Жаңа Йорк метрополитенінің E желісі

New York City Subway service

The E Queens Boulevard Express/Eighth Avenue Local is a rapid transit service in the B Division of the New York City Subway. Its route emblem, or "bullet", is blue since it uses the IND Eighth Avenue Line in Manhattan. The E operates at all times between Jamaica Center–Parsons/Archer in Jamaica, Queens, and the World Trade Center in Lower Manhattan. During rush hours, limited service originates and terminates at Jamaica–179th Street instead of Jamaica Center–Parsons/Archer. Daytime service operates express in Queensefn|During weekday rush hours and middays, most E trains skip 75th Avenue and Briarwood; at all other times, E trains serve the two stops. Initially, weekday service ran every four minutes during rush hours, every five minutes middays, every six or eight minutes evenings, and every twelve minutes overnights. Service ran every four or five minutes during the Saturday morning rush hour, every five minutes during the morning and afternoon, and every six or eight minutes in the evening. On Sunday, E trains ran every six or seven minutes in the morning, every five minutes in the afternoon, and every six or eight minutes in the evening. Service was provided by three car trains during rush hours and two car trains at other times. By January 16, 1934, rush hour service was operating with three or four car trains. E trains were extended to East Broadway following the opening of the IND Sixth Avenue Line from West Fourth Street on January 1, 1936. E trains no longer served stations on the Eighth Avenue Line south of West Fourth Street. Express service along Queens Boulevard began on April 24, 1937, coinciding with the extension of the line and E service to 169th Street. Express service was inaugurated during rush hours, with E trains making express stops from 71st–Continental Avenues to Queens Plaza. The express service operated between approximately 6:30 and 10:30 a. m. and from 3 p. m. to 7 p. m. Express service was also provided on Saturdays between 6:30 a. m. and 4 p. m. During rush hours, GG trains were extended to Continental Avenue from Queens Plaza, taking over the local service. During non rush hours, when GG service terminated at Queens Plaza, local service was provided by EE trains, which operated between 169th Street and Church Avenue in Brooklyn. The initial headway for express service was between three and five minutes. With the completion of the Crosstown Line on July 1, 1937, non rush hour GG service was extended to 71st Avenue, allowing E trains to run express along Queens Boulevard west of 71st Avenue at all times. EE service was discontinued at this time. In addition, three southbound E trains began service at 71st Avenue between 8:07 and 8:28 a. m. during the morning rush hour. The headway between trains during the peak of rush hour was reduced to three minutes at this time. Between April 1939 and October 1940, select evening E trains ran to and from the Horace Harding Boulevard terminal at the 1939 New York World's Fair, terminating at Hudson Terminal in Manhattan. These trains operated to and from Chambers Street and ran between 8:24 p. m. and 1:29 a. m., when the fair closed for the night. Service ended following the fair. On December 15, 1940, service on the entire Sixth Avenue Line began, and service patterns across the IND were modified. E service was cut back to Broadway–Lafayette Street, and service south of that station to Church Avenue was replaced by the new train along Sixth Avenue. The new F service supplemented E express along Queens Boulevard, and allowed for the introduction of express service along Queens Boulevard between 71st Avenue and Parsons Boulevard. Starting January 10, 1944, some E trains began terminating at 71st Avenue after the weekday and Saturday morning rush hour, and some originated there during the evening rush hour. On October 24, 1949, the E was extended during weekday rush hours to Broadway–East New York, running local via the Fulton Street Line to allow A trains to run express. Several trains continued to terminate at 71st Avenue after the morning rush hour. In 1952, trains were lengthened from five car trains to six car trains on Saturday mornings, afternoons, and evenings. On October 30, 1954, the E service was modified as part of a series