IND Eighth Avenue Line

Route map:
Source: Wikipedia, the free encyclopedia.
(Redirected from
Cranberry Street Tunnel
)
"Eighth Avenue Line" redirects here. For other uses, see Eighth Avenue.

IND Eighth Avenue Line
600V DC third rail
Route map

Legend
207th Street Yard
Broadway–Seventh Avenue Line
 Inwood–207th Street
207th Street
Broadway–Seventh Avenue Line
 Dyckman Street
190th Street
181st Street
175th Street
(GWB Bus Station)
174th Street Yard
Broadway–Seventh Avenue Line
168th Street
163rd Street–Amsterdam Avenue
155th Street
Concourse Line
 145th Street
135th Street
125th Street
116th Street
Cathedral Parkway–110th Street
Lenox Avenue Line
 103rd Street
96th Street
86th Street
81st Street–Museum of Natural History
72nd Street
59th Street–Columbus Circle
Broadway–Seventh Avenue Line
Sixth Avenue Line
Queens Boulevard Line
 50th Street
(Disabled access southbound)
42nd Street–Port Authority Bus Terminal
(former lower level razed)
Flushing Line
 34th Street–Penn Station
23rd Street
14th Street
(Canarsie Line)
Broadway–Seventh Avenue Line
Sixth Avenue Line
 West Fourth Street–Washington Square
Eighth Avenue on upper level
Sixth Avenue on lower level
Sixth Avenue Line
 Spring Street
Canal Street
Chambers Street–World Trade Center
Brooklyn Branch
Broadway Line
Lexington Avenue Line
 Fulton Street
(Nassau Street Line)
Brooklyn Branch
Cranberry Street Tunnel (East River
)
 High Street
Fulton Street Line
This diagram:

The IND Eighth Avenue Line

rapid transit line in New York City, United States, and is part of the B Division of the New York City Subway. Opened in 1932, it was the first line of the Independent Subway System (IND); as such, New Yorkers originally applied the Eighth Avenue Subway name to the entire IND system.[4][5][6]

The line runs from

207th Street Yard, which branches off near the north end, is on the surface. Flying junctions are provided with the IND Concourse Line, IND Sixth Avenue Line, and IND Queens Boulevard Line
.

Most of the line has four tracks, with one local and one express track in each direction, except for the extreme north and south ends, where only the two express tracks continue. Internally, the line is chained as Line "A", with tracks A1, A3, A4, and A2 from west to east,[7] running from approximately 800 at the south end[8] to 1540 at the north end (measured in hectofeet).[9]

The whole line is served at all times by the

World Trade Center. The A, C, and E are colored blue on signs because they run via Eighth Avenue through Midtown Manhattan, while the B and D are orange since they use the Sixth Avenue Line through Midtown Manhattan.[10]

Extent and service

The following services use part or all of the Eighth Avenue Line.[11] The trunk line's bullets are colored blue:

  Time period Section of line
rush hours, middays,
and evenings 		weekends late nights
"A" train express local entire line
"C" train local no service south of
168 St
"E" train local between
WTC
"B" train local no service between
59 St
"D" train express between 145 St and 59 St
207th Street

The Eighth Avenue Line begins as a two-track subway under

175th Street before turning southeast under private property.[9]

The small

174th Street Yard lies under Broadway, with two tracks exiting to the south under that roadway.[9] When the George Washington Bridge was designed in the 1920s, provisions were made for a lower deck that would carry these two tracks north from the yard and across the bridge, as well as two commuter rail tracks.[12][13]
However, when the lower level was added in 1962, it instead carried a roadway.

The two main tracks from Fort Washington Avenue enter Broadway near 172nd Street, curving and running underneath a public school (PS173M) at 174th Street, and other private property, and the yard tracks in a double-decker tunnel. A few blocks later, the lower tracks separate to straddle the yard tracks at

St. Nicholas Avenue.[9]

North of

110th Street.[9]

Emergency Exit #80 on Central Park West & West 104th Street
13th Street power station
Cranberry Street ventilation building
Jay Street power station

Most of the line under Central Park West is built on two levels with both local tracks to the west and only local stations. The two northbound tracks are above the two southbound tracks. Approaching

59th Street–Columbus Circle, where Central Park West becomes Eighth Avenue, the subway again spreads out into a single four-track level.[9]

A flying junction south of 59th Street takes B and D trains east under

42nd Street–Port Authority Bus Terminal was formerly accessed only from the southbound track from the Queens Boulevard Line. Plans for the 7 Subway Extension required partially demolishing the lower level to make room for the new IRT Flushing Line tracks.[9]

The four-track line continues south under Eighth Avenue to

Houston Street after passing the connections.[9]

