BMT Canarsie Line

Route map:
Source: Wikipedia, the free encyclopedia.
This article is about the rapid transit line. For the former surface trolley line from Williamsburg to Canarsie, see B60 (New York City bus).

BMT Canarsie Line
Rockaway Parkway
Stations27 (3 demolished)
Service
TypeRapid transit
SystemNew York City Subway
Operator(s)New York City Transit Authority
Daily ridership228,540[1]
History
Opened1865–1931
Technical
Number of tracks2
Character
  • At-grade (eastbound track at Wilson Avenue, section from East 105th Street to Rockaway Parkway)
  • Elevated (eastbound track south of Wilson Avenue, Broadway Jct. to north of East 105th Street)
  • Underground (north of Broadway Jct. except for eastbound track at Wilson Avenue)
Track gauge4 ft 8+1⁄2 in (1,435 mm)
Electrification600V DC third rail
Route map

Legend
Eighth Avenue
(Eighth Avenue Line)
14th Street (Broadway–Seventh Avenue Line
)
 Sixth Avenue
(Sixth Avenue Line and PATH)
 Union Square
(Broadway Line)
Lexington Avenue Line
 Third Avenue
First Avenue
14th Street Tunnel
 Bedford Avenue
Lorimer Street
(Crosstown Line)
 Graham Avenue
Grand Street
Montrose Avenue
Morgan Avenue
Jefferson Street
DeKalb Avenue
Myrtle–Wyckoff Avenues
(Myrtle Avenue Line)
 Halsey Street
LIRR Bay Ridge Branch
former
LIRR Evergreen Branch
Cooper Avenue Junction
 Wilson Avenue
(Disabled access northbound only)
LIRR East New York Tunnels
 Bushwick Avenue–Aberdeen Street
East New York Yard
Jamaica Line
 Broadway Junction
Fulton Street Line
Fulton Street Elevated
(closed 1956)
LIRR Atlantic Branch (East New York
)
 Atlantic Avenue
Fulton Street Elevated
(closed 1956)
 Sutter Avenue
Livonia Avenue
New Lots Line (Junius Street)
former LIRR connection
New Lots Avenue
Linden Shops
LIRR Bay Ridge Branch
 East 105th Street
Canarsie Yard
)
Flatlands Avenue
(closed 1942)
 Avenue L
(closed 1942)
 Canarsie Pier
(closed 1942)
This diagram:

The BMT Canarsie Line (sometimes referred to as the 14th Street–Eastern Line) is a rapid transit line of the B Division of the New York City Subway system, named after its terminus in the Canarsie neighborhood of Brooklyn. It is served by the L train at all times, which is shown in medium gray on the New York City Subway map and on station signs.

The line is part of the

toponym
until it was closed in 1996, later reopened as Grand Street Educational Campus.

The Canarsie Line was first a steam railroad, then a Brooklyn Rapid Transit Company (BRT), later Brooklyn–Manhattan Transit Corporation (BMT), elevated line. It was extended into Manhattan via subway in 1924–1928. Since the early 2000s, the line's signal system has been converted to an automated system. The Manhattan section of the line was partially closed during off-peak hours from early 2019 to April 2020 to allow for a renovation of the 14th Street Tunnel, which the line uses to cross the East River.

Extent and service

Services that use the Canarsie Line are colored medium gray. The following service uses all of the Canarsie Line:[2]

  Time period Section of line
"L" train All times Entire line

The Canarsie Line runs from Eighth Avenue and 14th Street in Manhattan to Rockaway Parkway in Canarsie, Brooklyn. It is double-tracked along its entire length, except for short stretches of layup track in Manhattan and Brooklyn.[3]

Overview of the BMT Canarsie Line

The current line is a two-track subway from its Manhattan terminal to

Broadway Junction in the East New York section of Brooklyn, with the exception of a short stretch at Wilson Avenue where it is a double-decked structure with the southbound track outdoors directly above the indoor, ground-level northbound track. Although the northbound track appears to be underground, it is in fact outdoors at ground-level for there are no stairs leading from the northbound platform to the station entrance at the dead-end of Wilson Avenue, southeast of Moffat Street. This is due to the line being pressed directly against the New York Connecting Railroad, which is pressed directly against the border of Trinity Cemetery. There are no express tracks on the Canarsie line; thus, all trains run local service throughout their route.[3] However, in the past, express service has been run between Lorimer Street and Myrtle Avenue by skipping stops via the local tracks. This last operated in August 1956.[4][5]

