View source for BMT Canarsie Line

{{short description|New York City Subway line}}
{{about|the rapid transit line|the former surface trolley line from Williamsburg to Canarsie|B60 (New York City bus)}}
{{Use American English|date=February 2025}}
{{Use mdy dates|date=July 2021}}
{{Infobox rail line
| color           = {{rcr|NYCS|Canarsie}}
| name            = BMT Canarsie Line
| image           = {{rint|nycs|L|size=50}}
| image_width     = 75
| caption         = The [[L (New York City Subway service)|L]], which uses the entire Canarsie Line, is colored gray.
| type            = [[Rapid transit]]
| system          = [[New York City Subway]]
| start           = [[Eighth Avenue (BMT Canarsie Line)|Eighth Avenue]]
| end             = [[Canarsie–Rockaway Parkway (BMT Canarsie Line)|Rockaway Parkway]]
| stations        = 27 (3 demolished)
| daily_ridership = 228,540<ref name="ridership">{{NYCS const|riderref|weekday}}</ref>
| open            = 1865–1931
|locale       = [[Manhattan]] and [[Brooklyn]], [[New York City]]
|owner       = [[Government of New York City|City of New York]]
|operator    = [[New York City Transit Authority]]
| character       = {{ubl
 |At-grade {{small|(eastbound track at Wilson Avenue, section from East 105th Street to Rockaway Parkway)}}
 |Elevated {{small|(eastbound track south of Wilson Avenue, Broadway Jct. to north of East 105th Street)}}
 |Underground {{small|(north of Broadway Jct. except for eastbound track at Wilson Avenue)}}
 }}
| linelength      = 
| tracks          = 2
| gauge           = {{track gauge|ussg}}
| electrification = 600V DC [[third rail]]
| map             = {{switcher
|{{maplink-road|from=BMT Canarsie Line.map}}
|Show interactive map
|{{BMT Canarsie Line|inline=1}}
|Show route diagram
}}
| map_state       = collapsed
}}
The '''BMT Canarsie Line''' (sometimes referred to as the '''14th Street–Eastern Line''') is a [[rapid transit]] line of the [[B Division (New York City Subway)|B Division]] of the [[New York City Subway]] system, named after its terminus in the [[Canarsie, Brooklyn|Canarsie]] neighborhood of [[Brooklyn]]. It is served by the [[L (New York City Subway service)|L]] train at all times, which is shown in {{NYCS const|color|gray}} on the [[New York City Subway map]] and on station signs.

The line is part of the [[BMT Eastern Division]], and is occasionally referred to as the ''Eastern District Line''. This refers to [[Williamsburg, Brooklyn|Williamsburg]], which was described as Brooklyn's "Eastern District" when the City of Williamsburg was annexed by the former City of Brooklyn. This was the location where the original Brooklyn subway portions of the line were laid out. Only later was the line connected to the tracks leading to Canarsie. [[Eastern District High School]], near the line's [[Grand Street (BMT Canarsie Line)|Grand Street]] station, had preserved this [[toponym]] until it was closed in 1996, later reopened as Grand Street Educational Campus.

The Canarsie Line was first a steam railroad, then a [[Brooklyn Rapid Transit Company]] (BRT), later [[Brooklyn–Manhattan Transit Corporation]] (BMT), elevated line. It was extended into Manhattan via subway in 1924–1928. Since the early 2000s, the line's signal system has been converted to an [[Signaling of the New York City Subway#Automation|automated system]]. The Manhattan section of the line [[14th Street Tunnel shutdown|was partially closed during off-peak hours]] from early 2019 to April 2020 to allow for a renovation of the 14th Street Tunnel, which the line uses to cross the [[East River]].

== Extent and service ==
Services that use the Canarsie Line are colored {{NYCS const|color|gray}}. The following service uses all of the Canarsie Line:<ref>{{NYCS const|serviceguide}}</ref>
{| class="wikitable"
! &nbsp;
! Time period
! Section of line
|-
| align=center | {{rint|newyork|L}}
| All times
| Entire line
|}

The Canarsie Line runs from [[Eighth Avenue (Manhattan)|Eighth Avenue]] and [[14th Street (Manhattan)|14th Street]] in [[Manhattan]] to Rockaway Parkway in Canarsie, Brooklyn. It is double-tracked along its entire length, except for short stretches of layup track in Manhattan and Brooklyn.<ref name="tracks">{{NYCS const|trackref|trackbook3}}</ref>

[[File:BMT Canarsie Line map.svg|thumb|Overview of the BMT Canarsie Line]]
The current line is a two-track subway from its Manhattan terminal to [[Broadway Junction (New York City Subway)|Broadway Junction]] in the [[East New York, Brooklyn|East New York]] section of Brooklyn, with the exception of a short stretch at Wilson Avenue where it is a double-decked structure with the southbound track outdoors directly above the indoor, ground-level northbound track. Although the northbound track appears to be underground, it is in fact outdoors at ground-level for there are no stairs leading from the northbound platform to the station entrance at the dead-end of Wilson Avenue, southeast of Moffat Street. This is due to the line being pressed directly against the New York Connecting Railroad, which is pressed directly against the border of Trinity Cemetery. There are no express tracks on the Canarsie line; thus, all trains run local service throughout their route.<ref name="tracks" /> However, in the past, express service has been run between Lorimer Street and Myrtle Avenue by skipping stops via the local tracks. This last operated in August 1956.<ref name="NYCDCP-BwayJctStudy-2008">{{cite web|url=http://www1.nyc.gov/assets/planning/download/pdf/plans/transportation/broadway_junction_complete.pdf|title=Broadway Junction Transportation Study: NYC Department of City Planning Final Report-November 2008|date=November 2008|website=[[Government of New York City|nyc.gov]]|publisher=[[New York City Department of City Planning]]|access-date=October 27, 2015|url-status=live|archive-url=https://web.archive.org/web/20100606140932/http://www.nyc.gov/html/dcp/pdf/transportation/broadway_junction_complete.pdf|archive-date=June 6, 2010}}</ref><ref name=":7">{{Cite web|url=http://www.nycsubway.org/perl/caption.pl?/img/maps/system_1951_b.jpg|title=1951 New York City Subway Map|date=1951|website=nycsubway.org|publisher=New York Telephone|access-date=June 11, 2017}}</ref>

Just before Broadway Junction, the line emerges onto an elevated structure, passing over the [[BMT Jamaica Line]]. Between Broadway Junction and Atlantic Avenue are the Canarsie Line's only track connections to the rest of the system, via flyover ramps connecting the Canarsie line to the Jamaica Line and [[East New York Yard]] (and, until 1956, the [[BMT Fulton Street Line|Fulton Street Elevated]]). The Canarsie Line used to share the structure at Atlantic Avenue with the connection from the Broadway and Fulton Street elevated lines to the [[Liberty Avenue Elevated]] (still extant further east as part of the [[IND Fulton Street Line]]).<ref name="tracks" />

East of Pitkin Avenue, the Canarsie Line enters the two-track elevated structure on which the line was originally [[Grade separation|grade-separated]] in 1906, entering Sutter Avenue station. At the next station, Livonia Avenue, the Livonia Avenue Elevated of the [[IRT New Lots Line]] passes overhead, and just beyond this point is a single track connection to the [[Linden Shops (New York City Subway)|Linden Shops]], which is now a track and structures facility. Besides the connection at Broadway Junction, this non-[[third rail|electrified]] yard connection is the only other connection to the rest of the subway system, as it is indirectly a connection to the New Lots Line. [[B Division (New York City Subway)|B Division]]-sized equipment cannot access this line, however, because of A Division width restrictions.<ref name="tracks" />

Beyond the next station, New Lots Avenue, the elevated structure ends, and an incline brings the Canarsie down to the original 1865 surface [[Right-of-way (railroad)|right-of-way]], the second-oldest such right-of-way on the [[New York City Transit Authority]] system. The line operates on this ground-level route to the end of the line at Rockaway Parkway.<ref name="tracks" />

