48-572: Myrtle Avenue Line may refer to the following public transit lines: BMT Myrtle Avenue Line , a fully elevated line of the New York City Subway Myrtle Avenue Line (surface) , a surface transit line on Myrtle Avenue, Brooklyn, New York Q55 (New York City bus) , or Richard Hill Line, a surface transit line on Myrtle Avenue in Queens, New York Topics referred to by
96-735: A private right-of-way halfway between Concord Street and Cathedral Place. The first trains to use it came from the Fifth Avenue Elevated (using the Myrtle Avenue El west of Hudson Avenue). In 1906 the el was connected via a ramp to the Lutheran Cemetery Line , a former steam dummy line to Metropolitan Avenue that had opened on September 3, 1881. That section was elevated as part of the Dual Contracts on February 22, 1915. On July 29, 1914,
144-492: A single station between the two stations. One alternative that would not have required the demolition of homes would have entailed replacing the elevated structure between Eastern Parkway and Cypress Hills with a new structure above Jamaica Avenue, with new stops built. On October 9, 1958, because of a lack of funds and because of community opposition, the City Planning Commission removed the project from
192-774: A spur branch from the Jamaica Line to Bushwick , Ridgewood , and Middle Village , terminating at its original eastern terminal across the street from Lutheran Cemetery. Until 1969, the line continued west into Downtown Brooklyn and, until 1944, over the Brooklyn Bridge to the Park Row Terminal in Manhattan . The following services use part or all of the BMT Myrtle Avenue Line: The Myrtle Avenue Line
240-590: A study to determine whether to close 79 stations on 11 routes, including the remaining portion of the Myrtle Avenue Line, due to low ridership and high repair costs. Numerous figures, including New York City Council member Carol Greitzer , criticized the plans. In July 2017, the Metropolitan Transportation Authority started rebuilding two parts of the Myrtle Avenue Line, the 310-foot-long (94 m) approaches to
288-614: Is different from Wikidata All article disambiguation pages All disambiguation pages BMT Myrtle Avenue Line The Myrtle Avenue Line , also called the Myrtle Avenue Elevated , is a fully elevated line of the New York City Subway as part of the BMT division. The line is the last surviving remnant of one of the original Brooklyn elevated railroads. The remnant line operates as
336-534: Is known as the Jamaica Avenue Line, the newest section of the line which was built under the Dual Contracts. This structure has provisions on its entire length for three tracks, but a center track was never built (see below), with the exception of a layup track at 111th Street and another between 160th Street and 168th Street on the now-demolished original end of the line. Four curves on
384-651: Is served by the M service. The line begins at Metropolitan Avenue in Middle Village, Queens . It heads southwest along a private right-of-way , eventually joining an elevated structure above Palmetto Street in Ridgewood and Myrtle Avenue in the Brooklyn neighborhood of Bushwick . Just before reaching Broadway (on which the BMT Jamaica Line operates), the line curves to the left and merges into
432-581: The 14 Broadway (Brooklyn) Line (earlier called the Canarsie Line , before that line was connected to the 14th Street Line ) and the 15 Jamaica Line. Eventually, the 14 became the KK (which became the K in 1974) and the 15 the J; the K was eliminated in 1976. The Z was introduced in 1988 to provide skip-stop service with the J, using the same pattern that the 14/K and 15/J formerly used in multiple instances throughout their history. From its acquisition by
480-490: The BMT Nassau Street Line to Downtown Brooklyn having two south ends. To eliminate any confusion, the directions of train services in the eastern division were switched, with trains running towards Jamaica being considered Northbound. The KK (later K ) and current M services were an exception to this, with Jamaica, Broadway Junction, or Metropolitan Avenue remaining the south terminal, since they used
528-655: The Broadway - Brooklyn Line , is an elevated rapid transit line of the B Division of the New York City Subway in Brooklyn and Queens . It runs from the Williamsburg Bridge southeast over Broadway to East New York, Brooklyn , and then east over Fulton Street and Jamaica Avenue to Jamaica, Queens . In western Jamaica, the line goes into a tunnel, becoming the lower level of the Archer Avenue lines in central Jamaica. The J and Z trains serve
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#1732772026588576-687: The Chrystie Street Connection from the Jamaica Line to the IND Sixth Avenue Line . The Jamaica Line includes a variety of structures. The original BMT Jamaica Line started from Broadway Ferry, Brooklyn . The line was two tracks, and connected with Marcy Avenue , from the west. This section, which was called the "Broadway Spur", has a short, but easily seen remnant (about one-half of a block in length, no tracks, just maintenance buildings) west and south of where
