SUBWAY LINE NAMES

by Joseph D. Korman

Ever wonder where the New York City subway lines got their names, numbers and letters? Well wonder no more - this is the introduction to the line designations and route names through the years in New York.

The subway, as we now know it opened by the IRT on October 27, 1904. Since the opening, it has expanded to over 230 miles of routes and over 400 miles of single track (not including yards). While the history of the system is too large to tell here, the line names can easily be told here.

Select from the files below:

• IRT LINES
  Interborough Rapid Transit

  The first regular subway in New York. The line opened on October 27, 1904. It operated from City Hall Loop north to Grand Central, west to Times Square and north to Broadway and 145th St.

• BMT LINES
  Brooklyn-Manhattan Transit

  Formerly Brooklyn Rapid Transit (BRT). Many of these lines were steam engine powered before 1900. They were elevated, built into cuts and subways and electrified between 1900 and 1920.

• IND LINES
  Independent Subway System.

  Take the 'A' Train. These lines were built during the depression between 1929 and 1940. Some extensions were built after World War II. When the City could not find a private firm to run the IND, the City operated it.

• Joint BMT-IND
  By 1940 the City took over operation of the IRT and BMT. It began a period of closing old lines and merging the BMT and IND into virtually one operating system. The IRT was built for smaller cars, thus its operation remain separate from the BMT-IND.

  After November of 1967, the Chrystie Street Connection completed the merger of the BMT-IND. With it many line names changed and were combined or otherwise re-routed.

• BMT-IND Post 1990 Changes

  From the end of the 1980's to the beginning of the 21st century a number of changes were made to the BMT-IND joint operations. Some were for economies, some were for construction projects and some were actually srevice improvements.

• World Trade Center disaster service changes.
• Closing Stillwell Ave for complete rebuilding.
• 2004 service after all four tracks of the Manhattan Bridge are open
• Chambers St Fire January 23, 2005

BMT SUBWAY LINES

The BROOKLYN - MANHATTAN TRANSIT (BMT) introduced route numbers, in addition to names with the articulated cars built in 1927. The BMT LINES names and numbers were:

• 1 BRIGHTON LINE
• 2 FOURTH AVE (BROOKLYN)
• 3 WEST END
• 4 SEA BEACH
• 5 CULVER+
• 6 FIFTH AVE +
• 7 FRANKLIN LINE
• 8 ASTORIA (see IRT note)
• 9 FLUSHING
• 10 MYRTLE-CHAMBERS
• 11 MYRTLE-JAY-BROOKLYN +
• 12 LEXINGTON AVE +
• 13 FULTON ST +
• 14 BROADWAY BROOKLYN
• 15 JAMAICA
• 16 CANARSIE

Allan Berlin told me that there was a #17 - 14th-Fulton which operated from 8th Ave & 14th Street to Broadway Junction then via the outer Fulton St El to Lefferts Ave. I had heard of this service, but I'm not sure if there was ever a sign made for #17. I do remember seeing a #13-14th St-Fulton sign, but it was never used.

+ These lines were part of an extensive network of elevated lines which spanned Brooklyn from 1880's to 1940 when dismantling began and ended in 1969 when the southern part of the Myrtle Ave line was demolished.

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IRT LINES

After the construction period ending in the mid 1920's, the Interborough Rapid Transit (IRT) took on the basic operation it has today, sometimes called the "H" system. This name comes from the shape of the two mainlines - SEVENTH Ave on the Westside and the LEXINGTON Ave on the east connected at 42nd St. by the shuttle.

The IRT did not give route numbers to its lines, but gave unique names to the terminals, branch lines and mainlines. All IRT cars from the opening until the 1964 retirement of the last of the original IRT cars had metal side signs with enough information to know the terminals and the routes. A typical Lexington Ave train may have been set up as:

The signs were mounted in racks in the side windows at each end of the cars. The words were painted on both sides of each plate. The unused signs were stored in a metal pocket under the racks. The storage pocket had room for about 12 signs. Extra signs were also stored at the terminals. The tabs at the top were used like index tabs to make it easier to find a sign.