of service changes made following the completion of the Culver Ramp, which made it possible for IND service on the Culver Line to run to Coney Island. Non rush hour E service was rerouted from Broadway–Lafayette Street to Hudson Terminal, and E trains began running express in Manhattan during rush hours, when they headed to Brooklyn. and E service was extended from East New York to Rockaway Park or Wavecrest (now Beach 25th Street) during weekday rush hours. During non rush hours, service was provided by four car shuttles between Euclid and Rockaway Park or Wavecrest. Three weekday E trains leaving 179th Street between 6:54 and 7:27 a. m. were cut at Euclid Avenue, with one half of the train running to Far Rockaway, and the other half going to Rockaway Park. After the end of the morning rush hour, several trains terminated at East New York, before going back into Manhattan bound service before the afternoon rush hour. On September 17, 1956, rush hour E service was cut back to Euclid Avenue when Rockaway service was replaced by the A train. The operation of eleven car trains ended on August 18, 1958, because of operational difficulties. The signal blocks, especially in Manhattan, were too short to accommodate the longer trains, and the train operators had a very small margin of error to properly platform the train. It was found that operating ten car trains allowed for two additional trains per hour to be scheduled. To make up for the loss of eleven car trains, two short run trains from 71st Avenue were added on the E and F during rush hours. On October 11, 1958, round robin service ceased operating on weekends, being by replaced by shuttles running from Euclid Avenue to either terminal in the Rockaways. Round robin service continued to operate late evenings, late nights, and early mornings. From October to June, round robin service started at 6:40 p. m. leaving Euclid Avenue, and from June to October the service began at 9:44 p. m. from Euclid Avenue. On June 6, 1960, three E trains started originating at Lefferts Boulevard in the morning rush hour and three E trains began terminating there in the evening rush hour, after complaints from riders. Shuttles between Euclid Avenue and the Rockaways, which had not been assigned a route designation, but often were signed as E trains, were labeled HH trains on February 1, 1962. 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. The frequency of weekend service was decreased on July 3, when trains started running every ten minutes on Saturdays and every twelve minutes on Sundays. As part of systemwide changes in bus and subway service on January 2, 1973, the E became the local in Brooklyn again, running alternatively to Euclid Avenue and Rockaway Park–Beach 116th Street on weekdays from 6:15 a. m. to 9 a. m. and from 3:35 p. m. to 6:15 p. m The span of express service in Manhattan and through service to Brooklyn and the Rockaways during rush hours was doubled. The E would no longer also serve Far Rockaway during rush hours, with this service provided by the A. During other times, except when Round Robin service operated, E shuttle service would run from Broad Channel to Rockaway Park. A trains would run express instead in Brooklyn during rush hours, though for a longer period of time, and would take over service to Far Rockaway. These changes were initially supposed to take effect on September 11, 1972. On January 19, 1976, rush hour service on the E was decreased. Northbound rush hour service began running every four or five minutes, instead of every four, and southbound evening rush hour service began running every four or six minutes, instead of every four. On January 24, 1977, as part of a series of NYCTA service cuts to save $13 million, many subway lines began running shorter trains during middays. As part of the change, E trains began running with six cars between 9:50 a. m. and 1:30 p. m. On August 30, 1976, some E trains began terminating at 71st Avenue after the morning rush hour. In 1986, the NYCTA studied which two services should serve the Queens Boulevard Line during late nights as ridership at this time did not justify three services. A public hearing was held in December 1986, and it was determined that having the E and R, which would replace the N, run during late nights provided the best service.

