1.
Franklin Avenue Shuttle
–
The Franklin Avenue Shuttle is a New York City Subway shuttle service operating in Brooklyn. The shuttle service uses the BMT Franklin Avenue Line exclusively, the north terminus is Franklin Avenue, with a transfer available to the IND Fulton Street Line. The south terminus is Prospect Park, with a transfer available to the BMT Brighton Line, NYCT Rapid Transit operations refer to it internally as the S or FS. The S has had four stations since 1999, consumers Park was closed in 1928 and replaced by the current Botanic Garden station five blocks to the north. There is a clearing at the former station location. Dean Street was closed in 1995 due to low paid fare entrance, the shuttle runs two 2-car train sets of R68 subway cars. The shuttle runs One Person Train Operation with the motorman also being the conductor, the motorman will go to the opposite end to make another run at each terminal. Trains usually pass each other at Botanic Garden, the only 2-track station on the Franklin Avenue Line, the current service is co-extensive with the BMT Franklin Avenue Line. It parallels Franklin Avenue, hence the shuttles name and it was originally a part of the mainline of the BMT Brighton Beach Line and opened as part of that steam railroad line in 1878. On November 1,1918, a wooden elevated train left the tracks and crashed into one of the new tunnel walls. This accident, called the Malbone Street Wreck, was among the worst rapid transit disasters ever, the mainline was shifted in 1920, with subway trains from Manhattan and elevated trains from Franklin Avenue sharing operations to Coney Island. After the city gained ownership of the line in 1940, Brighton-Franklin services gradually declined, Brighton-Franklin express service ended by 1959, and the Franklin Avenue Line became a full-time shuttle in 1963. On November 1,1965, when R27s started going into service, this service was named SS, and in 1985, when the practice of using double letters was eliminated, this service became the S. This derailment resulted in injuries, but there were no fatalities. In 1981, the MTA proposed abandoning the service under the failed Program for Action, at the time, only 10,000 passengers used the shuttle per day, and in addition, the Franklin Avenue Line was severely deteriorated. It was proposed that bus service along nearby Franklin Avenue could substitute for the line, during the winter, the line would often be closed because there was fear that trains would derail. Stations were in condition, portions of the wooden platforms were sealed off because they had burned or collapsed. In January 1982, the line needed to close for emergency repair work because a wall along the line was in danger of collapse
2.
New York City Subway
–
Opened in 1904, the New York City Subway is one of the worlds oldest public transit systems, one of the worlds most used metro systems, and the metro system with the most stations. It offers service 24 hours per day, every day of the year, the New York City Subway is the largest rapid transit system in the world by number of stations, with 472 stations in operation. Stations are located throughout the boroughs of Manhattan, Brooklyn, Queens, the Port Authority Trans-Hudson and the AirTrain JFK, in Manhattan and Queens respectively, accept the subways MetroCard but are not operated by the MTA and do not allow free transfers. Another mass transit service that is not operated by the MTA, the system is also one of the worlds longest. Overall, the system contains 236 miles of routes, translating into 665 miles of track. In 2015, the subway delivered over 1.76 billion rides, averaging approximately 5.7 million daily rides on weekdays and a combined 5.9 million rides each weekend. Of the systems 25 services,22 of them pass through Manhattan, the exceptions being the G train, the Franklin Avenue Shuttle, and the Rockaway Park Shuttle. Large portions of the subway outside Manhattan are elevated, on embankments, or in open cuts, in total, 40% of track is not underground despite the subway moniker. Many lines and stations have both express and local services and these lines have three or four tracks. Normally, the two are used for local trains, while the inner one or two are used for express trains. Stations served by express trains are typically major transfer points or destinations, alfred Ely Beach built the first demonstration for an underground transit system in New York City in 1869 and opened it in February 1870. The tunnel was never extended for political and financial reasons, although extensions had been planned to take the tunnel southward to The Battery, the Great Blizzard of 1888 helped demonstrate the benefits of an underground transportation system. A plan for the construction of the subway was approved in 1894, the first underground line of the subway opened on October 27,1904, almost 36 years after the opening of the first elevated line in New York City, which became the IRT Ninth Avenue Line. The fare was $0.05 and on the first day the trains carried over 150,000 passengers, the oldest structure still in use opened in 1885 as part of the BMT Lexington Avenue Line in Brooklyn and is now part of the BMT Jamaica Line. The oldest right-of-way, which is part of the BMT West End Line near Coney Island Creek, was in use in 1864 as a railroad called the Brooklyn, Bath. By the time the first subway opened, the lines had been consolidated into two privately owned systems, the Brooklyn Rapid Transit Company and the Interborough Rapid Transit Company, the city built most of the lines and leased them to the companies. This required it to be run at cost, necessitating fares up to double the five-cent fare popular at the time, in 1940, the city bought the two private systems. Some elevated lines ceased service immediately while others closed soon after, integration was slow, but several connections were built between the IND and BMT, these now operate as one division called the B Division
3.
Shuttle train
–
The expression shuttle train refers to a train that runs back and forth between two points, especially if it offers a frequent service over a short route. Shuttle trains are used in ways, in various parts of the world. They commonly operate as a fixed consist, and run non-stop between their termini and they can be used to carry passengers, freight, or both. A train may be described as a shuttle train if it either shuttles between an airport and some other location, or connects two airport terminals with each other. The latter type of shuttle train is usually in the form of a driverless people mover. A shuttle train connects Galileo Galilei Airport in Pisa with Pisa Centrale railway station and it operates daily and takes five minutes. The Gatwick terminal shuttle is a people mover used to transfer passengers between the North and South Terminals at Gatwick Airport and it runs every few minutes 24 hours a day, and the journey takes two minutes. A car shuttle train is used to transport accompanied automobiles, and usually also other types of road vehicles, car shuttle trains usually operate on lines passing through a rail tunnel and connecting two places not easily accessible to each other by road. On car shuttle train services, the occupants of the vehicles being carried on the train usually stay with their vehicle throughout the rail journey. A shuttle train may be used to carry commuters, especially if at least one of the shuttle trains termini is an interchange station. During the morning rush hour, the Aichi Loop Line shuttle train runs over the Aichi Loop Line between Mikawa-Toyota Station and Shin-Toyota Station in Toyota, Aichi Prefecture, Japan, the northeastern end of the Tokyo Metro Chiyoda Line is single-tracked although the depot line runs in parallel. Trains serving the terminus are shuttles to the stop, Ayase. There are three services in the New York City Subway, as well as several other non-shuttle services with shuttle portions. Four shuttle services were run in the subway. NJ Transits Princeton Branch, or dinky, is a shuttle line, the hub of the network is located at Wels. For the better part of most days, the service operates every 20 min, the R line, part of the Madrid subway, is a shuttle line connecting Ópera station with Príncipe Pío station. The MTR Disneyland Resort Line is a shuttle line linking the Hong Kong Disneyland Resort with the rest of the network. Another shuttle train runs between the Tseung Kwan O and LOHAS Park stations, on a serving a new residential development
4.
42nd Street Shuttle
–
The 42nd Street Shuttle is a New York City Subway shuttle train service that operates in Manhattan. Part of a former Interborough Rapid Transit Company line, it is referred to as the Grand Central/Times Square Shuttle. It runs at all times except nights, connecting Times Square to Grand Central under 42nd Street. It is the shortest regular service in the system, running about 2,700 feet in two minutes. The 42nd Street Shuttle is part of the A Division of New York City Transit, in order to distinguish it from the other shuttles in the system, NYCT Rapid Transit Operations internally refers to it as the 0. Its route bullet is colored slate gray on route signs, station signs. The subway through which the shuttle runs was opened on October 27,1904, in 1910, the platforms at the two stations were extended. A plan called the Dual System of Rapid Transit in 1913 was worked out with the Interborough Rapid Transit and the Brooklyn Rapid Transit companies, as part of the plan, the existing IRT subway would be reconfigured into what was called the H system. From 42nd Street, new lines would be built northward in Lexington Avenue and southward in Seventh Avenue, connecting with the old subway to form East Side, the leftover segment under 42nd Street was to be used for a shuttle connecting the two main lines. 400 feet was left between the end of the old station and the new station, and therefore a new station was to be built for the shuttle, ending close to the new station on the Lexington Avenue Line. Trackways were built continuing east under 42nd Street to bring the two tracks into the new station, which was a narrow island platform between the two tracks. It was expected that two tracks would be more adequate for the shuttle. The station was not ready in time, and therefore temporary wooden flooring was laid over part of the trackways at Times Square, the shuttle was heavily used, and the crowding conditions were so bad that the shuttle was ordered closed the next day by the Public Service Commission. The new, unused trackways of the station were covered with flooring. The shuttle reopened on September 28,1918, with improved passageways, Track 2 at the Grand Central station was covered over by a wooden platform. On the walls of the stations, black bands and green bands were painted to guide passengers to the shuttle platforms. The shuttle was meant to be temporary, and by 1920, throughout the history of the shuttle there have been proposals to extend and improve the line both to the east and to the west. However, it is not feasible to extend the line in direction, as the line is at the same level as the tracks of the Broadway–Seventh Avenue Line
5.