624-760: The New York City Transit Authority launched a study to determine whether to close 79 stations on 11 routes, including the segment of the Jamaica Line east of Crescent Street, due to low ridership and high repair costs. Numerous figures, including New York City Council member Carol Greitzer , criticized the plans. On July 7, 1934, the Transit Commission ordered that the BMT construct a transformer in Woodhaven at 77th Street, which would provide more power, and therefore it would allow
672-549: The 1959 capital budget of the Transit Authority, $ 25.25 million was allocated for the construction of a third track on the Jamaica Elevated from 160th Street to Alabama Avenue . The stations from Alabama Avenue to and including Crescent Street are: Alabama Avenue, Van Siclen Avenue , Cleveland Street , Norwood Avenue and Crescent Street. All of these stations have center island platforms; to allow for
720-556: The 1988 ramp into the Archer Avenue subway. The Brooklyn–Manhattan Transit Corporation (BMT) originally operated the line with "westbound" trains heading toward Manhattan and "eastbound" trains heading toward Canarsie, Middle Village, or Jamaica, generally in agreement with compass direction. However, NYCT's railroad directions , which are north and south, replaced the BMT's west and east railroad directions, respectively. This reclassification resulted in services which ran through
768-713: The BRT to and beyond city ownership in 1940, the portion of the line from its western terminus to Cypress Hills was known as the Broadway El or the Broadway-Brooklyn Line, to distinguish from the underground Broadway-Manhattan Line . Beyond that point it was known as the Jamaica Avenue El or the Jamaica Line. Subsequent to city takeover, the dividing line between the Broadway and Jamaica Avenue Lines
816-616: The Eastern Division. The Union Elevated Railroad, leased to the Brooklyn Elevated Railroad , opened an elevated line above Broadway from Gates Avenue northwest to Driggs Avenue in Williamsburg on June 25, 1888. This was a branch of the existing Lexington Avenue Elevated , which then ended at Van Siclen Avenue ; Broadway trains ran between Driggs and Van Siclen Avenues. A popular free transfer
864-630: The Jamaica Line tracks just east of the Myrtle Avenue station. The still-existing upper level of the station , which was called "Broadway", opened in 1889 and closed on October 4, 1969. The first section of the line ran over Myrtle Avenue from Johnson and Adams Streets to a junction with what was then known as the Main Line at Grand Avenue. It opened on April 10, 1888, by the Union Elevated Railroad Company, which
912-656: The LIRR. In Fiscal Year 1930, the platforms at Kosciuszko Street were lengthened to accommodate an eight-car train of Standard subway cars. By the time the Independent Subway System extended the Queens Boulevard Line along Hillside Avenue in Jamaica in 1937, residents became dissatisfied with the Jamaica Elevated. Construction of the Archer Avenue subway lines began in 1973. However,
960-669: The Rockaways and Manhattan Beach, while affording the LIRR a connection into Manhattan to the BRT terminal located at Park Row over the Brooklyn Bridge (this service predated the opening of the East River Tunnels to Penn Station ). This service ended in 1917 when the United States Railroad Administration took over the LIRR, and classified different operating standards between rapid transit trains and regular heavy rail railroads such as
1008-621: The capital outlay budget. On July 14, 1959, the third-track project was put into the New York City Transit Authority's 1960 budget. On August 18, 1959, the New York City Transit Authority through an appeal made by the Authority's chairman, Patterson, tried to obtain approval from the City Planning Commission for a $ 27 million project to construct a third track on the BMT Jamaica Line. The installation of
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#17327720265881056-564: The city was hit by a major financial crisis during the mid-1970s delaying the completion and opening of the new line. Regardless of these circumstances and despite opposition from some area residents, the three easternmost stations ( Sutphin Boulevard , 160th Street , and 168th Street ) were closed on September 10, 1977, with most of that segment of the line being demolished by 1979. The two other stations west of that point ( Metropolitan Avenue and Queens Boulevard ) were closed in 1985, with
1104-580: The connection to the Broadway-Brooklyn Line was opened, allowing Myrtle Avenue Line trains to operate via the Williamsburg Bridge . Construction on this connection began in August 1913. This service became BMT 10 in 1924, and the original Myrtle Avenue Line service to Park Row became BMT 11 , later referred to as M and MJ (although the MJ designation never appeared on any equipment used on
1152-781: The construction of a third track on the Jamaica El. In 1958, the New York City Transit Authority first proposed the installation of a third track on the Jamaica El to provide peak-direction express service. The 1958 plan would have eliminated two tight right-angle curves of the Crescent Street "S-curve" between the Jamaica Avenue and Fulton Street portions of the route, by building a new elevated structure that would run diagonally from 80th Street to about Grant or Nichols Avenues, just east of Crescent Street. A 50- to 75-foot-wide right-of-way would have been needed, and since
