TheIND Eighth Avenue Line[b] is arapid transit line in theB Division of theNew York City Subway. Opened in 1932, it was the first line of theIndependent Subway System (IND); as such, New Yorkers originally applied theEighth Avenue Subway name to the entire IND system.[4][5][6]
The line runs from207th Street inInwood south to aninterlocking south ofHigh Street inBrooklyn Heights, including large sections underSt. Nicholas Avenue,Central Park West, andEighth Avenue. The entire length is underground, though the207th Street Yard, which branches off near the north end, is on the surface.Flying junctions are provided with theIND Concourse Line,IND Sixth Avenue Line, andIND Queens Boulevard Line.
Most of the line has four tracks, with one local and one express track in each direction, except for the extreme north and south ends, where only the two express tracks continue. Internally, the line ischained as Line "A", with tracks A1, A3, A4, and A2 from west to east,[7] running from approximately 800 at the south end[8] to 1540 at the north end (measured in hectofeet).[9]
The whole line is served at all times by theA train, which runs express except during late nights. TheC provides local service south of168th Street while the A runs express. In addition, theB provides weekday local service and theD full-time express service between the Concourse Line (145th Street) and Sixth Avenue Line (59th Street–Columbus Circle) junctions, and theE runs local from the Queens Boulevard Line junction at50th Street south toWorld Trade Center. The A, C, and E are colored blue on signs because they run via Eighth Avenue throughMidtown Manhattan, while the B and D are orange since they use the Sixth Avenue Line through Midtown Manhattan.[10]
The following services use part or all of the Eighth Avenue Line.[11] The trunk line's bullets are colored blue:
| Time period | Section of line | |||
|---|---|---|---|---|
| rush hours, middays, and evenings | weekends | late nights | ||
 | express | local | entire line | |
 | local | no service | south of168 St | |
 | local | between50 St andWTC | ||
 | local | no service | between145 St and59 St | |
 | express | between 145 St and 59 St | ||
The Eighth Avenue Line begins as a two-track subway underBroadway at207th Street inInwood. Aflying junction just to the south brings two tracks from the207th Street Yard between the main tracks, merging afterDyckman Street. The subway leaves Broadway to pass underFort Tryon Park to the north end ofFort Washington Avenue, which it follows to roughly175th Street before turning southeast under private property.[9]
The small174th Street Yard lies under Broadway, with two tracks exiting to the south under that roadway.[9] When theGeorge Washington Bridge was designed in the 1920s, provisions were made for a lower deck that would carry these two tracks north from the yard and across the bridge, as well as twocommuter rail tracks.[12][13] However, when the lower level was added in 1962, it instead carried a roadway.
The two main tracks from Fort Washington Avenue enter Broadway near 172nd Street, curving and running underneath a public school (PS173M) at 174th Street, and other private property, and the yard tracks in a double-decker tunnel. A few blocks later, the lower tracks separate to straddle the yard tracks at168th Street. The local/express split begins here, with the local tracks coming from the yard and the express tracks coming from Inwood. Contrary to standard practice, the two local tracks are in the center and the two express tracks are on the outside. Except during late nights, the local service (C) ends at 168th Street, reversing direction on the yard tracks; theA runs to 207th Street at all times, express except during late nights. South of 168th Street, the express (outer) tracks lower below the local tracks, forming another double-decker tunnel, this time underSt. Nicholas Avenue.[9]
North of145th Street, the lower (express) tracks rise into the center, and the three-trackIND Concourse Line enters St. Nicholas Avenue below the four-track Eighth Avenue Line. 145th Street is a two-level transfer station, with two island platforms on each level. To the south, the Concourse Line tracks rise and merge with the Eighth Avenue Line, carrying theB onto the local tracks and theD onto the express tracks. The resulting four-track line continues south under St. Nicholas Avenue andEighth Avenue (Frederick Douglass Boulevard), which becomesCentral Park West at110th Street.[9]
Most of the line under Central Park West is built on two levels with both local tracks to the west and only local stations. The two northbound tracks are above the two southbound tracks. Approaching59th Street–Columbus Circle, where Central Park West becomes Eighth Avenue, the subway again spreads out into a single four-track level.[9]
A flying junction south of 59th Street takes B and D trains east under53rd Street, merging with two tracks from57th Street to become the four-trackIND Sixth Avenue Line. The two-trackIND Queens Boulevard Line, also in 53rd Street, curves south into a lower level of the50th Street station, and merges to the south, takingE trains onto the local tracks. An unused southbound-only lower level at42nd Street–Port Authority Bus Terminal was formerly accessed only from the southbound track from the Queens Boulevard Line. Plans for the7 Subway Extension required partially demolishing the lower level to make room for the newIRT Flushing Line tracks.[9]
