IND Fulton Street Line

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IND Fulton Street Line
NYCS-line-black-Fulton.svg
The A train serves the entire IND Fulton Street Line at all times and the C train serves the line from Jay Street – MetroTech to Euclid Avenue at all times except late nights.
Overview
Type Rapid transit
System New York City Subway
Termini Jay Street – MetroTech
Ozone Park – Lefferts Boulevard
Stations 22
Daily ridership 286,497[1]
Operation
Opening 1915–1956
Owner City of New York
Operator(s) New York City Transit Authority
Character Underground (Brooklyn)
Elevated (Queens)
Technical
No. of tracks 2-4
Track gauge 4 ft 8 12 in (1,435 mm)
Electrification Direct Current traction
IND Fulton Street Line
IND Sixth Avenue Line
IND Eighth Avenue Line
Jay Street – MetroTech
BMT Fourth Avenue Line
Court StreetNew York Transit Museum
IND Crosstown Line
Hoyt–Schermerhorn Streets
IND Culver Line
Lafayette Avenue
Clinton–Washington Avenues
Franklin Avenue
Nostrand Avenue
Kingston–Throop Avenues
Utica Avenue
Ralph Avenue
Rockaway Avenue
Broadway Junction
Liberty Avenue
Van Siclen Avenue
Shepherd Avenue
Euclid Avenue
Pitkin Yard
Grant Avenue
former Fulton Street elevated
80th Street
88th Street
Rockaway Boulevard
IND Rockaway Line
104th Street
111th Street
Ozone Park – Lefferts Boulevard

The IND Fulton Street Line is a rapid transit line of the IND Division of the New York City Subway, running from the Cranberry Street Tunnel under the East River through all of central Brooklyn to a terminus in Ozone Park, Queens. The IND Rockaway Line branches from it just east of Rockaway Boulevard. The A train runs express during daytime hours and local at night on the underground portion of the line; it runs local on the elevated portion of the line at all times. The C train runs local on the underground portion of the line at all times except late nights.

Description and service[edit]

Service Between
  Time period Hoyt–
Schermerhorn Sts

Euclid Ave
Euclid Ave
Ozone Park – Lefferts Blvd
A All except nights express local
Late nights local
C All except nights local no service
Late nights no service

The Fulton Street subway was the Independent System's main line from Downtown Brooklyn to southern Queens. Construction was delayed by funding problems in the early 1930s, solved by federal Works Progress Administration funding starting in 1936. That lasted only a few years, as work on the last portions in Brooklyn was stopped in 1942 shortly after the United States entered World War II. The portion continuing from east of Rockaway Avenue to Crystal Street, not far west of the future Euclid Avenue station, began construction in 1938, and the next portion in 1940.

After WWII ended, workers and materials became available for civilian use again. The badly needed short run to a better terminal at East New York (the current Broadway Junction station) opened in December 1946. The last portion opened on 28 November 1948, running along Pennsylvania Avenue and Pitkin Avenue to Euclid Avenue near the Queens border. It included access to a new train yard.

Under Fulton Street, the line is mainly single level. Nostrand Avenue is the exception with the express tracks on the upper level and local tracks on the lower level. This is partly because it was built while the old, now-demolished elevated line on the surface had to be supported.

The stations along Liberty Avenue in Queens, from 80th Street – Hudson Street through Ozone Park – Lefferts Boulevard, as well as the current three-track elevated structure, were built for the BMT Fulton Street Line in 1915 as part of the BMT's portion of the Dual Contracts.

The connection to the BMT line was severed on April 26, 1956 and the IND was extended east (track direction south) from Euclid Avenue via a connecting tunnel and new intermediate station at Grant Avenue. The new service began three days later.

Route[edit]

Entering Brooklyn via the Cranberry Street Tunnel as a two-track line, the IND Eighth Avenue Line travels east on Cranberry Street, then south on Jay Street. It becomes the Fulton Street Line at an interlocking north of Jay Street – MetroTech while briefly running parallel with the IND Culver Line. It turns away from the Culver Line onto Schermerhorn Street to the six-track Hoyt–Schermerhorn Streets station, which it shares with the Brooklyn–Queens Crosstown Line. The local tracks are unused at Hoyt-Schermerhorn Streets, but connect to the abandoned Court Street station which is presently the site of the New York City Transit Museum. At this point, the line becomes a four-track system until Euclid Avenue.

The line continues east under Schermerhorn Street to the intersections of Third Avenue and Flatbush Avenue, across them onto Lafayette Avenue and then finally onto Fulton Street until Broadway Junction.

After Broadway Junction, the line leaves Fulton Street via Truxton Street, crosses Broadway, curves through a corner of the East New York Yard, crosses Jamaica Avenue and then south on Pennsylvania Avenue. It then turns east onto Pitkin Avenue until Euclid Avenue station. East of Euclid Avenue are track connections to Pitkin Yard and the Grant Avenue station from either the express or local tracks. The four mainline trackways continue east on Pitkin Avenue, disused, and end at approximately Elderts Lane.