After World War II, the Board of Transportation began to replace the old IRT cars starting with the R-12 cars in 1948. With these cars numbers were assigned to the IRT lines. The numbers were as follows:

• 1 Broadway
• 2 7th Ave - Bronx
• 3 Lenox Ave
• 4 Jerome Ave
• 5 Lexington - Bronx
• 6 Pelham
• 7 Flushing
• 8 Astoria=
• 9 Dyre Ave +

=The Flushing and Astoria lines opened in 1917 and were operated jointly by the BMT and IRT. In 1948 the lines were split with the IRT taking the Flushing Line and the BMT taking the Astoria Line. On the 1967 Chrystie St Service map (the first multicolored one) used the number 8 to designate the Bronx remnant of the Third Ave el. The #8 was never carried on any of the cars, including the R-12's which were used on the el until it closed in April 1973.

+ The Dyre Ave line in the Bronx was part of an over-extended Railroad whose name was "NEW YORK, WESTCHESTER AND BOSTON". The line never went past Westchester. It operated from 1912 and went bankrupt about 1938. (As a side bar, my Alma Mata, the Polytechnic Institute of Brooklyn (I graduated in 1970) operated the first fantrip on the NYW&B to inspect the new electric railroad in 1912). The Board of Transportation took over the part of the line in the Bronx in 1941 and operates the portion between E. 180th St. and Dyre Ave.

The above service pattern was very complicated. The #2 had different north and south terminals depending on the time of day. The #4 had different south terminals and the #5 disappeared over night. As a result, the following changes were made in 1965.

Here is the service changes brochure from 1965.

Until about 1962 the Lexington Expresses had a conductor and rear guard (I remember seeing them at Nevins St). The conductor was stationed between the first and second cars and the rear guard was between cars nine and ten. This was to allow the conductor on southbound trains to open the doors on both sides of the first car only at Bowling Green to allow passengers to get to the shuttle for South Ferry without using the stairs. This was before the separate northbound platform was built. Passengers from Brooklyn would get off from the last car, wait for a southbound to enter and walk through the first car for the shuttle.

During certain hours the the #5 and #6 operated via the outer loop at South Ferry to provide Lexington service when the Bowling Green shuttle didn't operate. The Bowling Green shuttle was discontinued in 1977, as was all South Ferry service from the Lexington Ave line.

In late 1988, the TA started 'skip stop' service (each train stops at every other station, to increase average speed) on the Broadway line above 96th Street. In order to distinguish the trains, the # 9 designates the trains that make alternative stops from the #1. The skip stop and the #9 designation were discontinued in May 2005.

Beginning on March 2, 1998, the Lenox Ave tracks between 96th and 116th Streets underwent major reconstruction to correct a water condition that had been a problem since the line opened in 1908. Whle the construction was going on (scheduled until October 1998), the 2 and 3 trains were rerouted. See the Lenox Rehab page for details.

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IND LINES

When the IND opened in 1932, lines were designated by letters. The letter is assigned from the north branch and the Manhattan mainline used. The lines were:

A single letter was an express and repeated letter a local. Thus the A train was an 8th Ave Express from Washington Heights, while the CC was an 8th Ave local from the Concourse. The southern terminals were arbitrarily assigned based upon the same factors as the IRT.

This page has all the IND Subway Services from 1932 to the present as they changed with expantion and merger with the BMT. Chart origianlally adpated from the ERA NY Division Bulletins of October and November 1968. I've exapneded it to 1973 with details and general changes to the present.

BMT AND IND SHARE THE ALPHABET

In 1960, the TA took delivery of the R-27 cars which had an expansion of the IND letters for assignment to the BMT lines.

As with the IND single letters were express and repeated letters were local (QB & QT were local - the QT operated when the Q express ran and the QB operated at all other times). The TT operated on Sundays and Weeknights only in Brooklyn. During weekdays the TT provided Wall St area service all day via Nassau Street. The T was rush hour and Saturday only via Broadway Express.

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Bankers' Specials

There were also two interesting services that used the 'M' signs from the Southern Division of the BMT:

From Brighton Beach there was an M train that operated in rush hours only: local to Kings Highway, express to Dekalb Ave, via tunnel, Nassau St and the south tracks of the Manhattan Bridge back to Brooklyn.

From 95th and 4th Ave, Local to 59th, express to Pacific, via bypass and south tracks to Chambers St, Nassau St. and tunnel back to Brooklyn.