Just before Broadway Junction, the line emerges onto an elevated structure, passing over the

Liberty Avenue Elevated (still extant further east as part of the IND Fulton Street Line).[3]

East of Pitkin Avenue, the Canarsie Line enters the two-track elevated structure on which the line was originally

Linden Shops, which is now a track and structures facility. Besides the connection at Broadway Junction, this non-electrified yard connection is the only other connection to the rest of the subway system, as it is indirectly a connection to the New Lots Line. B Division-sized equipment cannot access this line, however, because of A Division width restrictions.[3]

Beyond the next station, New Lots Avenue, the elevated structure ends, and an incline brings the Canarsie down to the original 1865 surface

right-of-way, the second-oldest such right-of-way on the New York City Transit Authority system. The line operates on this ground-level route to the end of the line at Rockaway Parkway.[3]

As with other BMT Eastern Division lines, the Canarsie Line can 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 the Eastern Division.[6]: 57  All platforms on the Canarsie Line are at least 518 feet (158 m) long, but only one station, Sixth Avenue, can accommodate 600-foot-long (180 m) trains without the need for extensions. Additionally, about half of stations on the Canarsie Line can fit trains with nine 60-foot-long cars, though the front and back ends of the trains would overshoot the platform at many of these stations.[6]: 58 

History

For the history of the subway service, see L (New York City Subway service) § History.

Steam and elevated era

Junction with New Lots Line

Before becoming a BRT elevated line in 1906, the Canarsie Line operated as a steam dummy line. It was first owned by the Brooklyn and Rockaway Beach Railroad, chartered December 24, 1863, and opened October 21, 1865,[7]: 101  from the Long Island Rail Road in East New York to a pier at Canarsie Landing, very close to the current junction of Rockaway Parkway and the Belt Parkway, where ferries continued on to Rockaway. The line was single-tracked until 1894.[8]

The Canarsie Railroad was chartered on May 8, 1906, as a BRT subsidiary (leased to the

Brooklyn Union Elevated Railroad) and acquired the line on May 31, 1906.[7]: 192  The line was partly elevated, and electrified with third rail on the elevated part and trolley wire on the rest, south of New Lots Avenue. The Long Island Rail Road, which had used the line north of New Lots to access their Bay Ridge Branch, built a new line just to the west. The East New York terminus was extended several blocks along a section of line formerly used for "East New York Loop" service to the Fulton Street Elevated and the Broadway Elevated (now the BMT Jamaica Line), at a point known as Manhattan Junction (now Broadway Junction).[8]

Service first ran on July 28, 1906, from Canarsie Landing to the

Chambers Street.[8]

Dual Contracts rebuilding

The

Dual Contracts subway expansion scheme was formalized in early 1913, specifying new lines or expansions to be built by the Interborough Rapid Transit Company and the BRT.[9] It saw the rebuilding of the complex train junction at Manhattan Junction into an even more complex flyover junction now known as Broadway Junction. The expansion extended south to the point at which the Canarsie and Fulton Street Elevateds diverged, including a six-track, three-platform station at Atlantic Avenue. The complex was rebuilt under traffic and opened in stages, reaching completion in 1919.[8]

At the same time, the BRT moved to eliminate remaining operations that required elevated trains to operate under overhead wire. In most cases this meant using third rail on fully grade-separated lines. When third rail was extended on the Canarsie Line it was decided to extend this power mode only as far as the important station at Rockaway Parkway and Glenwood Road. Beyond that point, frequent grade crossings made third rail impractical. This portion of the line was converted to the

Canarsie Shuttle using elevated cars in October 1917 and converted to trolley cars on October 18, 1920.[8][10]

One

grade crossing was retained at East 105th Street despite the third rail, and was the last public rapid transit grade crossing in New York City.[11] It was closed by 1973[12] as part of the Flatlands Industrial Park project, which was built on either side of the ground-level Canarsie Line. A pedestrian overpass above the tracks was built to replace the grade crossing.[13]

