BMT Fourth Avenue Line
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The BMT Fourth Avenue Line is a rapid transit line of the New York City Subway, mainly running under Fourth Avenue in Brooklyn. The line is served by the D, N, and R at all times; the R typically runs local, while the D and N run express during the day and local at night. During rush hours, select W trains also serve the line.[2] Northbound D and N trains run local along the line after 6:45 p.m. during weekdays as well. The line was originally built by the Brooklyn Rapid Transit Company (BRT; later Brooklyn–Manhattan Transit Corporation, or BMT) and is now internally operated as part of the New York City Subway's B Division.
The fully underground line starts as a two-track line in
Fourth Avenue never had a
Route
Coming south from
The line's northernmost section serves
Services
The following services use the Fourth Avenue Line:[12]
The line normally carries the Fourth Avenue
History
Background
Context
Transportation to the area was first provided in 1889 with the establishment of the 39th Street Ferry, which connected the area to Manhattan. Between 1888 and 1893, a new elevated line was opened along Fifth Avenue. Initially, the line terminated at 27th Street where people could transfer to horse cars. In 1892, the first trolley line was built in Brooklyn, starting at the ferry and running via Second Avenue to 65th Street, and then via Third Avenue. The Fifth Avenue Elevated was then extended to Third Avenue and 65th Street.[14]
A building boom in South Brooklyn started in about 1902 and 1903. Thousands of people started coming to the area from Manhattan and from other places. In 1905 and 1906 realty values increased by about 100 percent, and land values increased. This growth was spurred by the promise of improved transportation access. The improved transportation access transformed the community from an isolated farm community to a center of industrial and commercial life.[14]
Planning
The Fourth Avenue Line was built as part of the
In 1906, the plan for the Fourth Avenue subway included a spur via 86th Street running through
As a possible alternative to subway construction, engineer F. H. Behr proposed a
On June 1, 1905, the Rapid Transit Commission adopted the Fourth Avenue route to Fort Hamilton. The proposal, on July 7, 1905, was presented to the
On December 7, 1906, the Board of Estimate recommended that two bids be let: one for the construction of the line, and one for the construction, equipment, and operation of the line. A spur to Coney Island was added to the plan after the persistency of Frank Hudson. On May 31, 1907, the Rapid Transit Commission requested that the Board of Estimate rescind the above resolution so that bids of construction alone might be asked for, and it authorized the preparation of the plans and contracts. On June 4, 1907, a resolution was passed by the Board of Estimate that authorized the Rapid Transit Commission that rescinded the resolution and authorized the Rapid Transit Commission to let out bids of construction only. On June 27, 1907, the Rapid Transit Commission approved the plans and contracts with the exception of the section between Ashland Place and Fulton Street to Sackett Street and Fourth Avenue.[4][17] The Rapid Transit Commission was succeeded by the Public Service Commission (PSC) on July 1, 1907, and the new commission hesitated to approve the plan for the line.[15] People in South Brooklyn were angered by the delay, and 3,000 people from the area showed up to a meeting on September 11, 1907, urging the PSC to act. In October and November 1907, the PSC approved the plans and contracts with modifications concerning grades and an increase in the height of the subway to fifteen feet.[4][17]
The commissioners, from the PSC, adopted plans for the line on March 10, 1908, and proposed contracts for the line. On March 20, 1908, at a meeting of the Board of Estimate, Controller Metz sent the plan to a committee within the Board for study, angering five hundred supporters of the line at the meeting. Coler, the Brooklyn Borough President, objected to the committee, citing that Mr. Lewis, the Chief Engineer, was against the construction of the project.[17] This resolution was defeated, and the main resolution failed to get a two-thirds majority. Afterwards, Metz procured an injunction that restrained the Board from acting until the debt limit was established: this blocked any immediate action. After hearings, General Tracy announced that the project was $150,000,000 within the debt limit, and Mayor George McClellan and Controller Metz joined with their colleagues to vote unanimously in favor of the Fourth Avenue subway line on March 27, 1908.[15][4]
In 1908, detailed plans were created by the PSC. The plan was changed to not have the line run via IRT trackage. In having it run via its own trackage, the line could be operated by railroads other than the IRT as standard 10 foot-wide railroad cars could fit through the tunnels. To connect to Manhattan without using IRT trackage the line would use part of contracts given for other lines. The line would use the Manhattan Bridge–Revised route, which was approved in 1909 and was originally conceived to connect the