As with other BMT Eastern Division lines, the Canarsie Line can accommodate trains with eight {{convert|60|ft|m|-long|adj=mid}} or eight {{convert|67|ft|m|-long|adj=mid}} cars. Due to the narrow turning radiuses of the lines, {{convert|75|ft|m|-long|adj=mid}} cars ([[R44 (New York City Subway car)|R44]], [[R46 (New York City Subway car)|R46]], [[R68 (New York City Subway car)|R68]], [[R68A (New York City Subway car)|R68A]]) could not be used on the Eastern Division.<ref name="NYCDCP-BwayJctStudy-20082">{{cite web|date=November 2008|title=Broadway Junction Transportation Study: NYC Department of City Planning Final Report-November 2008|url=http://www.nyc.gov/html/dcp/pdf/transportation/broadway_junction_complete.pdf|url-status=dead|archive-url=https://web.archive.org/web/20100606140932/http://www.nyc.gov/html/dcp/pdf/transportation/broadway_junction_complete.pdf|archive-date=June 6, 2010|access-date=October 27, 2015|website=[[Government of New York City|nyc.gov]]|publisher=[[New York City Department of City Planning]]}}</ref>{{rp|57}} All platforms on the Canarsie Line are at least {{Convert|518|ft}} long, but only one station, Sixth Avenue, can accommodate {{Convert|600|ft|4=-long|adj=mid}} trains without the need for extensions. Additionally, about half of stations on the Canarsie Line can fit trains with nine 60-foot-long cars, though the front and back ends of the trains would overshoot the platform at many of these stations.<ref name="NYCDCP-BwayJctStudy-20082" />{{Rp|58}}

{{Clear}}

== {{anchor|Background}} History ==
{{for|the history of the subway service|L (New York City Subway service)#History}}

=== Steam and elevated era ===
[[File:Livonia Canarsie junction jeh.jpg|thumb|left|Junction with New Lots Line]]

Before becoming a BRT elevated line in 1906, the Canarsie Line operated as a [[steam dummy]] line. It was first owned by the '''Brooklyn and Rockaway Beach Railroad''', chartered December 24, 1863, and opened October 21, 1865,<ref name=":8">{{Cite book|url=https://archive.org/details/howwegottoconeyi0000cuda|url-access=registration|page=[https://archive.org/details/howwegottoconeyi0000cuda/page/192 192]|quote=canarsie trolley.|title=How We Got to Coney Island: The Development of Mass Transportation in Brooklyn and Kings County|last=Cudahy|first=Brian J.|date=2002|publisher=Fordham Univ Press|isbn=978-0-8232-2209-4|language=en}}</ref>{{Rp|101}} from the [[Long Island Rail Road]] in East New York to a pier at Canarsie Landing, very close to the current junction of Rockaway Parkway and the [[Belt Parkway]], where ferries continued on to [[Rockaway, Queens|Rockaway]]. North of New Lots Avenue, the line served as part of the [[Manhattan Beach Branch|New York, Brooklyn and Manhattan Beach Railway]]; the B&RB owned the section of that line between Jefferson Street and East New York, though this section was solely operated by the NYB&MB.<ref>{{Cite book |url=https://digital.hagley.org/PARR_61213_coverdale_vol4#page/116/mode/2up |title=The Pennsylvania Railroad Company: The Corporate, Financial and Construction History of Lines Owned, Operated and Controlled To December 31, 1945 |publisher=Allen, Lane & Scott |year=1946 |location=Philadelphia}}</ref> The line was single-tracked until 1894.<ref name="early rt">{{cite web |last=Feinman |first=Mark S. |title=Early Rapid Transit in Brooklyn, 1878–1913 |website=www.nycsubway.org |date=February 17, 2001 |url=http://www.nycsubway.org/wiki/Early_Rapid_Transit_in_Brooklyn,_1878-1913 |access-date=August 10, 2015}}</ref>

The '''Canarsie Railroad''' was chartered on May 8, 1906, as a BRT subsidiary (leased to the [[Brooklyn Union Elevated Railroad]]) and acquired the line on May 31, 1906.<ref name=":8" />{{Rp|192}} The line was partly elevated, and electrified with third rail on the elevated part and [[Overhead line|trolley wire]] on the rest, south of New Lots Avenue. The Long Island Rail Road, which had used the line north of New Lots to access their [[Bay Ridge Branch]], built a new line just to the west, and acquired the rest of the line north from there. The East New York terminus was extended several blocks along a section of line formerly used for "[[East New York Loop]]" service to the Fulton Street Elevated and the Broadway Elevated (now the BMT Jamaica Line), at a point known as Manhattan Junction (now Broadway Junction).<ref name="early rt" />

Service first ran on July 28, 1906, from Canarsie Landing to the [[Broadway Ferry (BMT Jamaica Line)|Broadway Ferry]] at the foot of Broadway in [[Williamsburg, Brooklyn|Williamsburg]], at the [[East River]]. This route still exists as the BMT Jamaica Line, except for the last piece to the East River, where the Jamaica Line runs over the [[Williamsburg Bridge]]. The route was later extended over the bridge and along the [[BMT Nassau Street Line]] to [[Canal Street (BMT Nassau Street Line)|Canal Street]] and then [[Chambers Street (BMT Nassau Street Line)|Chambers Street]].<ref name="early rt" />

=== Dual Contracts rebuilding ===
The [[Dual Contracts (New York City Subway)|Dual Contracts]] subway expansion scheme was formalized in early 1913, specifying new lines or expansions to be built by the [[Interborough Rapid Transit Company]] and the BRT.<ref name="nyt19130319">{{Cite news|date=March 19, 1913|title=MONEY SET ASIDE FOR NEW SUBWAYS; Board of Estimate Approves City Contracts to be Signed To-day with Interboro and B.R.T.|language=en-US|work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1913/03/19/104910612.pdf|access-date=November 10, 2017|issn=0362-4331}}</ref> It saw the rebuilding of the complex train junction at Manhattan Junction into an even more complex flyover junction now known as Broadway Junction. The expansion extended south to the point at which the Canarsie and Fulton Street Elevateds diverged, including a six-track, three-platform station at Atlantic Avenue. The complex was rebuilt under traffic and opened in stages, reaching completion in 1919.<ref name="early rt" />

At the same time, the BRT moved to eliminate remaining operations that required elevated trains to operate under overhead wire. In most cases this meant using third rail on fully grade-separated lines. When third rail was extended on the Canarsie Line it was decided to extend this power mode only as far as the important station at Rockaway Parkway and Glenwood Road. Beyond that point, frequent grade crossings made third rail impractical. This portion of the line was converted to the [[Canarsie Shuttle]] using elevated cars in October 1917 and converted to trolley cars on October 18, 1920.<ref name="early rt" /><ref>{{Cite book|url=https://books.google.com/books?id=pXcBAAAAYAAJ&q=18th+avenue+culver+line&pg=PA387|title=Annual Report for the Year Ended ...|last=District|first=New York (State) Public Service Commission First|date=January 1, 1921|publisher=The Commission|language=en}}</ref>

One [[grade crossing]] was retained at East 105th Street despite the third rail, and was the last public [[rapid transit]] grade crossing in New York City.<ref>{{Cite news|url=https://www.nytimes.com/1959/07/24/archives/yes-city-transit-system-has-a-grade-crossing-city-lets-canarsie.html|title=Yes, City Transit System Has a Grade Crossing; City Lets Canarsie Retain Gates At Sole Transit System Crossing|last=Bennett|first=Charles G.|date=July 24, 1959|work=The New York Times|access-date=January 29, 2018|language=en-US|issn=0362-4331|url-status=live|archive-url=https://web.archive.org/web/20180130013610/http://www.nytimes.com/1959/07/24/archives/yes-city-transit-system-has-a-grade-crossing-city-lets-canarsie.html|archive-date=January 30, 2018}}</ref> It was closed by 1973<ref>{{Cite news|url=https://www.nytimes.com/1973/08/06/archives/last-grade-crossing-on-subway-system-is-closed-canarsie-towerman.html|title=Last Grade Crossing on Subway System Is Closed|date=August 6, 1973|work=The New York Times|access-date=January 29, 2018|language=en-US|issn=0362-4331|url-status=live|archive-url=https://web.archive.org/web/20171222162945/http://www.nytimes.com/1973/08/06/archives/last-grade-crossing-on-subway-system-is-closed-canarsie-towerman.html|archive-date=December 22, 2017}}</ref> as part of the [[Flatlands Industrial Park]] project, which was built on either side of the ground-level Canarsie Line. A pedestrian overpass above the tracks was built to replace the grade crossing.<ref>{{Cite news|url=https://www.nytimes.com/1970/09/06/archives/flatlands-industrial-park-year-old-making-strides-flatlands-park.html|title=Flatlands Industrial Park, Year Old, Making Strides|last=Fowler|first=Glenn|date=September 6, 1970|work=The New York Times|access-date=January 29, 2018|language=en-US|issn=0362-4331|url-status=live|archive-url=https://web.archive.org/web/20180129195419/http://www.nytimes.com/1970/09/06/archives/flatlands-industrial-park-year-old-making-strides-flatlands-park.html|archive-date=January 29, 2018}}</ref>

