N (New York City Subway service)
The N Broadway Express is a rapid transit service in the B Division of the New York City Subway. Its route emblem, or "bullet," is colored, since it uses the BMT Broadway Line in Manhattan.
The N operates 24 hours daily between Ditmars Boulevard in Astoria, Queens, and Stillwell Avenue in Coney Island, Brooklyn; limited rush hour service originates and terminates at 96th Street on the Upper East Side of Manhattan instead of Ditmars Boulevard. Weekday daytime service makes express stops between 34th Street–Herald Square in Manhattan and 59th Street in Brooklyn and all stops elsewhere. Weekend daytime service is the same as weekday daytime service, except trains make all stops in Manhattan between 34th and Canal Street. Overnight service makes all stops along the full route, serves the Financial District of Lower Manhattan and uses the Montague Street Tunnel to travel between Manhattan and Brooklyn instead of the Manhattan Bridge.
The N was originally the Brooklyn–Manhattan Transit Corporation's 4 service, running along the BMT Sea Beach Line to the Manhattan Bridge. The 4 used the BMT Nassau Street Line in Lower Manhattan from 1915 to 1917, after which it ran express on the BMT Broadway Line. The 4 became the N in 1961. The N ran local in Queens along the IND Queens Boulevard Line to Forest Hills–71st Avenue from 1976 until 1987, when it switched terminals with the R. From 1986 to 2004, reconstruction on the Manhattan Bridge forced the N to run local on the Broadway Line via the Montague Street Tunnel.
Service history
Before 1970
1967–1979 bullet
NX bullet, used in 1967–1968 |
The route that is now the N was originally BMT service 4, known as the Sea Beach Line or Sea Beach Express.
On June 22, 1915, the current BMT Sea Beach Line opened, replacing a street level "el" that branched off of the Fifth Avenue El with the former BMT West End Line. Originally, it used the south tracks of the Manhattan Bridge, which at that time connected to the BMT Nassau Street Line. Trains began running express between Pacific Street and 59th Street with the extension of the Fourth Avenue Line to 86th Street.
On September 4, 1917, the first part of the BMT Broadway Line and the north side tracks of the Manhattan Bridge opened. Trains ran from 14th Street–Union Square to Coney Island–Stillwell Avenue, now using the bridge's northern tracks. On January 15, 1918, service was extended to Times Square–42nd Street.
Weekday and Saturday summer trains leaving Coney Island between 6:37 a.m. and 8:37 p.m. began running non-stop between Kings Highway and 59th Street on August 1, 1920. Trains that started at Kings Highway made local stops. On November 14, 1920, weekday rush hour trains, and Saturday AM rush hour trains began skipping Myrtle Avenue and DeKalb Avenue.
Between 1924 and 1926, trains skipped Myrtle Avenue and DeKalb Avenue during weekday rush hours, and on Saturday southbound between 12:01 p.m. and 6:57 p.m. Between 4:30 p.m. and 7:30 p.m. weekdays, and Saturdays southbound between 12:01 p.m. to 6:57 p.m., the rear two cars at Canal Street were restricted to boarding only. In June 1931, trains skipped Myrtle Avenue and DeKalb Avenue between 7 a.m. and 12:30 a.m. weekdays, and between 10:30 a.m. Sunday to 12:30 a.m. Monday. Trains skipped 36th Street during the morning rush hour in the northbound direction. Between 1933 and 1937, the hours in which trains skipped Myrtle Avenue and DeKalb Avenue were 7 a.m. until midnight weekdays.
On June 29, 1950, trains began running express in Brooklyn during late nights. As of June 28, 1951, every other morning rush hour train no longer terminated at Kings Highway.
On May 2, 1957, service was extended north via the express tracks from Times Square to 57th Street–Seventh Avenue, and trains stopped bypassing 36th Street during the AM rush hour. In fall 1959, trains began stopping at DeKalb Avenue during midday hours. Previously, they bypassed DeKalb Avenue at all times except late nights. Beginning on January 1, 1961, trains bypassed DeKalb Avenue during rush hours only. In addition, on weekday and Saturday evenings, late nights, and all day Sundays, they ran local on the BMT Fourth Avenue Line.
The N designation began to appear when R27 subway cars were moved to the service in April 1961.
The NX designation was used for a rush hour peak-direction "super-express" service along the express tracks of the Sea Beach Line, beginning in the AM rush hour at Brighton Beach on the BMT Brighton Line, running through Coney Island, and then following the N route to 57th Street–Seventh Avenue. This short-lived service began on November 27, 1967 and ended April 12, 1968, due to low ridership. Starting on Monday, April 15, 1968, the five NX trips instead ran as N trips.
On December 31, 1972, all late night trains began running local in Brooklyn. Late weekday evening trains, weekend southbound trains, and northbound early weekday trains began stopping at 53rd Street and 45th Street.