Past Grant Avenue, the line becomes elevated as it enters Queens, swinging somewhat north until it is over Liberty Avenue. Here, it becomes a three-track line, with the center track coming from Pitkin Yard. Just past Rockaway Boulevard, the IND Rockaway Line branches southward while the Fulton Street Line continues over Liberty Avenue to its terminus at Lefferts Boulevard.

Second System planned route[edit]

The line was originally supposed to go to Cambria Heights, Queens, but ends at Ozone Park – Lefferts Boulevard in Ozone Park, Queens. The trackways that go past the Euclid Avenue station were part of this 4-track line toward Cambria Heights.

In a 1940 plan, which was revised in 1945, the IND Fulton Street Line would connect to what is now the IND Rockaway Line. The line, east of Euclid Avenue, would be 4 tracks, with local stations at 76th Street and 84th Street, until Cross Bay Boulevard. At Cross Bay Boulevard, a flying junction would let the local tracks cross over to the inside and the express tracks cross over to the outside. The layout would be similar to that of Manhattan's 168th Street station. East of Cross Bay Boulevard, another flying junction would bring a two-track branch over the line to a pair of portals north of Aqueduct – North Conduit Avenue station. Meanwhile, the Fulton Street Line's four tracks would merge into two tracks, and end at 105th Street, where a scissors crossover would be present just west of the station. Crossovers would also be located between the local and express pair of tracks east of 76th Street, and between the two express tracks east of Cross Bay Boulevard.[2]

Station listing[edit]

Station service legend
Stops all times Stops all times
Stops all times except late nights Stops all times except late nights
Stops late nights only Stops late nights only
Stops rush hours in peak direction only Stops rush hours in the peak direction only
Time period details
Neighborhood
(approximate)
Handicapped/disabled access Station Tracks Services Opened Transfers and notes
Begins as a continuation of the IND Eighth Avenue Line express tracks (A all times C all except late nights);
with connecting tracks to the IND Sixth Avenue Line local tracks (no regular service)
Downtown Brooklyn Handicapped/disabled access Jay Street – MetroTech express A all times C all except late nights February 1, 1933 IND Culver Line (F all times)
BMT Fourth Avenue Line (R weekdays except late nights)
Local tracks begin
Handicapped/disabled access Court Street local April 9, 1936 Closed 1946, reopened 1976 as the New York Transit Museum
Local tracks continue east from Court Street; Express tracks continue south then east from Jay Street – MetroTech
Hoyt–Schermerhorn Streets all A all times C all except late nights April 9, 1936 IND Crosstown Line (G all times)
Local tracks & platforms between local and express tracks unused
Fort Greene Lafayette Avenue local A late nights C all except late nights April 9, 1936
Clinton–Washington Avenues local A late nights C all except late nights April 9, 1936
Bedford-Stuyvesant Handicapped/disabled access Franklin Avenue local A late nights C all except late nights April 9, 1936 BMT Franklin Avenue Line (S all times)
Nostrand Avenue all A all times C all except late nights April 9, 1936 local – lower level
express – upper level
B44 Select Bus Service
Kingston–Throop Avenues local A late nights C all except late nights April 9, 1936
Handicapped/disabled access Utica Avenue all A all times C all except late nights April 9, 1936
Ralph Avenue local A late nights C all except late nights April 9, 1936
Rockaway Avenue local A late nights C all except late nights April 9, 1936
East New York Broadway Junction all A all times C all except late nights December 30, 1946 BMT Canarsie Line (L all times)
BMT Jamaica Line (J all times Z rush hours, peak direction)
originally Broadway-East New York
Liberty Avenue local A late nights C all except late nights November 28, 1948
Van Siclen Avenue local A late nights C all except late nights November 28, 1948
Shepherd Avenue local A late nights C all except late nights November 28, 1948
Handicapped/disabled access Euclid Avenue all A all times C all except late nights November 28, 1948
Connecting tracks to Pitkin Yard and Grant Avenue; Mainline tracks end
City Line Grant Avenue A all times April 29, 1956
Single express track begins from Pitkin Yard (no regular service)
Ozone Park 80th Street local A all times September 25, 1915[3]
88th Street local A all times September 25, 1915[3]
Rockaway Boulevard local A all times September 25, 1915[3]
IND Rockaway Line splits (A all times)
104th Street local A all times September 25, 1915[3]
Richmond Hill 111th Street local A all times September 25, 1915[3]
Ozone Park – Lefferts Boulevard A all times September 25, 1915[3] Q10 bus to JFK Airport

References[edit]

  1. ^ MTA. "Average weekday subway ridership". Retrieved 2 April 2014. 
  2. ^ Track diagram of the revised plan
  3. ^ a b c d e f "New Elevated Line Opened for Queens" (PDF). The New York Times. September 26, 1915. Retrieved 2007-09-28.