local to Bedford Park Boulevard. On March 1, 1998, the B train replaced the C as the rush-hour local on the Concourse Line, with the C moving to the Washington Heights portion of the Eighth Avenue Line. Kingsbridge Road was rehabilitated with new elevators in December 2014. The 2015–2019 MTA Capital Plan called for the Concourse Line's 167th Street and 174th–175th Streets stations, along with 30 others, to undergo
2340-534: The Grand Concourse. The E and F served Queens Boulevard via the 53rd Street Tunnel. A single letter indicated an express service, while a double letter indicated local service. G was used for Brooklyn-Queens "Crosstown" service. H was used for any service on the extended Fulton Street (Brooklyn) line that did not originate in Manhattan. The first designations were as follows: Virtually all possibilities were used at one time or another, either in regular service or as brief special routes. The "G" single-letter service
2418-420: The IND Concourse Line opened for service on July 1, 1933, the lower level was opened. The station has been undergoing renovations since 2017 as part of the 2010–2014 MTA Capital Program. This is because of an MTA study conducted in 2015, which found that 45 percent of components were out of date. In January 2024, accessibility at the station was proposed as part of the 2020-2024 Capital Program. In May 2024,
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2496-575: The IND Fulton Street Line was closed on June 1, 1946 due to low ridership. After World War II ended, workers and materials became available for public use again. The badly needed extension to the more efficient terminal at Broadway − East New York (the current Broadway Junction station) opened on December 30, 1946. The extension of the Fulton Street Line, the completion of which had been delayed due to war priorities,
2574-489: The IND after unification of the subway lines in 1940; the name IND was assigned to match the three-letter initialisms that the IRT and BMT used. The first IND line was the Eighth Avenue Line in Manhattan , opened on September 10, 1932; for a while the whole system was colloquially known as the Eighth Avenue Subway . The original IND system was entirely underground in the four boroughs that it served, with
2652-400: The IND train identification scheme was based on three things: the Manhattan trunk line served (8th Avenue or 6th Avenue), the northern branch line served (Washington Heights, Grand Concourse/Bronx, or Queens Boulevard), and the service level (Express or Local). The 8th Avenue routes were A, C, and E. The 6th Avenue routes were B, D, and F. The A and B served Washington Heights. The C and D served
2730-439: The IND was intended to be fully owned and operated by the municipal government, in contrast to the privately operated or jointly funded Interborough Rapid Transit Company (IRT) and Brooklyn–Manhattan Transit Corporation (BMT) companies. It was merged with these two networks when the subway system was unified in 1940 . The original IND services are the modern subway's A , B , C , D , E , F , and G services. In addition,
2808-684: The Independent Subway System were under construction, including five underwater tunnels: There was some vandalism on the IND Eighth Avenue Line's opening day, as some of the uptown stations were broken into by people who clogged turnstile slots with gum and other objects. Two months after the IND opened for business, three exits from the 96th Street and 103rd Street stations – at 95th and 97th Streets and at 105th Street, respectively – were closed due to theft. The Queens Boulevard Line, also referred to as
2886-634: The Queens Boulevard Line during rush hours, with E trains running express west of 71st–Continental Avenues, and GG trains taking over the local during rush hours. The initial headway for express service was between three and five minutes. The entire Crosstown Line was completed and connected to the IND Culver Line on July 1, 1937, whereupon the GG was extended in both directions to Smith–Ninth Streets and Forest Hills–71st Avenue . From April 30, 1939 to October 28, 1940,
2964-614: The Queens Boulevard Line served the 1939 New York World's Fair via the World's Fair Railroad . The World's Fair line ran via a connection through the Jamaica Yard and through Flushing Meadows–Corona Park along the current right-of-way of the Van Wyck Expressway . Despite calls from public officials such as Queens Borough President George Harvey to make the line a permanent connection to Flushing and northern Queens,
3042-783: The Rockaway Line. In November 1967, 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 was extended via the new express tracks and the connection to the West End Line in Brooklyn. In non-rush hours, B service terminated northbound at either West 4th Street (middays and Saturdays) or as
3120-704: The Sixth Avenue Line at all times. In December 1988 the IND Archer Avenue Line opened from Jamaica Center–Parsons/Archer to Jamaica–Van Wyck . A month shy of twenty years after construction began, the IND 63rd Street Line went into service on October 29, 1989, after an expenditure of $ 898 million, extending service from 57th Street with new stations at Lexington Avenue, Roosevelt Island, and 21st Street at 41st Avenue in Queens. The IND line
