IND Sixth Avenue Line
IND Sixth Avenue Line | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
600V DC using a third rail | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
The IND Sixth Avenue Line is a
The Sixth Avenue Line, constructed in stages during the 1930s, was the last trunk line built by the
Initially, the Sixth Avenue Line carried only local service, since there were no express tracks between
There are branches on both ends of the line. On the south end, the express tracks used by the B and D trains diverge to
Extent and service
The following services currently use part or all of the Sixth Avenue Line,[2] whose services' bullets are colored orange:
The majority of the Sixth Avenue Line has four tracks, two local and two express. At each end, these pairs of tracks split, giving the line two north and two south ends. One of the north ends is at
The express tracks from Columbus Circle then turn south to go under Sixth Avenue, merging with the branch from 57th Street and the local tracks' split from the IND Queens Boulevard Line (used by the
South of
East of Broadway–Lafayette Street, the express tracks turn south and use the Chrystie Street Connection to
Just before approaching Second Avenue, the local tracks split into four tracks again. The two center tracks, which are not used in revenue service, dead-end just east of the Second Avenue station. They were built as part of the
The local tracks in Manhattan turn south under
History
Planning
New York City mayor John Francis Hylan's original plans for the Independent Subway System (IND), proposed in 1922, included building over 100 miles (160 km) of new lines and taking over nearly 100 miles (160 km) of existing lines. The lines were designed to compete with the existing underground, surface, and elevated lines operated by the Interborough Rapid Transit Company (IRT) and Brooklyn–Manhattan Transit Corporation (BMT).[11][12] The IND Sixth Avenue Line was designed to replace the elevated IRT Sixth Avenue Line.[13] However, since the Sixth Avenue corridor was such an important subway link, the elevated remained open while construction on the Sixth Avenue subway proceeded.[14]
In 1924, the IND submitted its list of proposed subway routes to the New York City Board of Transportation (NYCBOT), which approved the program. The IND's program consisted of two lines underneath Sixth Avenue in Manhattan. The first line would be a 0.74-mile-long (1.19 km) section in Lower Manhattan between Lispenard Street to the south and Eighth Street to the north, comprising part of the present-day Eighth Avenue Line. The second line would be a 2.47-mile-long (3.98 km) section running between Carmine Street to the south and 53rd Street to the north, comprising much of the present-day Sixth Avenue Line. South of Carmine Street, the Sixth Avenue Line would curve east under Houston Street, then south under Essex Street and Rutgers Street before continuing south into Brooklyn.[15]
Work on the core section of the IND Sixth Avenue Line, located between Fourth and 53rd Streets, was not to begin for several years. The section of Sixth Avenue from Ninth to 33rd Streets was already occupied by the
The IND and H&M finally came to an agreement in 1930. The city had decided to build the IND Sixth Avenue Line's local tracks around the pre-existing H&M tubes, and add express tracks for the IND underneath the H&M tubes at a later date.[13] However, the city still planned to eventually take over the H&M tracks, convert them to express tracks for the IND line, then build a lower level for the H&M.[18]
The IND started advertising bids for the section of the Sixth Avenue Line between 43rd and 53rd Streets in April 1931.
Opening of southern section
The first portion of the line to be constructed was then known as the Houston–Essex Street Line, which ran under Houston, Essex, and Rutgers Streets. The contract for the line was awarded to Corson Construction in January 1929, at which time the city began evicting 10,000 residents within the line's route.
The Houston and Essex Street Line began operations at noon on January 1, 1936, with two local tracks from a junction with the Eighth Avenue Line south of West Fourth Street–Washington Square east under Houston Street and south under Essex Street to a temporary terminal at
Just after midnight on April 9, 1936, trains began running under the East River via the Rutgers Street Tunnel, which connected the Houston-Essex Street Line with the north end of the Culver Line at a junction with the Eighth Avenue Line north of
Construction and opening of Midtown section
In April 1935, engineers started planning in earnest for the Midtown section of the Sixth Avenue Line.
The construction of the Sixth Avenue Line was very difficult because of the various utilities and tunnels above, below, and beside the line. At the time, it was considered the costliest subway line in the city.
