BMT Astoria Line

BMT Astoria Line
The N and W train services use the entire BMT Astoria Line.
Overview
Type	Rapid transit
System	New York City Subway
Termini	Ditmars Boulevard Queensboro Plaza
Stations	7
Operation
Opened	1917
Owner	City of New York
Operator(s)	New York City Transit Authority
Character	Elevated
Technical
Number of tracks	2-3
Track gauge	4 ft 8 1⁄2 in (1,435 mm)
Electrification	600V DC third rail

BMT Astoria Line
Astoria–Ditmars Boulevard Astoria Boulevard 30th Avenue Broadway 36th Avenue 39th Avenue 63rd Street Lines Flushing Line Queensboro Plaza Queens Boulevard Line Flushing Line 60th Street Tunnel Connection 60th Street Tunnel (Broadway Line)

The BMT Astoria Line (formerly the IRT Astoria Line) is a rapid transit line of the B Division of the New York City Subway, serving the Queens neighborhood of Astoria. It runs south from Ditmars Boulevard in Astoria to 39th Avenue in Long Island City above 31st Street. It then turns west and serves Queensboro Plaza over Queens Plaza.

The entire line is served by the N train at all times, joined by the W on weekdays.^[1][2] It was built as part of the Dual Contracts and jointly operated by the Interborough Rapid Transit Company (IRT) and Brooklyn–Manhattan Transit Corporation (BMT) using IRT-sized cars until 1949, when the platforms were shaved to accept the wider BMT cars and joint service was discontinued.

Description and service

All services make all stops on the BMT Astoria Line.^[3][1][2]

	Time period
	Weekdays	All other times
	full line
	full line	no service

The north end of the Astoria Line is a two-track terminal at Ditmars Boulevard, with one island platform. South of the station, the center express track, currently not used in revenue service, begins (with crossovers to allow terminating trains to reach the correct track). The next station, Astoria Boulevard, is the only express station on the three-track section. The next four stations are local ones with two side platforms.^[4]

South of 39th Avenue, the express track merges with the two outer tracks. The line then curves west and enters Queensboro Plaza, a dual-level station with northbound trains on the upper level, southbound trains on the lower level, and cross-platform transfers to the IRT Flushing Line. Crossover tracks exist between the upper level tracks just north of the station, one of a few connections between the BMT / IND and IRT. After Queensboro Plaza, the line ramps underground, and merges with the 60th Street Tunnel Connection to become the BMT Broadway Line via the 60th Street Tunnel to Manhattan.^[4]

History

The BMT Astoria Line was originally served by the IRT "8" train.

A poster describing the changes at Queensborough Plaza in 1949

Entrance to the 60th Street Tunnel

Passing under New York Connecting Railroad

Northbound curve on the Astoria line east of Queensboro Plaza station

Queensboro Plaza station as seen from a southbound Astoria line train

The Astoria Line was originally part of the IRT, as a spur off the IRT Queensboro Line, now the IRT Flushing Line. The whole line north of Queensboro Plaza opened on February 1, 1917 and was used by trains between Grand Central and Astoria.^[5][6] Through IRT service to the Corona Line (now the Flushing Line) began two months later on April 21.^[7]

On July 23, 1917, the Queensboro Bridge spur of the elevated IRT Second Avenue Line opened. At that time, all elevated trains to Queensboro Plaza used the Astoria Line while all subway trains used the Corona Line, though this was later changed with trains alternating between branches.^[6][8]

The 60th Street Tunnel opened on August 1, 1920, allowing BMT trains to reach Queensboro Plaza. However, the stations on the Astoria and Corona Lines were built to IRT specifications, which were too narrow for BMT rolling stock. As a result, those trains terminated at Queensboro Plaza using a relay track east of the station to turn around for the return trip to Manhattan.^[9]

On April 8, 1923, the BMT, using elevated cars, started running shuttles along the Astoria (numbered BMT 8 in 1924) and Corona Lines (BMT 9) in addition to the existing IRT service. On June 23, 1942, the IRT Second Avenue Line spur to Queensboro Plaza closed.^[10]

The IRT services were numbered in 1948, with 7 being assigned to the Flushing Line and 8 to the Astoria Line. A year later on October 17, 1949, the Flushing Line became IRT-only. The platforms on the Astoria Line were shaved back to allow through BMT trains to operate on it, the first ones being the Brighton Local (BMT 1) weekdays & Broadway - Fourth Avenue Local (BMT 2) at all times.^[11] Since then, the Astoria Line has hosted the northern end of various services running from Brooklyn through Manhattan; see B, N, Q, R, T and W for details.

