View source for IND Eighth Avenue Line

{{short description|New York City Subway line}}
{{Redirect|Eighth Avenue Line||Eighth Avenue (disambiguation){{!}}Eighth Avenue}}
{{Use American English|date=June 2023}}
{{Use mdy dates|date=June 2017}}
{{Infobox rail line
| color           = {{rcr|NYCS|Eighth}}
| name            = IND Eighth Avenue Line
| image           = {{rint|nycs|A|size=50}} {{rint|nycs|B|size=50}} {{rint|nycs|C|size=50}} {{rint|nycs|D|size=50}}{{rint|nycs|E|size=50}}
| image_width     = 150px
| caption         = The [[A (New York City Subway service)|A]], [[C (New York City Subway service)|C]], and [[E (New York City Subway service)|E]], which use the Eighth Avenue Line through [[Midtown Manhattan]], are colored blue.<br />The [[B (New York City Subway service)|B]] and [[D (New York City Subway service)|D]] also serve the portion of the line in [[Upper Manhattan]].
| type            = [[Rapid transit]]
| system          = [[New York City Subway]]
| start           = [[Inwood–207th Street (IND Eighth Avenue Line)|207th Street]]
| end             = South of [[High Street (IND Eighth Avenue Line)|High Street]]
| stations        = 31{{efn|The [[Metropolitan Transportation Authority]] considers [[Chambers Street (IND Eighth Avenue Line)|Chambers Street]] and [[World Trade Center (IND Eighth Avenue Line)|World Trade Center]] to be separate stations.<ref name=stationinformation>{{NYCS const|stationinformation}}</ref> If Chambers Street-World Trade Center is considered a single station, the count drops to 30.}}
| daily_ridership = 523,267<ref name="ridership">{{NYCS const|riderref|weekday}}</ref>
| open            = 1932–1933
|locale       = [[Manhattan]], [[New York City]]
|owner       = [[Government of New York City|City of New York]]
|operator    = [[New York City Transit Authority]]
| character       = Underground
| stock           = 
| linelength      = {{cvt|14|mi|km}}<ref>{{cite news|title=New Subway Link Opens Wednesday|url=https://www.nytimes.com/1933/01/29/archives/new-subway-link-opens-wednesday-independent-line-will-offer-express.html|work=[[The New York Times]]|date=January 29, 1933|page=3|access-date=July 22, 2018|archive-date=December 16, 2022|archive-url=https://web.archive.org/web/20221216145354/https://www.nytimes.com/1933/01/29/archives/new-subway-link-opens-wednesday-independent-line-will-offer-express.html|url-status=live}}</ref><!--12.05 from 1932 and 2.2 more to Jay in 1933, then subtract the approximately 1/4 mile under Jay Street-->
| tracks          = 2–4
| gauge           = {{track gauge|ussg|allk=on}}
| electrification = [[Direct current traction|600V DC third rail]]
| map             = {{IND Eighth Avenue Line|inline=1}}
| map_state       = collapsed
}}

The '''IND Eighth Avenue Line'''{{efn|The line is also referred to using different names, such as the '''IND Central Park West Line''', '''IND Washington Heights Line''', or '''IND Eighth Avenue-Fulton Street Line'''. The line is [[New York City Subway chaining|chained]] to the same channel as the [[IND Fulton Street Line]].}} is a [[rapid transit line]] in the [[B Division (New York City Subway)|B Division]] of the [[New York City Subway]]. Opened in 1932, it was the first line of the [[Independent Subway System]] (IND); as such, New Yorkers originally applied the ''Eighth Avenue Subway'' name to the entire IND system.<ref>{{cite news|url=https://www.nytimes.com/1939/10/08/archives/old-jamaica-farm-divided-for-homes-builders-will-open-initial-group.html|title=Old Jamaica Farm Divided for Homes|date=October 8, 1939|work=The New York Times|access-date=June 29, 2018|page=153|archive-date=June 30, 2018|archive-url=https://web.archive.org/web/20180630000414/https://www.nytimes.com/1939/10/08/archives/old-jamaica-farm-divided-for-homes-builders-will-open-initial-group.html|url-status=live}}: "the property is near the Woodhaven Boulevard station of the Eighth Avenue subway"</ref><ref>{{cite news|url=https://select.nytimes.com/gst/abstract.html?res=FA0B14FD3C581B7B93C3AA178AD85F478485F9|title=Delaney Assails Transit Sitdowns|date=January 31, 1943|work=The New York Times|access-date=June 29, 2018|page=26|archive-date=April 29, 2014|archive-url=https://web.archive.org/web/20140429050321/http://select.nytimes.com/gst/abstract.html?res=FA0B14FD3C581B7B93C3AA178AD85F478485F9|url-status=live}}: "the Jamaica inspection barn of the Eighth Avenue Subway System, in Kew Gardens, Queens"</ref><ref>{{Cite book|url=https://books.google.com/books?id=w8cDPQAACAAJ|title=Building the Independent Subway|last=Kramer|first=Frederick A.|date=January 1, 1990|publisher=Quadrant Press|isbn=9780915276509|language=en}}</ref>