1200-474: The construction of a third track, the current platforms would have been demolished and replaced with side platforms. The Alabama Avenue and Van Siclen Avenue stops would be replaced by one stop in between the two stations to allow for better spacing, 0.5 miles (0.80 km), between stations. The Cleveland Street station would have been replaced with a new station west of the existing station. The Norwood Avenue and Crescent Street stations would have been replaced by
1248-532: The current Cypress Hills station, the Jamaica Line operates on the oldest elevated structure in New York City , a steel -reinforced cast iron line opened in 1893. East of Broadway Junction , a third middle trackway exists and elevates over the other two tracks, ending just west of the Alabama Avenue station. This track was intended to be an express track, but engineering studies completed after
1296-434: The curve west of Cypress Hills has radii of 210 and 200 feet (64 and 61 m), both respectively for Manhattan- and Queens-bound trains. As with other BMT Eastern Division lines, the Jamaica Line can only accommodate trains with eight 60-foot-long (18 m) or eight 67-foot-long (20 m) cars. Due to the narrow turning radiuses of the lines, 75-foot-long (23 m) cars ( R44 , R46 , R68 , R68A ) could not be used on
1344-582: The demolition of the BMT Lexington Avenue Line . The rest of the line from Broadway to Jay Street closed on October 4, 1969, and was demolished soon afterward, ending the MJ service. A free transfer to the B54 bus replaced the MJ, and service was increased on that bus. The free transfer at Jay Street was also replaced with a bus transfer. In 1986, the New York City Transit Authority launched
1392-406: The district leader of the 13th Assembly District, Arthur A. Gray, saying that the project was "an unnecessary and unwarranted renovation of an antiquated elevated structure in which the transportation needs of our community are sacrificed for the convenience of the many Nassau residents who board the line at its Jamaica terminus." The project was thought as becoming worthless in a few years, as Jamaica
1440-405: The entire length of the Jamaica Line, and the M serves the line west of Myrtle Avenue . The longest elevated line in the system, the Jamaica Line includes the oldest existing elevated structure in the system – the original 1885 line of the Brooklyn Elevated Railroad , the former BMT Lexington Avenue Line between Gates Avenue and Van Siclen Avenue – as well as the newest elevated structure,
1488-661: The hope of enticing riders from the IND Queens Boulevard Line to use the new skip-stop service. If skip-stop service was a success, the Transit Authority would have shelved the triple-tracking project. The project, as it was planned in 1962, would have necessitated the condemnation of about 200 homes and would have cost $ 35 million. The only express stop between 168th Street and Eastern Parkway would have been Woodhaven Boulevard , which would have needed to be reconstructed to allow for express platforms to be built. The project had serious community opposition, with
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1536-787: The junction with the BMT Jamaica Line (which lasted until April 2018, requiring suspension of service between Wyckoff and Myrtle Avenues), and the Fresh Pond Bridge over the Montauk Branch in Queens (which lasted from July to September 2017). This work was undertaken in preparation for a reconstruction of the BMT Canarsie Line tunnels under the East River , which took place between 2019 and 2020. Regular service resumed on April 30, 2018. BMT Jamaica Line The BMT Jamaica Line , also known as
1584-507: The line curves toward the Williamsburg Bridge. From Marcy Avenue to a point just before Alabama Avenue the line operates on the structure of old elevated railways , but substantially rebuilt and upgraded to a three-track line around 1916 under the Dual Contracts of 1913. The section between Gates Avenue and Van Siclen Avenue was completed in 1885 as part of the BMT Lexington Avenue Line . From Alabama Avenue to just before
1632-430: The line there being demolished in 1990. The Archer Avenue subway was opened in 1988. Two remnants of the former Jamaica El in Jamaica itself still exist today: the 144th Place power substation, which is now used for the Archer Avenue subway, and the station house and tower for 168th Street, which can be found on the southeast corner of Jamaica Avenue and 165th Street and is now used as a Boston Market restaurant. In 1986,
1680-408: The line would have cut diagonally across several streets, 75 homes were slated to be torn down. Since the new elevated structure would take a more direct route, some local stations would be eliminated. The stops at Cypress Hills and Elderts Lane would have been eliminated, and a new stop replacing them would have been built around 75th Street and either Rockaway Boulevard or 91st Avenue. As part of
1728-415: The line). As part of the Dual Contracts rebuilding of the Myrtle Avenue El, a third track was installed north of Myrtle Avenue . This track started from a point south of Central Avenue through Myrtle – Wyckoff Avenues to a bumper just south of Seneca Avenue . The only switches were at the southern end so the center track could only be used for layups (parking). It was never used in revenue service and