The platforms at the seven stations on the Astoria Line, were lengthened to 610 feet (190 m) to accommodate ten-car trains in 1950.^[12]:23 The project cost $863,000. Signals on the line had to be modified to take into account the platform extensions.^{[13]:633, 729}

The 2015–2019 MTA Capital Plan called for the Astoria Line's 30th Avenue, Broadway, 36th Avenue, and 39th Avenue stations, along with 29 others, to undergo a complete overhaul as part of the Enhanced Station Initiative. Updates included cellular service, Wi-Fi, USB charging stations, interactive service advisories and maps, improved signage, and improved station lighting.^[14][15] The 30th and 36th Avenues stations were renovated first, from fall 2017 to summer 2018. After these two stations were reopened, the Broadway and 39th Avenue stations would be renovated from summer 2018 until spring 2019.^[16] The remaining stations on the line, Astoria Boulevard and Astoria-Ditmars Boulevard, are also simultaneously undergoing renovations. Astoria-Ditmars Boulevard is being renovated from April 2018 to June 2019, and would remain open during this time. Astoria Boulevard's mezzanine would be torn down and replaced, and elevators would be added at the station.^[16]

Extension proposals

A 1920s Transit Commission study proposed extending the line northwest across or under Randalls and Wards Islands back into Manhattan as a crosstown line at 125th Street, roughly following the route of what is now the Triborough Bridge.^[17] As part of the IND Second System plan from 1929, the BMT/IRT Astoria Line would be extended east via Ditmars Boulevard, Astoria Boulevard, 112th Street, and Nassau Boulevard (today's Long Island Expressway) terminating at Cross Island Boulevard. The new line that would have been an extension of the Astoria Line would be called the Long Island City-Horace Harding Boulevard Line. The line would have been 2 tracks to Astoria Boulevard, and afterwards it would become a 4 track line before going back to 2 tracks at Parsons Boulevard. The entire line would be elevated except for part of it, which would have been depressed under Nassau Boulevard. The line would have been extended 8.1 miles at a cost of $17,700,000.^[18][19][20]

In 1998, an extension of the BMT Astoria Line to LaGuardia Airport was planned as part of a $1.2 billion package to provide access to the New York City airports with funding from the MTA, the Port Authority and the city. The preferred route would have extended the Astoria Line along 31st Street north onto Con Edison’s property at the edge of Astoria and then east along 19th Avenue to the Marine Air Terminal. The MTA also considered an eastward extension along Ditmars Boulevard, and a plan to reroute LaGuardia-bound trains from Queensboro Plaza through the Sunnyside rail yard and along the eastern edge of St. Michael’s Cemetery to elevated tracks parallel to the Grand Central Parkway. A fourth route was to have trains turn east via Astoria Boulevard.^[21] All of the options would have new elevated sections built. $645 million for the LaGuardia extension was included in the MTA’s 2000-2004 Five-Year Capital Plan, and in late 2002, Mayor Bloomberg supported the extension. These option were studied in the LaGuardia Airport Subway Access Study.^[22] However, community opposition was strong and therefore the plan was canceled in July 2003.^[23][24]

Station listing

Station service legend
	Stops all times
	Stops all times except late nights
	Stops weekdays only
	Stops rush hours in the peak direction only
Time period details
	Station is compliant with the Americans with Disabilities Act
↑	Station is compliant with the Americans with Disabilities Act in the indicated direction only
↓
	Elevator access to mezzanine only

Neighborhood (approximate)		Station	Tracks	Services	Opened	Transfers and notes
Astoria		Astoria–Ditmars Boulevard		N  ​W	February 1, 1917[5]	originally Ditmars Avenue
	Center Express track begins (No Regular Service)
		Astoria Boulevard	all	N  ​W	February 1, 1917[5]	M60 Select Bus Service to LaGuardia Airport originally Hoyt Avenue
		30th Avenue	local	N  ​W	February 1, 1917[5]	originally Grand Avenue
		Broadway	local	N  ​W	February 1, 1917[5]	Station is closed for renovations as part of the Enhanced Station Initiative until February 2019.
		36th Avenue	local	N  ​W	February 1, 1917[5]	originally Washington Avenue
Long Island City		39th Avenue	local	N  ​W	February 1, 1917[5]	originally Beebe Avenue Station is closed for renovations as part of the Enhanced Station Initiative until February 2019.
	Center Express track ends
	connecting tracks to IRT Flushing Line (No regular service)
		Queensboro Plaza	all	N  ​W	February 1, 1917[5]	7  <7> ​ (IRT Flushing Line)
merges with the 60th Street Tunnel Connection (R ) and becomes the BMT Broadway Line via the 60th Street Tunnel (N  ​R  ​W )

References

External links

Route map:

Media related to BMT Astoria Line at Wikimedia Commons

• nycsubway.org - BMT Astoria Line