The line runs from [[Inwood–207th Street (IND Eighth Avenue Line)|207th Street]] in [[Inwood, Manhattan|Inwood]] south to an [[interlocking]] south of [[High Street (IND Eighth Avenue Line)|High Street]] in [[Brooklyn Heights]], including large sections under [[St. Nicholas Avenue (Manhattan)|St. Nicholas Avenue]], [[Central Park West]], and [[Eighth Avenue (Manhattan)|Eighth Avenue]]. The entire length is underground, though the [[207th Street Yard]], which branches off near the north end, is on the surface. [[Flying junction]]s are provided with the [[IND Concourse Line]], [[IND Sixth Avenue Line]], and [[IND Queens Boulevard Line]].

Most of the line has four tracks, with one local and one express track in each direction, except for the extreme north and south ends, where only the two express tracks continue. Internally, the line is [[New York City Subway chaining|chained]] as Line "A", with tracks A1, A3, A4, and A2 from west to east,<ref>{{cite map|publisher=[[New York City Transit Authority]] Maintenance of Way Department|url=http://images.nycsubway.org/pdf/sixthave-west4th.pdf|title=General Signal Arrangement, Sta. 943+00 to Sta. 971+50|edition=November 15, 1968|access-date=April 19, 2007|archive-url=https://web.archive.org/web/20070926085645/http://images.nycsubway.org/pdf/sixthave-west4th.pdf|archive-date=September 26, 2007}}</ref> running from approximately 800 at the south end<ref>{{cite web|url=http://www.columbia.edu/~brennan/abandoned/court.html|title=Abandoned Stations: Court St, and Hoyt-Schermerhorn Sts platforms|author=Brennan|first=Joseph|date=2002|website=Abandoned Stations|access-date=April 19, 2007|archive-date=January 17, 2019|archive-url=https://web.archive.org/web/20190117232311/http://www.columbia.edu/~brennan/abandoned/court.html|url-status=live}}</ref> to 1540 at the north end (measured in hectofeet).<ref name="tracks">{{NYCS const|trackref|trackbook3}}</ref>

The whole line is served at all times by the [[A (New York City Subway service)|A]] train, which runs express except during late nights. The [[C (New York City Subway service)|C]] provides local service south of [[168th Street (IND Eighth Avenue Line)|168th Street]] while the A runs express. In addition, the [[B (New York City Subway service)|B]] provides weekday local service and the [[D (New York City Subway service)|D]] full-time express service between the Concourse Line ([[145th Street (IND Eighth Avenue Line)|145th Street]]) and Sixth Avenue Line ([[59th Street–Columbus Circle (New York City Subway)|59th Street–Columbus Circle]]) junctions, and the [[E (New York City Subway service)|E]] runs local from the Queens Boulevard Line junction at [[50th Street (IND Eighth Avenue Line)|50th Street]] south to [[World Trade Center (IND Eighth Avenue Line)|World Trade Center]]. The A, C, and E are colored {{NYCS const|color|blue}} on signs because they run via Eighth Avenue through [[Midtown Manhattan]], while the B and D are {{NYCS const|color|orange}} since they use the Sixth Avenue Line through Midtown Manhattan.<ref>{{Cite news|url=http://cityroom.blogs.nytimes.com/2010/05/10/take-the-tomato-to-the-sunflower/?_r=0|title=Take the Tomato 2 Stops to the Sunflower|last=Grynbaum|first=Michael M.|newspaper=City Room|date=May 10, 2010 |access-date=November 6, 2016|archive-date=December 17, 2017|archive-url=https://web.archive.org/web/20171217014649/https://cityroom.blogs.nytimes.com/2010/05/10/take-the-tomato-to-the-sunflower/?_r=0|url-status=live}}</ref>

