IND6 turn street line
The IND6 turn street flight (IND6 ばんがいせん, English: IND Sixth Avenue Line) is a metro line belonging to the B division () of the New York City subway of the United States of America. I run in the bottom of the sixth Avenue mainly in Manhattan and go to the Brooklyn ward through Rutgers street tunnel in the south side. For an independence subway system (IND), it was the last main line completed in 1940. B, D, F operating sixth Avenue line in midtown Manhattan and the M system are shown with bright orange.
Table of contents
Service system and range
The following systems operate some or all of the sixth Avenue line and are shown in a bright orange circular sign.
| Time | Section | ||
|---|---|---|---|
| Weekdays | The weekend and the night | ||
 | Express | There is no service | The whole line from seventh Avenue Station () to ground street Station () |
 | Express | The whole line from seventh Avenue Station () to ground street Station () | |
 | Way train | The whole line from 57 Station to York street Station () | |
 | Way train | There is no service | 47 chome -50 chome - Rockefeller center Station () - Broadway - Lafayette street Station () interval |
Most sections of the sixth Avenue line are quadruple tracks, and it is from two express lines and two local train lines. Because these tracks diverge at the both ends of the route, there are the north end and two south ends in the sixth Avenue line. There is one at the north end at 57 Station, and the track of two that came from 63 orders glance () leaves for the south in a bottom of the sixth Avenue from here. In this section, the train of the F system is operated daylong. There is another north end in the south side of 59 chome - Columbus circles Station, and the track of the double track diverges by a grade separation from the IND8 turn street line (it leads to an express line and both local train lines) and changes a direction into the east immediately under 53 and intersects with IND Queens boulevard line, and Queens boulevard line comes to run side by side with the north immediately. At seventh Avenue Station (), the track of the south line comes on the track of the north line. The Queens boulevard line is similar, too, but, in the case of Queens boulevard line, the north line is sixth Avenue line and the opposite direction. In this track, B and the express train of the D system are operated.
The route bends to the south and enters under the sixth Avenue and joins the connecting line with branch line from 57 Station and the IND Queens boulevard line (the train of the M system uses it), and it is afterwards in a quadruple track. The track of the south line becomes the western track, and, in the track of the north line, it is in the second track from the east side. A joining track becomes the second track and track of the reasonable east side from the west, and there is a crossover between 63 orders glance and two main line. In the track of the south line, positions are replaced when I pass 47 chome -50 chome - Rockefeller center Station (), and two main line becomes the central express line, and a track to come to from other routes becomes the outside local train line.
Many crossovers and turnouts are installed in the south side of 42 chome - Bryant parks Station (). The express line was over at first in the immediate south side of 34 chome - Herald square stations () and some trains did a change line in a crossover in the local train line and were traveled. There has been already a tunnel of the past lane in 33 chome south side of the sixth Avenue, and this is because the local train line of the sixth Avenue line was built by both sides of the past lane. The only express driving was performed section in sixth Avenue line, but, between west 4 chome - Washington Square Station () and 34 chome - Herald square stations, it was built as a subway of the double track at first in the future by a quadruple track while there was a design to expand. In the 1960s, an express line was added to the project of the Christie street connecting line () later. As a result, the express line was built below than a track of a local train line and the past lane by a tunnel method of construction of the deep part digging.
At west 4 chome - Washington Square Station, an express line returns to height same as a local train line. By a grade separation in the immediate south side of the station, I am connected to the local train line of the IND8 turn street line. The sixth Avenue line changes the direction from here to the east and enters under the house ton street. The express line changes the direction to the south and reaches ground street Station () through Christie street connecting line () when I pass Broadway - Lafayette street Station () and I cross the north side of the Manhattan Bridge and know Brooklyn. An express line spread out to second Avenue Station () before an express came to be operated to Christie street connecting line. The local train line diverges here. The train of the M system uses other double track and joins the BMT Nassau street line at Essex street Station whereas the train of the F system uses one double track and knows second Avenue Station to the east.
Arrive at second Avenue Station; is just before it, and diverge again in a quadruple track. Two express lines are not used for commercial operation now and it goes to the east and stops. This track really joined the IND Worth street line which was not built and should have gone to Brooklyn. The local train line in Manhattan changes the direction to the south, and I pass through the yeast river in Rutgers street tunnel, and, through the bottom of Essex street and the Rutgers street, it is in IND Kalver line in Brooklyn, and it is in an outside track of Jay street - metro technical center Station ().
History
The IND6 turn street line was built as a substitute of the elevated IRT6 turn town line () which was abolished in 1939, and was removed. The inaugurated section was not a basement of the sixth Avenue first. I was called house ton - Essex street line, and the local train line of the double track started service in those days to temporary terminal and yeast Broadway Station that it was () from the turning point with the IND8 turn street line in the south side of the Essex street in the south side of west 4 chome - Washington Square Station (), the east side of the house ton street from the midday of January 1, 1936. The train of the E systems from Jackson apartment house () of Queens to the Hudson terminal station was changed to the service to the yeast Broadway station via a new track [1]. Two express lines were built to Essex street / Avenue A by the section under the house ton street. This track passed through the yeast river, and was built for an intention to be connected by the IND Worth street line of Brooklyn that there was not of being really built [2]; [3] [4] [5].