1970–1980
On August 30, 1976, weekday N service was extended north over the BMT 60th Street Tunnel Connection to Forest Hills–71st Avenue to replace the discontinued EE. While many N trains ran the full route from Coney Island to 71st Avenue, via the Manhattan Bridge and Broadway Express, some trains ran local during the rush hours only between Whitehall Street–South Ferry in Lower Manhattan and Forest Hills–71st Avenue, which had been the former EE route; these trains were noted with diamond N bullets from 1979. Trains stopped terminating at Kings Highway in the AM rush hour.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, N trains began running with four cars between 9:30 a.m. and 2:15 p.m. On August 27, 1977, N service was cut back during late nights, only operating between 36th Street and Coney Island. Northbound trains ran express between 59th Street and 36th Street while southbound trains ran local.
1980–1990
On November 26, 1984, evening rush hour trains that terminated at Kings Highway were extended to Coney Island.Reconstruction of the Manhattan Bridge between 1986 and 2004 disrupted N service, usually rerouting it via the Montague Street Tunnel. On April 26, 1986, the north side tracks were closed and services that normally ran on them were moved to the south side, running via the BMT Broadway Line. Because of the large amount of train traffic now running on those tracks, rush hour and midday N service was rerouted via the Montague Street Tunnel, making local stops in Manhattan and Brooklyn, though evening, night and weekend trains continued to use the bridge and express tracks in Brooklyn. Late evening trains that ran via the bridge also ran local in Brooklyn heading southbound. Six trains only ran between Continental Avenue and Whitehall Street in the AM rush hour, while six trains only ran between Canal Street and Continental Avenue in the PM rush hour. The, which was rerouted from the BMT Brighton Line to the BMT West End Line, replaced the N as the weekday express on the Fourth Avenue Line. Starting on April 28, 1986, one Q train ran to Continental Avenue at 7:05 a.m., and returned in service as an N train, and an N train arriving at Continental Avenue at 3:25 p.m. began returning in service as a B train. These special B and Q trips no longer ran after May 23, 1987.
As part of the New York City Transit Authority's proposed service plan to serve the new Archer Avenue Line upper level, the N would have been extended to Jamaica Center during weekdays. When N trains terminated at 71st Avenue or 57th Street–Seventh Avenue during weekends and evenings, G trains would have been extended to Jamaica Center, and during late nights a G train shuttle would have run between Jamaica Center and Van Wyck Boulevard. This service plan would have allowed E and F trains to remain on the Queens Boulevard mainline toward 179th Street. The final service plan, which took effect on December 11, 1988, had the extension served by E trains, with R trains extended to 179th Street.
On May 24, 1987, the N swapped northern terminals with the. The N was switched to Astoria–Ditmars Boulevard, while the went to Forest Hills–71st Avenue. This was done to give the R direct access to Jamaica Yard; previously, the N had direct access to both Jamaica Yard and Coney Island Yard, and the R, running from Bay Ridge to Astoria, lacked direct access to any yard. This change was intended to improve the appearance and reliability of service on the R, since all trains on the Astoria and Broadway Lines were part of the graffiti-free program. Trains ran via the Manhattan Bridge during late nights and weekends. Some trains went into service at 86th Street during the AM rush hour put-ins. Between November 23, 1987, and May 13, 1988, one D train arrived at Ditmars Boulevard at 7:12 a.m. and returned in service as an N train.
When the north side of the Manhattan Bridge reopened and the south side was closed on December 11, 1988, the N began running local in Manhattan and via the Montague Tunnel at all times. In order to replace B service to Ditmars Boulevard, additional N service was provided during rush hours. Trains continued to run express in Brooklyn between Pacific Street and 59th Street/Fourth Avenue evenings and weekends.
On June 11, 1990, trains that were put into service at Queensboro Plaza in the PM rush hour were discontinued. Between June 10, 1990, and July 25, 1992, due to construction work in the 60th Street Tunnel, trains had to use a single track. Trains operated either between Ditmars Boulevard and Canal Street, or between 57th Street and Coney Island.
The Transit Authority and politicians pressured the New York State Department of Transportation to resume N train service on the bridge's south side on September 30, 1990, despite warnings from engineers that the structure was unsafe and major repairs still had to be made. Trains ran express on Broadway in Manhattan and Fourth Avenue in Brooklyn at all times except late nights. Southbound Brooklyn expresses ran until late evenings on Saturday, not running on Sunday morning any more. Between early morning and early evenings, trains skipped DeKalb Avenue. Several trains after the AM rush hour went out of service at Kings Highway. On December 27, state inspectors forced N service to be rerouted via the Montague Street Tunnel again after discovery of corroded support beams and missing steel plates, running local on its entire route at all times.