IND Fulton Street Line
|IND Fulton Street Line|
|System||New York City Subway|
|Termini||Jay Street – MetroTech
Ozone Park – Lefferts Boulevard
|Owner||City of New York|
|Operator(s)||New York City Transit Authority|
|No. of tracks||2-4|
|Track gauge||4 ft 8 1⁄2 in (1,435 mm)|
|Electrification||Direct Current traction|
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
Ozone Park – Lefferts Blvd
|A||All except nights||express||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.
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
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.
|Station service legend|
|Stops all times|
|Stops all times except late nights|
|Stops late nights only|
|Stops rush hours in the peak direction only|
|Time period details|
|Station||Tracks||Services||Opened||Transfers and notes|
|Begins as a continuation of the IND Eighth Avenue Line express tracks (A C );
with connecting tracks to the IND Sixth Avenue Line local tracks (no regular service)
|Downtown Brooklyn||Jay Street – MetroTech||express||A C||February 1, 1933||IND Culver Line (F )
BMT Fourth Avenue Line (R )
|Local tracks begin|
|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 C||April 9, 1936||IND Crosstown Line (G )
Local tracks & platforms between local and express tracks unused
|Fort Greene||Lafayette Avenue||local||A C||April 9, 1936|
|Clinton–Washington Avenues||local||A C||April 9, 1936|
|Bedford-Stuyvesant||Franklin Avenue||local||A C||April 9, 1936||BMT Franklin Avenue Line (S )|
|Nostrand Avenue||all||A C||April 9, 1936||local – lower level
express – upper level
|Kingston–Throop Avenues||local||A C||April 9, 1936|
|Utica Avenue||all||A C||April 9, 1936|
|Ralph Avenue||local||A C||April 9, 1936|
|Rockaway Avenue||local||A C||April 9, 1936|
|East New York||Broadway Junction||all||A C||December 30, 1946||BMT Canarsie Line (L )
BMT Jamaica Line (J Z )
originally Broadway-East New York
|Liberty Avenue||local||A C||November 28, 1948|
|Van Siclen Avenue||local||A C||November 28, 1948|
|Shepherd Avenue||local||A C||November 28, 1948|
|Euclid Avenue||all||A C||November 28, 1948|
|Connecting tracks to Pitkin Yard and Grant Avenue; Mainline tracks end|
|City Line||Grant Avenue||A||April 29, 1956|
|Single express track begins from Pitkin Yard (no regular service)|
|Ozone Park||80th Street||local||A||September 25, 1915|
|88th Street||local||A||September 25, 1915|
|Rockaway Boulevard||local||A||September 25, 1915|
|IND Rockaway Line splits (A )|
|104th Street||local||A||September 25, 1915|
|Richmond Hill||111th Street||local||A||September 25, 1915|
|Ozone Park – Lefferts Boulevard||A||September 25, 1915||Q10 bus to JFK Airport|
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