The H&M's 33rd Street terminal closed on December 26, 1937, and service on the H&M was cut back to 28th Street to allow for construction on the subway to take place.[44] The 33rd Street terminal was moved south to 32nd Street and reopened on September 24, 1939. The city had to pay $800,000 to build the new 33rd Street station and reimbursed H&M another $300,000 to the H&M for the loss of revenue.[45] The 28th Street station was closed at this time because the southern entrances to the 33rd Street terminal were located only two blocks away, rendering the 28th Street stop unnecessary. It was demolished to make room for the IND tracks below.[46] The IRT's Sixth Avenue elevated ultimately closed in December 1938, just before the Sixth Avenue subway was completed.[47]
In addition to threading around the H&M tunnel, the line had to pass over the BMT Canarsie Line along 14th Street, over the tunnels leading to Penn Station, under the four-track BMT Broadway Line at Herald Square, over the IRT Flushing Line at 41st Street, and under the 42nd Street Shuttle. Even though the line had to pass around multiple transit lines, the grades were kept to a minimum.[5] The line included four-track stations at West Fourth, 34th, 42nd, and 47th–50th Streets. There were four sets of crossovers between 34th and 42nd Streets, and the southbound express track crossed over the southbound local track at a grade-separated flyover between 42nd and 47th–50th Streets.[4] Bellmouth tunnels north of 47th–50th Streets were built to allow for a future extension under Central Park and along Morningside Avenue to 145th Street.[4][48] This extension was part of the Board of Transportation's long-range program, and was estimated to cost $34.914 million as of August 1940. Construction was expected to start some time after 1946.[48]
On December 15, 1940, local subway service began on Sixth Avenue from the West Fourth Street subway station to the 47th–50th Streets station with track connections to the IND 53rd Street Line. The construction of the Sixth Avenue Line cost $59.5 million.
Sixth Avenue express tracks and the Chrystie Street Connection
On April 19, 1961, ground was broken for a $22 million project to build two express tracks between the
However, the section between 9th and 19th Streets soon experienced various delays: although it had started in April 1961,[6] work was halted by a water main break in 1962,[56] and by July 1963, the work was only 20 percent complete.[57] Construction on the section between West 19th and 31st Streets was further along: it had started in the middle of 1961, and was 60 percent complete in July 1963.[57] The first section was 88 percent complete on June 30, 1965, and the second section was 99 percent complete on that date. Between West 55th and 58th Street, a third of the structural work was done by this date.[52] No stations were constructed along the new express tracks, but provisions were incorporated into the design of the tunnel to permit the addition of future lower level stations at 14th Street and 23rd Street without disturbances to train operation.[57]
On November 26, 1967, the first part of the Chrystie Street Connection opened and Sixth Avenue Line express tracks opened from 34th Street–Herald Square to
Later improvements
The
The tracks at 57th Street were originally built for a proposed extension under
Planning for the 63rd Street Line's $645 million connection from the 21st Street–Queensbridge station to the IND Queens Boulevard Line in Queens began in December 1990, and construction began on September 22, 1994.[69][70][71] The Connector came into regular use on December 16, 2001. A new Sixth Avenue local service, the V, was introduced operating local via Sixth Avenue and terminating in the center tracks of the Sixth Avenue Line's Second Avenue station. The V ran local on the Queens Boulevard Line, and it only operated during weekdays. At this time, the F, which ran express along the Queens Boulevard Line, was rerouted to operate via the 57th Street station and the 63rd Street line north of the 47th–50th Streets–Rockefeller Center station, rather than via the 53rd Street tunnel. Both the 63rd Street and the 53rd Street lines merge into the Queens Boulevard Line in Queens.[72][73] On June 28, 2010, the V was replaced by the M, which began using the Chrystie Street Connection to the Williamsburg Bridge. Regular M trains make all former V stops except for Second Avenue.[74][75][76]