Rockaway Park Shuttle
–
The Rockaway Park Shuttle is a shuttle service of the New York City Subway operating in Queens. It connects with the A train at Broad Channel station and is the latest iteration of the Rockaway Shuttle services that have been running in the Rockaway peninsula since 1956. This shuttle train service to the western part of the peninsula. The fully aboveground route operates on trackage that was part of the Long Island Rail Roads Far Rockaway Branch until the mid-1950s. The internal designator for this service is H, though the MTA does not show this on any maps, train rollsigns, the Rockaway Shuttle started operating on June 28,1956. During its early years, it essentially provided non-rush hour and weekend service between Euclid Avenue and either Far Rockaway–Mott Avenue or Rockaway Park–Beach 116th Street. At first, the route did not have an assigned letter code on maps. Beginning on February 1,1962, the Rockaway Shuttle was officially lettered on maps, afterward, the designation CC was used for the shuttle, although during rush hours this train was extended all the way to Bedford Park Boulevard on the IND Concourse Line in the Bronx. On May 6,1985, the identifier was changed to H instead of reverting to HH. Prior to 1993, late night A service went to Lefferts Boulevard with no service to Far Rockaway, during this time again, the Rockaway Shuttle ran from Rockaway Park to Far Rockaway, to Euclid Avenue, and finally, back down to Rockaway Park. All late night A service traveled to Far Rockaway and service to Lefferts Boulevard was provided by a shuttle to Euclid Avenue, the Rockaway Park Shuttle now ran between Rockaway Park and Broad Channel at all times. Formerly, some maps had shown the current S service in blue, since May 2004, the official system map shows the Rockaway Park Shuttle as carrying a grey bullet. Recent prints, however, depicted the service itself in blue, in order to distinguish it from the other shuttles, NYCT Rapid Transit operations still refers to it internally as the H. The Rockaway Park Shuttle was suspended following the aftermath of Hurricane Sandy, on November 20,2012, a free shuttle designated as H replaced the Rockaway portion of the A service between Far Rockaway–Mott Avenue and Beach 90th Street via the Hammels Wye. Additionally, the remainder of the Rockaway Line from Beach 90th Street to Rockaway Park was damaged and awaited repair, with the emergency implementation of this service, the H rollsign designation returned to public usage for the first time since 1993. In addition, the service did not run during late nights, on May 30,2013, full service to the Rockaways was restored, and the free H service was discontinued. In late May 2016, the MTA announced that it would extend the Rockaway Park Shuttle from Broad Channel to Rockaway Boulevard during weekends from mid-June until Labor Day 2016, the trains were also lengthened to eight cars instead of the usual four. It is unknown if this extension will be implemented again in summer 2017, for a more detailed station listing, see IND Rockaway Line
6.
Broad Channel (IND Rockaway Line)
–
Broad Channel is a station on the IND Rockaway Line of the New York City Subway, located in the neighborhood of the same name at Noel and West Roads in the borough of Queens. It is served by the A train and the Rockaway Park Shuttle at all times, the station originally opened in 1880 as a New York, Woodhaven and Rockaway Railroad station, that was acquired by the Long Island Rail Road and became a station on the Rockaway Beach Branch. As a Long Island Rail Road station it served as one of two junctions between the Far Rockaway and Rockaway Beach Branches, the other junction was at Hammels Station, although it was originally a junction for the Far Rockaway Branch and the Ocean Electric Railway. Wooden shelter sheds were added to the station in 1921 and 1923, a fire on the trestle between this station and another one known as The Raunt forced the closure of both stations on May 23,1950, as well as the entire Jamaica Bay trestle. By October 3,1955, the entire Rockaway Beach Branch south of Ozone Park, the Broad Channel station was entirely reconstructed with new concrete platforms, and a new station house. The contract for the new station was approved in December 1954, the station opened to subway service on June 28,1956. In 1985, the station had only 224 paying daily riders on a typical weekday not counting farebeaters, the station and the adjacent segment of the Rockaway Line suffered serious damage during Hurricane Sandy in 2012, and was out of service for several months. Due to its location in the middle of Jamaica Bay, the station was filled with debris, during its temporary closure, the station received new ADA-tactile strips, platform edge rubbing boards, and cosmetic and mechanical work. Service was restored to the station on May 30,2013 and this station has two tracks and two side platforms, each measuring 12 feet wide and over 660 feet long. The platforms are sheltered with canopies and windscreens, a station house is located above both platforms, containing a crossover, waiting area and fare control. The single street staircase outside of fare control goes down to West Road by the intersection of Noel Road next to the Rockaway-bound platform. This platform also has a set of turnstiles leading directly to this staircase so riders exiting the station on this side do not have to go through the station house. The station house originally had 1950s-era signage at its front entrance reading SUBWAY, at the north end of the station is a power substation, located at West Road and East 6th Road adjacent to the Rockaway-bound platform. A second exit-only staircase is located here, but is closed, just to the north, the Rockaway Line gains two extra non-revenue tracks straddling the two revenue tracks. The western track is a test track, installed in 2001 and called the Far Rockaway Test Track, the western track extends around 10,000 feet or 2 miles, while eastern track is long enough for one full-length train and ends at a bumper block. To the south, the Rockaway Line continues to the Rockaway peninsula, punch boxes are located at the ends of both platforms, to allow train operators to select the correct route. Broad Channel is an island with fewer than 3,000 residents. It was only trailed by a station, making Broad Channel the least used of any fully operating subway station in the city
7.
Rockaway Boulevard (IND Fulton Street Line)
–
Rockaway Boulevard is a station on the IND Fulton Street Line of the New York City Subway. On April 8,1928, two trains crashed in the station, killing one person and injuring 30. Three months later, a connection to the IND Rockaway Line was provided on June 26,1956, the station was completely renovated in 2015. This station has two platforms and three tracks. The center track is not used in revenue service, the platforms have beige windscreens and green and brown canopies. This is the outermost station from Manhattan that is shared by all A train branches, just past the east end of the platform, the line splits into two routes. This station has two station-houses with the one at the west end. Single staircases from each platform go down to the elevated station-house beneath the tracks, inside are a turnstile bank and token booth. Outside of fare control, two lead to either side of Liberty Avenue at Woodhaven/Cross Bay Boulevard. The other station-house at the east end is elevated and beneath the tracks. It contains two HEET turnstiles, a staircase to platform, and two staircases to either side of Liberty Avenue at 96th Street. The wooden staircase landings have a high turnstile to allow passengers to exit the system without having to go through the station
8.
IND Rockaway Line
–
The IND Rockaway Line is a rapid transit line of the IND Division of the New York City Subway, operating in Queens. It branches from the IND Fulton Street Line at Rockaway Boulevard, extending over the Jamaica Bay, the A train serves the line on the Far Rockaway–Mott Avenue branch and north of Hammels Wye. The Rockaway Park Shuttle runs between Broad Channel and Rockaway Park–Beach 116th Street, five rush hour A trains provide service between Rockaway Park and Manhattan in the peak direction. The north end of the Rockaway Line is a junction with the IND Fulton Street Line at Rockaway Boulevard, the line starts out as tracks F3 and F4 and descend from an elevated structure to the surface. Then the right-of-way widens to be four tracks wide, trains in service going south then diverge from F3, and go onto F1. Trains coming from the Rockaways merge from track F2 onto track F4, south of this point, track F4 is out of service, and track F3 can only be used by work trains as it is de-energized. The line then continues as a four line, and south of Howard Beach. The line then passes over Jamaica Bay just to the east of Cross Bay Boulevard, then the line passes over the North Channel Swing Bridge, which is no longer able to be moved. The crossing across Jamaica Bay between Howard Beach and Broad Channel is the longest distance between any two stations in the system, in 1997 to 1999, outer tracks were installed to the north of Broad Channel for between $5 million and $10 million. The track to the west of the tracks, track F5. The track to the east of the tracks, track F6, is used for reversing trains on the Rockaway Park shuttle. This track allows the shuttle to turn around faster than it had been able to do before. South of the Broad Channel station is the Beach Channel Drawbridge, south of the drawbridge is Hammels Wye, a three-legged junction with the Rockaway Park branch, and the Far Rockaway branch. The tracks from each branch connect to the north of the wye with flying junctions. The Rockaway Park Branch turns to the west, and the Far Rockaway Branch turns to the east, the third leg of the wye is a single track that connects the two branches together. This single track, track F6, is not currently used in revenue service, however, it was used as part of the Round Robin service that the A operated during late nights in the 1990s. It was also used for temporary H service after Hurricane Sandy, the Rockaway Park Branch, tracks F3 and F4, goes west via an elevated structure over the Rockaway Freeway before terminating at Rockaway Park–Beach 116th Street. Directly to the north of the station is a storage yard named Rockaway Park Yard
9.
Prospect Park (BMT Brighton Line)
–
Prospect Park is an express station on the BMT Brighton Line of the New York City Subway. This open cut station has four tracks and two island platforms, both platforms have red canopies with green frames and support columns that run for the either length. Alternating columns have the black station name plate in white lettering. The platforms are split into two sections at this end separated by a concrete wall. The Franklin Avenue Shuttle terminates on the local track while the southbound one is only used for train storage or construction reroutes. South of the station, there are crossovers and switches as the Brighton Line becomes a four-track corridor to Ocean Parkway, B trains stay on the express track and run to Brighton Beach, Q trains switch to the local track and run to Coney Island – Stillwell Avenue. The 1994 artwork here is called Brighton Clay Re-Leaf by Susan Tunick and it features ceramic tiles in both station entrances/exits that depict leaves to symbolize Prospect Park. This artwork is also at Parkside Avenue, the station has two entrances/exits, The full-time one is at the extreme south end. Each platform elevator is connected to the house by a glass-enclosed passageway above their respective platforms. There is a bank of turnstiles, an area that allows a free transfer between directions and a token booth inside the station house. Additionally, there is a private preschool immediately adjacent to the house entrance. The stations other entrance/exit at the end is un-staffed. Outside fare control, a staircase goes up to a small plaza with an ornate fence between two buildings on the west side of Flatbush Avenue between Ocean and Lefferts Avenues. On August 18,1878, the line was completed north to Bedford Terminal with a connection to the Long Island Rail Road, in 1918, the station began a rebuilding in order to accommodate the new subway connection to the Manhattan Bridge and Montague Street Tunnel. This rebuilding contributed to the Malbone Street Wreck on November 1 when a train of elevated cars was wrecked on the curve on what is now the unused southbound local track. At least 93 individuals died, making it one of the U. S. s deadliest train crashes, the connection to the bridge and lines in Manhattan was completed on August 1,1920, with four-track express service beginning south of this station. Prospect Park was the closest station to Ebbets Field, home of the Brooklyn Dodgers until the team moved to Los Angeles after the 1957 season, the stadium was located at Bedford Avenue and Sullivan Place three blocks to the east and one block to the north. That area is now occupied by the Ebbets Field Apartments and this station was the site of an October 15,2008 NYPD arrest in which it was alleged that the suspect had been sodomized, leading to both criminal action and a lawsuit against the NYPD
10.