The four-track line continues south under Eighth Avenue to14th Street, where it turns southeast underGreenwich Avenue and south underSixth Avenue, above the four-trackIND Sixth Avenue Line. The two-levelWest Fourth Street–Washington Square station allows easy transfers between the two lines. Just to the south are track connections between the local tracks of each line, not used by current normal service patterns. The Sixth Avenue Line turns east intoHouston Street after passing the connections.[9]
Canal Street, under Sixth Avenue, is the last normal four-track station on the line. Crossovers in each direction, beyond the station, takeC and late nightA trains between the local tracks to the north and the express tracks to the south. As the subway turns from Sixth Avenue intoChurch Street, the southbound local track passes under the express tracks, bringingE trains to the east. At this point, abellmouth originally intended for the never-builtIND Worth Street Line is present on the east side of the tunnel.[9][14][15] It has been proposed to use this to bringLong Island Rail RoadAtlantic Branch trains to Lower Manhattan as part of theLower Manhattan-Jamaica/JFK Transportation Project.[16]
The four tracks continue south under Church Street, with two separate but connected stations atWorld Trade Center at the end of the local tracks andChambers Street on the express tracks. The two express tracks turn east underFulton Street, crossing theEast River through theCranberry Street Tunnel into Cranberry Street in Brooklyn. Cranberry Street leads toHigh Street, from which the line turns south into Jay Street, straddled by the two-trackIND Sixth Avenue Line from theRutgers Street Tunnel. The Eighth and Sixth Avenue Lines end, becoming theIND Fulton Street Line andIND Culver Line, at crossovers (currently unused) allowing trains to switch between the two, located betweenHigh Street andJay Street–MetroTech. Both the A and C trains continue along the Fulton Street Line.[9]
As early as March 1918, soon after theBMT Broadway Line opened toTimes Square–42nd Street, plans were being considered for an extension of that line beyond the stubs at57th Street–Seventh Avenue to theUpper West Side andWashington Heights viaCentral Park West (Eighth Avenue).[17] On August 3, 1923, theNew York City Board of Estimate approved theWashington Heights Line, an extension of the Broadway Line to Washington Heights. The line was to have four tracks from Central Park West at 64th Street under Central Park West, Eighth Avenue,Saint Nicholas Avenue, and private property to 173rd Street, and two tracks underFort Washington Avenue to 193rd Street. South of 64th Street, one two-track line would connect to the Broadway Line stubs at 57th Street, and another would continue under Eighth Avenue to30th Street atPenn Station, with provisions to continue downtown.[18][19]
MayorJohn Hylan instead wanted to build an independent subway system, operated by the city. TheNew York City Board of Transportation (NYCBOT) gave preliminary approval to several lines in Manhattan, including one on Eighth Avenue, on December 9, 1924. The main portion of the already-approved Washington Heights Line—the mostly-four track line north of 64th Street—was included, but was to continue north from 193rd Street to 207th Street. South of 64th Street, the plan called for four tracks in Eighth Avenue,Greenwich Avenue, the planned extension ofSixth Avenue, andChurch Street. Two tracks would turn east underFulton Street orWall Street and under theEast River toDowntown Brooklyn.[20][21]
Agroundbreaking ceremony was held at St. Nicholas Avenue and 123rd Street on March 14, 1925.[22] Most of the Eighth Avenue Line was dug using a cheapcut-and-cover method, where the street above was excavated. Still, the construction of the line was difficult, as it had to go under or over several subway lines. At59th Street–Columbus Circle, workers had to be careful to not disrupt the existingIRT Broadway–Seventh Avenue Line overhead.42nd Street, the longest station along the line at 1,115 feet (340 m), was expected to be a major express station with large platforms, so the platforms were staggered away from each other in order to avoid going under property lines. Additionally, several workers died in cave-ins during construction.[23]
In the summer of 1926 the BOT held a public hearing and agreed upon the details of the construction of the subway line underChurch Street. As part of the construction of the line, Church Street was widened from being 40 feet (12 m) wide to being 90 feet (27 m) wide to accommodate the subway underneath and was connected with a southern diagonal extension of Sixth Avenue, which was 100 feet (30 m). Had the street not been widened the construction would have cost an additional $7 million for the construction of a two-level subway structure. In January 1929, the city paid money awarded to adjacent property owners for property taken and awarded contracts for 15 feet (4.6 m)-wide sidewalks and a 60 feet (18 m)-wide roadway. The sidewalks had been 10 feet (3.0 m) wide and the roadway had been 20 feet (6.1 m) wide. New buildings were built on the west sides of Church Street. The east side of the street was not affected by the construction. $9,631,760 was awarded to 161 property owners whose property had been taken.[24] 168,888 square feet of land had to be acquired to widen Church Street between Park Place and Canal Street.[25]
In 1926 construction began on the extension of Sixth Avenue south from Carmine Street to Canal Street, to allow for the construction of the Eighth Avenue Line (which runs under the street south of Eighth Street), and to provide access to theHolland Tunnel.[26][27] The construction of the extension was completed in 1930.[28] The city condemned entire lots, displacing 10,000 people,[29] to build the extension and used leftover land for parks.