On December 11, 1988, the Archer Avenue Lines opened, and E trains were rerouted via this branch, running to Jamaica Center via the Queens Boulevard Line's express tracks. E trains began running express east of 71st Avenue, skipping 75th Avenue and Van Wyck Boulevard at all times, with local service to 179th Street replaced by the R, which was extended to 179th Street from 71st Avenue. The R extension allowed F trains to continue running express to 179th Street. It was decided to serve Archer Avenue with the E as opposed to the F to minimize disruption to passengers who continued to use Hillside Avenue, to maximize Jamaica Avenue ridership and the length of the peak ridership period, which is longer on the F. It was found that most riders using buses diverted to Archer Avenue used the E, while passengers on buses to 179th Street used the F. Having E trains run local between 71st Avenue and Van Wyck Boulevard was dismissed in order to provide 24 hour express service to the Archer Avenue Line. As part of service cuts on September 30, 1990, the R was cut back to 71st Avenue outside of rush hours. Local service to 179th Street was replaced by F trains, which provided Queens Boulevard Express service during middays, evenings, and weekends, and local G service during late nights. In May 1989, Sunday headways were reduced from twelve minutes to ten minutes. In addition, the frequency of E service was reduced from 15 trains per hour to 12 trains per hour to allow the frequency of F service to be increased from 15 trains per hour to 20 trains per hour. The frequency of F service was subsequently reduced to running every 3 1/2 minutes on April 15, 1991, before being increased back to 3 1/3 minutes, or about 18 trains per hour, on October 26, 1992. In 1992, the MTA considered three options to improve service at the local stops east of 71st Avenue, including leaving service as is, having E trains run local east of 71st Avenue along with R service, and having F trains run local east of 71st Avenue replacing R service, which would be cut back to 71st Avenue at all times. The third option was chosen to be tested for six months starting in October or November 1992. The test started on October 26, 1992, and was implemented on a permanent basis six months later, eliminating express service along Hillside Avenue. On August 30, 1997, E service began running local in Queens during late nights in order to ease connections, reduce the need for late night transfers, and provide even service intervals. On the same date, late night G service was permanently cut back from 179th Street to Court Square, replaced by F service running local east of Queens Plaza, doubling late night service frequency at Queens Boulevard local stations. On September 8, 1998, E trains began running at a frequency of eight trains per hour middays, an increase from six trains per hour. Service on the E was again affected by the September 11 attacks in 2001, as its terminal station, World Trade Center, was located at the northeastern corner of the World Trade Center site, so for a time, the E again operated to Euclid Avenue in Brooklyn as the local on the IND Fulton Street Line at all times except late nights, replacing the temporarily suspended service. On September 24, 2001, service was restored, and E service was cut back to Canal Street, since World Trade Center would be closed until January 28, 2002. On December 16, 2001, the connection from the IND 63rd Street Line to the Queens Boulevard Line opened, and trains were rerouted via this connector to travel between Manhattan and Queens. E rush hour service was increased from 12 trains per hour to 15 trains per hour, and F service decreased from 18 trains per hour to 15 trains per hour to accommodate these trains. The additional E trains ran to 179th Street, running express along Hillside Avenue, due to a lack of capacity to handle additional trains at Jamaica Center. Four trains began at 179th Street in the morning rush hour, and three began there in the beginning of the evening rush hour, four rush hour E trains ran to 179th Street in the evening rush hour, and three morning rush hour reverse peak trips terminated at Kew Gardens–Union Turnpike. In addition, the frequency of weekday evening service was increased, with trains running every ten minutes instead of every 12 minutes. In 2002, the frequency of weekend E service was increased. Trains began running every eight minutes on Saturday mornings, instead of every ten minutes, and every ten or twelve minutes on Saturday evenings, instead of every twelve minutes. Sunday service was increased to run every ten or twelve minutes during the morning and evening, instead of every twelve or fifteen minutes, and trains began running every 8 or 10 minutes during afternoons, instead of every twelve minutes. On April 27, 2003, evening service was increased, with trains running at six , eight , and ten minute headways, instead of twelve minute headways. Midday, afternoon, and early evening service was increased to run every eight minutes on February 22, 2004. Between September 19 and November 2, 2020, E service was cut back to Jamaica–Van Wyck due to track replacement on the upper levels of the Jamaica Center and Sutphin Boulevard stations. During this time, a shuttle bus connected to Sutphin Boulevard and Jamaica Center. During the second phase, which started on November 2, 2020, a limited number of E trains ran to Jamaica Center, running express east of 71st Avenue during the day on weekdays and making local stops at other times. Service to 179th Street was expanded from weekday limited rush hour service to weekday daytime service; these trains made local stops east of 71st Avenue. This phase was completed in December 2020. On March 17, 2023, New York City Transit made adjustments to evening and late night E, and service to accommodate long term CBTC installation on the Queens Boulevard Line between Union Turnpike and 179th Street. E service originating from the World Trade Center began operating local in Queens two hours earlier on weekdays and Saturdays, after 9:30 pm instead of 11:30 pm, and one hour earlier on Sundays, after 9:30 pm instead of 10:30 pm. Starting on August 28, 2023, E service to 179th Street was temporarily suspended; this service change continued through the end of March 2024.