Construction
Contracts were awarded on May 22, 1908, for the section between 43rd Street and the Manhattan Bridge, but the Board of Estimate did not approve them until a taxpayer's lawsuit regarding the city's debt was settled. They were approved on October 29, 1909. During the time between the award and approval of the contracts, a non-partisan political body, with the backing of 25,000 South Brooklyn residents, was created that would only support candidates in the municipal election that pledged support for the Fourth Avenue subway.[4][19][20]
Groundbreaking for the first section of the subway, between
Construction on the section between 27th Street and 43rd Street, Route 11A4, began on December 10, 1909, and it was completed in October 1912. Construction began on Route 11A3, the section between 10th Street and 27th Street, on December 20, 1909. It was completed in May 1912. The section between 10th Street and Sackett Street, Route 11A2, had construction started on it on December 20, 1909, and was completed in September 1912. Four days after the construction of that segment began, construction began on the segment under Ashland Place and under Fourth Avenue between Fulton Street and Sackett Street. Known as Route 11A1 and 11E1, it was completed in 1915. On March 18, 1910, construction began on the four tracks over the Manhattan Bridge. It was completed in September 1912.[18]
Not long after the contracts were awarded, the PSC started negotiating with the BRT and the IRT in the execution of the Dual Contracts. A lease to the Fourth Avenue subway was given to the New York Municipal Railway Corporation, a subsidiary of the BRT, for forty-nine years as part of Contract 4. The Dual Contracts were signed on March 19, 1913.[4] In 1912, during the Dual System negotiations, the construction of an extension of the Fourth Avenue subway was recommended as part of the Dual System, and this recommendation was approved by the Board of Estimate on February 15, 1912. The PSC directed its Chief Engineer to create plans on June 14, 1912, and the contracts for the extension, Route 11B, was awarded on September 16, 1912. Later on, the plan for the extension was modified to include a connection with the Sea Beach Railroad between 64th and 65th Streets.[4]
Construction on the southernmost section of the line to 89th Street, just south of the
Differences with the original subway
The dimensions of the Fourth Avenue Line are different from those of the original subway opened by the IRT in 1904. The height of the roof above the base rail in IRT lines was 12.83 feet (3.91 m), while the height is 15 feet (4.6 m) on the Fourth Avenue Line, allowing for the possible operation of larger subway cars. Precautions were taken to keep out water, as evidenced by the placement of waterproofing under the floor, along the sides, and over the roof of the tunnel. This was expected to make the subway cooler in hot weather than the original subway. Partitions were created in between the tracks to allow for improved ventilation, and to allow for the safety of employees, niches were provided in the partitions. All of the platforms, both express and local, were built to be straight to avoid the inconvenience of curved platforms. The local stations were originally 435 feet (133 m), while the express stations were originally 480 feet (150 m) long, allowing for eight-car expresses and six-car locals. The stations were all finished in white and marble tile; each station had its own color scheme to allow for regular passengers to identify their station based only on the color of the marble trimmings.[4]
Early years
Opening
The first train to run via the entirety of the line was a test train that operated on June 15, 1915.
Prior to the line's opening, the line was expected to not be open until around July 4 due to problems with the signaling system. One major change to the line's construction was completed: the conversion of
The 45th and 53rd Street stations initially remained closed,[30] despite being technically complete, since the stations were being used by a contractor to haul dirt out.[31] The stations opened on September 22, 1915.[32]
Expansion
The line opened from
Even though the contract was approved for the
Construction resumed on May 18, 1922, and entailed the construction of an island platform between the two cast iron-lined tunnels, a mezzanine, and a station entrance, which required excavation from the street. On June 11, 1924, the Lawrence Street station opened