The stations on the line were built with 600 feet (180 m) long platforms, but they had provisions to lengthen them to 660 feet (200 m) to accommodate eleven-car trains.[30]: 70 Four of the express stations (at Fulton, 14th, 42nd, and 59th Streets) were built with long mezzanines so that passengers could walk the entire length of the mezzanines without having to pay a fare. It was proposed to develop the mezzanines of these four stations with shops, so that they would become retail corridors, similar to the underground mall of the under-constructionRockefeller Center.[23] The new subway required 800 cars and 1,500 staff. In June 1932,The New York Times reported that seven-car express trains would run between 168th and Chambers Streets, while five-car local trains would run between 207th and Chambers Streets. Both express and local trains would run at intervals of four to twelve minutes depending on the time of day.[31] The new IND subway line also useda five-color pattern of tiles to facilitate navigation for travelers going away from Manhattan; the colors of the tiles changed at each express station.[32]
The majority of the Eighth Avenue Line, fromChambers Street north to207th Street, was opened to the public just after midnight on September 10, 1932, after three days of operation on a normal schedule but without passengers.[33] TheCranberry Street Tunnel, extending the express tracks east under Fulton Street toJay Street–Borough Hall in Brooklyn, was opened for the morning rush hour on February 1, 1933,[34] with the exception of the station atHigh Street, which opened on June 24, 1933. Initially, only the Fulton Street entrance was open; the Adams Street entrance would open later once its escalators were completed.[35] TheJay–Smith–Ninth Street Line opened on March 20, 1933, extending the line beyond Jay Street–Borough Hall.[36]
When the subway opened in 1932, express (A) and local (AA) trains served the line; expresses did not run during late nights or Sundays.[33] Expresses and late night/Sunday locals were sent south into Brooklyn on February 1, 1933,[34] and, when theIND Concourse Line opened on July 1, 1933,[37] theC was added to the express service, while all locals becameCC trains to the Concourse Line, forcing A trains to run local north of145th Street.[38] TheE was added to the local tracks south of50th Street on August 19, 1933, when theIND Queens Boulevard Line opened.[39]
The final major change came on December 15, 1940, when theIND Sixth Avenue Line opened. The AA was brought back as a non-rush hour local service, becoming theBB and switching to the Sixth Avenue Line at59th Street–Columbus Circle during rush hours. The CC was kept only during rush hours to provide local service south past 59th Street. Additionally the C became a rush hour-only service, replaced by a full-timeD over the express tracks between the Concourse and Sixth Avenue Lines.[40] This created the pattern that has remained to this day, with five services during normal hours: the A express, B part-time local via Sixth Avenue (then BB), C local (then AA and CC), D express via Sixth Avenue, and E local from Queens.