BMT Franklin Avenue Line
–
The BMT Franklin Avenue Line is a rapid transit line of the New York City Subway in Brooklyn, New York. All service is provided full-time by Franklin Avenue Shuttle trains, the line opened on June 2,1878, originally running from the entrance of Prospect Park to the Brighton Beach Hotel. However, the desired to get the line closer to downtown Brooklyn. The route, was built on the surface between Atlantic Avenue and Park Place, the line was then built in an open cut to the rest of the line at Prospect Park in order to avoid grade crossings and anger from the local community. This portion of the Brooklyn, Flatbush and Coney Island Railways mainline would become the Franklin Avenue Line, later on, in order to accommodate larger locomotives for LIRR through service, the open cut had to be dug deeper. This portion formally opened on August 19,1878, about six weeks after the rest of the Brighton Line opened and this portion of the Brighton Beach Line represented a routing compromise. The LIRR, however, gained control of the New York and Manhattan Beach Railway, a competitor of the BF&CI, after the 1882 season, the Brighton was forced to end its trains at Bedford, a situation which soon led to bankruptcy. The line, in 1887, was reorganized as the Brooklyn, in 1896, the railroad gained a connection with the Kings County Elevated Railway by means of a ramp and short elevated railway. The connection connected with the Fulton Street Elevated, which ran from Downtown Brooklyn via the to Jamaica and was completed in 1893, from there the line bridged over Atlantic Avenue, where the LIRR was still operating at grade. As part of the Atlantic Avenue Improvement program, this portion of the LIRR was submerged in a tunnel between 1903 and 1905, there would have been a future connection from the Atlantic Branch to the Brighton Line, for which provisions were provided. This connection would have been for two tracks, but it was never built, however, space in the tunnel wall, a bellmouth, was provided for this connection. Then the line connected to the line several blocks to the south. Also in 1896, the year that the railroad was leased to the Kings County Elevated, a new entity. Brooklyn and Brighton Beach Railroad trains continued to run from Bedford Terminal, in 1899, elevated trains began to run via the Brighton Line in addition to steam service. All steam service stopped running by 1903, the first electrification of the Brighton Line, including the Franklin Avenue Line, is accomplished in 1899 using trolley wire. Trains that use third rail in elevated service raise trolley poles at Franklin Avenue station, some passenger steam operates under different circumstances for several more years. Some of these poles still exist along the line. In 1905 and 1905, the last remaining grade crossings were eliminated in the vicinity of Park Place by building a structure to connect the old elevated structure
11.
5 (New York City Subway service)
–
The 5 Lexington Avenue Express is a rapid transit service in the A Division of the New York City Subway. Its route emblem, or bullet, is colored apple green since it uses the IRT Lexington Avenue Line in Manhattan. The 5 operates between Dyre Avenue in Eastchester, Bronx and Flatbush Avenue–Brooklyn College in Flatbush, Brooklyn, making all stops in the Bronx, the 5 short turns at Bowling Green in Financial District, Manhattan on evenings and weekends, and at East 180th Street during late nights. Limited rush hour service also terminates at Wakefield–241st Street instead of Dyre Avenue in the Bronx, upon its closure in 1937, the entire property was put up for sale. Beginning on April 28,1930, Saturday 5 service to Crown Heights–Utica Avenue began, as of 1934, trains normally ran from Wakefield–241st Street or East 180th Street to Atlantic Avenue–Barclays Center. During weekday rush hours and weekend afternoons they were extended to Utica Avenue, from July 24,1938 to September 18,1938 there was Sunday daytime 5 service to New Lots Avenue. Beginning on July 10,1939, Sunday afternoon 5 service to New Lots began, on December 22,1946, alternate Sunday morning 5 service to New Lots began. However, on March 5,1950,5 service was cut back to Utica Avenue all day on Sundays, starting on April 23,1953,5 trains began using the middle express track between East 180th Street and 149th Street weekday rush in the peak direction. Starting on October 2,1953, the track was used by peak trains south of Gun Hill Road. Beginning on May 3,1957, limited rush hour 5 service ran to Flatbush Avenue–Brooklyn College replacing the 4 service, evening, Saturday afternoon, and Sunday trains were cut back to South Ferry. Beginning on March 1,1960 evening trains making all stops in Manhattan. Beginning on April 8,1960, weekday evening service was discontinued, starting on April 18,1965, most daytime service was rerouted to Dyre Avenue, replacing Dyre Shuttle except evenings and late nights. Some weekday rush service to 241st Street was retained, while Saturday and Sunday evening trains were cut back from 241st Street to East 180th Street. Also, Saturday morning trains were cut back from Atlantic Avenue to South Ferry, starting on May 3,1965, trains to or from 241st Street began making all stops between Gun Hill Road and East 180th Street. Beginning on May 23,1976,5 service began starting late on Sunday mornings, as of May 24,1976, weekday midday 5 service was cut back to Bowling Green from Atlantic Avenue. In 1979, with the coding of subway routes based on their trunk line in Manhattan. 5 service was re-extended May 15,1980 to Atlantic Avenue, on July 10,1983, all rush hour service ran to Flatbush Avenue, with limited service to/from Utica or New Lots Avenue. Beginning on January 18,1988, all midday 5 service was cut back to Bowling Green, in 1995, rush hour service to 241st Street was cut back to Nereid Avenue
12.
East 180th Street (IRT White Plains Road Line)
–
East 180th Street is an elevated express station on the IRT White Plains Road Line of the New York City Subway in the Bronx at the intersection of East 180th Street and Morris Park Avenue. It is served by the 2 and 5 trains at all times. The station was opened on March 3,1917 as part of the Dual Contracts program and it also served as a connection to the 1912-built New York, Westchester and Boston Railroad Administration Building, and East 180th Street NYW&B station. The New York City Subway station has two platforms and three tracks. All 2 trains, and 5 trains at all times except rush hours and late nights, the center track is used by 5 service during rush hours in the peak direction, and late nights. The south end of the platforms has a bridge allowing access from the platforms to the East 180th Street Yard directly to the west. Heading north, after West Farms Square–East Tremont Avenue, trains turn east, to the northeast are the Unionport Yard and a signal tower, just to the northwest is the flyover that carries the southbound track of the IRT Dyre Avenue Line. The 2 train continues on the IRT White Plains Road Line to Wakefield–241st Street, the 5 train diverges to the Dyre Avenue Line northeast, and also continues on the White Plains Road Line to Nereid Avenue during rush hours in the peak direction. Until the 1980s, the station had escalators to street level via a mezzanine, a walk is now required to reach fare control, which is in the former New York, Westchester and Boston Railway station house. A secondary exit leads to 180th Street, directly to the east of the platforms are the platforms of the old New York, Westchester and Boston Railways 180th Street station. The station was designed by Fellheimer & Long with Allen H. Stem Associated Architects and its design is reminiscent of late 19th and early 20th century revivals. After the demise of NYW&B in 1937, a portion of the line was bought by the city of New York. In 1957, a connection between the IRT White Plains Road and Dyre Avenue Lines opened, allowing trains from the latter to travel to Manhattan. All services that used the NYW&B tracks and platforms moved to the White Plains Road Line platforms. It was placed on the National Register of Historic Places on April 23,1980, the original NYW&B station house on Morris Park Avenue is still in use as the main entrance. It is also home to office space, a small convenience store, and until recently. Restoration of the house was completed by MTA in 2013. From March 2010 to mid-2012, the station underwent a rehabilitation coordinated by Lee Harris Pomeroy Architects, community groups hoped to see the return of businesses inside the station such as a barber shop, shoe repair, and dry cleaners which existed many decades ago
13.
A (New York City Subway service)
–
The A Eighth Avenue Express is a rapid transit service in the B Division of the New York City Subway. Its route emblem, or bullet, is colored vivid blue since it uses the IND Eighth Avenue Line in Manhattan, the A operates between 207th Street in Inwood, Manhattan and Mott Avenue in Far Rockaway, Queens, or Lefferts Boulevard in Richmond Hill, Queens. The A is the Central Park West / Eighth Avenue Express in Manhattan, Fulton Street Express in Brooklyn, the A provides the longest one-seat ride in the system, at 32 miles between Inwood and Far Rockaway and has a weekday ridership of 600,000. Five rush hour trips run to and from Beach 116th Street in Rockaway Park, Queens, at all times, a shuttle train operates between Broad Channel, where it connects with the A, and Rockaway Park. During late nights, the A makes all stops along its route and originates/terminates at Far Rockaway only. The A and AA were the first services on the IND Eighth Avenue Line when it opened on September 10,1932, the Independent Subway System used single letters to refer to express services and double letters for local services. The A ran express between 207th Street and Chambers Street/World Trade Center, and the AA ran local between 168th Street and Chambers St/World Trade Center, known at the time as Hudson Terminal, the AA used a red bullet. During late nights and Sundays, the A did not run, on April 9,1936, the IND Fulton Street Line was opened to Rockaway Avenue. The 1936 completion played a part in the establishment of Bedford-Stuyvesant as Brooklyns central African American community. On December 30,1946 and November 28,1948, the line was extended to Broadway–East New York and Euclid Avenue, respectively. On October 24,1949, express service in Brooklyn to Broadway–East New York began with the A running express during rush hours, on April 29,1956, Grant Avenue was opened, and the line was extended over the BMT Fulton Street Line to Lefferts Boulevard. Weekdays except midnights, alternate trains terminated at Lefferts Boulevard and at Euclid Avenue, during weekends, they terminated at Euclid Avenue with a shuttle to Lefferts Boulevard. Two months later, on June 28,1956, the former Long Island Rail Road Rockaway Line was rebuilt to subway specifications, at this time, rush hour express service on the Fulton Street Line with the E train began. On September 16,1956, the A was extended to the Rockaways replacing the E, at the time, alternate trains continued running to Lefferts Boulevard. On January 27,1957, non-rush hour through service to the Rockaways was discontinued and was replaced by a shuttle running between Euclid Avenue and Wavecrest, non-rush hour A train service is now to Lefferts Boulevard. This may also be the time that the E replaced the A again in the Rockaways, on January 16,1958, a new terminal was created at Far Rockaway–Mott Avenue, and the through connection to the Long Island Rail Roads Far Rockaway station was severed. On September 8,1958, the A train replaced the E train in the Rockaways again, round-robin service from Euclid Avenue to both Rockaway terminals began, non-rush hours, while through A service runs to Lefferts Boulevard. In September 1959, the A begins to run local in Brooklyn at all times, in 1963, the E train was extended to the Rockaways, and the A train ran local to Euclid Avenue or Lefferts Boulevard at all times
14.