Lower Manhattan-Jamaica/JFK Transportation Project.[16]

The four tracks continue south under Church Street, with two separate but connected stations at

Jay Street–MetroTech. Both the A and C trains continue along the Fulton Street Line.[9]

History

Planning and construction

145th Street

As early as March 1918, soon after the

Penn Station, with provisions to continue downtown.[18][19]

Mayor

Wall Street and under the East River to Downtown Brooklyn.[20][21]

A

42nd Street, the longest station along the line at 1,115 feet (340 m), was expected to be a major express station with large platforms, so the platforms were staggered away from each other in order to avoid going under property lines. Additionally, several workers died in cave-ins during construction.[23]

In the summer of 1926 the BOT held a public hearing and agreed upon the details of the construction of the subway line under

Church Street. As part of the construction of the line, Church Street was widened from being 40 feet (12 m) wide to being 90 feet (27 m) wide to accommodate the subway underneath and was connected with a southern diagonal extension of Sixth Avenue, which was 100 feet (30 m). Had the street not been widened the construction would have cost an additional $7 million for the construction of a two-level subway structure. In January 1929, the city paid money awarded to adjacent property owners for property taken and awarded contracts for 15 feet (4.6 m)-wide sidewalks and a 60 feet (18 m)-wide roadway. The sidewalks had been 10 feet (3.0 m) wide and the roadway had been 20 feet (6.1 m) wide. New buildings were built on the west sides of Church Street. The east side of the street was not affected by the construction. $9,631,760 was awarded to 161 property owners whose property had been taken.[24] 168,888 square feet of land had to be acquired to widen Church Street between Park Place and Canal Street.[25]

In 1926 construction began on the extension of Sixth Avenue south from Carmine Street to Canal Street, to allow for the construction of the Eighth Avenue Line (which runs under the street south of Eighth Street), and to provide access to the Holland Tunnel.[26][27] The construction of the extension was completed in 1930.[28] The city condemned entire lots, displacing 10,000 people,[29] to build the extension and used leftover land for parks.

The stations on the line were built with 600 feet (180 m) long platforms, but they had provisions to lengthen them to 660 feet (200 m) to accommodate eleven-car trains.[30]: 70  Four of the express stations (at Fulton, 14th, 42nd, and 59th Streets) were built with long mezzanines so that passengers could walk the entire length of the mezzanines without having to pay a fare. It was proposed to develop the mezzanines of these four stations with shops, so that they would become retail corridors, similar to the underground mall of the under-construction Rockefeller Center.[23] The new subway required 800 cars and 1,500 staff. In June 1932, The New York Times reported that seven-car express trains would run between 168th and Chambers Streets, while five-car local trains would run between 207th and Chambers Streets. Both express and local trains would run at intervals of four to twelve minutes depending on the time of day.[31] The new IND subway line also used a five-color pattern of tiles to facilitate navigation for travelers going away from Manhattan; the colors of the tiles changed at each express station.[32]

Early operation

86th Street
)

The majority of the Eighth Avenue Line, from

Jay Street–Borough Hall in Brooklyn, was opened for the morning rush hour on February 1, 1933,[34] with the exception of the station at High Street, which opened on June 24, 1933. Initially, only the Fulton Street entrance was open; the Adams Street entrance would open later once its escalators were completed.[35] The Jay–Smith–Ninth Street Line opened on March 20, 1933, extending the line beyond Jay Street–Borough Hall.[36]

When the subway opened in 1932, express (

50th Street on August 19, 1933, when the IND Queens Boulevard Line opened.[39]

The final major change came on December 15, 1940, when the

59th Street–Columbus Circle during rush hours. The CC was kept only during rush hours to provide local service south past 59th Street. Additionally the C became a rush hour-only service, replaced by a full-time D over the express tracks between the Concourse and Sixth Avenue Lines.[40]
This created the pattern that has remained to this day, with five services during normal hours: the A express, B part-time local via Sixth Avenue (then BB), C local (then AA and CC), D express via Sixth Avenue, and E local from Queens.

Later years

In 1953, the platforms were lengthened at

Canal Street to 660 feet (200 m) to allow E trains to run eleven-car trains. The E began running eleven-car trains during rush hours on September 8, 1953. The extra train car increased the total carrying capacity by 4,000 passengers. The lengthening project cost $400,000.[41]

On March 23, 1970, southbound E trains, during rush hours, began stopping at the lower level of the 42nd Street–Port Authority Bus Terminal station.[citation needed]

Brochure showing the elimination of double letters

On August 28, 1977, late night AA service was eliminated. The A began making local stops in Manhattan during late nights, when the AA was not running.[42][43] On May 6, 1985, the IND practice of using double letters to indicate local service was discontinued. The AA was renamed the K and rush hour CC service was renamed C.[44][45] This change was not officially reflected in schedules until May 24, 1987.[42]

On December 10, 1988, the K designation was discontinued and merged into the C, which now ran at all times except late nights.