=== 14th Street–Eastern Line ===

==== Initial subway ====
[[File:Canarsie N7 St Billyburg fan plant jeh.jpg|thumb|Fan house for tunnel]]The Dual Contracts also called for a subway line initially known as the '''14th Street–Eastern District Line''', usually shortened to '''14th Street–Eastern Line.''' The line would run beneath 14th Street in Manhattan, from [[Sixth Avenue (Manhattan)|Sixth Avenue]] under the East River and through Williamsburg to [[Montrose Avenue station|Montrose and Bushwick Avenues]] in Brooklyn.<ref>{{Cite news|date=April 26, 1914|title=Official Map of Dual Subway Showing Lines and Stations|language=en-US|work=The New York Times|url=https://www.nytimes.com/1914/04/26/archives/official-map-of-dual-subway-showing-lines-and-stations.html|access-date=June 11, 2021|issn=0362-4331}}</ref> In late 1915, the Public Service Commission began receiving bids for the construction of the 14th Street Line.<ref name="nyt-1915-11-21">{{Cite news |date=1915-11-21 |title=Progress of Work on New Branches of the Dual Subway System |language=en-US |work=The New York Times |url=https://www.nytimes.com/1915/11/21/archives/progress-of-work-on-new-branches-of-the-dual-subway-system.html |access-date=2023-07-15 |issn=0362-4331}}</ref><ref name="n128330841">{{Cite news |date=1915-12-26 |title=$182,000,000 Being Spent on Subways in New York City |pages=10 |work=The Brooklyn Daily Eagle |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-182000000-be/128330841/ |access-date=2023-07-16}}</ref> [[Booth and Flinn]] was awarded the first contract for the line—section 3, comprising the tunnel under the East River—on January 13, 1916.<ref name="nyt-1916-01-14">{{Cite news |date=1916-01-14 |title=East River Tunnel Contract Awarded; Booth & Flinn, Who Will Do the Work for $6,639,023, to Use the Shield Method |language=en-US |work=The New York Times |url=https://www.nytimes.com/1916/01/14/archives/east-river-tunnel-contract-awarded-booth-flinn-who-will-do-the-work.html |access-date=2023-07-16 |issn=0362-4331}}</ref><ref>{{Cite news |date=1916-01-13 |title=Award Contract for E. D. Subway |pages=1 |work=Times Union |url=https://www.newspapers.com/article/times-union-award-contract-for-e-d-sub/128337825/ |access-date=2023-07-16}}</ref> At the time, the Public Service Commission was completing plans for the rest of the line.<ref name="n128336094">{{Cite news |date=1916-01-16 |title=Public Service Commission Promises to Complete Contract Awards This Year |pages=40 |work=The Brooklyn Daily Eagle |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-public-service/128336094/ |access-date=2023-07-16}}</ref>

A [[groundbreaking]] ceremony was held on April 8, 1916.<ref>{{Cite news|date=April 8, 1916|title=Silver Spade Breaks Ground for E. D. Tube|pages=15, [https://www.newspapers.com/clip/79372020/breaks-ground/ 16]|work=Times Union|url=https://www.newspapers.com/clip/79371958/silver-spade-breaks-ground-for-e-d/|access-date=June 11, 2021}}</ref><ref>{{Cite news|date=April 8, 1916|title=Breaking of Ground for Subway to be Gala Fete|pages=1, [https://www.newspapers.com/clip/79372148/eastern-district-subway/ 9]|work=The Chat|url=https://www.newspapers.com/clip/79372092/breaking-of-ground-for-subway-to-be/|access-date=June 11, 2021}}</ref> The commission began accepting bids for the next two sections of the line, sections 1 and 2 in Manhattan, in April 1916.<ref name="n128331468">{{Cite news |date=1916-04-08 |title=E. D. Tube Trains Will Run in 1918 |pages=15 |work=Times Union |url=https://www.newspapers.com/article/times-union-e-d-tube-trains-will-run-i/128331468/ |access-date=2023-07-16}}</ref> The next month, the commission reviewed bids for section 4, running from Bedford Avenue to Manhattan Avenue in Brooklyn; Mason and Hanger submitted a low bid of $1.847 million for this section.<ref name="n128337345">{{Cite news |date=1916-05-16 |title=Subway Branch Bids In |pages=9 |work=Times Union |url=https://www.newspapers.com/article/times-union-subway-branch-bids-in/128337345/ |access-date=2023-07-16}}</ref><ref name="n128337462">{{Cite news |date=1916-05-19 |title=Subway Construction Contracts |pages=7 |work=The Wall Street Journal |url=https://www.newspapers.com/article/the-wall-street-journal-subway-construct/128337462/ |access-date=2023-07-16}}</ref> The commission also reviewed bids for section 1,<ref name="n128337462" /><ref name="n128337525">{{Cite news |date=1916-05-19 |title=Bids for 14th St. Subway |pages=15 |work=The New York Times |url=https://www.newspapers.com/article/the-new-york-times-bids-for-14th-st-sub/128337525/ |access-date=2023-07-16 |issn=0362-4331}}</ref> awarding a contract for that section to Booth and Flinn.<ref name="n128331703">{{Cite news |date=1916-05-26 |title=Award Subway Contracts |pages=6 |work=Times Union |url=https://www.newspapers.com/article/times-union-award-subway-contracts/128331703/ |access-date=2023-07-16}}</ref> That June, the Degnon Construction Company received a $1.972 million contract to construct section 2 of the line, from [[Irving Place]] to [[Avenue B (Manhattan)|Avenue B]] in Manhattan.<ref name="nyt-1916-06-02">{{Cite news |date=1916-06-02 |title=Service Board Lets $3,626,653 Contracts; Degnon Co. Gets a $1,972,349 Job on Manhattan End of the Eastern District Line |language=en-US |work=The New York Times |url=https://www.nytimes.com/1916/06/02/archives/service-board-lets-3626653-contracts-degnon-co-gets-a-1972349-job.html |access-date=2023-07-16 |issn=0362-4331}}</ref> MacArthur Brothers Co. received a $1.336 million contract for the construction of section 5 in Brooklyn.<ref name="nyt-1916-06-02" />

The 14th Street Tunnel under the East River had been fully excavated by August 1919.<ref>{{cite news |date=August 8, 1919 |title=Subway Tunnel Through |newspaper=The New York Times |url=https://www.nytimes.com/1919/08/08/archives/subway-tunnel-through-passage-under-east-river-in-east-14th-street.html |access-date=February 28, 2010}}</ref> The line's opening was delayed by several years. In 1922, Mayor [[John Francis Hylan]] blocked some construction contracts, claiming that the costs were excessively high.<ref>{{cite news|date=April 25, 1922|title=Hylan Again Blocks Work On Subway: Miller's Warning Falls on Deaf Ears, but Estimate Board Asks for Bids at Current Prices|page=1|work=New-York Tribune|id={{ProQuest|576578070}}}}</ref> The Station Finish Corporation was contracted to build the stations in Brooklyn and the Charles H. Brown & Son Corporation was contracted to build the stations in Manhattan.<ref name=":3">{{Cite news|date=October 29, 1922|title=Long Delayed E. D. Transit Relief Move Announced|pages=9, [https://www.newspapers.com/clip/79373649/eastern-district/ 11]|work=The Standard Union|url=https://www.newspapers.com/clip/79373580/long-delayed-e-d-transit-relief-move/|access-date=June 11, 2021}}</ref> Track-laying in the tunnels between Sixth and Montrose Avenues started in the last week of October 1922.<ref>{{Cite news|date=November 4, 1922|title=Laying of Tracks Starts New Action for Thru Tubes|pages=18|work=The Chat|url=https://www.newspapers.com/clip/79373034/laying-of-tracks-starts-new-action-for/|access-date=June 11, 2021}}</ref><ref name=n79373580>{{Cite news|date=1922-10-29|title=Long Delayed E. D. Transit Relief Move Announced|pages=9, [https://www.newspapers.com/article/the-standard-union-eastern-district/79373649/11]|work=The Standard Union|url=https://www.newspapers.com/article/the-standard-union-long-delayed-e-d-tr/79373580/|access-date=2023-07-16}}</ref>

