IND Culver Line
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The IND Culver Line (formerly BMT Culver Line) is a
The line is named after
The southern section, between
The elevated part of the Culver Line south of Church Avenue, which operated as part of the BMT until 1954, now carries only the F, a former IND service, and is
Extent and service
The following services use part or all of the IND Culver Line:[5]
Route | Services | |||
---|---|---|---|---|
Time period | North of Bergen St |
Between Bergen St and Church Ave |
South of Church Ave | |
all times | local | |||
rush hours in the peak direction | express | local | ||
all times | No service | local | No service |
The Culver Line is served by the
There are two express tracks on the northern part of the route and one on the southern, with express stations distributed along the line.[4][6] However, express service has only operated once on the line from 1968 to 1987.[2][6][7] Restoration of express service has been thwarted by budget shortages, passenger opposition, and a serious signal fire at Bergen Street in 1999.[2][6][8] The issue came to a head in June 2007, when a petition for express service reached 2,600 signatures and gained media attention.[8][9][10] The Culver Line underwent repairs from 2009 until early 2013, during which the express tracks were replaced and rehabilitated which may facilitate future express service.[2][7][11]
Jay Street to Church Avenue
The subway portion of the IND Culver Line was originally designated the Brooklyn Line but has also been called the Smith Street Line,[12][13] Church Avenue Line, South Brooklyn Line, and various other names. The express tracks beneath Prospect Park are sometimes referred to as the Prospect Park Line.[14]
The line begins at the four-tracked
At Carroll Street, the express tracks ramp up to rejoin the local tracks, and all four tracks rise onto the Culver Viaduct, curving onto Ninth Street.
A single track in both directions, connecting from the local and express tracks in each direction, ramps down to the four-track
Culver Viaduct
The northern section of the Culver Line is a four-track line, entirely underground except for
Both underground options were considered expensive and impractical, and the viaduct was estimated to save $12 million in construction costs when it was selected in 1927.[26] During planning, the viaduct's height was later increased from 60 feet (18 m)[26] to around 90 feet (27 m), due to now-defunct navigation regulations for tall-mast shipping.[20][24][28] Because of this, Smith–Ninth Streets was built at an elevation of 87.5 feet (26.7 m), the highest subway station above ground level in the world.[2][29][30] Fourth Avenue, meanwhile, is actually at a lower elevation and altitude than the Seventh Avenue underground station.
For most of its history, G service has terminated at Smith–Ninth Streets, relaying using the express tracks and switches at Fourth Avenue.[4] This occasionally caused delays to F service, and prevented express service from being operated.[2][7][15] In 2009, the G's terminus was moved to Church Avenue in order to complete renovations on the viaduct.[2][7] In July 2012, the G extension was made permanent.[7][31]
Ditmas Avenue to Coney Island
At Ditmas Avenue, the Culver Ramp ends and the underground line becomes
Formally, the Culver Line ends as the track curve enters the lower level of the double-decked station along the
History
Early years as two separate lines
BMT Culver Line (1875–1954)
The original Culver Line was opened by the
During a period of
As part of Contract 4 of the
Construction of the route was done in four sections: Section 1, 1-A, 2, and 3. Section 1-A extended from a location on the west building line of Tenth Avenue between 38th Street and 37th Street to a location 372 feet (113 m) east of the building line on Tenth Avenue, running in an open cut and then a fill over Tenth Avenue. Section 1 extended from a point 372 feet (113 m) east of the building line on Tenth Avenue to, over private property and 37th Street, and Gravesend Avenue to a location 530 feet (160 m) south of the intersection of Gravesend Avenue and the southern building line of 22nd Avenue. Section 2 stretched from here along Gravesend Avenue to Avenue X, and Section 3 continued from here south along Shell Road and West 6th Street to a point near the southern line of Sheepshead Bay Road, where it would connect with the Brighton Line for access to Coney Island.[41]