Euclid Avenue (IND Fulton Street Line)
–
Euclid Avenue is an express station on the IND Fulton Street Line of the New York City Subway, located at the intersection of Euclid and Pitkin Avenues in East New York, Brooklyn. It is served by the A train at all times and is the terminal for the C train at all times except nights. During nights, this is the terminal for the Lefferts Boulevard shuttle from Ozone Park. Euclid Avenue was part of an extension of the Fulton Street subway along Pitkin Avenue. Construction of the station was halted in December 1942, and the station remained a shell during World War II that could not be finished because of material shortages from the war effort. At the time, the station was over 95 percent complete, construction resumed on the extension in November 1946. The station also featured modern interlocking technology, known as the NX system, after several test runs, the station opened to the public in the early morning of November 28,1948. It became the new terminal of the Fulton Street Line, replacing the terminal at Broadway–East New York. In the mid-2000s, an elevator to the street and elevators between the mezzanine and each platform were installed, making the station ADA-accessible and this station has four tracks and two island platforms, and is the geographically easternmost express station on the IND Fulton Street Line. It has the same 10 ×5 eggshell-beige wall tile as the three stations west, in contrast to typical IND white square tiles. The tile band, however, is a shade of lilac with a violet border. The I-beams are tiled with color bands and mini-vertical name tablets reading Euclid, the I-beams are in pairs at the center of the platforms, towards each end the platforms narrow and there is a single row of these I-beams. A crew quarters room is over the south end of both platforms. The station has a crossover in the mezzanine along with an active newsstand, the station has a control tower at the eastern end of the southbound platform, which monitors trains between Broadway Junction and the station, and controls the interlockings east of Euclid Avenue. The tower was the first in the system to use the NX or Entrance-Exit system. In this system, the tower utilizes a 12-foot wide,3. 3-foot tall electric light signal board which features a diagram of the nearby stations, stairways are present from each platform to the mezzanine above the tracks. Fare control is located in the mezzanine, outside fare control is a street elevator leading to the northeast corner of Pitkin and Euclid Avenues. Street stairs also lead to all four corners of the intersection, the next station east for IND Fulton Street service is Grant Avenue, located in City Line, Brooklyn
15.
M (New York City Subway service)
–
The M Sixth Avenue Local is a rapid transit service in the B Division of the New York City Subway. Its route emblem, or bullet, is colored bright orange since it uses the IND Sixth Avenue Line in Manhattan and this makes the M the only service that travels through the same borough via two different, unconnected lines. The M short turns at Essex Street in the Lower East Side of Manhattan on weekends, the M is the only non-shuttle service that has both of its full-run terminals in the same borough. The 71st Avenue and Metropolitan Avenue termini of the M route are 2.47 miles apart, until 1914, the only service on the Myrtle Avenue Line east of Grand Avenue was a local service between Park Row and Middle Village. The number 10 was assigned to the service in 1924, Marcy Avenue was originally a local stop, but beginning on February 23,1960 all trains stopped there. M was assigned to the service in the early 1960s, with a single letter because it was an express service, to augment QJ service to Broad Street, the M was extended two stations, from Chambers Street to Broad Street. By this time, the off-hour SS shuttle had been renamed as part of the M, the local K was eliminated on August 27,1976, and the M express service between Myrtle Avenue and Marcy Avenue ended in order to provide adequate service in Williamsburg, Brooklyn. Reconstruction of the Brighton Line began on April 26,1986, in 1987, the route was changed to split from Fourth Avenue at 36th Street, running along the BMT West End Line to Ninth Avenue during middays, with an extension to Bay Parkway during rush hours. This service duplicated a pattern that had last been operated as the TT until late 1967, M service along Fourth Avenue was switched to the local tracks in 1994, switching with the N, which had run local since the M was moved in 1987. The midday M was truncated to Chambers Street in April 1995 from Ninth Avenue in Brooklyn, from April 1997 to August 1997, during late nights and weekends, the M terminated at Essex Street due to reconstruction of Myrtle Avenue. From May 1 to September 1,1999, the Williamsburg Bridge was closed for reconstruction, M service was split in two sections because of the reconstruction of the Williamsburg Bridge subway tracks. One service ran at all times between Middle Village–Metropolitan Avenue and Marcy Avenue, the other ran rush hours only between Bay Parkway and Chambers Street. A shuttle provided service on the BMT Nassau Street Line, fares on the B39 bus crossing the Williamsburg Bridge was eliminated and free subway-bus transfers were given at Marcy Avenue and at Delancey Street. The closure was anticipated to last until October 1999, but subway service was restored one month ahead of schedule, the project cost $130 million, including replacing the tracks support structure, signal systems and other equipment. This change preserved service between the West End Line and Chinatown for passengers that would have taken the B to Grand Street, when full Manhattan Bridge service was restored, midday M service was cut back to Chambers Street. The September 11,2001 attacks caused a reduction of the M to a full-time shuttle until September 17. Then it was extended full-time over the BMT Sea Beach Line to Stillwell Avenue, replacing the N, on July 27,2008, weekday evening trains were extended to Broad Street. This, as well as all proposals, were no longer considered after Albany lawmakers offered financial support to the MTA in May 2009
16.
Myrtle Avenue (BMT Jamaica Line)
–
Myrtle Avenue is a New York City Subway express station on the BMT Jamaica Line. Located at the intersection of Myrtle Avenue and Broadway in Brooklyn, it is served by J and M trains at all times, the station has two platform levels, but all regular passenger service is on the lower platform level of the station. The station has an upper platform level which previously served the BMT Myrtle Avenue Line to Downtown Brooklyn. Just east of the station, the BMT Myrtle Avenue Line diverges from the BMT Jamaica Line via slip switches in an at-grade junction and this elevated station, opened on September 16,1888 on the lower level, has three tracks and two island platforms. J and Z trains use the track for peak-direction express service on weekdays while M trains use it as a terminal track for their late night shuttle service to Metropolitan Avenue. For the rest of the time, all trains are on the local tracks and this is one of the few remaining level junctions in the subway as well as one of the few places on revenue tracks with slip switches. This can be a bottleneck for any arriving train around here in either direction and this station is announced as Myrtle Avenue–Broadway in R143 and R160 cars to distinguish it from the nearby Myrtle–Wyckoff Avenues station. Both platforms have brown canopies with green support columns and frames for their entire length except for a section at either end. The station signs are in the black plates in white lettering. The 1999 artwork here is called Jammin Under the El by Verna Hart and it consists of stained glass windows on the platforms sign structures as well as the station house depicting various scenes related to music. The upper level opened on April 27,1889. The previous station located nearby at Stuyvesant Avenue was then closed, the upper level station contained two tracks and an island platform, with stairs to both of the existing platforms on the lower level. The Myrtle Avenue upper level was extended to Wyckoff Avenue on July 21,1889, the BMT Myrtle Avenue Line from Broadway to Bridge–Jay Streets closed on October 4,1969, and was replaced via transfer to the B54 bus toward Jay Street. The lower level station has a station house to the west underneath the skeletal remains of the BMT Myrtle Avenue Line. Two staircases from each platform go down to an elevated cross-under, outside the turnstile bank, there is a token booth and two staircases going down to either of the western corners at Myrtle Avenue and Broadway
17.
Independent Subway System
–
It was first constructed as the Eighth Avenue Line in Manhattan in 1932. It was merged with two networks in 1940. The original IND service lines are the modern subways A, B, C, D, E, F and G services, in addition, the BMTs M, Q and R now run partly on IND trackage. The Rockaway Park Shuttle supplements the A service, for operational purposes, the IND and BMT lines and services are referred to jointly as the B Division. Until 1940, it was known as the Independent City-Owned Subway System, Independent Subway System and it became known as the IND after unification of the subway lines in 1940, the name IND was assigned to match the three-letter acronyms that the IRT and BMT used. The first IND line was the Eighth Avenue Line in Manhattan, opened on September 10,1932, in the early 1920s, Mayor John Hylan proposed a complex series of city-owned and operated rapid transit lines to compete with the BMT and IRT, especially their elevated lines. The New York City Transit Commission was formed in 1921 to develop a plan to reduce overcrowding on the subways, all but a short portion of the Culver Line are underground. On March 14,1925 the groundbreaking of the Eighth Avenue subway took place at 123rd Street, on July 8,1931 the first train of R1s left Coney Island at 11, 35am and ran via the BMT Sea Beach Line to Times Square. On September 10,1932, the Eighth Avenue Line opened from 207th Street to Chambers Street, in February 1933 the Cranberry Street Tunnel opened, along with the Eighth Avenue Line from Chambers Street to Jay Street–Borough Hall. On the northern end of the construction, in the Bronx, the connecting Concourse Line opened on July 1,1933 from 205th Street to 145th Street. On the INDs opening day, it had a small subway car fleet of 300 cars, while the IRT had 2,281 subway and 1,694 elevated cars. The new IND Eighth Avenue Line was built using 1,000,000 cubic yards of concrete and 150,000 short tons of steel, the roadbed of the new subway was expected to last 30 years. Two months after the IND opened for business, three exits from the 96th Street and 103rd Street stations – at 95th and 97th Streets and at 105th Street, the first section of the line, west from Roosevelt Avenue to 50th Street, opened on August 19,1933. E trains ran local to Hudson Terminal in Manhattan, while the GG ran as a service between Queens Plaza and Nassau Avenue on the IND Crosstown Line, which opened on the same day. The Cranberry Street Tunnel, extending the Eighth Avenue express tracks east under Fulton Street to Jay Street–Borough Hall in Brooklyn, was opened for the rush hour on February 1,1933. Until June 24,1933, High Street is skipped, the first short section of the IND Culver Line opened on March 20,1933, taking Eighth Avenue Express A trains south from Jay Street to Bergen Street. The rest of the line opened on October 7,1933 to the terminal at Church Avenue. In 1936, the A was rerouted to the IND Fulton Street Line, E trains, which ran from Jackson Heights, Queens to Hudson Terminal, were shifted to the new line to East Broadway
18.