Due to the city's failure to approve the section of the line between Montrose Avenue and East New York, the 14th Street/Eastern Line was initially isolated from the rest of the system. In 1924, a temporary connection was built from the [[Long Island Rail Road]] (LIRR)'s [[Bushwick (LIRR station)|Bushwick Yard]] that ran via Montrose Avenue and then connected to the 14th Street/Eastern Line under Bushwick Avenue just near the Montrose Avenue station. This was done to allow the delivery of [[BMT Standard]] subway cars. The first of the cars were delivered by this ramp on June 20, 1924.<ref>{{Cite news|date=June 21, 1924|title=Installing Cars in 14th St. E. D. Subway|pages=1|work=The Chat|url=https://www.newspapers.com/clip/79371775/installing-cars-in-14th-st-e-d-subway/|access-date=June 11, 2021}}</ref> On June 30, 1924, the section between Sixth Avenue in Manhattan and Montrose Avenue in Brooklyn opened.<ref>{{cite news|date=July 1, 1924|title=Celebrate Opening of Subway Link|newspaper=The New York Times|url=https://www.nytimes.com/1924/07/01/archives/celebrate-opening-of-subway-link-civic-and-city-officials-ride-in.html|access-date=February 13, 2010}}</ref><ref name=":11" /> The terminal in Brooklyn was close to the [[Bushwick station]] of the Long Island Rail Road's [[Bushwick Branch]]. Initial service was provided by three-car trains running every seven and a half minutes.<ref name=":11">{{Cite news|date=June 29, 1924|title=Whole City to Celebrate E. D. Subway Opening Tomorrow|pages=8|work=Times Union|url=https://www.newspapers.com/clip/79371552/whole-city-to-celebrate-e-d-subway/|access-date=June 11, 2021}}</ref> The line collected 9,196 fares in its first day of operation, which constituted its entire ridership for the fiscal year ending June 30, 1924. Ridership rose from 15 million in fiscal 1925 to 23 million in fiscal 1928.<ref>{{Cite news|date=July 8, 1928|title=14th St. B.M.T. Line Carries 23,117,224; Area Served by Fourteenth Street-Eastern Subway.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1928/07/08/archives/14th-st-bmt-line-carries-23117224-area-served-by-fourteenth.html|access-date=June 11, 2021|issn=0362-4331}}</ref>

==== Extensions ====
For the extension of the 14th Street/Eastern Line from Montrose Avenue to East New York, the [[New York City Board of Estimate]] had initially given its consent to an elevated line over the [[Evergreen Branch]] of the LIRR. The Board of Estimate subsequently refused to allow a construction contract for the elevated line, while the BRT did not want to build an underground line.<ref name=":3" /> The extension was changed to an underground alignment following opposition from industries on the Evergreen Branch. In July 1924, the [[New York City Board of Transportation]] (BOT) approved a modified route for recommendation to the Board of Estimate. The route would be wholly underground and consist of three tracks. From Montrose Avenue, it would curve east under McKibbin Street, private property, and Harrison Place. Past Varick Avenue, it would turn southeast to [[Wyckoff Avenue]], underneath which it would run to Eldert Street. This plan was to cost $8 million.<ref>{{Cite news|date=July 16, 1924|title=New Link Approved by Subway Board; Extension of Eastern District Line Corresponds to Mayor's Program|language=en-US|page=19|work=The New York Times|url=http://timesmachine.nytimes.com/timesmachine/1924/07/16/104258600.pdf|access-date=June 11, 2021|issn=0362-4331}}</ref>

In September 1924, the BOT approved the remaining section of the route between Eldert Street and Broadway Junction in East New York. East of Eldert Street, the route would turn south to a ground-level alignment parallel to the LIRR's [[Bay Ridge Branch]], then run southeast in a tunnel underneath private property to the intersection of Eastern Parkway and Bushwick Avenue, where it would emerge onto a ramp leading to the existing Canarsie elevated.<ref>{{Cite news|date=September 24, 1924|title=Fix Rest of Route of 14th St. Subway; Transportation Board Agrees on Line to the Elevated at Broadway, Brooklyn.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1924/09/24/archives/fix-rest-of-route-of-14th-st-subway-transportation-board-agrees-on.html|access-date=June 11, 2021|issn=0362-4331}}</ref> An ornamental viaduct over Bushwick Avenue and Eastern Parkway was removed from the original plans due to opposition from property owners who called it a "[[Chinese wall]]".<ref>{{Cite news|date=August 9, 1924|title=Viaduct Plan for Tube Vigorously Denounced|pages=29|work=The Chat|url=https://www.newspapers.com/clip/79375289/viaduct-plan-for-tube-vigorously/|access-date=June 11, 2021}}</ref> The BOT also dropped a plan to have a connection from the new subway extension to the Jamaica Line to and from [[168th Street station (BMT Jamaica Line)|168th Street]], since adding such a connection would slow the movement of trains.<ref>{{Cite news|date=September 27, 1924|title=To Ask B.-M.T. Consent For Tube Connection|pages=1|work=The Chat|url=https://www.newspapers.com/clip/79375100/to-ask-b-mt-consent-for-tube/|access-date=June 11, 2021}}</ref> This route was adopted by the Board of Estimate the following month.<ref>{{Cite news|date=October 1, 1924|title=Adopts the Route to Complete Tube; Board Also Authorizes Bids on Final Link of Eastern Parkway Line.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1924/10/01/archives/adopts-the-route-to-complete-tube-board-also-authorizes-bids-on.html|access-date=June 11, 2021|issn=0362-4331}}</ref><ref>{{cite news|date=October 10, 1924|title=Board Adopts Final Route Of 14th Street Subway: Section Runs From Halsey Street, Brooklyn, to Emergence at Eastern Parkway|page=7|work=The New York Herald, New York Tribune|id={{ProQuest|1113039238}}}}</ref> Three contracts for the construction of the extension were awarded in December at a total cost of $9,531,204. The section from Montrose Avenue to Varick Avenue was awarded to the Underpinning and Foundation Company, while the section from Varick Avenue to Bleecker Street and from Bleecker Street to Halsey Street went to the Oakdale Contracting Company.<ref>{{Cite news|date=November 12, 1924|title=3 Contracts Awarded for 14th St. Subway; Aggregate $9,531,204 and Call for Operation of Trains Within Twenty-eight Months.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1924/11/12/archives/3-contracts-awarded-for-14th-st-subway-aggregate-9531204-and-call.html|access-date=June 11, 2021|issn=0362-4331}}</ref>

Another delay occurred in November 1925 regarding the alignment of the 14th Street/Eastern Line along a three-block section from Cooper Street to Central Avenue, which was to parallel the Bay Ridge Branch. This section, near what is now the [[Wilson Avenue station]], was to run between the LIRR tracks to the west and the [[Cemetery of the Evergreens]] and the Most Holy Trinity Cemetery to the east. This section would contain portals for the subway to rise to ground level on either side of the Wilson Avenue station, with space separating the LIRR and subway tracks. However, the LIRR said it needed the space for [[Overhead line|overhead electrification]] poles as a result of the [[Kaufman Act]] and that these poles would prevent the construction of the subway portals.<ref>{{Cite news|date=November 17, 1925|title=New Brooklyn Tube in Danger of Delay; Transportation Board and Long Island Road Are Deadlocked on a Short Stretch|language=en-US|work=The New York Times|url=https://www.nytimes.com/1925/11/17/archives/new-brooklyn-tube-in-danger-of-delay-transportation-board-and-long.html|access-date=June 11, 2021|issn=0362-4331}}</ref> In January 1926, the Oakdale Contracting Company submitted a low bid of $1,345,778 for the section from Halsey Street to Cooper Street.<ref>{{Cite news|date=January 13, 1926|title=Low Bid on Brooklyn Tube; $1,345,778 for Five Blocks Is Recommended to City.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1926/01/13/archives/low-bid-on-brooklyn-tube-1345778-for-five-blocks-is-recommended-to.html|access-date=June 11, 2021|issn=0362-4331}}</ref>