On August 25, 1922, the Transit Commission directed its chief engineer, Robert Ridgeway, to plan an extension of the Fourth Avenue Line from 87th Street to Fort Hamilton. Initially, multiple stations along the extension were considered. This extension was to be the first part of an extension to Staten Island through a tunnel under The Narrows.[43] On September 12, 1922, a meeting was held by the Transit Commission to determine whether a stop at 91st Street should be included as part of the planned extension. Ultimately, no station was built at 91st Street.[44] At the meeting it was decided that money for an additional station in between 86th Street and the new terminal at 95th Street would be better spent on an extensive terminal with entrances at 93rd, 94th, and 95th Streets.[45] On November 15, 1922, a report by the Chief Engineer recommended changing the plans of the Fourth Avenue Extension to provide for a third track between the 86th Street and 95th Street stations for train storage. The change was approved by the Transit Commission on November 22.[46] Other extensions were also planned in 1922: a branch of the line running via 86th Street to 18th Avenue to connect with the New Utrecht Line to Coney Island, Route 19, and the future Tenth Avenue subway, and a branch of the line at 67th Street heading to Staten Island, Route 20.[47]
On December 28, 1922, the Transit Commission announced that it had awarded the contract for the construction of a half-mile extension of the Fourth Avenue Line, Contract 11B,[48] to T. A. Gillespie Company for $1.5 million. However, as the Board of Estimate failed to take action upon it, the contractor withdrew its bid on March 7, 1923.[49] The Transit Commission blamed the Board of Estimate for delays in the awarding of the contract; the Commission said that the city would suffer a substantial loss due to increased construction costs, and because the contract that was given was "highly advantageous to the city."[50] As part of Contract 11B, the extension was built with two tracks, with the exception of a short three-track stretch just north of the terminal at 95th Street.[51] The extension was to be built with a provision to extend the line to Staten Island.[52] As a result of a motion made by Commissioner LeRoy Harkness in front of the Transit Commission, the contract was set to be put back up for bid.[53] On November 2, 1923, the Board of Estimate approved the contract for the line with T. A. Gillespie Company, the same contractor that had bid on the project earlier, but withdrew. The Transit Commission, due to the delay of the project, gave orders on November 3 to speed up the completion of the project.[54] Construction began on December 17, 1923.[55][18]
On February 16, 1925, the Board of Transportation directed its engineers to prepare plans to lengthen the platforms at twelve stations along the Fourth Avenue Line (
In February 1928, bids were received by the BOT on a project to remove kiosk subway entrances from the median of Fourth Avenue and to relocate them to the sidewalk to improve safety for transit riders. As part of the project, the station entrances at Pacific Street, along with at 36th Street and 59th Street, would be relocated. In addition, malls between 44th Street and 47th Street would be reduced in width, and the malls from 61st Street to 58th Street, and from 36th Street to Atlantic Avenue would be removed. Mezzanines would be constructed to allow riders to cross Fourth Avenue below street level. Work would be completed within six months.[61][62]
The line was planned to be connected via one of two tunnels to Staten Island and to
Later years
Rebuilding DeKalb Avenue junction
The
Until the mid-1950s, though, the extreme outside tracks in each direction hosted the Fourth Avenue Line local tracks and the next pair hosted the Brighton Line. The middle tracks, which bypassed the station, hosted the Fourth Avenue express tracks. A group of level crossovers at the northern end of the station allowed all tracks access to both sides of the Manhattan Bridge and to the Montague Street Tunnel. The Fourth Avenue local tracks led straight onto the Manhattan Bridge west of the station, while the Brighton line tracks led straight to the Montague Street Tunnel, so the crossovers allowed trains from both lines to switch between the bridge and the tunnel.[73] This led to so many train delays on the Fourth Avenue and Brighton Lines that, in 1952, the junction was earmarked for "top priority" reconstruction.[72]
During the reconstruction of the junction that started in 1956 and was completed by April 1961, the Brighton Line tracks were connected to the DeKalb Avenue station's outermost tracks. A
On October 25, 1962, Mayor Robert F. Wagner Jr. requested that the New York City Board of Estimate approve an expenditure of $724,572 for the reconstruction of subway structures and entrances along the Fourth Avenue Line in order to accommodate the widening of Fourth Avenue between 60th Street and Atlantic Avenue, which was to be accomplished by narrowing the street's sidewalks. At the time of the request, 80% of the work on the project was completed. Work had started on the project, which cost $1 million, several months earlier. The contract that the Mayor had requested approval for would have relocated vault lights, gratings, entrances and exits at 56th Street and 49th Street, and at the 45th Street, 53rd Street and 59th Street stations.[78]