==Extent and service==
The following services use part or all of the Eighth Avenue Line.<ref>{{NYCS const|serviceguide}}</ref> The trunk line's bullets are colored {{NYCS const|color|blue}}:
{|class="wikitable"
!rowspan=2|&nbsp;
!colspan=3|Time period
!rowspan=2|Section of line
|-
!rush hours, middays,<br />and evenings
!weekends
!late nights
|-
|{{rint|newyork|A}}
|align=center colspan=2|express
|align=center|local
|entire line
|-
|{{rint|newyork|C}}
| colspan="2" align="center" |local
| align="center" |no service
|south of [[168th Street (IND Eighth Avenue Line)|168 St]]
|-
|{{rint|newyork|E}}
| colspan="3" align="center" |local
|between [[50th Street (IND Eighth Avenue Line)|50 St]] and [[World Trade Center (IND Eighth Avenue Line)|WTC]]
|-
|{{rint|newyork|B}}
|align=center|local
|align=center colspan=2|no service
|between [[145th Street (IND Eighth Avenue Line)|145 St]] and [[59th Street – Columbus Circle (IND Eighth Avenue Line)|59 St]]
|-
|{{rint|newyork|D}}
|align=center colspan=3|express
|between 145 St and 59 St
|}

[[File:BwyWalk0505 Station207thBroadwayA.jpg|thumb|The northern terminal, at [[207th Street (IND Eighth Avenue Line)|207th Street]]]]

The Eighth Avenue Line begins as a two-track subway under [[Broadway (Manhattan)|Broadway]] at [[Inwood – 207th Street (IND Eighth Avenue Line)|207th Street]] in [[Inwood, Manhattan|Inwood]]. A [[flying junction]] just to the south brings two tracks from the [[207th Street Yard]] between the main tracks, merging after [[Dyckman Street (IND Eighth Avenue Line)|Dyckman Street]]. The subway leaves Broadway to pass under [[Fort Tryon Park]] to the north end of [[Fort Washington Avenue (Manhattan)|Fort Washington Avenue]], which it follows to roughly [[175th Street (IND Eighth Avenue Line)|175th Street]] before turning southeast under private property.<ref name="tracks" />

The small [[174th Street Yard]] lies under Broadway, with two tracks exiting to the south under that roadway.<ref name="tracks" /> When the [[George Washington Bridge]] was designed in the 1920s, provisions were made for a lower deck that would carry these two tracks north from the yard and across the bridge, as well as two [[commuter rail]] tracks.<ref>{{cite news|url=https://www.nytimes.com/1960/05/10/archives/addition-to-bridge-upheld-building-of-second-deck-on-george.html|title=Addition to Bridge Upheld|last=Tobin|first=Austin J.|date=May 10, 1960|work=The New York Times|access-date=June 29, 2018|page=36|author-link=Austin J. Tobin|archive-date=June 29, 2018|archive-url=https://web.archive.org/web/20180629235915/https://www.nytimes.com/1960/05/10/archives/addition-to-bridge-upheld-building-of-second-deck-on-george.html|url-status=live}}</ref><ref>{{cite news|url=https://select.nytimes.com/gst/abstract.html?res=FB0813F83D5F0C738FDDA80894DC484D81|title=Across the Hudson by Rapid Transit|date=January 30, 1984|work=The New York Times|access-date=June 29, 2018|page=A16}}</ref> However, when the lower level was added in 1962, it instead carried a roadway.