The contract to construct Section 2 was awarded to Oscar Daniels Company for $863,775 on July 10, 1915. Work was to be completed in eighteen months. On September 8, 1915, the contract to construct Section 1 was awarded to Post & McCord for $877,859. Work on the section was to be completed in fifteen months. On January 23, 1917, a contract to construct Section 1-in four months A of the line was awarded to Thomas Dwyer for $42,268.[41]
At 3:00 a.m. on March 16, 1919, the first portion of the new elevated structure opened from Ninth Avenue southeast and south to
This construction tied into the existing lower level of the
IND Brooklyn Line (1933–1954)
One of the goals of Mayor
This line was variously known as the Culver Line Extension,[59] Culver−Smith Street Line,[26] Smith Street Line,[12] Smith Street–Prospect Park Line,[14] Smith–Ninth Street Line,[61] Jay–Smith–Ninth Street Line,[24] Church Avenue Line,[62] Prospect Park–Church Avenue Line,[63] Prospect Park–Coney Island Line,[64] Brooklyn Line,[62] or South Brooklyn Line,[19][24][65] though it was often simply referred to as the Brooklyn portion of the IND.[63][66] As originally designed, service to and from Manhattan would have been exclusively provided by Culver express trains, while all local service would have fed into the IND Crosstown Line.[6]
By 1927, it was decided to build a truss bridge over the
As part of the various proposed extensions of the
The final proposal from the 1939 Second System plan proposed an extension down Fort Hamilton Parkway and/or Tenth Avenue towards the tunnel, with continued service to 86th Street in Bay Ridge near the
Culver Ramp
Taking over operations, or "recapturing", the
The proposed Culver Ramp, also referred to as the Culver Line Connection, would allow passenger service between the underground
Though the ramp was nearly complete, including rails and signal work, construction was halted later that year because of America's entrance into
IND Culver Line (1954–present)
Following the completion of Culver Ramp,
On November 26, 1967, the
Express service between Bergen and Church ended in 1976, and between Church and Kings Highway on April 27, 1987, largely due to budget constraints and complaints from passengers at local stations.
In 1986, the New York City Transit Authority launched a study to determine whether to close 79 stations on 11 routes, including the segment of the Culver Line south of either Kings Highway or Avenue U, due to low ridership and high repair costs.[105][106] Numerous figures, including New York City Council member Carol Greitzer, criticized the plans.[106][107]
Rehabilitation
In 2007, the MTA announced that several portions of the Culver Line would be undergoing extensive rehabilitation. The first renovation involved repairs of the elevated Culver Viaduct (including the Smith–Ninth Streets and Fourth Avenue stations) and modernization of the interlockings at Bergen Street, 4th Avenue, and Church Avenue. The B5 layup track was removed as part of the project.[15] This also allowed the G train to be extended from its longtime terminus at Smith–Ninth Streets to a more efficient terminus at Church Avenue beginning in July 2009.[2][7][9] The project was completed in 2013.[7][102]
Stations along the three-tracked stretch of the Culver Line were renovated until July 30, 2018 (excluding
In July 2019, online newspaper The City discovered that the MTA had allocated $660,000 in its 2015–2019 Capital Program for a design study to make patches to the Culver Viaduct, whose renovation was completed in 2016. The study would determine how to fix the premature deterioration of structural braces, unsatisfactory drainage, and leaking expansion joints. Funding will be provided in a future capital program.[113]
Express service
Around the time the Culver Viaduct rehabilitation project was announced in 2007, a petition to restore express service along the line gained attention, due to increasing ridership on both the F and G services in Brooklyn. The petition, which gained over 2,500 signatures by June 2007 and nearly 4,000 by September, proposed to restore express service by making the Church Avenue extension of the G permanent and extending the