3198-601: The West Fourth Street subway station to the 47-50th Street subway station with track connections to the IND 53rd Street Line. The Sixth Avenue Line's construction cost $ 59,500,000. The following routes were added with the opening of service: Sixth Avenue express service would not begin until 1967, after the Chrystie Street Connection opened. The Fulton Street Line was opened from Jay Street to Rockaway Avenue on April 9, 1936, including
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3276-406: The central portion is used as a police precinct. The northbound platform on the lower level is twice as wide as the station's other three similarly sized platforms, being 39 feet wide, so that the three trackways on the lower level line up directly with those above. Escalators lead up from this level to the mezzanine, bypassing the upper-level platforms. The A and D both stop here at all times;
3354-452: 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 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 ,
3432-414: The construction of the line was difficult, as it had to go under or over several subway lines. The 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 . At this time, only the upper level of the station opened, as the IND Concourse Line was still under construction. When
3510-473: The daytime off-peak, and every 12 minutes at night. The timetable called for 92 express trains and 247 local trains a day. In addition to peak-direction express service (southbound in the morning and northbound in the afternoon), there was a "theater express" service, which ran southbound toward the Theater District for about half an hour during the evening. On December 15, 1940, with the opening of
3588-487: The end of 2022. The closure would allow the MTA to conduct structural repairs to the line, including steel and concrete work; the project was to be completed in September 2024. During that time, the line would also be closed for 40 weekends, and there would be overnight work for 75 weeks. The MTA would operate a shuttle bus between Norwood–205th Street and the 4 train at Mosholu Parkway station . The Concourse Line
3666-547: The exception of a short section of the IND Culver Line containing two stations spanning the Gowanus Canal in the Gowanus section of Brooklyn. In the early 1920s, Mayor John Hylan proposed a complex series of city-owned and operated rapid transit lines to compete with the BMT and IRT, especially their elevated lines. The New York City Transit Commission was formed in 1921 to develop a plan to reduce overcrowding on
3744-519: The former BMT Fulton Street Line , was connected to the IND Fulton Street Line. IND service was extended from Euclid Avenue out to Lefferts Boulevard via a new station at Grant Avenue . On June 28, 1956, service on the IND Rockaway Line began between Euclid Avenue and Rockaway Park at 6:38 PM and between Euclid Avenue and Wavecrest at 6:48 PM. A new station at Far Rockaway–Mott Avenue opened on January 16, 1958, completing
3822-420: The implementation of congestion pricing was delayed. The 145th Street station is a bi-level express station. The upper level has four tracks and two island platforms and the lower level has three tracks and two island platforms. Both platforms offer a cross-platform interchange between express and local trains like any typical express station in the subway system. The station used to have a full mezzanine; now,
3900-517: The innermost pair of tracks, and the locals uses the outermost tracks. This section of the line is nicknamed "Homeball Alley"—a reference to a home signal , a type of railway signal used in the New York City Subway system. The full-time entrance is at 145th Street with a part-time north exit at 147th Street. The station has entrances leading to each corner of St. Nicholas Avenue and West 145th Street, an entrance between buildings on
3978-542: The line across private property onto Perry Avenue. The current routing was selected by June 1929. The building of the line and proposed extensions to central and eastern Bronx (see below) led to real estate booms in the area. The line was supposed to be completed by January 1933, but this was delayed due to financial difficulties following the Wall Street Crash of 1929 . Test trains began running on June 18, 1933, when 700 IND employees started operating test trains on
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#17327730064194056-437: The line also connected with Yankee Stadium at 161st Street and with the former Polo Grounds at 155th Street , there were also several switches and a storage track to accommodate additional trains during game days. The line begins as a two-track line at Norwood–205th Street, running east-to-west underneath East 205th Street, then under private property, then for a short portion under Van Cortlandt Avenue. As it travels west,
4134-516: The line curves south under Saint Nicholas Place, continuing under Saint Nicholas Avenue south of 148th Street. The Concourse Line then serves the lower level of the 145th Street station and joins the IND Eighth Avenue Line south of the station. The IND Concourse Line, also referred to as the Bronx−Concourse Line , was one of the original lines of the city-owned Independent Subway System (IND). The line running from Bedford Park Boulevard to