The two main tracks from Fort Washington Avenue enter Broadway near 172nd Street, curving and running underneath a public school (PS173M) at 174th Street, and other private property, and the yard tracks in a double-decker tunnel. A few blocks later, the lower tracks separate to straddle the yard tracks at [[168th Street (IND Eighth Avenue Line)|168th Street]]. The local/express split begins here, with the local tracks coming from the yard and the express tracks coming from Inwood. Contrary to standard practice, the two local tracks are in the center and the two express tracks are on the outside. Except during late nights, the local service ([[C (New York City Subway service)|C]]) ends at 168th Street, reversing direction on the yard tracks; the [[A (New York City Subway service)|A]] runs to 207th Street at all times, express except during late nights. South of 168th Street, the express (outer) tracks lower below the local tracks, forming another double-decker tunnel, this time under [[St. Nicholas Avenue (Manhattan)|St. Nicholas Avenue]].<ref name="tracks" />

North of [[145th Street (IND Eighth Avenue Line)|145th Street]], the lower (express) tracks rise into the center, and the three-track [[IND Concourse Line]] enters St. Nicholas Avenue below the four-track Eighth Avenue Line. 145th Street is a two-level transfer station, with two island platforms on each level. To the south, the Concourse Line tracks rise and merge with the Eighth Avenue Line, carrying the [[B (New York City Subway service)|B]] onto the local tracks and the [[D (New York City Subway service)|D]] onto the express tracks. The resulting four-track line continues south under St. Nicholas Avenue and [[Eighth Avenue (Manhattan)|Eighth Avenue]] (Frederick Douglass Boulevard), which becomes [[Central Park West]] at [[Cathedral Parkway – 110th Street (IND Eighth Avenue Line)|110th Street]].<ref name="tracks" />

{{Multiple image
|align=center
|total_width=780
|image1=CPW W104 IND 3d rail house jeh.jpg|caption1=Emergency Exit #80 on Central Park West & West 104th Street
|image2=Greenwich substation nite jeh.JPG|caption2=13th Street power station
|image3=Cranberry vent bdg Furman St jeh.jpg|caption3=Cranberry Street ventilation building
|image4=IND powerhouse 212 Jay St jeh.jpg|caption4=Jay Street power station
}}

Most of the line under Central Park West is built on two levels with both local tracks to the west and only local stations. The two northbound tracks are above the two southbound tracks. Approaching [[59th Street–Columbus Circle (New York City Subway)|59th Street–Columbus Circle]], where Central Park West becomes Eighth Avenue, the subway again spreads out into a single four-track level.<ref name="tracks" />

A flying junction south of 59th Street takes B and D trains east under [[53rd Street (Manhattan)|53rd Street]], merging with two tracks from [[57th Street (IND Sixth Avenue Line)|57th Street]] to become the four-track [[IND Sixth Avenue Line]]. The two-track [[IND Queens Boulevard Line]], also in 53rd Street, curves south into a lower level of the [[50th Street (IND Eighth Avenue Line)|50th Street]] station, and merges to the south, taking [[E (New York City Subway service)|E]] trains onto the local tracks. An unused southbound-only lower level at [[Times Square–42nd Street/Port Authority Bus Terminal (New York City Subway)|42nd Street–Port Authority Bus Terminal]] was formerly accessed only from the southbound track from the Queens Boulevard Line. Plans for the [[7 Subway Extension]] required partially demolishing the lower level to make room for the new [[IRT Flushing Line]] tracks.<ref name="tracks" />

The four-track line continues south under Eighth Avenue to [[14th Street (Manhattan)|14th Street]], where it turns southeast under [[Greenwich Avenue (Manhattan)|Greenwich Avenue]] and south under [[Sixth Avenue (Manhattan)|Sixth Avenue]], above the four-track [[IND Sixth Avenue Line]]. The two-level [[West Fourth Street–Washington Square (New York City Subway)|West Fourth Street–Washington Square]] station allows easy transfers between the two lines. Just to the south are track connections between the local tracks of each line, not used by current normal service patterns. The Sixth Avenue Line turns east into [[Houston Street (Manhattan)|Houston Street]] after passing the connections.<ref name="tracks" />