In 2015, some rush-hour peak-direction F trains started skipping local stops between Jay Street and Fourth Avenue, and the MTA used expanded rush-hour express service (from Jay Street to Church Avenue) in both directions in the summers of 2016 and 2017.[6][114] In May 2016, the MTA announced that half of all rush-hour F trains may start running express in both directions in fall 2017; however, because of rolling stock and track capacity limitations, the train frequency on the rest of the F's route would remain the same.[6][115][116] With an increase in rolling stock caused by the introduction of the R179s, one more train per hour could be run on the F. The operation of half of the F trains as express would result in operational improvements, with faster service, as southbound F trains would no longer be delayed by terminating G trains discharging at Church Avenue.[6]
Overall, the F express will result in an overall reduction of 27,000 minutes during the AM rush hour and 13,000 minutes during the PM rush hour. The change in service will decrease service at local stations, reducing in longer wait times, but it will help riders in South Brooklyn with the longest commutes. F express trains would be slightly more crowded than current F trains, but the F locals would be less crowded. PM rush hour express service would lead to much larger exit surges from less frequent F local trains at Bergen Street and Carroll Street, leading to significant congestion at one staircase at Bergen Street, and moderate congestion at one staircase at Carroll Street. Relieving the congestion, would entail widening the staircases and installing ADA-required elevators that would cost approximately $10 million per station.[6] The possibility of reopening the Bergen Street lower level was looked at as part of the study for the reintroduction of F express service; the reopening would require significant and expensive reconstruction, including making the station ADA accessible, the reconstruction of platform stairs, improved lighting and communications, waterproofing and concrete repairs, among other things. Since the rehabilitation would cost $75 million, the lower level was not reopened.[6]
In July 2019, the MTA announced that it planned to run four rush-hour express F trains per day, two in each direction, starting in September 2019. The trains would run in the peak direction, toward Manhattan in the morning and toward Brooklyn in the evening. The trains would make an intermediate stop at
Automation
In order to test the interoperability of the
Test trains on the track were able to successfully operate using the interoperable Siemens/Thales CBTC system. That system became the standard for all future CBTC installations on New York City Transit tracks as of 2015[update].[122] A third supplier, Mitsubishi Electric Power Products Inc., was given permission to demonstrate that its technology could be interoperable with the Siemens/Thales technology. The $1.2 million Mitsubishi contract was approved in July 2015.[123] If Culver Line express service was implemented in 2017 as it was proposed, the express service would not initially have used CBTC, and testing of CBTC on the express track would be limited to off-peak hours.[121]
In 2017, the MTA started testing ultra-wideband radio-enabled train signaling on the IND Culver Line.[124] The ultra-wideband train signals would be able to transmit more data wirelessly in a manner similar to CBTC, but can be installed faster than CBTC systems. The ultra-wideband signals would have the added benefit of allowing passengers to use cellphones while between stations, instead of the current setup where passengers could only get cellphone signals within the stations themselves.[125][126]
As part of the MTA's 2015–2019 Capital Program, CBTC is being installed on the section of the line between Church Avenue and
Avenue X interlocking will be reconfigured. As of February 2020[update], 80% of wayside signaling equipment had been installed, a relay room was completed, steel and concrete floors at the Ditmas Avenue signal facility were installed, all signal cables were installed, and piling and grade beam installation at the Avenue X signal facility were completed.[129] To allow the CBTC project to enter its next phase, F service was suspended south of Church Avenue during most weekends starting in early 2020.[130][131][132] Work to install CBTC continued into 2021.[133]