On July 14, 1928, the line was extended further east beneath Wyckoff Avenue and then south paralleling the Bay Ridge Branch to a new station at Broadway Junction, above the existing station on the [[Broadway Elevated]] (Jamaica Line). At this time, it was connected to the Canarsie Line.<ref>{{cite news|title=Last Link of New 14th St-E.D. Subway To Be Opened Today: First Train This Afternoon Will Carry Officials – Citizens to Celebrate|url=https://www.newspapers.com/image/59894184/?terms=subway+opening|access-date=August 25, 2015|publisher=Brooklyn Daily Eagle|date=July 14, 1928}}</ref><ref name=":10">{{Cite news|url=https://www.nytimes.com/1928/07/15/archives/celebrate-opening-of-new-b-m-t-line-officials-and-civic-association.html|title=CELEBRATE OPENING OF NEW B. M. T. LINE; Officials and Civic Association Members Fill First Train From Union Square. MET BY BAND AT CANARSIE Crowds Cheer Passing Cars at Stations Along New Route to Jamaica Bay.|date=July 15, 1928|work=The New York Times|access-date=January 1, 2018|language=en-US|issn=0362-4331}}</ref><ref>{{cite news|date=July 15, 1928|title=Districts Unite To Hail Opening Of Subway Link: Delegations All Way to Canarsie Welcome First Train, That Is Flag-Draped Many Officials on Board Lockwood in Speech Promises Better Connections|page=17|work=New York Herald Tribune|id={{ProQuest|1113768361}}}}</ref> At noon on May 30, 1931, a two-block extension to Eighth Avenue in Manhattan was opened, allowing passengers to transfer to the new [[IND Eighth Avenue Line]]. This station was built to look like the other Independent Subway stations. At this point, the Canarsie Line's route took the shape that it still has to this day.<ref name=":9" />

=== Mid- to late 20th century ===
[[File:6th Avenue BMT 001.JPG|thumb|[[Sixth Avenue station (BMT Canarsie Line)|Sixth Avenue station]]]]
Express service operated along the line along the local track, skipping all stops between Myrtle Avenue and Lorimer Street. This service pattern stopped in August 1956.<ref name="NYCDCP-BwayJctStudy-2008" /><ref name=":7" />

On November 23, 1942, the Canarsie Shuttle trolley line to Canarsie Landing was replaced by the [[B42 (New York City Bus)|B42 bus]]; the {{Convert|1.5|miles|km|abbr=}}-long right-of-way was abandoned.<ref>{{Cite book|url=https://books.google.com/books?id=DE10s_Ndmf4C&q=canarsie+trolley&pg=PT163|title=Brooklyn Streetcars|date=September 29, 2008|publisher=Arcadia Publishing|isbn=978-1-4396-2045-8|language=en}}</ref> Parts were built over, and other parts can still be seen as broad alleys or narrow parking lots. This right-of-way ran between East 95th and East 96th Streets as far south as Seaview Avenue. Some trolley poles from the line still exist,<ref>{{Cite web|url=http://forgotten-ny.com/2001/08/canarsies-backyard-trolley/|title=CANARSIE'S BACKYARD TROLLEY – Forgotten New York|date=August 2011|website=forgotten-ny.com|access-date=June 11, 2017}}</ref><ref>{{Cite web|url=http://forgotten-ny.com/2015/12/trolley-pole-canarsie/|title=TROLLEY POLE, Canarsie – Forgotten New York|date=December 1, 2015|website=forgotten-ny.com|language=en-US|access-date=June 11, 2017}}</ref> but the line's right-of-way was destroyed by developments in the area.<ref name=":27">{{Cite book|title=An Assessment of the Transit Service Potential of Inactive Railroad Rights-of-way and Yards Final Report|date=October 1991|publisher=New York City Department of City Planning|pages=29–30}}</ref>

=== Early 21st century upgrades ===
==== Automation and post-automation ====
{{Main|Automation of the New York City Subway}}

[[File:Manhattan bound R143 L train at New Lots.jpg|thumb|The automation of the Canarsie Line required the purchase of the [[R143 (New York City Subway car)|R143]] orders on the '''L''' route, which runs on the Canarsie Line.]]
The Canarsie Line is one of only two New York City non-[[S (New York City Subway service)|shuttle]] subway lines that hosts only a single service and does not share operating trackage with any other line or service; the other is the [[IRT Flushing Line]], carrying the {{NYCS trains|Flushing|bold}}. Because of this, it was chosen as the location of the first fully automated line of the New York City Subway.<ref name=rpa>{{Cite web |date=May 2014 |url=http://library.rpa.org/pdf/RPA-Moving-Forward.pdf |title=Moving Forward - Accelerating the Transition to Communications-Based Train Control for New York City's Subways |publisher=Regional Plan Association |access-date=August 10, 2015 |archive-url=https://web.archive.org/web/20160304091527/http://library.rpa.org/pdf/RPA-Moving-Forward.pdf |archive-date=March 4, 2016 |url-status=dead }}</ref> The automation project was among the first in the world to use a [[radio frequency]]-based system. The plans for installation were laid out between 1999 and 2002. [[Communications-based train control]] (CBTC) was installed in pieces between 2003 and January 2006: the elevated section of the line south of Broadway Junction was completed first, followed by the underground section north of Broadway Junction. The project cost $340 million, with $78 million of it used to upgrade track interlockings on the line.<ref name=rpa />

In spring 2005, the current CBTC-enabled [[R143 (New York City Subway car)|R143]]-class equipment was expected to run under full automation with a single operator (known as OPTO, or [[One Person Train Operation]]) acting as an attendant to monitor the train's operation and take over manual operation if necessary. However, technical mishaps including the test train rolling away by itself delayed the start of [[automatic train operation]].<ref name=rpa /> The project caused numerous service disruptions on the L at night and on weekends. Frequently, service was shut down in separate sections of the line, usually from Eighth Avenue to [[Lorimer Street (BMT Canarsie Line)|Lorimer Street]], Lorimer to Broadway Junction, or Broadway Junction to Rockaway Parkway. During this time, shuttle buses served suspended areas. This project also required the temporary closing of some stations, either in one direction or both directions, and for the line to be operated in two sections.<ref name="rpa" />

In June 2005, the Canarsie Line ran full-length {{convert|480|ft}} trains with a single operator on weekends. However, as this was a violation of union contracts – which stipulated that there must be one operator per {{convert|300|ft}} of train – the MTA was ordered to resume two-person operation at all times.<ref name="rpa" />

The system became operational {{as of|2009|02|lc=y}}.<ref>{{Cite web|url=http://www.railwayage.com/index.php/communications/mta-l-line-trains-go-to-full-cbtc.html|title=MTA L Line trains go to full CBTC|last=Vantuono|first=William C.|website=Railway Age|access-date=March 13, 2016|date=February 24, 2009|archive-date=March 14, 2016|archive-url=https://web.archive.org/web/20160314063159/http://www.railwayage.com/index.php/communications/mta-l-line-trains-go-to-full-cbtc.html|url-status=dead}}</ref> Automation was achieved with the R143s assigned exclusively to the L, but since the [[R160A (New York City Subway car)|R160As]] were not CBTC-compatible until August 2010, some trains were manually operated alongside automatically driven trains.<ref>{{cite web |url=http://www.ny1.com/Content/news_beats/transit/94359/l-subway-line-to-be-run-by-computers/Default.aspx?ap=1&Flash |title=L Subway service to be run by computers |website=NY1 |date=February 21, 2009 |access-date=January 17, 2010 |archive-date=September 9, 2009 |archive-url=https://web.archive.org/web/20090909101544/http://www.ny1.com/Content/news_beats/transit/94359/l-subway-line-to-be-run-by-computers/Default.aspx?ap=1&Flash |url-status=dead }}</ref> The L fully began automatic train operation in early 2012.<ref>{{cite letter |first=Thomas F. |last=Prendergast |recipient= Daniel L. Squadron |subject=L and F Service |date =September 6, 2011
|url=http://www.nysenate.gov/files/pdfs/MTA%20L%20Train%20Response%20to%20Squadron.pdf |publisher=New York City Transit |access-date=October 9, 2011 |archive-url=https://web.archive.org/web/20111202083825/http://www.nysenate.gov/files/pdfs/MTA%20L%20Train%20Response%20to%20Squadron.pdf |archive-date=December 2, 2011 |url-status=dead}}</ref> The CBTC installation increased the train capacity on the line from 20 trains per hour (tph) to 24 tph,<ref>{{Cite web|url = http://www.fta.dot.gov/documents/FTA_REPORT_No._0045.pdf|title = FTA Report #45 – CBTC2|date = 2013|access-date = February 13, 2016|website = US Federal Transit Administration|url-status = dead|archive-url = https://web.archive.org/web/20150906012712/http://www.fta.dot.gov/documents/FTA_REPORT_No._0045.pdf|archive-date = September 6, 2015|df = mdy-all}}</ref> as well as permitted the installation of [[New York City Subway#Train arrival "countdown clocks"|countdown clocks]], which show the amount of time until the next train arrives.<ref name="rpa" /> By 2025, the original CBTC equipment was nearing the end of its 25-year useful life, and the original CBTC system's computer servers, radios, and software were planned to be upgraded.<ref name="Khalifeh d302">{{cite web | last=Khalifeh | first=Ramsey | title=NYC subway's modern train signals already due for upgrades | website=Gothamist | date=July 24, 2025 | url=https://gothamist.com/news/nyc-subways-modern-train-signals-already-due-for-upgrades | access-date=July 24, 2025}}</ref>