[[Canal Street (IND Eighth Avenue Line)|Canal Street]], under Sixth Avenue, is the last normal four-track station on the line. Crossovers in each direction, beyond the station, take [[C (New York City Subway service)|C]] and late night [[A (New York City Subway service)|A]] trains between the local tracks to the north and the express tracks to the south. As the subway turns from Sixth Avenue into [[Church Street (Manhattan)|Church Street]], the southbound local track passes under the express tracks, bringing [[E (New York City Subway service)|E]] trains to the east. At this point, a [[Bellmouth (railroad terminology)|bellmouth]] originally intended for the never-built [[IND Worth Street Line]] is present on the east side of the tunnel.<ref name="tracks" /><ref>{{cite news|url=https://www.nytimes.com/1929/09/16/archives/100-miles-of-subway-in-new-city-project-52-of-them-in-queens.html|title=100 Miles of Subway in New City Project|date=September 16, 1929|work=The New York Times|access-date=June 29, 2018|page=1|issn=0362-4331|archive-date=June 27, 2018|archive-url=https://web.archive.org/web/20180627210909/https://www.nytimes.com/1929/09/16/archives/100-miles-of-subway-in-new-city-project-52-of-them-in-queens.html|url-status=live}}</ref><ref>{{cite map|publisher=[[New York City Board of Transportation]]|title=[[:File:1929 IND Second System.jpg|File No. 72, Drawing No. 58: Proposed Additional Rapid Transit Lines and Proposed Vehicular Tunnels]]|edition=August 23, 1929}}</ref> It has been proposed to use this to bring [[Long Island Rail Road]] [[Atlantic Branch]] trains to Lower Manhattan as part of the [[Lower Manhattan-Jamaica/JFK Transportation Project]].<ref>{{cite web |website=Metropolitan Transportation Authority|url=http://www.mta.info/mta/planning/lmlink/documents/lm_longlist.pdf|title=Draft Long List of Alternatives|archive-url=https://web.archive.org/web/20110805201335/http://www.mta.info/mta/planning/lmlink/documents/lm_longlist.pdf|archive-date=August 5, 2011|date=October 2005|access-date=December 26, 2013}}</ref>

The four tracks continue south under Church Street, with two separate but connected stations at [[World Trade Center (IND Eighth Avenue Line)|World Trade Center]] at the end of the local tracks and [[Chambers Street (IND Eighth Avenue Line)|Chambers Street]] on the express tracks. The two express tracks turn east under [[Fulton Street (Manhattan)|Fulton Street]], crossing the [[East River]] through the [[IND Eighth Avenue Line#Early operation|Cranberry Street Tunnel]] into Cranberry Street in Brooklyn. Cranberry Street leads to [[High Street (IND Eighth Avenue Line)|High Street]], from which the line turns south into Jay Street, straddled by the two-track [[IND Sixth Avenue Line]] from the [[Rutgers Street Tunnel]]. The Eighth and Sixth Avenue Lines end, becoming the [[IND Fulton Street Line]] and [[IND Culver Line]], at crossovers (currently unused) allowing trains to switch between the two, located between [[High Street (IND Eighth Avenue Line)|High Street]] and [[Jay Street–MetroTech (New York City Subway)|Jay Street–MetroTech]]. Both the A and C trains continue along the Fulton Street Line.<ref name="tracks" />