Aqueduct Racetrack (IND Rockaway Line)
–
Aqueduct Racetrack is a station on the IND Rockaway Line of the New York City Subway. Located on the west side of Aqueduct Racetrack near Pitkin Avenue in South Ozone Park, Queens, the station was built in 1959 to serve the racetrack and on racing days the station would be open with Aqueduct Special trains running nonstop from 42nd Street. The specials were replaced by JFK Express service, before service at the station was discontinued in 1992. The station reopened in 1997, but was closed again in 2011 and it reopened in 2013 after being rebuilt in order to provide better access to the Resorts World Casino. Aqueduct Racetrack is one of the stations in the system. The Rockaway Line was opened on August 26,1880 by the New York, Woodhaven and Rockaway Railroad, frequent fires on the lines wooden viaduct across Jamaica Bay between The Raunt and Broad Channel made the line a liability for the LIRR. After a fire on May 8,1950 cut service altogether the bankrupt LIRR sought to sell or abandon the line altogether, the city purchased the southern portion of the line in 1952. The rebuilt IND Rockaway Line opened for service on June 26,1956. In 1955, the New York Racing Association chose to upgrade Aqueduct Racetrack in South Ozone Park in part because of its proximity to the Rockaway Beach Branch. As part of the modernization of the racetrack, the Racing Association built a station with ramps leading directly to the track, once the work was finished, it was handed over to the city. The new station was for trains to Brooklyn and Manhattan. In order to allow for the maneuvers required for southbound trains to stop at the station. The single-platform station was built by Aqueduct Racetrack owners at the cost of $1 million, the Aqueduct Racetrack station opened on September 14,1959, on the same date as the renovated Aqueduct Racetrack. A trial run took place on June 2,1959, with the time to the track being about 29 minutes. Transit officials said that the time of the specials would be thirty minutes at a minimum as the pace of the train was too swift. Aboard the train were 200 members of the National Association of State Racing Commissioners, the fare was initially 50 cents. One train, on weekdays and Saturdays, left from the Hoyt–Schermerhorn Streets station and that stations now-closed outer platforms were used to segregate passengers using the special service. Later on, all trains would stop at Hoyt–Schermerhorn Streets, on September 22,1959, the New York City Transit Authority added five Daily Double trains on weekdays and eight on Saturdays, doubling the original number of trains
19.
Chrystie Street Connection
–
The Chrystie Street Connection is a New York City Subway junction, one of the few connections between lines of the BMT and IND divisions, which together constitute the systems B Division. The project, opened in 1967 and 1968, also includes the Sixth Avenue Lines Grand Street and 57th Street stations, the connection was originally conceived as part of the long delayed Second Avenue Subway, and is one of the few completed sections of the project. The two tracks run the full length of the connection begin as a continuation of the IND Sixth Avenue Line express tracks east of Broadway–Lafayette Street. These tracks include the only station, Grand Street. Those tracks still exist at Second Avenue station, but now connect to the tracks west of the station. The two tracks on the side of the Manhattan Bridge formerly carried trains to the BMT Broadway Line. The connection to the Nassau Street Line was cut north of Chambers Street at the Manhattan Bridge end, the opening of the Chrystie Street Connection to the Manhattan Bridge allowed the integration of four major routes of the combined system. The two tracks that connect to the Williamsburg Bridge split from the Sixth Avenue Line local tracks east of Broadway – Lafayette Street and feed into the BMT Nassau Street Line west of Essex Street. The connection was reactivated for the M train, which was rerouted to replace the V train to the IND Sixth Avenue Line, in 1954, the modern Chrystie Street plans were introduced as part of a request by the Transit Authority for $172 million in capital transit improvement funds. A groundbreaking ceremony was held on November 25,1957, with Mayor Robert F. Wagner, Jr. and it was expected that the project would be finished in three years. In 1962, the Sixth Avenue extension to the new terminal at 57th Street was announced, during construction, the entire seven-block length of Chrystie Street was closed until 1964. The project was projected to cost $100 million, and was projected to provide capacity for 52,000 more riders an hour between Brooklyn and Manhattan, lighting, power and signal equipment for the Chrystie Street tunnel had been installed by January 1965. In 1965, the project was projected to be completed in 1967. The Manhattan Bridge connection and the Grand Street station opened on November 26,1967, the Williamsburg Bridge connection and 57th Street station opened on July 1,1968. The Chrystie Street Connection was the first actual integration of BMT, in that case, however, BMT trains operated on the IND by trackage rights, using BMT equipment and crews. Two major service changes were inaugurated with the opening of the connection, the first went into effect on Sunday, November 26,1967, when the Manhattan Bridge connection opened. The second occurred on Monday, July 1,1968, when the Williamsburg Bridge connection opened, additionally, for the 1967 opening, every service in the system was labeled with a letter or number and a color. This latter segment replaced the T and TT services, leaving only the TT West End Shuttle from the BMT Fourth Avenue Line running to Coney Island during late evenings, late nights and all day Sundays
20.
23rd Street (IND Sixth Avenue Line)
–
23rd Street is a local station on the IND Sixth Avenue Line of the New York City Subway. Located at the intersection of 23rd Street and Sixth Avenue in Manhattan, it is served by the F train at all times and this station and 14th Street are the only two local stations on the Sixth Avenue Line. This station opened on December 15,1940 as part of the opening of the IND Sixth Avenue Line from 47th–50th Streets – Rockefeller Center to West Fourth Street. There are two tracks and two platforms, no crossover, crossunder or mezzanine exist to allow a free transfer between directions. The PATH tracks, which were forty years before the Sixth Avenue Line, are behind the trackway walls where there would typically be the express tracks. The Sixth Avenue PATH tracks are on top of the express tracks, the tile band is lime green. The tile band on the walls appears to be obscured by support beams directly underneath 23rd Street. On the express tracks on the level, the deep-bore tunnels round shape becomes square below this station and at 14th Street stations. Under the 2015–2019 MTA Capital Plan, the station, along with thirty other New York City Subway stations, will undergo a complete overhaul, updates would include cellular service, Wi-Fi, charging stations, improved signage, and improved station lighting. The northbound platform has exits on the east side of 23rd Street and Sixth Avenue, each side of the station has four street staircases on the corresponding side of Sixth Avenue, two to each corner. The southern entrances on each side appear to be part of the original 1911 PATH entrances, nycsubway. org – IND 6th Avenue, 23rd Street Station Reporter — F Train Station Reporter — M Train 23rd Street entrance from Google Maps Street View Platform from Google Maps Street View
21.
Culver Shuttle
–
The Culver Shuttle was a New York City Subway shuttle, running along a remnant of the BMT Culver Line, most of which is now the IND Culver Line. It had formerly been a service between Manhattan and Coney Island, known as the BMT5 service. The fleet consisted of R1s, and R27s/R30s, all were equipped with side rollsigns, on the last run of the Culver Shuttle, the R27/R30 train had its side rollsigns read, The number 5 was assigned in 1924. At the time, all BMT Culver Line trains used the elevated BMT Fifth Avenue Line, rush-hour trains made no stops between 36th Street and Atlantic Avenue. Subway trains started to run on the Culver Line on May 30,1931 and these trains used the south half of the Nassau Loop, ending at Chambers Street. During rush hours and Saturday mornings, they used the loop, entering Manhattan via the Manhattan Bridge. These trains only ran to Kings Highway on the Brooklyn end, rush hour trains ran express on the BMT Fourth Avenue Line, trains operating in the reverse-peak direction ran express between Ninth Avenue and Kings Highway. Elevated service was cut back to Ninth Avenue, except during rush hours, the BMT Fifth Avenue Line was closed on May 31,1940, and from that time all Culver trains used the subway. Some Culver trains continued to run into Manhattan until 1959, when they were all truncated to a shuttle between Ninth Avenue and Ditmas Avenue and this shuttle, assigned the label SS in 1960, last ran on May 10,1975. The elevated trestle along with the 13th Avenue and Fort Hamilton Parkway stations stood abandoned until finally being demolished in the mid-1980s, the right of way has been sold, as houses have been built on the old right of way near the Ditmas Avenue station. After the shuttle was discontinued, new signs were hung stating what passengers had to do since the shuttle stopped running, a sign like this may have read, CulverShuttle. com - Photos and history of the Culver Shuttle BMT Culver Line CULVER’S TRAVELS. The demolition of a Brooklyn elevated link
22.