==== 14th Street Tunnel shutdown ====
{{Main|14th Street Tunnel shutdown}}
[[File:14th Street Tunnel after Hurricane Sandy vc.jpg|thumb|left|Tunnels flooded by Hurricane Sandy]]

In January 2016, the BMT Canarsie Line between Bedford and Eighth Avenues was proposed for a partial or full shutdown so that the MTA could repair tunnels damaged by [[Hurricane Sandy]] in 2012.<ref name=":0">{{Cite news|url=https://www.nytimes.com/2016/05/05/nyregion/shutdown-or-less-service-mta-weighs-2-options-for-l-train-project.html|title=Shutdown or Less Service? M.T.A. Weighs 2 Options for L Train Project|last=Fitzsimmons|first=Emma G.|date=May 5, 2016|newspaper=The New York Times|issn=0362-4331|access-date=May 7, 2016}}</ref> The repairs are slated to start in April 2019 and would replace damaged communications, power and signal wires, third rails and tracks, duct banks, pump rooms, circuit breaker houses, tunnel lighting, concrete lining, and fire protection systems.<ref name=":1">{{Cite web|url=http://ny.curbed.com/2016/5/6/11606714/mta-ltrain-details-planned-closure-2019|title=MTA Reveals Details on L Train Shutdown at First Public Meeting|last=Warerkar|first=Tanay|date=May 6, 2016|website=Curbed NY|access-date=May 7, 2016}}</ref><ref name=":6">{{Cite news|url=https://www.nytimes.com/2017/04/03/nyregion/mta-l-train-shutdown-15-months.html|title=M.T.A. Shortens L Train Shutdown to 15 Months|last=Fitzsimmons|first=Emma G.|date=April 3, 2017|work=The New York Times|access-date=April 4, 2017|issn=0362-4331}}</ref>

The renovations would cost between $800 million and $1 billion.<ref name=":0" /> There were two options: a partial closure for three years or a full closure for 18 months.<ref>{{cite web|url=https://www.nytimes.com/2016/05/06/nyregion/l-train-riders-weigh-options-for-shutdown-at-transit-meeting.html|title=L Train Riders Quiz Transit Officials on Shutdown|last=Fitzsimmons|first=Emma G.|date=May 5, 2016|website=The New York Times|access-date=May 7, 2016}}</ref> It was later announced that the MTA had chosen the 18-month full closure option.<ref name=":5">{{Cite web|url=http://www.mta.info/news-l-line-canarsie-tunnel-reconstruction-sandy-subway-new-york-city-transit/2016/07/25/decision|title=Decision to Completely Close the Tunnel Follows Months of Community Meetings, Stakeholder and Public Input on Reconstruction Options; MTA Will Develop and Announce Service Plans as 2019 Project Approaches|website=www.mta.info|access-date=July 26, 2016|archive-date=January 19, 2021|archive-url=https://web.archive.org/web/20210119093907/https://www.mta.info/news-l-line-canarsie-tunnel-reconstruction-sandy-subway-new-york-city-transit/2016/07/25/decision|url-status=dead}}</ref><ref name=":4">{{Cite web|last1=Hogan|first1=Gwynne|last2=Tcholakian|first2=Danielle|date=July 25, 2016|url=https://www.dnainfo.com/new-york/20160725/bushwick/l-train-shutdown-heres-how-commute-between-brooklyn-manhattan|title=The L Train Shutdown: Here's How to Commute Between Brooklyn and Manhattan|website=DNAinfo New York|access-date=July 26, 2016|url-status=dead|archive-url=https://web.archive.org/web/20160821134622/https://www.dnainfo.com/new-york/20160725/bushwick/l-train-shutdown-heres-how-commute-between-brooklyn-manhattan|archive-date=August 21, 2016}}</ref><ref name=":2">{{Cite news|url=https://www.nytimes.com/2016/07/26/nyregion/l-train-will-shut-down-between-manhattan-and-brooklyn-in-2019-for-18-months.html|title=L Train Will Shut Down From Manhattan to Brooklyn in '19 for 18 Months|last=Fitzsimmons|first=Emma G.|date=July 25, 2016|newspaper=The New York Times|issn=0362-4331|access-date=July 26, 2016}}</ref> To provide alternate service, the MTA devised preliminary mitigation plans in which it proposed adding shuttle bus, ferry, and subway service; adding bus and high-occupancy vehicle lanes; extending train routes; and providing free or improved transfers.<ref name="Rivoli 20165">{{cite web|url=http://www.nydailynews.com/new-york/brooklyn/looming-train-shutdown-forces-riders-future-article-1.2628841|title=Looming L train shutdown forces riders to consider future|last=Rivoli|first=Dan|date=May 7, 2016|website=NY Daily News|access-date=May 9, 2016}}</ref> The MTA named Judlau Contracting and TC Electric as the project's contractors on April 3, 2017. At this time, the duration of the shutdown was shortened to 15 months, so the shutdown would begin in April instead of in January.<ref>{{Cite web|url=http://web.mta.info/mta/news/books/pdf/170724_1345_CPOC.pdf|title=Capital Program Oversight Committee Meeting|date=July 2017|website=mta.info|publisher=[[Metropolitan Transportation Authority]]|access-date=September 15, 2017|archive-date=September 1, 2017|archive-url=https://web.archive.org/web/20170901024826/http://web.mta.info/mta/news/books/pdf/170724_1345_CPOC.pdf|url-status=dead}}</ref>{{Rp|41}} In June 2018, as part of a lawsuit settlement, additional changes were made to the shutdown mitigation plans.<ref>{{cite web | title=Elevators are a win, but L-train shutdown fight still on track | website=The Villager Newspaper | last=Anderson | first=Lincoln | date=June 21, 2018 | url=http://thevillager.com/2018/06/21/elevators-are-a-win-but-l-train-shutdown-fight-still-on-track/ | access-date=June 26, 2018 | archive-url=https://web.archive.org/web/20180627005806/http://thevillager.com/2018/06/21/elevators-are-a-win-but-l-train-shutdown-fight-still-on-track/ | archive-date=June 27, 2018 | url-status=dead }}</ref><ref>{{cite web | title=L train shutdown prompts 17-hour-a-day 14th St. busway | website=am New York | last=Barone | first=Vincent | date=June 25, 2018 | url=https://www.amny.com/transit/l-train-shutdown-buses-1.19426783 | access-date=June 26, 2018}}</ref>

The shutdown was expected to begin on April 27, 2019.<ref>{{cite web | title=L Train Shutdown to Begin on April 27 | website=Spectrum News NY1 &#124; New York City | date=October 30, 2018 | url=http://www.ny1.com/nyc/all-boroughs/news/2018/10/30/l-train-shutdown-date-for-brooklyn-manhattan-tunnel-set | access-date=October 31, 2018}}</ref> In January 2019, the shutdown was changed to limited closures between [[Third Avenue (BMT Canarsie Line)|Third Avenue]] and Bedford Avenue on late nights and weekends. It was expected to last about 15 to 20 months.<ref name="NYTimes-LShutdownHalted-2019">{{Cite news|url=https://www.nytimes.com/2019/01/03/nyregion/l-train-shutdown.html|title=Full Shutdown of L Train to Be Halted by Cuomo|last1=Fitzsimmons|first1=Emma G.|date=January 3, 2019|work=The New York Times|access-date=January 3, 2019|last2=Goldmacher|first2=Shane|language=en-US|issn=0362-4331}}</ref> On April 26, 2020, New York governor [[Andrew Cuomo]] announced the completion of the project, months ahead of schedule.<ref>{{Cite press release|title=Governor Cuomo Announces Completion of Nation-leading L Project Tunnel Rehabilitation With No Shutdown|url=https://www.governor.ny.gov/news/governor-cuomo-announces-completion-nation-leading-l-project-tunnel-rehabilitation-no-shutdown|date=April 26, 2020|publisher=New York State - Governor Andrew M. Cuomo|location=Albany, NY|access-date=April 27, 2020|archive-url=https://web.archive.org/web/20200427110938/https://www.governor.ny.gov/news/governor-cuomo-announces-completion-nation-leading-l-project-tunnel-rehabilitation-no-shutdown|archive-date=April 27, 2020|url-status=live}}</ref><ref>{{Cite news|url=https://www.nytimes.com/2020/04/26/nyregion/coronavirus-new-york-update.html#link-10b01d9|title=Cuomo announces that the L Train will reopen|date=April 26, 2020|work=The New York Times|access-date=April 27, 2020|language=en-US|issn=0362-4331}}</ref>

== Service patterns ==
{{for|more information|BMT 13|BMT 14|BMT 16}}
Service patterns over this line have varied little through the years; initially, trains ran over the [[Broadway Elevated]] from the ferry in Williamsburg (later extended into [[Manhattan]]), through Manhattan Junction and on to Canarsie. Then when the subway opened, two services ran from Canarsie to Manhattan: the original route on the Broadway Elevated and the route to 14th Street as the 14th Street-Canarsie Line.

