IRT New Lots Line

History

This line was built as a part of the Dual Contracts. It was built as an elevated line because the ground in this area is right above the water table, and as a result the construction of a subway would have been prohibitively expensive.

Toward the end of 1919, work on the Livonia Avenue Line was suspended because of the default of a contractor who had the contract for the erection of steel. During 1919, the city purchased an area of land bounded by Hegeman and Lawrence Avenues, and Elton and Linwood Streets. Contracts for the yard were awarded in 1920.

The first portion of the line between Utica Avenue and Junius Street opened on November 22, 1920, with shuttle trains operating over this route. The line opened one more stop farther to the east to Pennsylvania Avenue on December 24, 1920. At that date, only the southbound platform was used. In 1921, the stations at Van Siclen Avenue and New Lots Avenue were practically completed, but they were not opened yet because trains could not run to the terminal until track work, the signal tower, and the compressor room were in service. Work began on June 19, 1922 and shuttles started operating between Pennsylvania Avenue and New Lots Avenue on October 16, 1922. A two-car train operated on a single track on the northbound track.

Work on the contract for installation of tracks in Livonia Yard began on May 18, 1922 and was completed on July 18, 1922. The yard was built with inspection facilities and the ability to store 250 cars. Work was completed on December 31, 1922, and the yard was opened for service on July 28, 1923. On October 31, 1924, through service to New Lots Avenue was begun.

2 and 3 trains kept on switching their southern terminals until July 10, 1983, when the 2 was sent to Flatbush Avenue and the 3 to New Lots Avenue, which remains the current service pattern. The purpose of this switch was so that the 3 would readily have access to the shops at Livonia Yard. 4 trains were added on December 20, 1946, and 5 trains were gradually added between 1938 and 1950.

In 1968, as part of the proposed Program for Action, the IRT New Lots Line in East New York, would be extended southerly through the Livonia Yard to Flatlands Avenue to a modern terminal at Flatlands Avenue and Linwood Street. This line would have run at ground level and it would have provided better access to the then-growing community of Spring Creek. This extension would have been completed at the cost of $12 million.

Extent and service

The line is served by the 3 train at all times except late nights, when the 4 train takes over service. Some rush hour 2 and 5 trains also run on this line because of capacity issues at their usual terminal at Flatbush Avenue–Brooklyn College on the IRT Nostrand Avenue Line.

Route description

The New Lots Line is the only elevated structure on the Brooklyn IRT. The line begins just east of Utica Avenue in Crown Heights, branching off from the IRT Eastern Parkway Line. The line then emerges from a tunnel on the southeast corner along the eastern edge of Lincoln Terrace Park, the IRT New Lots Line then crosses a bridge over East New York Avenue and then runs over East 98th Street with only one station, until it approaches the intersection with Livonia Avenue, where the line moves over that road, and remains as such almost entirely. Right after Junius Street Station, Livonia Avenue is bisected by the Long Island Rail Road Bay Ridge Branch as well as the Linden Shops, both of which run between Junius Street and Van Sinderin Avenue, the latter of which if flanked by the BMT Canarsie Line, also an elevated line, but runs underneath the New Lots Line. The last station on the line is New Lots Avenue, which is actually two blocks west of the eastern terminus of Livonia Avenue at the street the station is named for. The New Lots Line crosses over New Lots Avenue and then Elton Street, curving to the south and terminating within the Livonia Yard. There is a provision for a future extension from New Lots Avenue in the elevated structure at Linwood Avenue.

The line includes an unused trackway in the middle that was built as a provision for a third track. On the roof of the mezzanines at each station are cross ties but no rails. In some areas, the space is used for mechanical and signal rooms. A center track exists only at Junius Street, where it crosses the southbound track at grade towards the Linden Shops. This un-electrified track is one of only two connections to the national rail system. The BMT West End Line is the other connection, via the New York Connecting Railroad; the Linden Shops are connected to the Long Island Rail Road and from there to the rest of the national network. There are plans to renovate the elevated structure, including new mezzanines and stairs.