14th Street–Eastern Line

Initial subway

Sixth Avenue under the East River and through Williamsburg to Montrose and Bushwick Avenues in Brooklyn.[14] In late 1915, the Public Service Commission began receiving bids for the construction of the 14th Street Line.[15][16] Booth and Flinn was awarded the first contract for the line—section 3, comprising the tunnel under the East River—on January 13, 1916.[17][18] At the time, the Public Service Commission was completing plans for the rest of the line.[19]

A

Irving Place to Avenue B in Manhattan.[27] MacArthur Brothers Co. received a $1.336 million contract for the construction of section 5 in Brooklyn.[27]

The 14th Street Tunnel under the East River had been fully excavated by August 1919.[28] The line's opening was delayed by several years. In 1922, Mayor John Francis Hylan blocked some construction contracts, claiming that the costs were excessively high.[29] The Station Finish Corporation was contracted to build the stations in Brooklyn and the Charles H. Brown & Son Corporation was contracted to build the stations in Manhattan.[30] Track-laying in the tunnels between Sixth and Montrose Avenues started in the last week of October 1922.[31][32]

Due to the city's failure to approve the section of the line between Montrose Avenue and East New York, the 14th Street/Eastern Line was initially isolated from the rest of the system. In 1924, a temporary connection was built from the

BMT Standard subway cars. The first of the cars were delivered by this ramp on June 20, 1924.[33] On June 30, 1924, the section between Sixth Avenue in Manhattan and Montrose Avenue in Brooklyn opened.[34][35] The terminal in Brooklyn was close to the Bushwick station of the Long Island Rail Road's Bushwick Branch. Initial service was provided by three-car trains running every seven and a half minutes.[35] The line collected 9,196 fares in its first day of operation, which constituted its entire ridership for the fiscal year ending June 30, 1924. Ridership rose from 15 million in fiscal 1925 to 23 million in fiscal 1928.[36]

Extensions

For the extension of the 14th Street/Eastern Line from Montrose Avenue to East New York, the

Wyckoff Avenue, underneath which it would run to Eldert Street. This plan was to cost $8 million.[37]

In September 1924, the BOT approved the remaining section of the route between Eldert Street and Broadway Junction in East New York. East of Eldert Street, the route would turn south to a ground-level alignment parallel to the LIRR's Bay Ridge Branch, then run southeast in a tunnel underneath private property to the intersection of Eastern Parkway and Bushwick Avenue, where it would emerge onto a ramp leading to the existing Canarsie elevated.[38] An ornamental viaduct over Bushwick Avenue and Eastern Parkway was removed from the original plans due to opposition from property owners who called it a "Chinese wall".[39] The BOT also dropped a plan to have a connection from the new subway extension to the Jamaica Line to and from 168th Street, since adding such a connection would slow the movement of trains.[40] This route was adopted by the Board of Estimate the following month.[41][42] Three contracts for the construction of the extension were awarded in December at a total cost of $9,531,204. The section from Montrose Avenue to Varick Avenue was awarded to the Underpinning and Foundation Company, while the section from Varick Avenue to Bleecker Street and from Bleecker Street to Halsey Street went to the Oakdale Contracting Company.[43]

Another delay occurred in November 1925 regarding the alignment of the 14th Street/Eastern Line along a three-block section from Cooper Street to Central Avenue, which was to parallel the Bay Ridge Branch. This section, near what is now the Wilson Avenue station, was to run between the LIRR tracks to the west and the Cemetery of the Evergreens and the Most Holy Trinity Cemetery to the east. This section would contain portals for the subway to rise to ground level on either side of the Wilson Avenue station, with space separating the LIRR and subway tracks. However, the LIRR said it needed the space for overhead electrification poles as a result of the Kaufman Act and that these poles would prevent the construction of the subway portals.[44] In January 1926, the Oakdale Contracting Company submitted a low bid of $1,345,778 for the section from Halsey Street to Cooper Street.[45]

On July 14, 1928, the line was extended further east beneath Wyckoff Avenue and then south paralleling the Bay Ridge Branch to a new station at Broadway Junction, above the existing station on the

Broadway Elevated (Jamaica Line). At this time, it was connected to the Canarsie Line.[46][47][48] At noon on May 30, 1931, a two-block extension to Eighth Avenue in Manhattan was opened, allowing passengers to transfer to the new IND Eighth Avenue Line. This station was built to look like the other Independent Subway stations. At this point, the Canarsie Line's route took the shape that it still has to this day.[49]