==History==

=== Planning and construction ===
[[File:NYCS IND 8thAve 145thSt entrance.jpg|thumb|Entrance to [[145th Street (IND Eighth Avenue Line)|145th Street]]]]
As early as March 1918, soon after the [[BMT Broadway Line]] opened to [[Times Square–42nd Street/Port Authority Bus Terminal (New York City Subway)|Times Square–42nd Street]], plans were being considered for an extension of that line beyond the stubs at [[57th Street–Seventh Avenue station|57th Street–Seventh Avenue]] to the [[Upper West Side, Manhattan|Upper West Side]] and [[Washington Heights, Manhattan|Washington Heights]] via [[Central Park West]] (Eighth Avenue).<ref>{{cite news|url=http://www.nycsubway.org/articles/nytimes-1918-broadway.html|title=Plan a New Subway on Upper West Side|date=March 3, 1918|work=The New York Times|access-date=June 29, 2018|page=27|issn=0362-4331|archive-date=June 14, 2010|archive-url=https://web.archive.org/web/20100614203951/http://www.nycsubway.org/articles/nytimes-1918-broadway.html|url-status=live}}</ref> On August 3, 1923, the [[New York City Board of Estimate]] approved the '''Washington Heights Line''', an extension of the Broadway Line to Washington Heights. The line was to have four tracks from Central Park West at 64th Street under Central Park West, Eighth Avenue, [[Saint Nicholas Avenue (Manhattan)|Saint Nicholas Avenue]], and private property to 173rd Street, and two tracks under [[Fort Washington Avenue (Manhattan)|Fort Washington Avenue]] to 193rd Street. South of 64th Street, one two-track line would connect to the Broadway Line stubs at 57th Street, and another would continue under Eighth Avenue to [[30th Street (Manhattan)|30th Street]] at [[Penn Station (New York)|Penn Station]], with provisions to continue downtown.<!--says four tracks south of 41st Street - why? shuttle between Penn Station and Times Square?--><ref>{{cite news|url=https://www.nytimes.com/1923/08/04/archives/two-subway-routes-adopted-by-city-estimate-board-accepts-wash.html|title=Two Subway Routes Adopted by City|date=August 4, 1923|work=The New York Times|access-date=June 29, 2018|page=9|issn=0362-4331|archive-date=June 30, 2019|archive-url=https://web.archive.org/web/20190630012122/https://www.nytimes.com/1923/08/04/archives/two-subway-routes-adopted-by-city-estimate-board-accepts-wash.html|url-status=live}}</ref><ref>{{cite news|url=https://www.nytimes.com/1924/03/12/archives/plans-now-ready-to-start-subways-commission-notifies-city-it-can.html|title=Plans Now Ready to Start Subways|date=March 12, 1924|work=The New York Times|access-date=June 29, 2018|page=1|issn=0362-4331|archive-date=June 28, 2019|archive-url=https://web.archive.org/web/20190628162149/https://www.nytimes.com/1924/03/12/archives/plans-now-ready-to-start-subways-commission-notifies-city-it-can.html|url-status=live}}</ref>

Mayor [[John Hylan]] instead wanted to build an independent subway system, operated by the city. The [[New York City Board of Transportation]] (NYCBOT) gave preliminary approval to several lines in Manhattan, including one on Eighth Avenue, on December 9, 1924. The main portion of the already-approved Washington Heights Line—the mostly-four track line north of 64th Street—was included, but was to continue north from 193rd Street to 207th Street. South of 64th Street, the plan called for four tracks in Eighth Avenue, [[Greenwich Avenue (Manhattan)|Greenwich Avenue]], the planned extension of [[Sixth Avenue (Manhattan)|Sixth Avenue]], and [[Church Street (Manhattan)|Church Street]]. Two tracks would turn east under [[Fulton Street (Manhattan)|Fulton Street]] or [[Wall Street (Manhattan)|Wall Street]] and under the [[East River]] to [[Downtown Brooklyn]].<ref>{{cite news|url=https://www.nytimes.com/1924/12/10/archives/hylan-subway-plan-links-four-boroughs-at-450000000-cost-manhattan.html|title=Hylan Subway Plan Links Four Boroughs at $450,000,000 Cost|date=December 10, 1924|work=The New York Times|access-date=June 29, 2018|page=1|issn=0362-4331|archive-date=June 14, 2018|archive-url=https://web.archive.org/web/20180614021251/https://www.nytimes.com/1924/12/10/archives/hylan-subway-plan-links-four-boroughs-at-450000000-cost-manhattan.html|url-status=live}}</ref><ref name="Raskin-RoutesNotTaken-2013">{{Cite Routes Not Taken}}</ref>

