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New York City Subway line

The IND Eighth Avenue Line is a rapid transit line in New York City, United States, and is part of the B Division of the New York City Subway. Opened in 1932, it was the first line of the Independent Subway System (IND); as such, New Yorkers originally applied the Eighth Avenue Subway name to the entire IND system. The line runs from 207th Street in Inwood south to an interlocking south of High Street in Brooklyn Heights, including large sections under St. Nicholas Avenue, Central Park West, and Eighth Avenue. The entire length is underground, though the 207th Street Yard, which branches off near the north end, is on the surface. Flying junctions are provided with the IND Concourse Line, IND Sixth Avenue Line, and IND 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 is chained as Line "A", with tracks A1, A3, A4, and A2 from west to east, running from approximately 800 at the south end to 1540 at the north end (measured in hectofeet). The whole line is served at all times by the A train, which runs express except during late nights. The C provides local service south of 168th Street while the A runs express. In addition, the B provides weekday local service and the D full time express service between the Concourse Line (145th Street) and Sixth Avenue Line (59th Street–Columbus Circle) junctions, and the E runs local from the Queens Boulevard Line junction at 50th Street south to World Trade Center. The A, C, and E are colored on signs because they run via Eighth Avenue through Midtown Manhattan, while the B and D are since they use the Sixth Avenue Line through Midtown Manhattan.

The majority of the Eighth Avenue Line, from Chambers Street north to 207th 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. The Cranberry Street Tunnel, extending the express tracks east under Fulton Street to Jay Street–Borough Hall in Brooklyn, was opened for the morning rush hour on February 1, 1933, with the exception of the station at High 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. When the subway opened in 1932, express (A) and local (AA) trains served the line; expresses did not run during late nights or Sundays. the C was added to the express service, while all locals became CC trains to the Concourse Line, forcing A trains to run local north of 145th Street. The E was added to the local tracks south of 50th Street on August 19, 1933, when the IND Queens Boulevard Line opened. The final major change came on December 15, 1940, when the IND Sixth Avenue Line opened. The AA was brought back as a non rush hour local service, becoming the BB and switching to the Sixth Avenue Line at 59th 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 time D over the express tracks between the Concourse and Sixth Avenue Lines. 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 at Spring Street and Canal Street to 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. On March 23, 1970, southbound E trains, during rush hours, began stopping at the lower level of the 42nd Street–Port Authority Bus Terminal station. 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. 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. This change was not officially reflected in schedules until May 24, 1987. On December 10, 1988, the K designation was discontinued and merged into the C, which now ran at all times except late nights. 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. On May 29, 1994, weekend C service between 7 a. m. and 11 p. m. was extended to 168th Street to allow A trains to run express. 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. The change was made to reduce crowding on the C and to reduce passenger confusion about the C's route. 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. A report for the Lower Manhattan Development Corporation looking at the Lower Manhattan Rail Link, an idea to connect Lower Manhattan with the Long Island Rail Road and JFK 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 the Rutgers Street Tunnel. In the wake of the September 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 along Central Park West was replaced by the A and D, and the E was extended from Canal Street to Euclid Avenue replacing C service in Brooklyn. On January 23, 2005, a fire at the Chambers Street signal room crippled A and C service. C service was suspended until February 2 and was replaced by the A, B, D, E, and V 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. The 2015–2019 Metropolitan 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 the Enhanced Station Initiative. The stations receiving renovations are 34th Street–Penn Station, 72nd Street, 86th Street, Cathedral Parkway–110th Street, and 163rd Street–Amsterdam Avenue. Updates included cellular service, Wi Fi, USB charging stations, interactive service advisories and maps, improved signage, and improved station lighting. As part of the renovations, 72nd Street was closed from May 7, 2018 to October 4, 2018, and 86th Street was closed from June 4, 2018 to October 26, 2018. In addition, the Cathedral Parkway–110th Street station was closed from April 9, 2018 to the week of September 2–4, 2018, and 163rd Street was closed from March 12, 2018 to September 27, 2018. In March 1930, public hearings were held by the BOT concerning the construction and planning of this line. At the March 12 hearing, the project's construction was endorsed by east side civic organizations. 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%. 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. 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. In 1938 the cost of the line was pegged by the BOT to be $16.73 million. Even though these bellmouths were never used and the line was never completed, the bellmouths are still visible south of Canal 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 the East Broadway station on the Sixth Avenue Line was intended to become a two track station. Above the tunnel north of the Broadway 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.

Neighborhood(approximate)StationTracksServicesOpenedTransfers and notes ManhattanInwood expressSeptember 10, 1932This section of line opened on February 1, 1933; the station opened later. Continues as the IND Fulton Street Line , with crossovers to/from the IND Culver Line (no regular service)