145th Street to Euclid Avenue during middays, and from 145th Street to World Trade Center during evenings and weekends. The A now ran express in Brooklyn during middays, and the B was extended to 168th Street during middays and early evenings.[44][47]

On May 29, 1994, weekend C service between 7 a.m. and 11 p.m. was extended to

168th Street to allow A trains to run express.[48] Beginning April 30, 1995, C service was extended to 168th Street during middays as construction on the Manhattan Bridge cut B service from Manhattan. On November 11, 1995, midday service was cut back to 145th Street after B service to 168th Street was restored.[44][49] The change was made to reduce crowding on the C and to reduce passenger confusion about the C's route.[50]

The B and the C, which both ran local along Central Park West, switched northern terminals on March 1, 1998, ending the connection between the C and the Bronx. Instead of alternating between three different terminals depending on the time of day, all C service now terminated at 168th Street.[51][52]

A report for the

Rutgers Street Tunnel.[53]

In the wake of the

Canal Street to Euclid Avenue replacing C service in Brooklyn.[54][55]

Pump train in the Cranberry Street Tunnel after Hurricane Sandy

On January 23, 2005, a fire at the

Chambers Street signal room crippled A and C service. C service was suspended until February 2 and was replaced by the A, B, D, E, and V trains along different parts of its route. Initial assessments suggested that it would take several years to restore normal service, but the damaged equipment was replaced with available spare parts, and normal service resumed on April 21.[56]

The 2015–2019

163rd Street–Amsterdam Avenue. Updates included cellular service, Wi-Fi, USB charging stations, interactive service advisories and maps, improved signage, and improved station lighting.[57][58][59] As part of the renovations, 72nd Street was closed from May 7, 2018 to October 4, 2018,[60] and 86th Street was closed from June 4, 2018 to October 26, 2018.[61] In addition, the Cathedral Parkway–110th Street station was closed from April 9, 2018 to the week of September 2–4, 2018,[62] and 163rd Street was closed from March 12, 2018 to September 27, 2018.[63][61]

IND Worth Street Line

World Trade Center
, the southern terminus for the local tracks

The IND Worth Street Line was a proposed

IND Houston Street Line, the IND Utica Avenue Line, and a connection to the Rockaways.[64]

In March 1930, public hearings were held by the BOT concerning the construction and planning of this line.[65] At the March 12 hearing, the project's construction was endorsed by east side civic organizations.[66] In June 1930, the Board of Estimate approved the construction of the line, and in July Chairman Delaney sent letters to 450 real estate owners outlining the planned route and requested their consent for the construction of the project, of which the Board needed 50%.[67] On August 23, 1930, bids on the construction of the connection (bellmouths) between the Eighth Avenue Line and the proposed Worth Street Line were put up for bid by the Board of Transportation. These bellmouths were constructed to allow work on the Worth Street Line to be done without interrupting service on the Eighth Avenue Line. This route was expected to the first line of the IND Second System to be built. At the time it was anticipated that the line would open a year or so after the completion of the Eighth Avenue Line under the East River to Brooklyn.[68] However, the construction of the line was delayed due to the city's lack of funding after 1932. The Board of Transportation resumed efforts to build the line after a study of existing conditions in the area was completed, and on the basis that funding would be provided from government and private sources. The plans were truncated to a three-stop crosstown line entirely within Manhattan. Stops would have been located at Foley Square, Rutgers Street, and Lewis Street. The Lewis Street stop, located in the Lower East Side, would have been the line's terminal. Construction was expected to begin in 1937 and be complete by 1944.[69] In 1938 the cost of the line was pegged by the BOT to be $16.73 million.[70]

Even though these bellmouths were never used and the line was never completed, the bellmouths are still visible south of

Broadway station on the Crosstown Line, a six-track station shell was partially completed. This station would have provided service to the IND Worth Street and the Houston Street Lines.[71]