In 1953, the platforms were lengthened atSpring Street andCanal Street to 660 feet (200 m) to allow E trains to run eleven-car trains. The E began running eleven-car trains during rush hours on September 8, 1953. The extra train car increased the total carrying capacity by 4,000 passengers. The lengthening project cost $400,000.[41]
Southbound E trains began stopping at the lower level of the 42nd Street station during rush hours on March 23, 1970, to reduce delays by relieving congestion on the station's platforms.[42][43]
On August 28, 1977, late night AA service was eliminated. The A began making local stops in Manhattan during late nights, when the AA was not running.[44][45] On May 6, 1985, the IND practice of using double letters to indicate local service was discontinued. The AA was renamed the K and rush hour CC service was renamed C.[46][47] This change was not officially reflected in schedules until May 24, 1987.[44]
On December 10, 1988, the K designation was discontinued and merged into the C, which now ran at all times except late nights.[48] The C ran from Bedford Park Boulevard to Rockaway Park during rush hours,145th Street to Euclid Avenue during middays, and from 145th Street to World Trade Center during evenings and weekends. The A now ran express in Brooklyn during middays, and the B was extended to 168th Street during middays and early evenings.[46][49]
On September 3, 1989, a water main lined withasbestos in the vicinity of 53rd Street and Eighth Avenue broke and caused major disruptions to service between59th Street–Columbus Circle and34th Street–Penn Station due to the tunnels becoming flooded with water and asbestos. A and C trains originated and terminated at 34th Street instead of their normal northern terminals, and E trains were rerouted via Sixth Avenue in both directions; the 50th, 42nd and 23rd Street stations were closed while the cleanup process was underway. Full service was restored on October 1.[50]
On May 29, 1994, weekend C service between 7 a.m. and 11 p.m. was extended to168th Street to allow A trains to run express.[51] Beginning April 30, 1995, C service was extended to 168th Street during middays as construction on the Manhattan Bridge cut B service from Manhattan. On November 11, 1995, midday service was cut back to 145th Street after B service to 168th Street was restored.[46][52] The change was made to reduce crowding on the C and to reduce passenger confusion about the C's route.[53]
The B and the C, which both ran local along Central Park West, switched northern terminals on March 1, 1998, ending the connection between the C and the Bronx. Instead of alternating between three different terminals depending on the time of day, all C service now terminated at 168th Street.[54][55]
A report for theLower Manhattan Development Corporation looking at theLower Manhattan Rail Link, an idea to connect Lower Manhattan with theLong Island Rail Road andJFK International Airport, presented several alternatives that would utilize the Cranberry Street Tunnel instead of building a new East River Tunnel. These alternatives would have required that C trains be rerouted through theRutgers Street Tunnel.[56]
In the wake of theSeptember 11, 2001 attacks, World Trade Center station was temporarily unusable as a terminal for the E. C service was suspended until September 24, 2001. Local service alongCentral Park West was replaced by the A and D, and the E was extended fromCanal Street to Euclid Avenue replacing C service in Brooklyn.[57][58]
On January 23, 2005, a fire at theChambers Street signal room crippled A and C service. C service was suspended until February 2 and was replaced by the A, B, D, E, andV trains along different parts of its route. Initial assessments suggested that it would take several years to restore normal service, but the damaged equipment was replaced with available spare parts, and normal service resumed on April 21.[59]
The 2015–2019Metropolitan Transportation Authority Capital Plan called for five of the Eighth Avenue Line's stations, along with 28 others, to undergo a complete overhaul as part of theEnhanced Station Initiative. The stations receiving renovations are34th Street–Penn Station,72nd Street,86th Street,Cathedral Parkway–110th Street, and163rd Street–Amsterdam Avenue. Updates included cellular service, Wi-Fi, USB charging stations, interactive service advisories and maps, improved signage, and improved station lighting.[60][61][62] As part of the renovations, 72nd Street was closed from May 7, 2018, to October 4, 2018,[63] and 86th Street was closed from June 4, 2018, to October 26, 2018.[64] In addition, the Cathedral Parkway–110th Street station was closed from April 9, 2018, to the week of September 2–4, 2018,[65] and 163rd Street was closed from March 12, 2018, to September 27, 2018.[66][64]