A train passing through the yeast river through Rutgers street tunnel on past the middle of the night of April 9, 1936 begins to run, and, at the turning point with the IND8 turn street line of the Jay street - ボロー hall Station () north side, the north end of house ton - Essex street line and the Jay - Smith nine orders glance will be connected. The train of the E system came to be operated through this connection to church avenue Station. IND Fulton street line was inaugurated at the same time to Rockaway avenue Station (), and came to be traveled the train of the A C system which rode onto the Smith street line till then to the Fulton street line [6]; [7].
The New York city purchased the tunnel of the sixth Avenue line of the Hudson and Manhattan railroad (later past lane) at first, and was filled in the future express line and it was for Hudson and Manhattan railroad and did a design to build the new track in the lower layer than it [8].
The La Guardia mayor performed the groundbreaking ceremony of the new sixth Avenue line in Bryant park on March 23, 1936 to rearrange elevated sixth Avenue line, and to complete an independence subway system. During the construction of the subway, I spent 4 million dollars to support elevated sixth Avenue line provisionally, and to do it.
Driving of the local train of the sixth Avenue line was started in the range of to 47 chome -50 chome Station from Nishi-4Chome Station, and, from December 15, 1940, the connection of the track to the IND53 chome line was performed, too [9]. The construction expense of the sixth Avenue line was 59,500,000 dollars. As a school at the time of the opening of business, the following things were set.
- The Washington apartment house local train of the AA system was returned to service except the rush in the eighth Avenue line between 168 Station () and Hudson terminal stations.
- The Washington apartment house local train of the BB system was set as service of only at the time of a rush more via sixth Avenue line between 168 Station and Hudson terminal stations.
- The Bronx concourse express of the D system was added as service via the sixth Avenue line between Norwood -205 chome Station and Hudson terminal stations.
- The Queens - Manhattan express of the E system was shortened by service from service to church avenue Station to Broadway - Lafayette street Station ().
- The Queens - Manhattan express of the F system was added as service via the sixth Avenue line between Parsons boulevard Station () and church avenue Station.
The construction to add two express lines between west 4 chome - Washington Square Station () and 34 chome - Herald square stations () to newly was started work of on April 19, 1961. This express line was built under 80 feet (approximately 24 meters) by the ground. The construction of this express line was a part of the large-scale subway improvement plan started with D Caleb avenue Station () redevelopment of Brooklyn. As the second stage of this improved plan, Christie street connecting line () is built and will connect each BMT line in Manhattan bridge and the point beyond the Williamsburg Bridge to an IND house ton street line. By the construction of the express line, I will secure enough track capacity necessary for the service of such a train [10].
The sixth Avenue line express line and the Christie street connecting line were inaugurated on November 26, 1967. The train of the D system was changed to new express line way at the time of a rush and in this way started service from the north side of the Manhattan bridge to Brighton beach Station via the BMT Brighton line. The train of the BB system at the time of the rush was combined with the T system of the Brooklyn side, and it was B system and came to travel between 168 Station () and coney island - steal well avenue Station via sixth Avenue line express line, Manhattan Bridge, a BMT waist end line. The train of the F system was extended from second Avenue Station () and came to run to Coney Island via Rutgers street tunnel and IND Kalver line [11]. I hurried, and, from July 1, 1968, the train of the D system came to operate sixth Avenue line daylong. The KK system at the time of the rush that was new to 168 Station of Queens () via BMT Jamaica line started service from Williamsburg Bridge through Christie street connecting line with a local train line from the 57 station established newly on the same day. The train of the B system came to go only as far as 57 Station in the daytime other than a rush, and it followed it at the time of the rush, and it was service to 168 Station on the same day. At this point in time, the B system came to run in the local train line other than a rush [12]; [13].
As a result, originally the preparations structure used for the construction of the 63 orders glance () was set up for suggestion to extend to the harem area through a bottom of Central Park [9].
The track of the south side of the Manhattan bridge was closed for restoration construction from 1988 through 2001 and was rearranged to the express Q system which the local train of the section service limited time, and traveled to Brooklyn.
I started service that the V school which was a new system ran in the sixth Avenue line by local train on December 16, 2001 and turned down in a central track of second Avenue Station. The V system became the service only on weekdays. After having left 47 chome -50 chome - Rockefeller center Station (), at this point in time, the F system came to run via 63 orders glance () not IND53 chome line [14]. The V system was rearranged from June 28, 2010 by M system, and came to run at the Williamsburg bridge through Christie street connecting line, and, as for what ran as an operating train by this course, it was since K system in 1976 [15]; [16].