In 2004, full Manhattan Bridge service was restored. This resulted in full B and D express service being restored from 34th Street–Herald Square to the Manhattan Bridge, where the services continued to Brooklyn. However, the terminals of the B and D were reversed from prior to the Manhattan Bridge service suspensions. B service operates weekdays only via the Brighton Line express tracks to Brighton Beach, replacing the <Q> express on the Brighton Line. D service operates 24/7 along the West End Line because residents of Bensonhurst, a neighborhood located near the West End Line, wanted full-time direct subway service to Manhattan.[77]
The 2015–2019
As part of the 2015–2019 Capital Program, the 34th Street and West Fourth Street interlockings on the IND Sixth Avenue Line were upgraded at a cost of $356.5 million. The interlocking upgrades would support communications-based train control (CBTC) installation on the Queens Boulevard, Culver, and Eighth Avenue lines.[83]
Station listing
Station service legend | |
---|---|
Stops all times | |
Stops all times except late nights | |
Stops late nights only | |
Stops weekdays during the day | |
Stops weekends and weekday evenings | |
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 | |
---|---|---|---|---|---|---|
Manhattan | ||||||
Branch from the ) | ||||||
Midtown Manhattan | 57th Street | 2 | July 1, 1968[61] | |||
Express Tracks split from the IND Eighth Avenue Line (B D ) | ||||||
Seventh Avenue | express | B D | August 19, 1933[84] | IND Queens Boulevard Line (E ) | ||
Local Tracks split from the IND Queens Boulevard Line (M ) | ||||||
Branch line merges () | ||||||
Main line ( <F> M )
| ||||||
47th–50th Streets–Rockefeller Center | all | <F> M
|
December 15, 1940[5] | |||
42nd Street–Bryant Park | all | <F> M
|
December 15, 1940[5] | <7> ) at Fifth Avenue , daytime only
IRT Broadway–Seventh Avenue Line (1 2 3 ) at Times Square–42nd Street, daytime only BMT Broadway Line (N Q R W ) at Times Square–42nd Street, daytime only 42nd Street Shuttle (S ) at Times Square, daytime only IND Eighth Avenue Line (A C E ) at 42nd Street–Port Authority Bus Terminal | ||
34th Street–Herald Square | all | <F> M
|
December 15, 1940[5] | PATH at 33rd Street
| ||
Chelsea | 23rd Street | local | <F> M
|
December 15, 1940[5] | PATH at 23rd Street
| |
Greenwich Village | 14th Street | local | <F> M
|
December 15, 1940[5] | ||
West Fourth Street–Washington Square | all | <F> M
|
December 15, 1940[5] | IND Eighth Avenue Line (A C E ) | ||
Local crossovers to/from the IND Eighth Avenue Line (no regular service) | ||||||
NoHo
|
Broadway–Lafayette Street | all | <F> M
|
January 1, 1936[28] | <6> ) at Bleecker Street
| |
Express tracks turn under Chrystie Street (B D ) | ||||||
Local tracks split to the ) | ||||||
Branch under Chrystie Street (B D ) | ||||||
Chinatown | Grand Street | express | B D | November 27, 1967[59] | ||
To north tracks of Manhattan Bridge
| ||||||
Branch under ) | ||||||
East Village | Second Avenue | local layup tracks |
| January 1, 1936[28] | M15 Select Bus Service
| |
Lower East Side | Delancey Street | local | | January 1, 1936[28] | Z ) at Essex Street
| |
East Broadway | local | | January 1, 1936[28] | |||
Brooklyn | ||||||
Rutgers Street Tunnel under the East River
| ||||||
DUMBO
|
York Street | local | | April 9, 1936[29] | ||
Continues as the ) |
Notes
- ^ For instance, during a 2020 service change when the D train was rerouted via the Eighth Avenue Line's local tracks north of West Fourth Street, it ran on the IND Culver Line (the F train's normal route in Brooklyn). The F train ran on the BMT West End Line (the D train's normal route in Brooklyn).[7]
References
- ^ "Annual Subway Ridership (2018–2023)". Metropolitan Transportation Authority. 2023. Retrieved April 20, 2024.
- ^ "Subway Service Guide" (PDF). Metropolitan Transportation Authority. September 2019. Retrieved September 22, 2019.
- ^ OCLC 49777633 – via Google Books.
- ^ ProQuest 1248809011.
- ^ from the original on December 13, 2021. Retrieved October 7, 2011.
- ^ from the original on April 29, 2018. Retrieved April 28, 2018.
- ^ a b Brooklyn D and F Train Swap Explained. Metropolitan Transportation Authority. November 13, 2020. Archived from the original on December 12, 2021. Retrieved February 28, 2021 – via YouTube.