63rd Street Shuttle
–
The 63rd Street Shuttle was the name given to three shuttle trains that served the 63rd Street Lines of the New York City Subway during various times from 1997 to 2001. Two of the shuttles ran along the IND Sixth Avenue Line, the first shuttle, designated with an orange S, began in May 1997. It ran late nights only from 21st Street–Queensbridge to Second Avenue via the IND 63rd Street Line, prior to that, the F train served the IND 63rd Street Line during late nights. This service was suspended in February 1998 when construction suspended service between the 63rd Street Line and the Sixth Avenue Line, but it resumed in May 1999 when the construction was completed and it was discontinued in 2000 when preparation for full-time service on the IND 63rd Street Connector began. The second shuttle, also with a bullet, began on July 22,2001 due to the closure of the north tracks on the Manhattan Bridge. It ran between 21st Street–Queensbridge and Broadway–Lafayette Street, running an almost identical route to the first, unlike the first shuttle, this shuttle ran at all times, replacing the B and Q trains which previously served the IND 63rd Street Line during daytime hours. At the same time, the Grand Street Shuttle was lengthened to West Fourth Street–Washington Square, Service began on February 22,1998, running between 21st Street–Queensbridge and 57th Street–Seventh Avenue on the BMT Broadway Line. On April 6, it was extended to 34th Street–Herald Square on weekdays and this replaced B and Q trains, and the original late-night shuttle that had used the IND 63rd Street Line, they were truncated to 57th Street–Sixth Avenue. Once work was completed on May 22,1999 this shuttle was discontinued, and B and Q trains, S Train Special Shuttle, MTA service notice,1998 Manhattan Bridge Service Changes, MTA service notice,2001
23.
Grand Street Shuttle
–
The Grand Street Shuttle was a New York City Subway service that operated during the long Manhattan Bridge rehabilitation project while the north tracks were closed. It usually ran between Broadway–Lafayette Street and Grand Street, picking up the slack from rerouted or suspended B and D service. The final Grand Street Shuttle service began on July 22,2001, the rehabilitation was finished on February 22,2004, and the shuttle was discontinued. Also during this time, a bus ran between Canal Street and Grand Street. 3 Months Ago, Residents of Queens Were Mad as Hell, guess What, Brooklyn, Bronx and Manhattan. MTA service notice,1985 Grand Street Shuttle Timetable
24.
Court Street Shuttle
–
HH was the last of the letters assigned to original routes of the Independent Subway System of the New York City Subway in the 1930s. It was designated as the dedicated service letter of the IND Fulton Street Line in Brooklyn, the letter was intended to be used for a service running local from Court Street, a stub-end station in Downtown Brooklyn, to the future Euclid Avenue station near the border with Queens. Express service on the line was to be provided by trains coming from Jay Street – Borough Hall. The HH ran on weekdays and Saturday from 7AM to 7PM, at that latter station, it stopped at the outermost tracks and platforms and connections to the Fulton Street and Crosstown trains were available. Since the two stations the HH served were just three blocks apart in distance, it was discontinued on June 1,1946, since then, the two outermost tracks and island platforms of Hoyt–Schermerhorn Streets have not been used in revenue service. The Court Street station is now the site of the New York Transit Museum, the tracks leading to the station from the IND Fulton Street Line are still operable and used to move trains to and from the exhibit. Line By Line History Court St, and Hoyt-Schermerhorns Sts platforms
25.
Hurricane Sandy
–
Hurricane Sandy was the deadliest and most destructive hurricane of the 2012 Atlantic hurricane season, and the second-costliest hurricane in United States history. Classified as the named storm, tenth hurricane and second major hurricane of the year. While it was a Category 2 storm off the coast of the Northeastern United States, estimates as of 2015 assessed damage to have been about $75 billion, a total surpassed only by Hurricane Katrina. At least 233 people were killed along the path of the storm in eight countries, Sandy developed from a tropical wave in the western Caribbean Sea on October 22, quickly strengthened, and was upgraded to Tropical Storm Sandy six hours later. Sandy moved slowly northward toward the Greater Antilles and gradually intensified, on October 24, Sandy became a hurricane, made landfall near Kingston, Jamaica, re-emerged a few hours later into the Caribbean Sea and strengthened into a Category 2 hurricane. On October 25, Sandy hit Cuba as a Category 3 hurricane, early on October 26, Sandy moved through the Bahamas. On October 27, Sandy briefly weakened to a tropical storm, early on October 29, Sandy curved west-northwest and then moved ashore near Brigantine, New Jersey, just to the northeast of Atlantic City, as a post-tropical cyclone with hurricane-force winds. In Jamaica, winds left 70% of residents without electricity, blew roofs off buildings, killed one, and caused about $100 million in damage. Sandys outer bands brought flooding to Haiti, killing at least 54, causing food shortages, and leaving about 200,000 homeless, in Puerto Rico, one man was swept away by a swollen river. In Cuba, there was extensive flooding and wind damage inland, destroying some 15,000 homes, killing 11. Sandy caused two deaths and damage estimated at $700 million in The Bahamas and its storm surge hit New York City on October 29, flooding streets, tunnels and subway lines and cutting power in and around the city. Damage in the United States amounted to $71.4 billion, in Canada, two were killed in Ontario and an estimated $100 million in damage was caused throughout Ontario and Quebec. Hurricane Sandy began as a low pressure system which developed sufficient organized convection to be classified as Tropical Depression Eighteen on October 22 south of Kingston and it moved slowly at first due to a ridge to the north. Low wind shear and warm waters allowed for strengthening, and the system was named Tropical Storm Sandy late on October 22, early on October 24, an eye began developing, and it was moving steadily northward due to an approaching trough. Later that day, the National Hurricane Center upgraded Sandy to hurricane status about 65 mi south of Kingston, at about 1900 UTC that day, Sandy made landfall near Kingston with winds of about 85 mph. Just offshore Cuba, Sandy rapidly intensified to winds of 115 mph, after Sandy exited Cuba, the structure became disorganized, and it turned to the north-northwest over the Bahamas. After briefly weakening to a storm, Sandy re-intensified into a hurricane. The storm moved around a low over the eastern United States and also to the southwest of a ridge over Atlantic Canada
26.
IRT Third Avenue Line
–
The IRT Third Avenue Line, commonly known as the Third Avenue El and the Bronx El, was an elevated railway in Manhattan and the Bronx, New York City. The first segment of the line, with service at most stations, service was extended to Harlem in Manhattan on December 30. Service in Manhattan was phased out in the early 1950s and closed completely on May 12,1955, and ended in the Bronx on April 29,1973. The Third Avenue El was the last elevated line to operate in Manhattan, other than the 1 train on the IRT Broadway–Seventh Avenue Line, service on the Second, Sixth and Ninth Avenue El lines was terminated in 1942,1938, and 1940, respectively. In 1875, the Rapid Transit Commission granted the New York Elevated Railway Company the right to construct the railway from Battery Park to the Harlem River along the Bowery and Third Avenue. At that time the company operated the Ninth Avenue Elevated. The Third Avenue El opened in 1878, running from South Ferry to 129th Street, the Manhattan Railway Company took control of the New York Elevated Railroad in 1879. The Manhattan Railway assumed operations of the Suburban in 1891 as an extension of the Third Avenue Line, around this time, the line was electrified. As part of the Dual Contracts, this line was triple-tracked, the project, which caused minimal disruption to the line itself while works were ongoing, allowed for weekday peak direction express service and increased train capacity on the line. For New York Citys transportation system, the project was an important engineering feat than the building of the Panama Canal according to the IRT. The center track of the Bronx portion opened on January 17,1916, during late nights, a shuttle was operated between South Ferry and Canal Street connecting with trains from City Hall to Bronx Park. All other hours a shuttle operated between 241st Street and Fordham Road, train running in the opposite direction made all local stops. In 1943, Sunday evening local trains were rerouted to City Hall, on November 5,1946, service to Freeman Street was stopped, and all weekday and Saturday morning peak locals were routed to South Ferry. In 1947, Saturday service was further reduced, 129th Street local trains were eliminated, as were morning peak thru-expresses, which were changed to local-expresses. Saturday midday and evening local-expresses ran from South Ferry or City Hall to Tremont Avenue–177th Street, on April 22,1950, Saturday morning local-expresses were converted to locals. On April 30,1950, all Sunday locals were routed to South Ferry, however, on December 22, the line from Chatham square to South Ferry was closed, with all trains running to City Hall except weekday peak locals that ended at Chatham Square. In addition, weekday peak service north of Gun Hill Road was eliminated, on March 14,1952, service south of 149th Street was reduced to weekday daytime only, with Gun Hill Road to 149th Street locals at other times. On May 29,1952, weekday midday local-expresses were eliminated, on June 26,1952, thru-expresses were cut back to Gun Hill Road
27.
135th Street (IRT Lenox Avenue Line)
–
135th Street is a station on the IRT Lenox Avenue Line of the New York City Subway. Located at the intersection of 135th Street and Lenox Avenue in Harlem and this underground station, opened on November 23,1904, has three tracks and two side platforms. The northbound outer track merges with the track just north of the station. The center track was last used by late night 3 shuttle trains from Harlem – 148th Street when they terminated here until 1995, overnight 3 service was restored on July 27,2008, but now terminates at Times Square – 42nd Street. Both platform mosaics have three different kinds of line and name tablets. North of the station, a crossover allows trains to switch between the two tracks. The 1995 artwork here is called Harlem Timeline by Willie Birch and it features mosaics of notable Harlem residents on the station platforms. Each fare control also has one elevator from the street installed in mid-2008 that make this station fully ADA-accessible. org – IRT White Plains Road Line
28.