In 1936, due to the institution of new lightweight subway-elevated equipment, a new rush-hour-only service was inaugurated from Eighth Avenue and 14th Street to [[Ozone Park–Lefferts Boulevard (IND Fulton Street Line)|Lefferts Boulevard]] at the east end of the [[Liberty Avenue Elevated]] (the continuation of the [[BMT Fulton Street Line|Fulton Street Elevated]]). The Eighth Avenue–Canarsie route was given [[Brooklyn–Manhattan Transit Corporation|BMT]] marker [[BMT 16|16]], and trains running to Lefferts Boulevard usually were marked as [[BMT 13|13]].<ref>{{cite web | title=B.M.T. TO SPEED UP QUEENS SERVICE; New Multi-Section Cars to Be Used for Special Rush-Hour Trips Starting Wednesday. | website=The New York Times | date=September 21, 1936 | url=https://www.nytimes.com/1936/09/21/archives/bmt-to-speed-up-queens-service-new-multisection-cars-to-be-used-for.html | access-date=April 16, 2018}}</ref> When the Fulton Street El was torn down, some rush-hour Broadway trains ran through from the [[Broadway Elevated]] ([[BMT Jamaica Line|Jamaica Line]]) to Canarsie via the flyover at Broadway Junction; these were marked as [[BMT 14|14]].<ref>{{cite web | title=B.M.T. 'El' Lines to Shift Service; City to Close 2 Sections This Week; New Schedules Affect Fulton St., Lexington Ave. and Culver Roads--Free Transfers to the Independent System at Some Stations | website=The New York Times | date=May 27, 1940 | url=https://www.nytimes.com/1940/05/27/archives/bmt-el-lines-to-shift-service-city-to-close-2-sections-this-week.html | access-date=April 16, 2018}}</ref> By 1967, when all [[Brooklyn–Manhattan Transit Corporation|BMT]] services had been given letters, the 16, which used the full Canarsie Line, was designated as [[LL (NYCS)|LL]]. The rush-hour Broadway service (14) was designated [[JJ (NYCS)|JJ]].<ref name="NYTimes-ChrystieStChanges-1967">{{cite web |last1=Perlmutter |first1=Emanuel |title=SUBWAY CHANGES TO SPEED SERVICE: Major Alterations in Maps, Routes and Signs Will Take Effect Nov. 26 |url=https://timesmachine.nytimes.com/timesmachine/1967/11/16/90418352.pdf |website=[[The New York Times]] |access-date=July 7, 2015 |date=November 16, 1967}}</ref> The JJ ran until 1968 when it was replaced by the [[KK (NYCS)|KK]] which stayed on the [[BMT Jamaica Line|Jamaica Line]] instead of switching to the Canarsie Line at Broadway Junction. The flyover connection has not been used by any regular revenue service since then.<ref>{{Cite news|url=https://www.nytimes.com/1968/07/01/archives/skipstop-subway-begins-run-today-kk-line-links-3-boroughs-other.html|title=SKIP-STOP SUBWAY BEGINS RUN TODAY; KK Line Links 3 Boroughs --Other Routes Changed|last=Hofmann|first=Paul|date=July 1, 1968|newspaper=The New York Times|issn=0362-4331|access-date=November 27, 2016}}</ref>

=== Skip-stop service proposal ===

In January 1991, skip-stop service was proposed to speed service during the height of rush hours in the peak direction which would have reduced the running time from 41 minutes to 37 minutes. Under this plan, the K designation, which was previously used as the [[K (Broadway Brooklyn Local)|Broadway Brooklyn Local]] from 1967 to 1976, and as the [[K (Eighth Avenue Local)|Eighth Avenue Local]] from 1985 to 1988, would be repurposed and would appear in a gray bullet similar to the color the L uses. Both services would have common stops at [[Canarsie–Rockaway Parkway (BMT Canarsie Line)|Rockaway Parkway]], [[Broadway Junction (BMT Canarsie Line)|Broadway Junction]] (then called Eastern Parkway), [[Myrtle Avenue (BMT Canarsie Line)|Myrtle Avenue]], [[Lorimer Street (BMT Canarsie Line)|Lorimer Street]], [[First Avenue (BMT Canarsie Line)|First Avenue]], [[Union Square (BMT Canarsie Line)|Union Square]], [[Sixth Avenue (BMT Canarsie Line)|Sixth Avenue]] and [[Eighth Avenue (BMT Canarsie Line)|Eighth Avenue]]. L trains would stop at [[East 105th Street (BMT Canarsie Line)|East 105th Street]], [[Livonia Avenue (BMT Canarsie Line)|Livonia Avenue]], [[Atlantic Avenue (BMT Canarsie Line)|Atlantic Avenue]], [[Wilson Avenue (BMT Canarsie Line)|Wilson Avenue]], [[DeKalb Avenue (BMT Canarsie Line)|DeKalb Avenue]], [[Morgan Avenue (BMT Canarsie Line)|Morgan Avenue]], [[Grand Street (BMT Canarsie Line)|Grand Street]], and [[Bedford Avenue (BMT Canarsie Line)|Bedford Avenue]]; K trains would stop at [[New Lots Avenue (BMT Canarsie Line)|New Lots Avenue]], [[Sutter Avenue (BMT Canarsie Line)|Sutter Avenue]], [[Bushwick Avenue–Aberdeen Street (BMT Canarsie Line)|Bushwick Avenue–Aberdeen Street]], [[Halsey Street (BMT Canarsie Line)|Halsey Street]], [[Jefferson Street (BMT Canarsie Line)|Jefferson Street]], [[Montrose Avenue (BMT Canarsie Line)|Montrose Avenue]], [[Graham Avenue (BMT Canarsie Line)|Graham Avenue]] and [[Third Avenue (BMT Canarsie Line)|Third Avenue]]. This change was proposed as a service improvement alongside other changes that would have either reduced or eliminated service to balance the MTA's operational budget and would have been implemented in October 1991, pending approval from the MTA board.<ref>{{cite web |title=1991 Service Capacity Plan |url=http://www.laguardiawagnerarchive.lagcc.cuny.edu/pages/FileBrowser.aspx?LinkToFile=FILES_DOC/QUEENS_FILES/03.012.0231.030147.2.PDF#undefined |publisher=New York City Transit Authority |access-date=February 11, 2020 |page=207 |date=January 4, 1991}}</ref>