Contemporary projects
Formerly, the Fourth Avenue Line served trains from the
In January 2017, the MTA revealed plans to rehabilitate the structure of the tunnel above the express tracks between 36th and 59th Streets. The structure had become corroded because resurfacing of Fourth Avenue in the 2010s caused rainwater to seep into the structure rather into the sewage system. Work will also be done between
Under the 2015–2019
The 2015–2019 Capital Program also called for several stations to be renovated with elevators to bring them into compliance with the
: 91Station listing
Station service legend | |
---|---|
Stops all times | |
Stops all times except late nights | |
Stops late nights only | |
Stops late nights and weekends only | |
Stops weekdays during the day | |
Stops rush hours only | |
Time period details | |
Station is compliant with the Americans with Disabilities Act | |
↑ | Station is compliant with the Americans with Disabilities Act in the indicated direction only |
↓ | |
Elevator access to mezzanine only |
Neighborhood (approximate) |
Station | Tracks | Services | Opened | Transfers and notes | |
---|---|---|---|---|---|---|
Montague Street Tunnel branch (N R W ) | ||||||
Downtown Brooklyn | Court Street | local | N R W | August 1, 1920[41] | 2 3 (IRT Broadway–Seventh Avenue Line at Borough Hall) 4 5 (IRT Eastern Parkway Line at Borough Hall) | |
Jay Street–MetroTech | local | N R W | June 11, 1924[42] | formerly Lawrence Street <F> (IND Culver Line )
| ||
) | ||||||
Myrtle Avenue | local | June 22, 1915[26] | Closed on July 16, 1956;[75] only Manhattan-bound platform remains | |||
Tunnel and Bridge tracks merge | ||||||
DeKalb Avenue | bridge, tunnel | B D N Q R W | June 22, 1915[26] | 6 tracks; tunnel tracks and one set of bridge tracks stop at station; the other set of bridge tracks bypass through the middle | ||
bridge & tunnel tracks stopping at DeKalb Avenue split to the BMT Brighton Line (B Q ); bypass tracks continue as the BMT Fourth Avenue Line express tracks | ||||||
Atlantic Avenue–Barclays Center | all | D N R W | June 22, 1915[26] | 2 3 4 5 (IRT Eastern Parkway Line) B Q (BMT Brighton Line) Connection to LIRR at Atlantic Terminal; Originally named "Pacific Street" | ||
Park Slope | Union Street | local | D N R W | June 22, 1915[26] | ||
Ninth Street | local | D N R W | June 22, 1915[26] | F G (IND Culver Line at Fourth Avenue) | ||
South Slope/Greenwood Heights
|
Prospect Avenue | local | D N R W | June 22, 1915[26] | ||
25th Street | local | D N R W | June 22, 1915[26] | |||
Sunset Park | 36th Street | all | D N R W | June 22, 1915[26] | ||
split with BMT Culver Line (abandoned)
| ||||||
45th Street | local | N R W | September 22, 1915[32] | |||
53rd Street | local | N R W | September 22, 1915[32] | |||
59th Street | all | N R W | June 22, 1915[26] | |||
express tracks split off and become BMT Sea Beach Line (N W ) | ||||||
Bay Ridge | Bay Ridge Avenue | local | R | January 15, 1916[33] | ||
77th Street | local | R | January 15, 1916[33] | |||
86th Street | local | R | January 15, 1916[33] | |||
Fort Hamilton
|
Bay Ridge–95th Street | local | R | October 31, 1925[100][59] |
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- ^ Documents of the Senate of the State of New York. January 1, 1917.
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{{cite book}}
:|website=
ignored (help) - ^ Leigh, Irvin; Matus, Paul (January 2002). "Staten Island Rapid Transit: The Essential History". thethirdrail.net. The Third Rail Online. Archived from the original on May 30, 2015. Retrieved June 27, 2015.
- ISBN 978-1-4671-2338-9. Archivedfrom the original on January 23, 2023. Retrieved October 30, 2020.
- ^ "Staten Island Is Not a Commuting Community". The Brooklyn Daily Eagle. October 5, 1924. p. 67. Archived from the original on October 28, 2016. Retrieved April 26, 2016.
- ^ a b c d e "DeKalb Rebuilding Gets Top Priority; Board of Transportation Says Enlargement of B.M.T. Stop Will Eliminate Bottleneck". The New York Times. June 6, 2016. Retrieved July 8, 2016.
- ^ a b c d D'Adamo, R. Raleigh (1959). "DeKalb Avenue Station Reconstruction". nycsubway.org. Archived from the original on August 7, 2017. Retrieved May 5, 2017.
- ^ Detailed view of current track layout Archived October 23, 2012, at the Wayback Machine
- See also: Marrero, Robert (January 1, 2017). "472 Stations, 850 Miles" (Dropbox. Retrieved April 27, 2018.
- See also: Marrero, Robert (January 1, 2017). "472 Stations, 850 Miles" (
- ^ a b "Myrtle Avenue Closing Notice". Wikimedia Commons. New York City Transit Authority. July 1956. Archived from the original on September 1, 2017. Retrieved August 6, 2017.
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External links
- Media related to BMT Fourth Avenue Line at Wikimedia Commons