4212-550: The line four tracks. A second plan in the 1930s had an additional extension along Burke Avenue to the New York, Westchester and Boston Railway , running north along the railroad to Dyre Avenue . Preliminary engineering work for the extension along Burke Avenue took place in 1937 and 1938. The city, however, found it easier and less expensive to purchase the railroad (now the IRT Dyre Avenue Line ) and connect it with
4290-444: The line was demolished in 1941. Mayor John Hylan proposed some never-built lines in 1922 even before the first leg of the IND was completed. These lines included: A major expansion of the IND was first planned in 1929. It would have added over 100 miles of new routes in Manhattan, Brooklyn, Queens, and the Bronx, merging with, intersecting or extending the existing IND rights-of way. It was claimed that this expansion, combined with
4368-430: The local stations between 145th Street and either 168th Street or Tremont Avenue. Yellow I-beam columns run along all the platforms, alternating ones having the standard black station name plate with white lettering. South of this station, the seven tracks merge into four, then split back out into six tracks north of 135th Street . The six-track section continues until just north of 125th Street . The express trains use
4446-402: The lower-deck of a viaduct connecting 205th Street and Burke Avenue. The first stop on the extension would have been at White Plains and Gun Hill Roads. The Second System plans had multiple IND lines criss-crossing the five boroughs; however, the country was in the midst of the Great Depression , and the city had neither the money nor the need to either extend the line east of 205th Street or make
4524-413: The operating IRT, BMT, and IND lines, would provide subway service within a half mile of anyone's doorstep within these four boroughs. Pricing – excluding acquisition and equipment costs – was estimated at US$ 438 million. The entire first phase had only cost US$ 338 million, including acquisition and equipment costs. Not long after these plans were unveiled, the Wall Street Crash of 1929 occurred and
4602-882: The original BMT system: the BMT Culver Line in 1954, and the Liberty Avenue extension of the BMT Fulton Street Line in 1956. On October 30, 1954 the Culver Ramp opened, connecting the IND Culver Line to the BMT Culver Line at Ditmas Avenue . IND trains begin operating over the BMT Culver Line to Coney Island–Stillwell Avenue . On April 29, 1956, the Liberty Avenue Elevated, the easternmost section of
4680-401: 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 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,
4758-669: The portion of the Chrystie Street Connection connecting the line with the Williamsburg Bridge was opened for regular service (although it had been previously used in passenger service for occasional post-Chrystie Street weekend D maintenance reroutes). Service on the KK was inaugurated, running from 57th Street to 168th Street on the BMT Jamaica Line . B service began running during non-rush hours (local on 6th Avenue) to 57th Street. D trains began running express via
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#17327730064194836-417: The project area and widening of the entry point to the Queens Boulevard Line to six tracks. This new tunnel connection allowed rerouting the Queens Boulevard Line F trains via the 63rd Street Tunnel, which opened up capacity through the 53rd Street tunnel to Manhattan which allowed a new local service, the V train , to provide additional Queens Boulevard service to Manhattan, along Sixth Avenue. This service
4914-426: The station. Construction on the extension started in 1946, and was projected to be completed in 1949. The extension was completed later than expected and opened on December 11, 1950. This extension was delayed due to the Great Depression and World War II . Both E and F trains were extended to the new station. During the 1950s, the IND was extended over two pieces of elevated line that were disconnected from
4992-414: The station. The next stop to the north on the upper level is 155th Street for local trains and 168th Street for express trains, while the next stop to the north on the lower level is 155th Street for local trains and Tremont Avenue for express trains. The next stop to the south for all levels is 135th Street for local trains and 125th Street for express trains. The center track on the lower level
5070-411: The stub terminal at Court Street . A shuttle was operated between Court Street and Hoyt–Schermerhorn Streets. On December 31, 1936, the Queens Boulevard Line was extended from Roosevelt Avenue to Kew Gardens–Union Turnpike . The Queens Boulevard Line was extended to Hillside Avenue and 178th Street, with a terminal station at 169th Street on April 24, 1937. That day, express service began on
5148-480: The subways. The original plans included: These lines were completely built as planned. All but a short portion of the Culver Line (over the Gowanus Canal ) are underground. On March 14, 1925, the groundbreaking of the Eighth Avenue subway took place at 123rd Street and St. Nicholas Avenue. On July 8, 1931, the first train of R1s left Coney Island at 11:35am and ran via the BMT Sea Beach Line to Times Square . The trip took 42 minutes. On September 10, 1932,