== Station listing ==

{{NYCS service legend
| alltimes        = show
| allexceptnights = show
| weekdaysonly    = show
| rushpeak        = show
}}
{| class="wikitable"
!Neighborhood<br />(approximate)
!{{Access icon}}
!Station
!Opened
!Transfers and notes
|-
| align=center colspan=7 | '''[[Manhattan]]'''
|-
|rowspan=2|[[Chelsea, Manhattan|Chelsea]]
|{{Access icon}}
|{{stl|NYCS|Eighth Avenue|Canarsie}}
|May 30, 1931<ref name=":9">[http://timesmachine.nytimes.com/timesmachine/1931/05/30/98336745.html "Mayor Drives Train in New Subway Link"], ''[[The New York Times]]'' May 30, 1931, page 11</ref>
|{{NYCS Eighth south|time=show}} ([[IND Eighth Avenue Line]])<br>[[M14 (New York City bus)|M14A / M14D Select Bus Service]]
|-
|{{Access icon}}
|{{stl|NYCS|Sixth Avenue}}
|style="white-space: nowrap;"|June 30, 1924<ref name="nyt-1924-07-01">[http://timesmachine.nytimes.com/timesmachine/1924/07/01/101604731.html "Celebrate Opening of Subway Link"], ''[[The New York Times]]'' July 1, 1924, page 23</ref>
|{{NYCS Sixth local|time=show}} ([[IND Sixth Avenue Line]] at {{stl|NYCS|14th Street|Sixth}})<br>{{NYCS Broadway-Seventh south|time=show}} ([[IRT Broadway–Seventh Avenue Line]] at {{stl|NYCS|14th Street|Broadway-Seventh}})<br />Connection to [[Port Authority Trans-Hudson|PATH]] at {{stl|PATH|14th Street}}<br>[[M14 (New York City bus)|M14A / M14D Select Bus Service]]
|-
|rowspan=1|[[Union Square, Manhattan|Union Square]]
|{{Access icon}}
|{{stl|NYCS|Union Square}}
|June 30, 1924<ref name="nyt-1924-07-01" />
|{{NYCS Broadway|time=show}} ([[BMT Broadway Line]])<br />{{NYCS Lexington|time=show}} ([[IRT Lexington Avenue Line]])<br>[[M14 (New York City bus)|M14A / M14D Select Bus Service]]
|-
|rowspan=2|[[East Village, Manhattan|East Village]]
|
|{{stl|NYCS|Third Avenue}}
|June 30, 1924<ref name="nyt-1924-07-01" />
|[[M14 (New York City bus)|M14A / M14D Select Bus Service]]
|-
|{{Access icon}}
|{{stl|NYCS|First Avenue}}
|June 30, 1924<ref name="nyt-1924-07-01" />
|[[M14 (New York City bus)|M14A / M14D Select Bus Service]]<br>Northbound [[M15 SBS (New York City bus)|M15 Select Bus Service]]
|-
| align=center colspan=7 | '''[[Brooklyn]]'''
|-
!colspan=5 style="background-color: silver;"|[[14th Street Tunnel]] under the [[East River]]
|-
|rowspan=4|[[Williamsburg, Brooklyn|Williamsburg]]
|{{Access icon}}
|{{stl|NYCS|Bedford Avenue}}
|June 30, 1924<ref name="nyt-1924-07-01" />
|
|-
|{{access icon}}
|{{stl|NYCS|Lorimer Street|Canarsie}}
|June 30, 1924<ref name="nyt-1924-07-01" />
|{{NYCS Crosstown|time=show}} ([[IND Crosstown Line]] at {{stl|NYCS|Metropolitan Avenue|Crosstown}})
|-
|
|{{stl|NYCS|Graham Avenue}}
|June 30, 1924<ref name="nyt-1924-07-01" />
|
|-
|{{Access icon}}
|{{stl|NYCS|Grand Street|Canarsie}}
|June 30, 1924<ref name="nyt-1924-07-01" />
|
|-
|rowspan=2|[[East Williamsburg, Brooklyn|East Williamsburg]]
|
|{{stl|NYCS|Montrose Avenue}}
|June 30, 1924<ref name="nyt-1924-07-01" />
|
|-
|
|{{stl|NYCS|Morgan Avenue}}
|July 14, 1928<ref name=":10" />
|
|-
|rowspan=2|[[Bushwick, Brooklyn|Bushwick]]
|
|{{stl|NYCS|Jefferson Street}}
|July 14, 1928<ref name=":10" />
|
|-
|
|{{stl|NYCS|DeKalb Avenue|Canarsie}}
|July 14, 1928<ref name=":10" />
|
|-
|rowspan=2|[[Bushwick, Brooklyn|Bushwick]]/<br />[[Ridgewood, Queens|Ridgewood]]
|{{Access icon}}
|{{stl|NYCS|Myrtle–Wyckoff Avenues|Canarsie}}
|July 14, 1928<ref name=":10" />
|{{NYCS Myrtle|time=show}} ([[BMT Myrtle Avenue Line]])<br />originally Myrtle Avenue
|-
|
|{{stl|NYCS|Halsey Street|Canarsie}}
|July 14, 1928<ref name=":10" />
|
|-
|rowspan=2|[[Bushwick, Brooklyn|Bushwick]]
| {{Access icon}}&nbsp;↑
|{{stl|NYCS|Wilson Avenue}}
|July 14, 1928<ref name=":10" />
| Station is [[Americans with Disabilities Act of 1990|ADA-accessible]] in the northbound direction only.
|-
|
|{{stl|NYCS|Bushwick Avenue–Aberdeen Street}}
|July 14, 1928<ref name=":10" />
|
|-
|rowspan=3|[[East New York, Brooklyn|East New York]]
|
|{{stl|NYCS|Broadway Junction|Canarsie}}
|July 14, 1928<ref name=":10" />
|{{NYCS Jamaica center|time=show}} ([[BMT Jamaica Line]])<br />{{NYCS Fulton|time=show}} ([[IND Fulton Street Line]])
|-
!colspan=4 style="background-color: silver;"|connecting tracks to [[BMT Jamaica Line]] ({{NYCS Jamaica-Canarsie|time=show}})
|-
!colspan=4 style="background-color: silver;"|connecting track to [[East New York Yard]]
|-
|rowspan=5|[[East New York, Brooklyn|East New York]]/[[Brownsville, Brooklyn|Brownsville]]
|
|{{stl|NYCS|Atlantic Avenue}}
|July 28, 1906
|Connection to [[Long Island Rail Road|LIRR]] at {{stl|LIRR|East New York}}
|-
|
|{{stl|NYCS|Sutter Avenue}}
|July 28, 1906
|
|-
|{{Access icon}}
|{{stl|NYCS|Livonia Avenue}}
|July 28, 1906
|[[MetroCard]]/[[OMNY]] transfer to [[IRT New Lots Line]] ({{NYCS New Lots weekend|time=show}}) at {{stl|NYCS|Junius Street}}
|-
!colspan=4 style="background-color: silver;"|connecting track to [[Linden Shops (New York City Subway)|Linden Shops]] (No [[third rail]]; diesel work trains only)
|-
|
|{{stl|NYCS|New Lots Avenue|Canarsie}}
|July 28, 1906
|originally New Lots Road<br />[[B15 (New York City bus)|B15]] bus to [[John F. Kennedy International Airport|JFK Airport]]
|-
|rowspan=6|[[Canarsie, Brooklyn|Canarsie]]
|
|{{stl|NYCS|East 105th Street}}
|July 28, 1906
|original surface station, modified to high-level island platform c.1906
|-
!colspan=4 style="background-color: silver;"|connecting tracks to [[Canarsie Yard]]
|-
|{{Access icon}}
|{{stl|NYCS|Canarsie–Rockaway Parkway}}
|July 28, 1906
|original surface station, extensively rebuilt as terminal station<br>free out-of-station transfer to [[B42 (New York City bus)|B42]] bus<br>[[B82 SBS (New York City bus)|B82 Select Bus Service]]
|-
|
|style="background-color: silver;"|Flatlands Avenue
|
|line abandoned; station demolished; eventually replaced by [[B42 (New York City bus)|B42]] bus service
|-
|
|style="background-color: silver;"|Avenue L
|
|line abandoned; station demolished; eventually replaced by [[B42 (New York City bus)|B42]] bus service
|-
|
|style="background-color: silver;"|Canarsie Pier
|
|line abandoned; station demolished; eventually replaced by [[B42 (New York City bus)|B42]] bus service
|}

== References ==
{{reflist|30em}}

== External links ==
{{attached KML|display=inline,title}}
* {{commons category-inline}}
* {{usurped|1=[https://web.archive.org/web/20151104155926/http://www.earlpleasants.com/search_1.asp Railroad History Database]}}
* [http://nycsubway.org/bmt/canarsie/ NYCsubway.org – BMT 14th Street-Canarsie Line] (text used with permission<!--given to User:PZFUN-->)

{{NYCS lines navbox}}
{{NYCS navbox}}
{{BMT companies}}
{{Crossings navbox
|structure        = Crossings
|place            = [[East River]]
|bridge           = 14th Street Tunnel
|bridge signs     = {{NYCS Canarsie|time=bullets}}
|upstream         = [[East River Tunnels]]
|upstream signs   = 
|downstream       = [[Williamsburg Bridge]]
|downstream signs = {{NYCS Williamsburg|time=bullets}}
}}

{{DEFAULTSORT:Canarsie}}
[[Category:Brooklyn–Manhattan Transit Corporation]]
[[Category:New York City Subway lines]]
[[Category:1865 establishments in New York (state)]]