- (PDF) from the original on June 27, 2022. Retrieved June 11, 2014.
- ^ ISBN 978-0-82325-369-2.
- ^ a b Brennan, Joseph (2002). "Abandoned Stations : IND Second System unfinished stations". columbia.edu. Archived from the original on March 2, 2016. Retrieved August 30, 2016.
- from the original on June 30, 2019. Retrieved August 1, 2019.
- from the original on June 28, 2019. Retrieved August 1, 2019.
- ^ from the original on April 28, 2018. Retrieved April 27, 2018.
- from the original on August 7, 2018. Retrieved April 28, 2018.
- from the original on April 9, 2018. Retrieved April 8, 2018.
- from the original on April 26, 2018. Retrieved April 26, 2018.
- from the original on April 26, 2018. Retrieved April 26, 2018.
- from the original on April 16, 2018. Retrieved October 7, 2011.
- from the original on April 28, 2018. Retrieved April 28, 2018.
- from the original on April 28, 2018. Retrieved April 28, 2018.
- from the original on April 28, 2018. Retrieved April 28, 2018.
- from the original on April 28, 2018. Retrieved April 28, 2018.
- from the original on April 28, 2018. Retrieved April 28, 2018.
- from the original on May 6, 2022. Retrieved April 28, 2018.
- from the original on April 28, 2018. Retrieved April 28, 2018.
- from the original on April 28, 2018. Retrieved April 28, 2018.
- from the original on April 28, 2018. Retrieved April 28, 2018.
- ^ from the original on December 11, 2021. Retrieved October 7, 2011.
- ^ from the original on June 14, 2018. Retrieved October 7, 2011.
- from the original on December 11, 2021. Retrieved October 7, 2011.
- from the original on April 28, 2018. Retrieved April 28, 2018.
- from the original on April 28, 2018. Retrieved April 28, 2018.
- ProQuest 128702539.
- from the original on July 10, 2022. Retrieved July 10, 2022.
- ProQuest 1222069808.
- from the original on July 11, 2022. Retrieved July 11, 2022.
- from the original on July 11, 2022. Retrieved July 11, 2022.
- from the original on July 11, 2022. Retrieved July 10, 2022.
- from the original on July 11, 2022. Retrieved July 11, 2022.
- ProQuest 1240440213.
- ^ from the original on July 11, 2022. Retrieved April 28, 2018.
- ProQuest 1223317978.
- from the original on April 28, 2018. Retrieved April 28, 2018.
- from the original on April 26, 2018. Retrieved April 26, 2018.
- from the original on April 16, 2018. Retrieved April 15, 2018.
- from the original on April 16, 2018. Retrieved April 15, 2018.
- from the original on April 26, 2018. Retrieved April 26, 2018.
- ^ from the original on April 16, 2018. Retrieved April 15, 2018.
- from the original on April 16, 2018. Retrieved April 15, 2018.
- from the original on June 17, 2018. Retrieved April 15, 2018.
- from the original on April 16, 2018. Retrieved April 15, 2018.
- ^ a b Annual Report 1964–1965. New York City Transit Authority. 1965.
- ^ ISSN 0362-4331. Retrieved July 8, 2016.
- ^ a b "Ground Breaking Program For Additional Subway Tracks". New York City Transit Authority. April 19, 1961. Archived from the original on November 21, 2018. Retrieved January 25, 2016 – via thejoekorner.com.
- ISSN 0362-4331. Retrieved September 18, 2017.
- from the original on April 29, 2018. Retrieved April 28, 2018.
- ^ a b c Annual Report 1962–1963. New York City Transit Authority. 1963.
- from the original on October 30, 2021. Retrieved July 7, 2015.
- ^ from the original on December 11, 2021. Retrieved August 23, 2015.
- ^ from the original on November 28, 2016. Retrieved November 27, 2016.
- ^ ISSN 0362-4331. Retrieved September 18, 2017.
- ^ "Full text of "Metropolitan transportation, a program for action. Report to Nelson A. Rockefeller, Governor of New York."". Internet Archive. November 7, 1967. Retrieved February 3, 2022.