Both of these services were called Bankers' Specials. Some would continue in service and other would lay up at 36th St. Yard.

At that time there were two BMT shuttles: Culver (old #5) and Franklin Ave (old #7).

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BMT-IND Joint Lines

Thanksgiving Weekend 1967 was a landmark day in the history of the subway system. During that weekend the "Chrystie Street Connections" joined the BMT and IND via the Manhattan Bridge tracks from Dekalb Ave. Brooklyn to Grand St. Manhattan. Many routes were combined and the BMT numbers were discontinued in favor of the IND letter system.

During the planning for the connection there was a significantly different service proposal. This included a 4th Ave- BMT Jamaica through route, Broadway AND 6th Ave service from BOTH Brighton and West End, and service between BMT Jamaica and 57th/6th Ave. Here is the service guide.

1967 SERVICE

£ In June of 1968 the 57th St/6th Ave station opened. The JJ was dropped and the KK was added. This was pointed out to me by Mike Berson.

* The BMT has always designated the Manhattan end of the line as the NORTH terminal, even if it is physically south of the other end. Thus the north terminal of the M line is in Manhattan even though it is south of the Metropolitan Ave end of the line. This leads to a paradox on the QJ line, in which both ends of the line are out of Manhattan and therefore both are South terminals. The RR does not fall into that trap, since the branch to Astoria has always been considered a northern extension of the Manhattan line and thus it is the NORTH terminal.

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To complete the BMT services operating in 1967, the MJ operated from Metropolitan Ave to Bridge-Jay Street via the Myrtle Ave El.. This was the last of the Brooklyn els, not able to use the heavier subway cars. The MJ was eliminated in 1969 when the el south of Broadway as abandoned. The M then provided service to Broadway/Myrtle all times (although it may have been called the 'SS' shuttle for a while). This was added by Allan Berlin.

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In the years since the merger, many of the services were modified, recombined and otherwise changed. But, there is still some relation to the old IND line names and the 1959-1967 letters assigned to the BMT lines by the TA. During the 1970's and early 1980's, a number of service changes were made to adjust to ridership changes and streamlining service:

• EE Dropped - N train extended to Continental Ave
• KK dropped - no replacement (some B trains from Coney Island went to 57th/6th)
• RJ dropped
• NX dropped (This was a Super Express from Brighton Beach via Coney Island via Sea Beach to Manhattan that operations didn't want to run)
• M through routed to Coney Island
• QJ cut back to Broad St and renamed J

As of May 5, 1986 the remaining double letter routes were changed as follows:

• AA to K (the K was dropped when the C began to operate to Brooklyn all day.
• CC to C
• GG to G
• LL to L
• QB to Q
• RR to R
• SS to S (for shuttles)

Train name changes

This move is supposed to make following a line easier. Since many routes operate express in one area and local in others (eg., F train is express in Queens & Brooklyn and local in Manhattan) the need for double letters for locals is unnecessary and confusing.

A side note to the 'AA' to 'K' switch, the route signs are printed in alphabetical order, the schedule at 168th St Washington Heights had a number of 'B' trains becoming 'AA' after the AM rush and back to 'B' before the PM rush. The change from 'B' to 'AA' took a few seconds, but the change from 'B' to 'K' delayed trains and wore out the train crews arms (the signs were cranked by hand).

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Rockaway and Fulton Street services

Also during this period, there were a number of adjustments to the service patterns on Fulton St. to the Rockaways. At various times, the E was extended as a rush hour only express along Fulton St with terminals at Euclid, Lefferts, Rockaway Park and Far Rockaway. Later the A and E switched and the A became the express. Still later the E was made full time to WTC and the rush hour-mid day C was operated local with the A express. There have been a number of Broad Channel to Rockaway Park shuttles at various times. These trains carried 'HH' or 'S' signs.

The H train was added for the Rockaway shuttles from Euclid Ave to Far Rockaway and Rockaway Park and for Broad Channel to Rockaway Park.

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BMT-IND Post 1990 Changes

Since the early 1990's the following minor changes were made because of construction on the Manhattan Bridge and the opening of the Archer Ave and 63rd St Tunnel:

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IND GETS MESSED UP

With the March 1, 1998 schedule, gearing up for OPTO on a few more lines, the B and C trains swapped north terminals thus messing up the simple elegance of the original IND lettering scheme forever.