5226-429: The terrain, the vicinity of 174th–175th Street station is uniquely built both underground and over 175th Street. Between 170th Street and 167th Street are more switches and crossovers, with a lay-up track adjacent to the Manhattan-bound local track. The line curves west before 161st Street–Yankee Stadium and crosses the Harlem River into Manhattan via the Concourse Tunnel . There is one more stop, 155th Street, before
5304-419: The trim line at regular intervals. The trim line was part of a color-coded tile system used throughout the IND. The tile colors were designed to facilitate navigation for travelers going away from Lower Manhattan . As such, a different tile color is used at 168th Street and Tremont Avenue , the next express stations to the north on the Eighth Avenue and Concourse lines, respectively. Yellow tiles are used at
5382-462: Was a remnant of the construction of the subway and not built for a specific purpose. That open space is where the lower level tracks turn off to the IND Concourse Line . There is a hole in the floor that allows a view of the lower level. Both levels have a trim line on the track walls, which is yellow with a black border. It is two tiles high, a pattern usually reserved for local stations. Tile captions reading "145" in white lettering on black run below
5460-435: Was built for the future connection to the Second Avenue Subway for BMT Broadway service from the Upper East Side to Lower Manhattan . Planning for the connection to the IND Queens Boulevard Line began in December 1990, with the final design contract awarded in December 1992. Construction began on September 22, 1994. The remaining section from 21st Street to the Queens Boulevard Line cost $ 645 million. In December 2000,
5538-424: Was discontinued in 2010 and replaced with an extension of the M train . The following extensions and connections were built after unification in 1940: The following extension is partially open: Many IND lines were designed to be parallel to existing IRT and BMT subway lines in order to compete with them. Additionally, some never-built lines were designed to replace old elevated lines. As originally designed,
5616-668: Was finished by funds obtained by Mayor William O'Dwyer and was placed in operation on November 28, 1948, running along Pennsylvania Avenue and Pitkin Avenue to Euclid Avenue near the Queens border. Forty additional R10 cars were placed into service for the extension. The cost of the extension was about $ 46,500,000. It included the construction of the new Pitkin Avenue Storage Yard , which could accommodate 585 subway cars on 40 storage tracks. The existing 169th Street station provided an unsatisfactory terminal setup for
5694-407: Was intended to be used by southbound express trains in the morning and by northbound express trains in the afternoon. South of Bedford Park Boulevard, after some crossovers, the two outer tracks depress into a lower level and merge into a single center express track, while the center track splits to become the local tracks. The line then runs south with diamond crossovers at Tremont Avenue . Due to
5772-778: Was rerouted to the IND Fulton Street Line and E trains from the Queens Boulevard Line replaced them. The first part of the IND Sixth Avenue Line , or what was then known as the Houston–Essex Street Line , began operations at noon on January 1, 1936 with two local tracks from a junction with the Washington Heights, Eighth Avenue and Church Street Line (Eighth Avenue Line) south of West Fourth Street–Washington Square east under Houston Street and south under Essex Street to
5850-405: Was served by Q trains on weekdays, B trains on weekends and F trains at night (signed Q northbound from 2nd Avenue and southbound as far as 57th Street), as well as the extended JFK Express. The 1,500-foot connector to the Queens Boulevard Line had not yet started construction. The BMT connection between the new Lexington Avenue station and 57th Street-7th Avenue was not in use at that time; it
5928-453: Was skipped. The first short section of the IND Culver Line opened on March 20, 1933, taking Eighth Avenue Express A trains (and for about a month from July to August C trains) south from Jay Street to Bergen Street . The rest of the line opened on October 7, 1933 to the "temporary" terminal at Church Avenue, three blocks away from the Culver elevated at Ditmas Avenue. In 1936, the A
6006-607: Was terminated. The city had the choice of either restoring it upon the completion of construction or abandoning it immediately. As the city wanted to tear down the IRT Sixth Avenue Line right away and save on the costs of shoring it up while construction proceeded underneath it, the IRT Sixth Avenue Line was purchased for $ 12.5 million and terminated by the city on December 5, 1938. On December 15, 1940, local subway service began on Sixth Avenue from
6084-417: Was used for G service to World's Fair Station in 1939. The final pre- Chrystie Street Connection service is shown here; for more details, see the individual service pages. Terminals shown are the furthest the service reached. After the Chrystie Street Connection opened, the original IND Service Letter scheme was gradually abandoned. All lines, whether local or express, now use a single letter, and only
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