Station listing

Station service legend
Stops all times Stops all times
Stops all times except late nights Stops all times except late nights
Stops late nights only Stops late nights only
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 Tracks Services Opened Transfers and notes
Manhattan
Inwood Disabled access Inwood–207th Street express A all times September 10, 1932[33]
Bx12 Select Bus Service
crossovers to connecting tracks to
207th Street Yard
Dyckman Street express A all times September 10, 1932[33]
connecting tracks to
207th Street Yard
merge
Washington Heights Elevator access to mezzanine only 190th Street express A all times September 10, 1932[33]
Disabled access 181st Street express A all times September 10, 1932[33]
Disabled access 175th Street express A all times September 10, 1932[33] George Washington Bridge Bus Station
Local tracks begin in
174th Street Yard
Disabled access 168th Street all A all times ​C all except late nights September 10, 1932[33] IRT Broadway–Seventh Avenue Line (1 all times)
163rd Street–Amsterdam Avenue local A late nights ​C all except late nights September 10, 1932[33]
155th Street local A late nights ​C all except late nights September 10, 1932[33]
Bx6 Select Bus Service
Harlem
 145th Street all A all times ​C all except late nights September 10, 1932[33] IND Concourse Line (B weekdays during the day ​D all times)
IND Concourse Line joins (B weekdays during the day ​D all times)
135th Street local A late nights ​B weekdays during the day ​C all except late nights September 10, 1932[33]
Disabled access 125th Street all A all times ​B weekdays during the day ​C all except late nights ​D all times September 10, 1932[33]
M60 Select Bus Service to LaGuardia Airport
116th Street local A late nights ​B weekdays during the day ​C all except late nights September 10, 1932[33]
Upper West Side
 Cathedral Parkway–110th Street local A late nights ​B weekdays during the day ​C all except late nights September 10, 1932[33]
103rd Street local A late nights ​B weekdays during the day ​C all except late nights September 10, 1932[33]
96th Street local A late nights ​B weekdays during the day ​C all except late nights September 10, 1932[33]
86th Street local A late nights ​B weekdays during the day ​C all except late nights September 10, 1932[33]
M86 Select Bus Service
81st Street–Museum of Natural History local A late nights ​B weekdays during the day ​C all except late nights September 10, 1932[33]
M79 Select Bus Service
72nd Street local A late nights ​B weekdays during the day ​C all except late nights September 10, 1932[33]
Midtown
 Disabled access 59th Street–Columbus Circle all A all times ​B weekdays during the day ​C all except late nights ​D all times September 10, 1932[33] IRT Broadway–Seventh Avenue Line (1 all times ​2 late nights)
IND Sixth Avenue Line splits (B Weekday rush hours, middays and early evenings ​D all times)
Disabled access ↓ 50th Street local A late nights ​C all except late nights September 10, 1932[33] IND Queens Boulevard Line (E all times)
Accessible southbound only
IND Queens Boulevard Line joins (E all times)
Disabled access 42nd Street–Port Authority Bus Terminal all A all times ​C all except late nights ​E all times September 10, 1932[33]
M34A Select Bus Service
Disabled access 34th Street–Penn Station all A all times ​C all except late nights ​E all times September 10, 1932[33]
M34/M34A Select Bus Service
Chelsea 23rd Street local A late nights ​C all except late nights ​E all times September 10, 1932[33]
M23 Select Bus Service
Disabled access 14th Street all A all times ​C all except late nights ​E all times September 10, 1932[33] BMT Canarsie Line (L all times) at Eighth Avenue
Greenwich Village
 Disabled access West Fourth Street–Washington Square all A all times ​C all except late nights ​E all times September 10, 1932[33]
PATH at Ninth Street
local crossovers to/from IND Sixth Avenue Line (no regular service)
Hudson Square Spring Street local A late nights ​C all except late nights ​E all times September 10, 1932[33]
TriBeCa
 Canal Street all A all times ​C all except late nights ​E all times September 10, 1932[33]
Financial District Elevator access to mezzanine only Chambers Street express A all times ​C all except late nights September 10, 1932[33] two parts of the same station; local tracks end
PATH at World Trade Center
Disabled access World Trade Center local E all times September 10, 1932[33]
Local tracks end
Disabled access Fulton Street express A all times ​C all except late nights February 1, 1933[34] formerly Broadway–Nassau Street
PATH at World Trade Center
Brooklyn
continues through the
Cranberry Street Tunnel
Brooklyn Heights
 High Street express A all times ​C all except late nights June 24, 1933[35] This section of line opened on February 1, 1933; the station opened later.[34]
Continues as the IND Fulton Street Line (A all times ​C all except late nights), with crossovers to/from the IND Culver Line (no regular service)

Notes

  1. World Trade Center to be separate stations.[1]
    If Chambers Street-World Trade Center is considered a single station, the count drops to 30.
  2. ^ The line is also referred to using different names, such as the IND Central Park West Line, IND Washington Heights Line, or IND Eighth Avenue-Fulton Street Line. The line is chained to the same channel as the IND Fulton Street Line.

References

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  67. ISSN 0362-4331. Archived
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  68. ISSN 0362-4331. Archived
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  69. ISSN 0362-4331. Archived
    from the original on June 27, 2018. Retrieved June 27, 2018.
  70. ISSN 0362-4331. Archived
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  71. ISSN 0362-4331. Archived
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