3 (New York City Subway service)
–
The 3 Seventh Avenue Express is a rapid transit service in the A Division of the New York City Subway. Its route emblem, or bullet, is colored tomato red since it uses the IRT Broadway–Seventh Avenue Line through most of Manhattan, on November 23,1904, the IRT Lenox Avenue Line opened between 96th Street and 145th Street. 3 trains ran between 145th Street and City Hall, making all stops, on July 1,1918, the entire IRT Broadway–Seventh Avenue Line was completed. 3 trains were rerouted south of 42nd Street from the IRT Lexington Avenue Line to this new line and they now made all stops to South Ferry. As of 1934,3 service operated between 145th Street and South Ferry except late nights, when operated between 145th Street and 96th Street, making local stops. Beginning on January 4,1955, some 3 trains ran express in Manhattan during rush hours and were extended to Flatbush Avenue, late night service was discontinued between 145th Street and 96th Street. Beginning on December 20,1957,3 trains were rerouted to New Lots Avenue during rush hours, on February 6,1959, all trains except late nights made express stops in Manhattan as part of the West Side Improvement and ran to Flatbush Avenue. Beginning on April 8,1960,3 trains rerouted to New Lots, weekday evening service was cut to a shuttle 145th Street to 135th Street only. Beginning on April 18,1965,3 service ran to Flatbush Avenue again, beginning on October 17,1965, weekend evening service was also cut to a shuttle 145th Street to 135th Street. On May 13,1968, trains were extended to the newly completed 148th Street – Lenox Terminal, beginning on December 15,1968, all-night shuttle service between 145th Street and 135th Street were brought back, this was the first time since 1955. Beginning on May 23,1976, the current practice of starting Sunday service late began. Beginning on July 10,1983, the 2 and 3 trains swapped Brooklyn Terminals, beginning on August 5,1990, late-night shuttles between 148th Street and 135th Street were discontinued and replaced by shuttle buses. Beginning on September 4,1994, late-night shuttles between 148th Street and 135th Street were resumed, but were discontinued again on September 10,1995, from March 2 to October 12,1998, the IRT Lenox Avenue Line was rehabilitated. Most 3 service was rerouted to 137th Street–City College, after September 11,2001, the 3 service became a local in Manhattan. After a few switching delays at 96th Street, service was changed on September 19,2001 and it ran in Manhattan as an express between Harlem–148th Street and 14th Street and was replaced by 1 service in Brooklyn. It returned to New Lots Avenue on September 15,2002, on July 27,2008, late night 3 service was restored, operating as an express between 148th Street and Times Square–42nd Street. The following table shows the lines used by the 3, with shaded boxes indicating the route at the times, For a more detailed station listing. MTA NYC Transit –3 Seventh Avenue Express 3 Subway Timetable, Effective November 7,2016
29.
145th Street (IRT Lenox Avenue Line)
–
145th Street is a landmarked station on the IRT Lenox Avenue Line of the New York City Subway. Located at the intersection of 145th Street and Lenox Avenue in the Harlem neighborhood of Manhattan, there are two tracks with two short side platforms that accommodate about 6 cars. Even then, only four cars opened up to serve passengers at this station until 2002, like the other stations on the original IRT subway, it was initially built for trains shorter in length than the standard eight to ten cars used by the subway. Eventually, all of the stations were either lengthened or closed. Directly north of the station is a crossover for the approach to the northern terminal of the 3 train at Harlem–148th Street. Directly south of the station is the 142nd Street Junction with the IRT White Plains Road Line, the proximity of the switches in either direction is the reason why the station was not lengthened. Street staircases from platform level go up to all four corners of 145th Street, there is no entrance from the street to the northbound platform, as both eastern street staircases contain a high exit-only turnstile and emergency gate. This station served as the terminal of the IRT Lenox Avenue Line until May 13,1968. At that time, this station was planned to be closed, from 1995 to 2008, this station lacked full-time service, as 3 trains did not operate during late nights. Full-time service was restored on July 27,2008, the station has been on the National Register of Historic Places since March 30,2005. Under the 2015–2019 MTA Capital Plan, the station, along with thirty other New York City Subway stations, will undergo a complete overhaul, updates would include cellular service, Wi-Fi, charging stations, improved signage, and improved station lighting
30.
IRT White Plains Road Line
–
The White Plains Road Line is a rapid transit line of the IRT division of the New York City Subway serving the central Bronx. It is mostly elevated and served both subway and elevated trains until 1952, eventually, however, the two parts came to be known as the White Plains Road Line. It is currently being used by the 2 as the local at all times, crossovers just south of the station take trains to the correct tracks and a center express track comes out of those crossovers. Between Wakefield–241st Street and Nereid Avenue, a connection comes in from the 239th Street Yard, just north of Gun Hill Road, the now demolished IRT Third Avenue Line split from the local tracks. The line went to a level of Gun Hill Road. The IRT Dyre Avenue Line merges to the tracks just north of East 180th Street. The 5 late-night Dyre Avenue Shuttle uses the track to end its run. On the west side of junction is the East 180th Street Yard while the Unionport Yard is to the east. The now-gone three-track Bronx Park Spur merged from the west after East 180th Street with one track into each of the mainline tracks, just after this on the east side was a connection to the West Farms Yard, also gone. The express track north of Third Avenue–149th Street, and from there to the end the line has two tracks. Formerly in that there was a connection just to the north to the local tracks of the IRT Third Avenue Line. Just past those former connections, the White Plains Road Line goes underground, just after 149th Street–Grand Concourse, the tracks split off and the two currently used by the 5 train turn south to merge with the local tracks of the IRT Jerome Avenue Line. The other tracks, currently used by the 2 train, pass under the Harlem River via the 149th Street Tunnel and end at the at-grade 142nd Street Junction, connecting to the IRT Lenox Avenue Line. McDonald and funded by August Belmont, for the construction of the subway, Contract 1 called for the construction of a line from City Hall north to Kingsbridge and a branch under Lenox Avenue and to Bronx Park. The initial segment of the IRT White Plains Road Line opened on November 26,1904 between East 180th Street and Jackson Avenue, once the connection to the IRT Lenox Avenue Line opened on July 10,1905, trains from the newly opened IRT subway ran via the line. Elevated service via this connection was resumed on October 1,1907 when Second Avenue locals were extended to Freeman Street during rush hours. The Dual Contracts, which were signed on March 19,1913, were contracts for the construction, rehabilitation, the contracts were dual in that they were signed between the City and two separate private companies, all working together to make the construction of the Dual Contracts possible. The Dual Contracts promised the construction of lines in the Bronx
31.
IRT Lenox Avenue Line
–
The Lenox Avenue Line is one of the IRT lines in the New York City Subway, mostly built as part of the first subway line. It is a short line, only serving upper Manhattan. The following services use part or all of the Lenox Avenue Line, The Lenox Avenue Line begins at the Harlem–148th Street station, after the terminal, a track merges from the Lenox Yard, and the line heads south under Lenox Avenue. At 142nd Street Junction, the IRT White Plains Road Line merges, at the north border of Central Park is the final stop on the line, Central Park North–110th Street. From there the line curves southwest under Central Park, and heads west under 104th Street, the line turns southwest and south to run underneath the IRT Broadway–Seventh Avenue Line, passing under part of the northbound platform at 103rd Street. The four-track Broadway–Seventh Avenue line then continues south through 96th Street, the line opened south of 145th Street just after midnight on November 23,1904, as part of the IRTs original system. It was known as the East Side Subway or East Side Branch at the time, the first train ran from the line onto the IRT White Plains Road Line just after midnight on July 10,1905. Soon after the line opened, it was speculated that it would bring prosperity to Harlem, originally the line north of the 142nd Street Junction was only intended to be a yard lead to Lenox Yard, and sometime afterwards it was suggested to add a station at 145th Street. The Harlem–148th Street station was opened on May 13,1968 on land that had part of the Lenox Yard. The line has always carried trains of two patterns, currently designated 2 and 3. Prior to February 6,1959,3 trains switched to the local on the IRT Broadway–Seventh Avenue Line north of 96th Street, afterwards, all trains running from the Lenox Avenue Line ran express. From March 2 to October 12,1998, the tunnel that carried the 2 and 3 services was reconstructed along with the cracked invert. Many 2 trains were rerouted via the IRT Lexington Avenue Line, from 1995 until 2008, the lines two northernmost stations, Harlem–148th Street and 145th Street, were served by shuttle buses during the late-night hours. Full-time service was restored on July 27,2008, the entire line is located in Harlem. Nycsubway. org — nycsubway. org - IRT Lenox/White Plains Line
32.
BMT Myrtle Avenue Line
–
The Myrtle Avenue Line, also called the Myrtle Avenue Elevated, is a fully elevated line of the New York City Subway as part of the BMT division. The line is the last surviving remnant of one of the original Brooklyn elevated railroads, the remnant line operates as a spur branch from the Jamaica Line to Bushwick, Ridgewood and Middle Village, terminating at its original Eastern terminal across the street from Lutheran Cemetery. Until 1969, the line continued west into Downtown Brooklyn and until 1944, the Myrtle Avenue Line is currently served by the M service. The line begins at Metropolitan Avenue in Middle Village, Queens and it heads southwest along a private right-of-way, eventually joining an elevated structure above Palmetto Street in Ridgewood and Myrtle Avenue in the Brooklyn neighborhood of Bushwick. Just before reaching Broadway, the curves to the left. The still-existing upper level of the station, which was called Broadway, opened in 1889, trains continued along Grand Avenue and Lexington Avenue to Broadway, where the line joined the Broadway Elevated, and then along Broadway to East New York. On September 1,1888, the line was extended westward along Adams Street and Sands Street, on April 27,1889, the line was extended east along Myrtle Avenue to Broadway. The west end of the line was extended north along Adams Street to an elevated station over Sands Street, the connection to the Brooklyn Bridge tracks opened on June 18,1898, along a private right-of-way halfway between Concord Street and Cathedral Place. The first trains to use it came from the Fifth Avenue Elevated, the line was later extended east to Wyckoff Avenue. In 1906 the el was connected via a ramp to the Lutheran Cemetery Line and that section was elevated as part of the Dual Contracts on February 22,1915. On July 29,1914, the connection to the Broadway Line was opened and this service became BMT10 in 1924, and the original Myrtle Avenue Line service to Park Row became BMT11, later referred to as M and MJ. As part of the Dual Contracts rebuilding of the Myrtle Avenue El and this track started from a point south of Central Avenue through Myrtle – Wyckoff Avenues to a bumper just south of Seneca Avenue. The only switches were at the end so the center track could only be used for layups. It was never used in service and removed by 1946. On March 5,1944, the line west of Bridge–Jay Streets was closed coincident with the end of elevated service over the Brooklyn Bridge. On January 21,1953, the Grand Avenue station was closed so that it could be torn down, the rest of the line from Broadway to Jay Street closed on October 4,1969 and was demolished soon after, ending the MJ service. A free transfer to the B54 bus replaced the MJ, the free transfer at Jay Street was also replaced with a bus transfer. This work is being undertaken in preparation for a reconstruction of the BMT Canarsie Line tunnels under the East River, the Fresh Pond Bridge will be replaced during two months in summer 2017, while the connection with the Jamaica Line will be rebuilt from July 2017 to April 2018
33.