List of stations
| Explanatory notes | |
|---|---|
 | Regular stop |
 | It always stops except the middle of the night |
 | It stops only in the middle of the night |
 | It stops only on weekdays |
 | Only a congestion direction of the rush hour stops |
| The time details | |
| The location (approximate position) |  | Station | Platform | Stop train | Opening of business day | Transfer, remarks |
|---|---|---|---|---|---|---|
| I diverge from 63 orders glance () (F ) | ||||||
| Midtown Manhattan | 57 Station | F | July 1, 1968 | |||
| From the IND8 turn street line express segment of a line Funato (B D ) | ||||||
| Seventh Avenue Station () | Express | B D | August 19, 1933 | IND Queens boulevard line (E ) | ||
| From the IND Queens boulevard line local train segment of a line Funato (M ) | ||||||
| A branch line joins (F ) | ||||||
| The main line (B D F M ) | ||||||
| | 47 chome -50 chome - Rockefeller center Station | Local train / express | B D F M | December 15, 1940 | ||
| 42 chome - Bryant parks Station | Local train / express | B D F M | December 15, 1940 | IRT flushing line (7 ) (Fifth Avenue Station ) | ||
| | 34 chome - Herald square stations | Local train / express | B D F M | December 15, 1940 | BMT Broadway line (N Q R ) Select bus sevice M34/M34A Past lane communication (33 Station) | |
| Chelsea | 23 Station () | Local train | F M | December 15, 1940 | Past lane communication (23 Station ) | |
| Greenwich Village | 14 chome /6 turns street Station | Local train | F M | December 15, 1940 | IRT Broadway - seventh Avenue line (1 2 3 ) BMT cunner sea line (L )Past lane communication (14 Station) | |
| | West 4 chome - Washington Square Station | Local train / express | B D F M | December 15, 1940 | IND8 turn street line (A C E ) Past lane communication (9 Station ) | |
| IND8番街線との間での緩行線の渡り線あり（定期運行なし） | ||||||
| ソーホー | | Broadway - Lafayette street Station | Local train / express | B D F M | 1936年1月1日[1] | IRTレキシントン・アベニュー線 (4 6 <6> )（ブリーカー・ストリート駅） |
| 急行線はクリスティー・ストリートの下に入る (B D ) | ||||||
| 緩行線はクリスティー・ストリートへ向けて分岐し (M ) 、またはハウストン・ストリートの下へ続く (F ) | ||||||
| クリスティー・ストリート連絡線分岐 (B D ) | ||||||
| チャイナタウン | Ground street Station | Express | B D | 1967年11月27日 | ||
| マンハッタン橋北側線路へ | ||||||
| ハウストン・ストリートの下で分岐 (F ) | ||||||
| イースト・ヴィレッジ | 2番街駅 | Local train （留置線） | F | 1936年1月1日[1] | セレクトバスサービスM15 | |
| ロウアー・イースト・サイド | デランシー street Station | Local train | F | 1936年1月1日[1] | BMT Nassau street line (J M Z )（エセックス・ストリート駅） | |
| Yeast Broadway station | Local train | F | 1936年1月1日[1] | |||
| イースト川をくぐるラトガース・ストリートトンネル | ||||||
| ダンボ | York street Station | Local train | F | 1936年4月9日[6] | ||
| INDカルバー線へ続く (F ) | ||||||
脚注
- ^ a b c d e "LaGuardia Opens New Subway Link". The New York Times: p. 1. (1936年1月2日) 2011年10月7日閲覧。
- ^ "IND Second System - 1929 Plan". www.nycsubway.org. 2016年5月1日閲覧。
- ^ "The history of a subway shell at South 4th Street". Second Ave. Sagas (2010年11月2日). 2016年5月1日閲覧。
- ^ "Abandoned Stations : IND Second System unfinished stations". columbia.edu. 2016年5月1日閲覧。
- ^ "IND 6th Avenue Line". www.nycsubway.org. 2016年5月1日閲覧。
- ^ a b "Two Subway Links Start Wednesday". The New York Times: p. 23. (1936年4月6日) 2011年10月7日閲覧。
- ^ "New Subway Link Opened by Mayor". The New York Times: p. 23. (1936年4月9日) 2011年10月7日閲覧。
- ^ "6th Av. Tube Work to be Begun Oct. 1". The New York Times: p. 23. (1935年8月8日) 2011年10月7日閲覧。
- ^ a b "New Subway Line on 6th Ave. Opens at Midnight Fete". The New York Times: p. 1. (1940年12月15日) 2011年10月7日閲覧。
- ^ "Groundbreaking for 6th Ave Express Tracks Brochure". New York City Transit Authority (1961年4月19日). 2016年1月25日閲覧。
- ^ "New Subway Routes Brochure". New York City Transit Authority (1967年11月26日). 2016年1月24日閲覧。
- ^ "Rapid Transit Service Coming Brochure". New York City Transit Authority (1968年7月1日). 2016年1月24日閲覧。
- ^ "KK a new service". New York City Transit Authority (1968年7月1日). 2016年1月24日閲覧。
- ^ "The Opening of the New 63rd Street Connector". MTA New York City Transit (2001年12月16日). 2016年1月24日閲覧。
- ^ Grynbaum, Michael M. (2010年3月19日). "Under a New Subway Plan, the V Stands for Vanished". The New York Times 2010年3月20日閲覧。
- ^ "Modifications to 2010 NYC Transit Service Redunctions (PDF)" (2010年3月19日). 2016年5月1日閲覧。
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