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CONSTRUCTION CHANGES

During the mid day construction on the Manhattan Bridge in 1995 (closing the bridge to all trains), the Q was re-routed back to Broadway and the tunnel.

Beginning on March 1, 1998 and continuing into late 1999, the 63rd Street tunnel tracks are being replaced. This was done one track at a time. While this is going on, the B, F and Q trains that normally serve the line will terminate at 57th and 6th Ave. A shuttle train will operate on the track not being worked on between 57th and 7th Ave to 21st Queensbridge. See the 63rd Shuttle page.

CHRYSTIE STREET IS
REPEALED!

Beginning on July 22, 2001 the following changes were made to allow the NYC Department of transportaiton to complete (after 20 years) the rehabilitation of the Manhattan Bridge

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World Trade Center Terror - 9-11-2001

On September 11, 2001 two hijacked planes crashed into and destroyed the two World Trade Center towers. While the loss of life far overshadowed the subway service disruptions, here are the services the TA was able to operate during the disaster.

During the hours and days after the attack, service was changing quickly as lines were assessed as to damage severity. For at least Wednesday through Friday the only south Brooklyn to Manhattan service was via the Manhattan Bridge and the Rutgers St tunnel.

Once damage was assessed and more regular service was able to be provided the following services were provided:

The above services were as of Monday morning's rush hour.

The Cortlandt St Station of the 1 and 9 was crushed by the impact of the collapse of the towers. The Cortlandt station of the N and R will re-open in a few weeks (months).

After a few days of switching delays at 96th St, the following adjustments were made effective 9/19/2001:

Effective 9/22/2001 the E and C returned to almost normal service.

Effective Sunday October 28, 2001 the N and R lines were returned to normal service except for not stopping at Cortlandt St.

Photos of the IRT Cortlandt St Station, which will be closed indefinately. Closed too are Rector and South Ferry.

The Courtlandt St Station on the BMT re-opened on September 8, 2002

The rebuilt line of the IRT was opened on September 15, 2002. The Rector and South Ferry stations re-opened.

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63rd Connector

The 63rd St connector was placed into service on December 16, 2001 along with the V Train on 12/17/2001.

MAP

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Stillwell Ave

With the closing of the F and Q service to Stillwell Ave on 9/7/2002, the following changes were made in the basic BMT southern services:

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Manahttan Bridge 4 Tracks

Service for February 22, 2004 when all four tracks on the Manhattan bridge are back in service. This will be modified when Stillwell Ave re-opens in May. Initally the B will use tracks 1 & 2, usually used by the Sea Beach trains. Tracks 7 & 8, normally used by the West End trains will be rebuilt. They are scheduled to re-open in 2005.
The N will operate at night through the tunnel and days over the bridge.

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Stillwell Ave Notes

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Chambers St Relay Room Fire

On Sunday January 23, 2005 a fire was started in or near the Chambers St. relay room. It was thought to be the work of a homeless person trying to stay warm. Later it was found that it was possibly caused by TA employees leaving flammable material. Stay tuned
The first estimate to return to normal service was 3 to 5 years. On Tuesday January 25, the TA announced that service could be restored to most of the A train in a few weeks and the C in nine months. The 3 to 5 year estimate was to completely replace all destroyed components.

Here are the service changes for the first week(s).

* All trains between Canal Street and Chambers St.(or perhaps Broadway Nassau) had to operate on an absolute manual block system station to station. That is there is a supervisor at each station that radios supervisor at the station before it that the train has left the station. The supervisor may then allow the train at that station to proceed.

On February 1, 2005, it was announced that C service will return at 5:00AM on February 2. However the rush hour will be 70 to 80% of normal during the rush hours and normal at other times.

On February 10, 2005, it was announced that more A service would return on Monday February 14, 2005. The AM rush hour northbound service would be 80% of normal All other times are 100%. Rockaway Park A express service would be restored.

* A & C running 80% during AM rush hours northbound All service is normal at other times.

The TA also placed this disclaimer:
Because our subway system runs 24 hours, seven days a week, planned service changes will be necessary to facilitate work to restore the signal system.