Mid- to late 20th century

Sixth Avenue station

Express service operated along the line along the local track, skipping all stops between Myrtle Avenue and Lorimer Street. This service pattern stopped in August 1956.[4][5]

On November 23, 1942, the Canarsie Shuttle trolley line to Canarsie Landing was replaced by the

B42 bus; the 1.5 miles (2.4 km)-long right-of-way was abandoned.[50] Parts were built over, and other parts can still be seen as broad alleys or narrow parking lots. This right-of-way ran between East 95th and East 96th Streets as far south as Seaview Avenue. Some trolley poles from the line still exist,[51][52] but the line's right-of-way was destroyed by developments in the area.[53]

Early 21st century upgrades

Automation and post-automation

Main article:
Automation of the New York City Subway
The automation of the Canarsie Line required the purchase of the R143 orders on the L route, which runs on the Canarsie Line.

The Canarsie Line is one of only two New York City non-

<7>​ trains. Because of this, it was chosen as the location of the first fully automated line of the New York City Subway.[54] The automation project was among the first in the world to use a radio frequency-based system. The plans for installation were laid out between 1999 and 2002. Communications-based train control (CBTC) was installed in pieces between 2003 and January 2006: the elevated section of the line south of Broadway Junction was completed first, followed by the underground section north of Broadway Junction. The project cost $340 million, with $78 million of it used to upgrade track interlockings on the line.[54]

In spring 2005, the current CBTC-enabled

Lorimer Street, Lorimer to Broadway Junction, or Broadway Junction to Rockaway Parkway. During this time, shuttle buses served suspended areas. This project also required the temporary closing of some stations, either in one direction or both directions, and for the line to be operated in two sections.[54]

In June 2005, the Canarsie Line ran full-length 480 feet (150 m) trains with a single operator on weekends. However, as this was a violation of union contracts – which stipulated that there must be one operator per 300 feet (91 m) of train – the MTA was ordered to resume two-person operation at all times.[54]

The system became operational as of February 2009.

R160As were not CBTC-compatible until August 2010, some trains were manually operated alongside automatically driven trains.[56] The L fully began automatic train operation in early 2012.[57] The CBTC installation increased the train capacity on the line from 20 trains per hour (tph) to 24 tph,[58] as well as permitted the installation of countdown clocks, which show the amount of time until the next train arrives.[54]

14th Street Tunnel shutdown

Main article: 14th Street Tunnel shutdown
Tunnels flooded by Hurricane Sandy

In January 2016, the BMT Canarsie Line between Bedford and Eighth Avenues was proposed for a partial or full shutdown so that the MTA could repair tunnels damaged by Hurricane Sandy in 2012.[59] The repairs are slated to start in April 2019 and would replace damaged communications, power and signal wires, third rails and tracks, duct banks, pump rooms, circuit breaker houses, tunnel lighting, concrete lining, and fire protection systems.[60][61]

The renovations would cost between $800 million and $1 billion.[59] There were two options: a partial closure for three years or a full closure for 18 months.[62] It was later announced that the MTA had chosen the 18-month full closure option.[63][64][65] To provide alternate service, the MTA devised preliminary mitigation plans in which it proposed adding shuttle bus, ferry, and subway service; adding bus and high-occupancy vehicle lanes; extending train routes; and providing free or improved transfers.[66] The MTA named Judlau Contracting and TC Electric as the project's contractors on April 3, 2017. At this time, the duration of the shutdown was shortened to 15 months, so the shutdown would begin in April instead of in January.[67]: 41  In June 2018, as part of a lawsuit settlement, additional changes were made to the shutdown mitigation plans.[68][69]

The shutdown was expected to begin on April 27, 2019.

Third Avenue and Bedford Avenue on late nights and weekends. It was expected to last about 15 to 20 months.[71] On April 26, 2020, New York governor Andrew Cuomo announced the completion of the project, months ahead of schedule.[72][73]

Service patterns

For more information, see
BMT 16
.

Service patterns over this line have varied little through the years; initially, trains ran over the

Broadway Elevated from the ferry in Williamsburg (later extended into Manhattan
), through Manhattan Junction and on to Canarsie. Then when the subway opened, two services ran from Canarsie to Manhattan: the original route on the Broadway Elevated and the route to 14th Street as the 14th Street-Canarsie Line.