In December 2022, the MTA announced that it would award a $368 million design–build contract to Crosstown Partners, a joint venture between Thales Group and TC Electric LLC, to install CBTC along the length of the G route.[134][135] The contract includes not only the Crosstown Line between Court Square and Bergen Street, but also the Culver Line between Bergen Street and Church Avenue.[135] Upon the completion of the contract, the entire G route and much of the F route would be CBTC-equipped.[134]
Station listing
Station service legend | |
---|---|
Stops all times | |
Stops all times except late nights | |
Stops late nights only | |
Stops rush hours only | |
Stops rush hours in the peak direction 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 | |
---|---|---|---|---|---|---|
begins as continuation of the ) | ||||||
Downtown Brooklyn | Jay Street–MetroTech | all | | February 1, 1933[16] | IND Fulton Street Line (A C ) BMT Fourth Avenue Line (N R W ) | |
Express Tracks begin () | ||||||
Merge from the IND Crosstown Line (G ) into local tracks | ||||||
Cobble Hill | Bergen Street | all | <F> G
|
March 20, 1933[69] | upper level: Local (in service) lower level: Express (no regular service) | |
Carroll Gardens | Carroll Street | local | F G | October 7, 1933[70] | ||
Gowanus | Smith–Ninth Streets | local | F G | October 7, 1933[70] | ||
Fourth Avenue | local | F G | October 7, 1933[70] | BMT Fourth Avenue Line (D N R W ) at Ninth Street | ||
Park Slope
|
Seventh Avenue | all | <F> G
|
October 7, 1933[70] | ||
express tracks diverge () | ||||||
Windsor Terrace | 15th Street–Prospect Park | local | F G | October 7, 1933[70] | ||
express tracks rejoin on lower level () | ||||||
Fort Hamilton Parkway | local | F G | October 7, 1933[70] | |||
express tracks rise (no regular service) | ||||||
Kensington | Church Avenue | all | <F> G
|
October 7, 1933[70] | southern terminal of G train | |
Connecting tracks to Church Avenue Yard
| ||||||
Former stations on BMT Culver Line, to the west of the IND merge north of Ditmas Avenue | ||||||
Sunset Park | Ninth Avenue | all | Culver Shuttle | March 16, 1919[42][43] | Stopped on lower level, which closed on May 11, 1975. Transfer was available to the BMT West End Line. | |
Borough Park | Fort Hamilton Parkway | local | Culver Shuttle | March 16, 1919[42][43] | Closed on May 11, 1975, and demolished in 1985. | |
13th Avenue | local | Culver Shuttle | March 16, 1919[42][43] | Closed on May 11, 1975, and demolished in 1985. | ||
Southbound express track merges into southbound local track and bi-directional express track creating a 3 track line (formerly the BMT Culver Line) | ||||||
Kensington/ Borough Park |
Ditmas Avenue | local | | March 16, 1919[42][43] | Former terminal for the Culver Shuttle, side platform closed on May 11, 1975. | |
18th Avenue | all | | March 16, 1919[42][43] | |||
Midwood | Avenue I | local | | March 16, 1919[42][43] | ||
Bay Parkway | local | | March 16, 1919[42][43] | |||
Avenue N | local | | March 16, 1919[42][43] | |||
Gravesend | Avenue P | local | | March 16, 1919[42][43] | ||
Kings Highway | all | | March 16, 1919[42][43] | B82 Select Bus Service trains during rush hours
southern terminal of several F | ||
Avenue U | local | | May 10, 1919[47][48] | |||
Avenue X | local | | May 10, 1919[42][47][48] | |||
Express track ends merging into southbound local track and continuing into Coney Island Yard
| ||||||
Coney Island
|
Neptune Avenue | all | | May 1, 1920[49] | ||
West Eighth Street–New York Aquarium | all | | May 1, 1920[49] | BMT Brighton Line (Q ) | ||
Coney Island–Stillwell Avenue | all | | May 1, 1920[49] | BMT Brighton Line (Q ) BMT Sea Beach Line (N ) BMT West End Line (D ) |
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External links
External videos | |
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NYC Subway Culver Viaduct Rehabilitation Project, Metropolitan Transportation Authority; January 12, 2010; 1:48 YouTube video clip |
- Media related to IND Culver Line (category) at Wikimedia Commons
- NYCsubway.org – IND Crosstown Line
- NYCsubway.org – BMT Culver Line
- The Prospect Park and South Brooklyn Railroad Company and The Culver Shuttle (Arrt's Arrchives)
- Brooklyn F Express Study and Culver Line Track Diagram
- G Line Track Diagram: Court Square to Church Avenue
- Track Diagram: Bergen Street to Church Avenue