Funding for the design of CBTC on the IND Eighth Avenue Line from59th Street–Columbus Circle toHigh Street is provided in the 2015–2019 Capital Program, along with the modernization of interlockings at 30th Street and north of 42nd Street, and the removal of an unused interlocking south of 42nd Street.[67][68] The design of the Eighth Avenue Line CBTC project will be done concurrently with the Queens Boulevard Line West and East automation, allowing theE route to be semi-automated when the project is done. It will get two new electrical substations to support CBTC upgrades.[67] Additionally, theR179 andR211 fleets will be made compatible with CBTC.[69]: 8 Construction was originally scheduled to begin in October 2018,[68] but a contract for CBTC installation was later pushed back to the first quarter of 2019.[70]: 28 In March 2019, in preparation for the implementation of CBTC on the Eighth Avenue Line, the MTA board ratified a contract withThales Group for the installation of CBTC equipment on the R211 fleet.[71]: 47
On January 13, 2020, the MTA announced that it had awarded the contract to L. K. Comstock & Company, Inc. for $245.8 million. The signaling for the contract will be provided by Siemens. This will be the first CBTC project in the system to use axle-counters instead of insulated joints and track circuits.[72][73] Axle counters are more resilient to debris and water, making them more reliable,[74] and have been used for decades in systems around the world,[75] and will reduce the time it takes to complete CBTC projects, the cost of completing work,[76] and maintenance and life-cycle costs. Axle counters also allow CBTC testing before cutovers, reducing the time it takes to complete cutovers and any risks associated with them.[77]: 13 As of November 2020[update], the entire project is budgeted at $733.6 million.[78]: 20 The project will be completed by January 2025.[79][69]: 8 Work was 57 percent complete in April 2022. Due to delays in the completion of the R211 rolling stock contract, an alternative cutover plan was developed to allow CBTC on the local tracks to be placed into use before the express tracks.[77]: 22
TheIND Worth Street Line was a proposedmajor expansion of the IND Eighth Avenue Line. The line would have branched off of the line's local tracks at the intersection of Church Street and Franklin Street to the south of the Canal Street station and would have turned southeast intoWorth Street. This route would have traveled in a two-track tunnel. It would have probably stopped atFoley Square (Lafayette and Centre Streets, on the north side of Federal Plaza),Chatham Square (with a possible connection to theSecond Avenue Subway), Rutgers Street–East Broadway (with a connection to theIND Rutgers Street Line), and a station in the Lower East Side (possibly Pitt Street andGrand Street). This portion would have been about 1.95 miles (3.14 km) long and would have cost about $13 million. Crossing toWilliamsburg, the line was to have stops atHavemeyer Street and Union Avenue, the latter of which would have had connections to theIND Crosstown Line and a major junction to theIND Houston Street Line, the IND Utica Avenue Line, and a connection to the Rockaways.[80]
In March 1930, public hearings were held by the BOT concerning the construction and planning of this line.[81] At the March 12 hearing, the project's construction was endorsed by east side civic organizations.[82] In June 1930, the Board of Estimate approved the construction of the line, and in July Chairman Delaney sent letters to 450 real estate owners outlining the planned route and requested their consent for the construction of the project, of which the Board needed 50%.[83] On August 23, 1930, bids on the construction of the connection (bellmouths) between the Eighth Avenue Line and the proposed Worth Street Line were put up for bid by the Board of Transportation. These bellmouths were constructed to allow work on the Worth Street Line to be done without interrupting service on the Eighth Avenue Line. This route was expected to the first line of the IND Second System to be built. At the time it was anticipated that the line would open a year or so after the completion of the Eighth Avenue Line under the East River to Brooklyn.[84] However, the construction of the line was delayed due to the city's lack of funding after 1932. The Board of Transportation resumed efforts to build the line after a study of existing conditions in the area was completed, and on the basis that funding would be provided from government and private sources. The plans were truncated to a three-stop crosstown line entirely within Manhattan. Stops would have been located at Foley Square, Rutgers Street, and Lewis Street. The Lewis Street stop, located in the Lower East Side, would have been the line's terminal. Construction was expected to begin in 1937 and be complete by 1944.[85] In 1938 the cost of the line was pegged by the BOT to be $16.73 million.[86]
Even though these bellmouths were never used and the line was never completed, the bellmouths are still visible south ofCanal Street adjacent to the local tracks. Other provisions were built in anticipation of the construction of the line. A large open space above the platform level at theEast Broadway station on the Sixth Avenue Line was intended to become a two-track station. Above the tunnel north of theBroadway station on the Crosstown Line, a six-track station shell was partially completed. This station would have provided service to the IND Worth Street and the Houston Street Lines.[87]