1776-425: The line, including the two on the Jamaica Avenue "S-curve", are among the 30 sharpest curves in the subway system. The curve west of Marcy Avenue has radii of 175 and 190 feet (53 and 58 m) for Manhattan- and Queens-bound trains, respectively. The curve from Broadway Junction to Alabama Avenue has a radius of 175 feet (53 m). The curve east of Crescent Street has radii of 175 and 180 feet (53 and 55 m) and
1824-742: The projected cost would have been reduced to $ 16.45 million. In November 1967, William Ronan , chairman of the Metropolitan Commuter Transportation Authority, and later the chairman of the Metropolitan Transportation Authority, suggested that money from a transportation bond issue could have paid for the installment of the third track on the line. The following services use part or all of the BMT Jamaica Line: The line has had two major service patterns:
1872-624: The recently demolished Park Avenue Elevated . On May 30, 1903, a connection between the Broadway Elevated and trolley tracks was completed south of the Cypress Hills terminal. Known as the Cypress Hills Incline, it allowed trains to run to 168th Street in Jamaica via Jamaica Avenue. This service was discontinued on December 30, 1903, due to traffic congestion in Jamaica. A connection to the Williamsburg Bridge
1920-433: The same term [REDACTED] This disambiguation page lists articles associated with the title Myrtle Avenue Line . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Myrtle_Avenue_Line&oldid=1180599258 " Category : Disambiguation pages Hidden categories: Short description
1968-480: The third track would have attracted passengers from the overcrowded IND Queens Boulevard Line , as there would be significant time savings between 168th Street and Marcy Avenue . The Planning Commission killed the plan in the prior year, because of insufficient evidence that there was a need for such a project. On June 18, 1959, skip-stop service was implemented on the Jamaica El, with trains stopping at alternate stations between 168th Street and Eastern Parkway with
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2016-489: The work started indicated that the vibration of trains passing over the stations would be too severe and would literally shake the stations apart. Between Crescent Street station and Cypress Hills, the line runs on an "S-curve", turning north from Fulton Street onto Crescent Street, then east onto Jamaica Avenue . The curves are at nearly 90-degree angles, forcing trains to drastically reduce speed to 15 miles per hour in order to traverse them. The line east of Cypress Hills
2064-417: Was available at Gates Avenue to Lexington Avenue trains towards Downtown Brooklyn . The Broadway Elevated was extended to Broadway Ferry on July 14, 1888. An extension of the Broadway Elevated east to Cypress Hills , over Fulton Street and Crescent Street, opened on May 30, 1893, and the company extended both Lexington Avenue and Broadway trains to the new terminal. This extension incorporated portions of
2112-667: Was established in 1908, rendering the two westernmost stations on the Broadway Ferry Branch obsolete. These two stations were closed on July 3, 1916. The eastern extension along Jamaica Avenue to 168th Street was opened on July 3, 1918. Joint service with the Long Island Rail Road 's Atlantic Branch existed between Norwood Avenue and Crescent Street stations with a connection built at Chestnut Street in Brooklyn. This allowed BRT trains to access
2160-543: Was extended east along Myrtle Avenue to Broadway, and to Wyckoff Avenue (at the Brooklyn/Queens border) on July 20, 1889. However, the station at Knickerbocker Avenue did not open until August 15, 1889. The west end of the line was extended north along Adams Street to an elevated station over Sands Street and High Street in 1896. The connection to the Brooklyn Bridge tracks opened on June 18, 1898, along
2208-473: Was leased to the Brooklyn Elevated Railroad for its operation. Trains continued along Grand Avenue and Lexington Avenue to Broadway, where the line joined the Broadway Elevated , and then along Broadway to East New York . On September 1, 1888, the line was extended westward along Adams Street and Sands Street, to a terminal at Washington Street for the Brooklyn Bridge. On April 27, 1889, the line
2256-440: Was planned to become a big shopping center, and therefore, the el would have had to come down. Suggestions were made to raze the elevated in this section to allow for a shopping mall in Woodhaven. The City Planning Commission continued to oppose the project on the grounds of the "inadequacies of the project". The NYCTA once again requested for funds for the third-tracking of the Jamaica Line for its 1965–1966 fiscal year. This time
2304-464: Was removed by 1946. In Fiscal Year 1930, the platforms at Seneca Avenue were lengthened to accommodate an eight-car train of Standard subway cars. On March 5, 1944, the line west of Bridge–Jay Streets was closed coincident with the end of elevated service over the Brooklyn Bridge. On January 21, 1953, the Grand Avenue station was closed so that it could be torn down and therefore complete
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