In 1936, due to the institution of new lightweight subway-elevated equipment, a new rush-hour-only service was inaugurated from Eighth Avenue and 14th Street to

KK which stayed on the Jamaica Line instead of switching to the Canarsie Line at Broadway Junction. The flyover connection has not been used by any regular revenue service since then.[77]

Skip-stop service proposal

In 1991, skip-stop service was proposed in order to speed service during the height of rush hours in the peak direction which would have reduced the running time from 41 minutes to 37 minutes. Under this plan, the K designation, which was previously used as the

Third Avenue. This change was proposed as a service improvement alongside other changes that would have either reduced or eliminated service in order to balance the MTA's operational budget, but was never implemented.[78]

Station listing

Station service legend
Stops all times Stops all times
Stops all times except late nights Stops all times except late nights
Stops weekdays during the day Stops weekdays during the day
Stops rush hours in the peak direction only Stops rush hours in the peak direction only
Time period details
Disabled access Station is compliant with the Americans with Disabilities Act
Disabled access ↑ Station is compliant with the Americans with Disabilities Act
in the indicated direction only
Disabled access ↓
Elevator access to mezzanine only
Neighborhood
(approximate) 		Disabled access Station Opened Transfers and notes
Manhattan
Chelsea Disabled access Eighth Avenue May 30, 1931[49] A all times ​C all except late nights ​E all times (IND Eighth Avenue Line)
M14A / M14D Select Bus Service
Sixth Avenue June 30, 1924[79]
PATH at 14th Street
M14A / M14D Select Bus Service
Union Square Disabled access Union Square June 30, 1924[79]
<6> weekdays until 8:45 p.m., peak direction (IRT Lexington Avenue Line)
M14A / M14D Select Bus Service
East Village Third Avenue June 30, 1924[79] M14A / M14D Select Bus Service
Disabled access First Avenue June 30, 1924[79]
M15 Select Bus Service
Brooklyn
14th Street Tunnel under the East River
Williamsburg Disabled access Bedford Avenue June 30, 1924[79]
Disabled access Lorimer Street June 30, 1924[79] G all times (IND Crosstown Line at Metropolitan Avenue)
Graham Avenue June 30, 1924[79]
Disabled access Grand Street June 30, 1924[79]
East Williamsburg Montrose Avenue June 30, 1924[79]
Morgan Avenue July 14, 1928[47]
Bushwick Jefferson Street July 14, 1928[47]
DeKalb Avenue July 14, 1928[47]
Bushwick/
Ridgewood 		Disabled access Myrtle–Wyckoff Avenues July 14, 1928[47] M all times (BMT Myrtle Avenue Line)
originally Myrtle Avenue
Halsey Street July 14, 1928[47]
Bushwick Disabled access ↑ Wilson Avenue July 14, 1928[47] Station is ADA-accessible in the northbound direction only.
Bushwick Avenue–Aberdeen Street July 14, 1928[47]
East New York Broadway Junction July 14, 1928[47]
Z rush hours, peak direction (BMT Jamaica Line)
A all times ​C all except late nights (IND Fulton Street Line
)
connecting tracks to BMT Jamaica Line (no regular service)
connecting track to
East New York Yard
East New York/Brownsville Atlantic Avenue July 28, 1906 Connection to LIRR at East New York
Sutter Avenue July 28, 1906
Disabled access Livonia Avenue July 28, 1906 MetroCard/OMNY transfer to IRT New Lots Line (3 all times except late nights​ 4 late nights only) at Junius Street
connecting track to
Linden Shops (No third rail
; diesel work trains only)
New Lots Avenue July 28, 1906 originally New Lots Road
B15 bus to JFK Airport
Canarsie East 105th Street July 28, 1906 original surface station, modified to high-level island platform c.1906
connecting tracks to
Canarsie Yard
Disabled access Canarsie–Rockaway Parkway July 28, 1906 original surface station, extensively rebuilt as terminal station
free in-station transfer to
B82 Select Bus Service
Flatlands Avenue line abandoned; station demolished; eventually replaced by B42 bus service
Avenue L line abandoned; station demolished; eventually replaced by B42 bus service
Canarsie Pier line abandoned; station demolished; eventually replaced by B42 bus service

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External links

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