| Station service legend | |
|---|---|
 | Stops 24 hours a day |
 | Stops every day during daytime hours only |
 | Stops every day during overnight hours only |
 | Stops during weekday daytime hours only |
 | Stops during weekday rush hours in the peak direction only |
| Time period details | |
 | Station is compliant with theAmericans with Disabilities Act |
| ↑ | Station is compliant with theAmericans with Disabilities Act in the indicated direction only |
| ↓ | |
 | Elevator access to mezzanine only |
| Neighborhood (approximate) | | Station | Tracks | Services | Opened | Transfers and notes |
|---|---|---|---|---|---|---|
| Manhattan | ||||||
| Inwood | | Inwood–207th Street | express | A | September 10, 1932[33] | Bx12 Select Bus Service |
| crossovers to connecting tracks to207th Street Yard | ||||||
| Dyckman Street | express | A | September 10, 1932[33] | |||
| connecting tracks to207th Street Yard merge | ||||||
| Washington Heights | | 190th Street | express | A | September 10, 1932[33] | |
| 181st Street | express | A | September 10, 1932[33] | ||
| 175th Street | express | A | September 10, 1932[33] | George Washington Bridge Bus Station | |
| Local tracks begin in174th Street Yard | ||||||
| 168th Street | all | A C | September 10, 1932[33] | IRT Broadway–Seventh Avenue Line (1 ) | |
| 163rd Street–Amsterdam Avenue | local | A C | September 10, 1932[33] | |||
| 155th Street | local | A C | September 10, 1932[33] | Bx6 Select Bus Service | ||
| Harlem | 145th Street | all | A C | September 10, 1932[33] | IND Concourse Line (B D ) | |
| IND Concourse Line joins (B D ) | ||||||
| 135th Street | local | A B C | September 10, 1932[33] | |||
| 125th Street | all | A B C D | September 10, 1932[33] | M60 Select Bus Service toLaGuardia Airport | |
| 116th Street | local | A B C | September 10, 1932[33] | |||
| Upper West Side | Cathedral Parkway–110th Street | local | A B C | September 10, 1932[33] | ||
| 103rd Street | local | A B C | September 10, 1932[33] | |||
| 96th Street | local | A B C | September 10, 1932[33] | |||
| 86th Street | local | A B C | September 10, 1932[33] | M86 Select Bus Service | ||
| 81st Street–Museum of Natural History | local | A B C | September 10, 1932[33] | M79 Select Bus Service | ||
| 72nd Street | local | A B C | September 10, 1932[33] | |||
| Midtown | | 59th Street–Columbus Circle | all | A B C D | September 10, 1932[33] | IRT Broadway–Seventh Avenue Line (1 2 ) |
| IND Sixth Avenue Line splits (B D ) | ||||||
| ↓ | 50th Street | local | A C | September 10, 1932[33] | IND Queens Boulevard Line (E ) Accessible southbound only | |
| IND Queens Boulevard Line joins (E ) | ||||||
| 42nd Street–Port Authority Bus Terminal | all | A C E | September 10, 1932[33] | IRT Broadway–Seventh Avenue Line (1 2 3 ) IRT Flushing Line (7 <7> )IRT 42nd Street Shuttle (S )BMT Broadway Line (N Q R W ) atTimes Square–42nd StreetIND Sixth Avenue Line (B D F <F> M ) at42nd Street–Bryant Park, daytime onlyPort Authority Bus Terminal M34A Select Bus Service | |
| 34th Street–Penn Station | all | A C E | September 10, 1932[33] | Penn Station:Amtrak,Long Island Rail Road, andNew Jersey Transit M34/M34A Select Bus Service | |
| Chelsea | 23rd Street | local | A C E | September 10, 1932[33] | M23 Select Bus Service | |
| 14th Street | all | A C E | September 10, 1932[33] | BMT Canarsie Line (L ) atEighth Avenue | |
| Greenwich Village | | West Fourth Street–Washington Square | all | A C E | September 10, 1932[33] | IND Sixth Avenue Line (B D F <F> M ) Connection toPATH atNinth Street |
| local crossovers to/fromIND Sixth Avenue Line (no regular service) | ||||||
| Hudson Square | Spring Street | local | A C E | September 10, 1932[33] | ||
| TriBeCa | Canal Street | all | A C E | September 10, 1932[33] | ||
| Financial District | | Chambers Street | express | A C | September 10, 1932[33] | two parts of the same station; local tracks end BMT Broadway Line (N R W ) atCortlandt StreetIRT Broadway–Seventh Avenue Line (2 3 ) atPark PlaceConnection toPATH atWorld Trade Center |
| World Trade Center | local | E | September 10, 1932[33] | ||
| Local tracks end | ||||||
| Fulton Street | express | A C | February 1, 1933[34] | formerly Broadway–Nassau Street IRT Broadway–Seventh Avenue Line (2 3 )BMT Nassau Street Line (J Z )IRT Lexington Avenue Line (4 5 )Connection toPATH atWorld Trade Center | |
| Brooklyn | ||||||
| continues through theCranberry Street Tunnel | ||||||
| Brooklyn Heights | High Street | express | A C | June 24, 1933[35] | This section of line opened on February 1, 1933; the station opened later.[34] | |
| Continues as theIND Fulton Street Line (A C ), with crossovers to/from theIND Culver Line (no regular service) | ||||||
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