The EE originally ran as an Eighth Avenue local between 71st Avenue and Chambers Street during off peak hours when the did not run. This service was discontinued on July 1, 1937. This service was discontinued on August 30, 1976, and replaced by the .

The E and F, the two Queens Boulevard express services, have historically been some of the most overcrowded routes in the entire subway system, and have more ridership than can be accommodated by existing capacity. Multiple efforts have been made to deal with the problem. In 1968, as part of the Metropolitan Commuter Transportation Authority (MCTA)'s Program for Action plan to drastically expand the region's transportation network, the 63rd Street–Southeast Queens line was proposed to increase capacity between Queens and Manhattan and reduce overcrowding on Queens Boulevard express trains. This line would have served as a "super express" bypass of the Queens Boulevard Line, paralleling the line by running along the Long Island Rail Road's Main Line, and making stops at Northern Boulevard, where a transfer would be available to Queens Plaza, and Woodside, before merging with the Queens Boulevard Line at 71st Avenue. The line would have provided additional express service to stations east of 71st Avenue, and was intended to divert passengers from the overcrowded E and F to the new line, which would have connected to the BMT Broadway Line and IND Sixth Avenue Lines in Manhattan via the new 63rd Street Lines. Since funding for the entire line dried up because of the 1975–1976 New York City fiscal crisis, the plan was scaled back to the construction of the 63rd Street Lines to a dead end station at 21st Street–Queensbridge in Queens. In 1990, the Metropolitan Transportation Authority (MTA) elected to connect the 63rd Street Lines to the Queens Boulevard Line at 36th Street, with connections to both the local and express Queens Boulevard tracks. In 2001, the 63rd Street Connection was completed, allowing for an increase of nine trains per hour on the line between Queens and Manhattan through the introduction of V service. Express F trains, which had run via 53rd Street, were rerouted via the new connection, and were replaced by new local V trains. To further increase capacity, as part of the MTA's 2010–2014 Capital Program the MTA is equipping the tracks from 50th Street/8th Avenue and 47th–50th Streets–Rockefeller Center to Kew Gardens–Union Turnpike with communications based train control, which would allow for three more trains during peak hours on the Queens Boulevard express tracks (it currently runs 29 tph). This would also increase capacity on the local tracks of the IND Queens Boulevard Line. With the installation of CBTC on the Eighth Avenue Line as part of the 2015–2019 Capital Program, and on the Archer Avenue Line as part of the 2020–2024 Capital Program, the E will become fully automated. In October 2017, twenty five car train sets assigned to the E service had seats at the end of the cars removed to provide extra capacity. The MTA expected that the removal of seats would allow each E train to carry up to 100 additional riders.

For several decades, the E has hosted a large population of homeless people and has been nicknamed the "Homeless Express", according to a conductor interviewed by WNBC. In addition, the route passes through major transit hubs that shelter the homeless, like Pennsylvania Station and the Port Authority Bus Terminal.

The E is signed on trains, in stations, and on maps with a blue emblem, or "bullet" since it runs via the Eighth Avenue Line. The route was first color coded in a light blue on November 26, 1967, when the NYCTA introduced its first set of colored service labels to coincide with the opening of the Chrystie Street Connection. In June 1979, the route was given a darker blue bullet as part of the introduction of a new color coding scheme based on subway trunk lines in Manhattan, done in connection with a redesign of the subway map.