- New York Media, LLC. pp. 37–40. Retrieved February 3, 2022.
- ISBN 978-0-520-90689-1. Retrieved February 3, 2022.
- ^ Seaman, Mark; de Cerreño, Allison L. C.; English-Young, Seth. "From Rescue to Renaissance: The Achievements of the MTA Capital Program 1982 – 2004" (PDF). nyu.edu. Rudin Center for Transportation Policy & Management. Archived (PDF) from the original on March 10, 2022. Retrieved February 3, 2022.
- from the original on March 19, 2011. Retrieved September 26, 2009.
- from the original on March 6, 2016. Retrieved December 24, 2017.
- from the original on July 3, 2018. Retrieved April 30, 2018.
- ^ "New York City Transit 63rd Street-Queens Boulevard Connection-New York City – Advancing Mobility – Research – CMAQ – Air Quality – Environment – FHWA". fhwa.dot.gov. Federal Highway Administration. Archived from the original on August 8, 2016. Retrieved July 3, 2016.
- ^ "About NYC Transit – History". mta.info. Metropolitan Transportation Authority. October 19, 2002. Archived from the original on October 19, 2002. Retrieved September 18, 2016.
{{cite web}}
: CS1 maint: bot: original URL status unknown (link) - ^ Silano, Louis G.; Shanbhag, Radmas (July 2000). "The Final Connection". Civil Engineering. 86 (7): 56–61.
- ^ "The Opening of the New 63rd Street Connector". New York City Transit. November 2001. Archived from the original on December 8, 2015. Retrieved January 24, 2016 – via thejoekorner.com.
- from the original on March 25, 2010. Retrieved October 14, 2016.
- ^ "NYC Transit 2010 Service Reduction Proposals". mta.info. Metropolitan Transportation Authority. January 27, 2010. Archived from the original on April 6, 2022. Retrieved August 30, 2016.
- from the original on September 4, 2020. Retrieved March 20, 2010.
- ^ "Modifications to 2010 NYC Transit Service Reductions" (PDF). mta.info. New York City Transit. March 19, 2010. pp. 4–5. Archived (PDF) from the original on June 6, 2014. Retrieved August 30, 2016.
- from the original on October 18, 2022. Retrieved June 20, 2018.
- ^ Whitford, Emma (January 8, 2016). "MTA Will Completely Close 30 Subway Stations For Months-Long "Revamp"". gothamist.com. Gothamist. Archived from the original on August 1, 2016. Retrieved July 18, 2016.
- ^ "Map of stations part of the Enhanced Station Initiative" (PDF). governor.ny.gov. State of New York. Archived (PDF) from the original on November 2, 2019. Retrieved July 18, 2016.
- ^ "Repairs and Improvements Coming to Three Manhattan 6FM Subway Stations". mta.info. Metropolitan Transportation Authority. June 15, 2018. Archived from the original on September 4, 2019. Retrieved June 18, 2018.
- ^ "Service Restored Trains stop at 23 St". mta.info. Metropolitan Transportation Authority. November 29, 2018. Archived from the original on October 5, 2018. Retrieved November 29, 2018.
- ^ "Planned Service Changes for: Wednesday, December 19, 2018". mta.info. Metropolitan Transportation Authority. Archived from the original on December 20, 2018. Retrieved January 20, 2019.
- ^ "Transit & Bus Committee Meeting" (PDF). Metropolitan Transportation Authority. January 22, 2019. pp. 176–177. Archived from the original (PDF) on January 20, 2019. Retrieved January 19, 2019.
- from the original on December 10, 2021. Retrieved November 7, 2015.
- "New Queens Subway Service Will Be Launched Tonight; Tunnel From Manhattan Open to Jackson Heights; Service Will Eventually Be Extended Through To Jamaica" (PDF). Long Island Daily Press. Fultonhistory.com. August 18, 1933. p. 20. Archived (PDF) from the original on May 30, 2020. Retrieved July 27, 2016.
- "New Queens Tube To Open Saturday: Brooklyn-Long Island City Link of City Line Also to Be Put in Operation" (PDF). New York Evening Post. Fultonhistory.com. August 17, 1933. p. 18. Archived (PDF) from the original on May 30, 2020. Retrieved July 27, 2016.