Williamsburg Bridge
–
This is one of four toll-free crossings between Manhattan and Long Island. The others are the Queensboro, Manhattan, and Brooklyn Bridges, at the time it was constructed, the Williamsburg Bridge set the record for the longest suspension bridge span on Earth. The record fell in 1924, when the Bear Mountain Bridge was completed, decades of deferred maintenance caused the bridge to deteriorate significantly, by 1988, more than 200 cables in the suspension had snapped, and pieces of concrete were falling from the bridge. The bridges structural integrity was rated as 1.6 out of a scale of 1 to 7, inspectors were appointed to monitor the bridges status and make temporary bridge closures based on the amount of stress placed on the bridge. The bridge was reopened in June 1988, the bridge was rebuilt through much of the 1990s and 2000s. The cast iron stairway on the Manhattan side, and the ramp from Driggs Avenue on the Williamsburg side to the footwalks, were replaced to allow handicapped access in the 1990s. Since the new bike path opened, the bridge has become the most heavily bicycled span in North America, in 1999, Gandhi Engineering designed, engineered, and installed the pedestrian bridge along the Williamsburg Bridge. Dignitaries marched across the bridge carrying the 45-star American flag used in a game of capture the flag played by workers after the placement of the cable in June 1902. A truck-sized birthday cake was made for the event by Domino Sugar. The bridge was designated as a National Historic Civil Engineering Landmark by the American Society of Civil Engineers in 2009, the main span of the bridge is 1,600 feet long. The entire bridge is 7,308 feet long, including approaches, the height at the center of the bridge is 135 feet and each tower is 310 feet, measurements being taken from the rivers surface at high-water mark. The Brooklyn landing is between Grand Street and Broadway, which both had ferries at the time, the five ferry routes operated from these landings withered and went out of business by 1908. The bridge once carried New York State Route 27A, had the Lower Manhattan Expressway been built, the Williamsburg Bridge would have been designated Interstate 78. In reference to the area’s large Yiddish-speaking population, a sign on the approach to the bridge reads, Leaving Brooklyn. The Williamsburg and Manhattan bridges are the suspension bridges in New York City that still carry both automobile and rail traffic. The plaza is named after the statue of George Washington in Continental Army Plaza erected in 1906. The 1928 Edward Hopper painting From Williamsburg Bridge depicts a building as seen from the bridges since remodeled walkway. The bridge is mentioned several times in the novel A Tree Grows in Brooklyn by Betty Smith and it is also referenced in the novels The Alienist by Caleb Carr and City of Bones, the first book of The Mortal Instruments
34.
Broad Street (BMT Nassau Street Line)
–
Broad Street is a station on the BMT Nassau Street Line of the New York City Subway located at the intersection of Broad and Wall Streets in the Financial District of Manhattan. It serves as the terminal of the J train at all times. On March 19,1913, the Brooklyn Rapid Transit Company and the city signed Contract 4 of the Dual Contracts, most of the construction was completed by 1924, but the BMT Nassau Street Line was not yet completed. The BMT chairman Gerhard Dahl was persistent at requesting that the city build the line, once James Walker succeeded him as mayor, contracts for the project were awarded, with the portion south of Liberty Street being awarded to Moranti and Raymond. Work was projected to be completed in 39 months, and in March 1929, Nassau Street is only 34 feet wide, and the subway floor was only 20 feet below building foundations. As a result,89 buildings had to be underpinned to ensure that they would stay on their foundations, construction had to be done 20 feet below the active IRT Lexington Avenue Line. An area filled with quicksand with water, that used to belong to a spring, was found between John Street and Broad Street, construction was done at night so as to not disturb workers in the Financial District. The whole cost of the construction of the line was $10,072,000 for the 0.9 miles extension, or $2,068 a foot, the new line provided an additional ten percent capacity more than the existing service through DeKalb Avenue. Service on the Jamaica Line was extended to operate to this station, despite being actually located on Wall Street, this station was named after Broad Street. This station has two tracks and two side platforms, south of this station, there are two center stub tracks ending at bumper blocks used for laying-up and relaying trains. Further south, the two tracks of the BMT Nassau Street Line merge with the BMT Broadway Line via a flying junction as it enters the Montague Street Tunnel into Downtown Brooklyn. No regular service has used this connection since the M train was re-routed from the Nassau Street Line to the IND Sixth Avenue Line in June 2010. Trains terminate on the track, then continue to one of the two relay tracks before returning on the northbound track to start northbound service to northern Brooklyn. This station was renovated in the late 1990s and a design was added the platform walls. Beneath a small green and gold trim-line is a larger gold trim-line with a border and white B. The full-time entrance/exit is at the north end above the platforms, two staircases from each side go up to a mezzanine containing a turnstile bank and token booth. Outside of fare control, two street stairs go up to the corners of Wall and Broad Streets. The one outside of the New York Stock Exchange has been closed since the September 11,2001, attacks, the other two fare entrances/exits are un-staffed and at platform level
35.
R (New York City Subway service)
–
The R Broadway Local is a rapid transit service in the B Division of the New York City Subway. Its route emblem, or bullet, is colored sunflower yellow since it uses the BMT Broadway Line in Manhattan, the service that later became the R was the BMT2. When it entered service on January 15,1916, it ran between Chambers Street on the BMT Nassau Street Line and 86th Street, using the Manhattan Bridge to cross the East River, service on the BMT Broadway Line began exactly two years later on January 15,1918. On July 10,1919 service may have extended to 57th Street. The Montague Street Tunnel opened on October 1,1920, and at time it took its current shape. Bay Ridge–95th Street station opened on October 31,1925, during this time, rush-hour specials to Chambers Street were added and later removed, only to be added again. At one time, including 1931, additional midday service operated local between 57th Street and Whitehall Street–South Ferry, the 2 also used the Nassau Street Loop during rush hours, entering Manhattan via the Manhattan Bridge or Montague Street Tunnel and leaving via the other. On June 29,1950, special rush hour trains began running between Bay Ridge–95th Street and Chambers Street via the side of the Manhattan Bridge and/or the Montague Street Tunnel. This was discontinued two years later, on January 1,1961, the northern terminal was relocated to its current location at Forest Hills–71st Avenue, via the BMT 60th Street Tunnel Connection, which is also known as the 11th Street Cut. Night and weekend RR trains still terminated at 57th Street in Manhattan, in the winter of 1960–1961, letters started to appear on the RR with the introduction of the R27s, which featured it on roll signs. The route was known as the Fourth Avenue Local via Tunnel, on November 27,1967, the day after the IND Chrystie Street Connection opened, the RR was moved back to Astoria–Ditmars Boulevard on the BMT Astoria Line. The Nassau Street specials were through-routed from Bay Ridge – 95th Street to 168th Street in Jamaica as RJ, under the first color scheme, RR was colored green and RJ was red. In the original Chrystie Street routing plans, the TA planned to eliminate the RR service. The RJ service only lasted from November 1967 until July 1,1968 when it was cut back to Chambers Street and renamed as additional RR rush-hour peak-direction service. With track connections between the Nassau Street Loop and the tracks of the Manhattan Bridge severed as part of the November 1967 realignment. On May 6,1985, when letters were eliminated. Proposed on October 15,1986 but put in effect on May 24,1987, the change was made to give the R direct access to the Jamaica Yard, and previously, R trains had to run light to/from the Coney Island Yard. Starting on April 28,1986, the Nassau Street Line R service was extended to Metropolitan Avenue for layups, after the N/R swap, the Nassau R used East New York Yard equipment
36.
36th Street (BMT Fourth Avenue Line)
–
36th Street is an express station on the BMT Fourth Avenue Line of the New York City Subway, located at 36th Street and Fourth Avenue in Sunset Park, Brooklyn. It is served by the D, N and R trains at all times and this station opened on June 22,1915 as part of the initial portion of the BMT Fourth Avenue Line to 59th Street. 36th Street is a station with four tracks and two island platforms. R and W trains provide service, while D and N trains run express. South of here, N, R, and W trains continue on Fourth Avenue and this is one of two 36th Street stations served by the R train. The other is 36th Street–Northern Boulevard on the IND Queens Boulevard Line, the station was overhauled from 1996 to 1998. The stations only two exits are from the mezzanine above the tracks at the south end of the station. Outside fare control, two street stairs lead to the northwest corner of 4th Avenue and 36th Street, another street stair leads to the northeast corner. There are three abandoned trackways south of 36th Street station, one trackway merges with the southbound local track, and the other two trackways are south of the tracks that ramp up to the BMT West End Line. The triple trackway ramps down to a level, under the mainline tracks. On the main level, a bellmouth going east is visible from a Manhattan-bound local train. The unused junction is to the east side of Fourth Avenue, media related to 36th Street at Wikimedia Commons nycsubway
(gray A) on the late night map and 
(blue S) in the schedule and on trains.
.svg)