A [[groundbreaking]] ceremony was held at St. Nicholas Avenue and 123rd Street on March 14, 1925.<ref>{{cite news|url=https://www.nytimes.com/1925/03/14/archives/englandaustralia-air-route-via-america-seen-in-3-years.html|title=Will Break Ground Today for New Uptown Subway|date=March 14, 1925|work=The New York Times|access-date=June 29, 2018|page=15|issn=0362-4331|archive-date=June 14, 2018|archive-url=https://web.archive.org/web/20180614021410/https://www.nytimes.com/1925/03/14/archives/englandaustralia-air-route-via-america-seen-in-3-years.html|url-status=live}}</ref> Most of the Eighth Avenue Line was dug using a cheap [[cut-and-cover]] method, where the street above was excavated. Still, the construction of the line was difficult, as it had to go under or over several subway lines. At [[59th Street–Columbus Circle (IND Eighth Avenue Line)|59th Street–Columbus Circle]], workers had to be careful to not disrupt the existing [[IRT Broadway–Seventh Avenue Line]] overhead. [[42nd Street (IND Eighth Avenue Line)|42nd Street]], the longest station along the line at {{Convert|1115|ft|m}}, was expected to be a major express station with large platforms, so the platforms were staggered away from each other in order to avoid going under property lines. Additionally, several workers died in cave-ins during construction.<ref name="Galloway. 1931">{{cite news|url=https://www.nytimes.com/1931/11/22/archives/the-citys-new-underground-province-the-eighth-avenue-subway-will-be.html|title=The City's New Underground Province; The Eighth Avenue Subway Will Be Not Only a Transit Line but a Centre for the Shopper A New Underground Province of New York The Eighth Avenue Subway Will Be a Rapid Transit Line With Innovations and Will Provide Centres for the Shoppers|last=Warner|first=Arthur|date=November 22, 1931|work=The New York Times|issn=0362-4331|access-date=May 2, 2018|archive-date=May 3, 2018|archive-url=https://web.archive.org/web/20180503050550/https://www.nytimes.com/1931/11/22/archives/the-citys-new-underground-province-the-eighth-avenue-subway-will-be.html|url-status=live}}</ref>

In the summer of 1926 the BOT held a public hearing and agreed upon the details of the construction of the subway line under [[Church Street (Manhattan)|Church Street]]. As part of the construction of the line, Church Street was widened from being {{Convert|40|feet|meters}} wide to being {{Convert|90|feet|meters}} wide to accommodate the subway underneath and was connected with a southern diagonal extension of Sixth Avenue, which was {{Convert|100|feet|meters}}. Had the street not been widened the construction would have cost an additional $7 million for the construction of a two-level subway structure. In January 1929, the city paid money awarded to adjacent property owners for property taken and awarded contracts for {{Convert|15|feet|meters}}-wide sidewalks and a {{Convert|60|feet|meters}}-wide roadway. The sidewalks had been {{Convert|10|feet|meters}} wide and the roadway had been {{Convert|20|feet|meters}} wide. New buildings were built on the west sides of Church Street. The east side of the street was not affected by the construction. $9,631,760 was awarded to 161 property owners whose property had been taken.<ref>{{Cite news|url=https://www.nytimes.com/1929/01/06/archives/9631760-awarded-on-church-street-payment-made-to-161-owners-for.html|title=$9,631,760 Awarded On Church Street; Payment Made to 161 Owners for Subway and Road-Widening Improvements. Transforming Old Centre Realty Enhanced and Modern Buildings Are Replacing Ancient Structures. Realty Values Increase. To Cost $14,000,000.|date=January 6, 1929|work=The New York Times|access-date=June 28, 2018|language=en|issn=0362-4331|archive-date=August 15, 2019|archive-url=https://web.archive.org/web/20190815002908/https://www.nytimes.com/1929/01/06/archives/9631760-awarded-on-church-street-payment-made-to-161-owners-for.html|url-status=live}}</ref> 168,888 square feet of land had to be acquired to widen Church Street between Park Place and Canal Street.<ref>{{Cite news|url=https://www.nytimes.com/1932/01/28/archives/transit-board-land-ceded-to-boroughs-new-street-areas-valued-at.html|title=Transit Board Land Ceded To Boroughs; New Street Areas, Valued at $10,000,000, Are in Manhattan, Brooklyn and the Bronx. Acquired In Condemnation Widening of Thoroughfares for Subways Also Has Increased Real Estate Values.|date=January 28, 1932|work=The New York Times|access-date=June 28, 2018|language=en|issn=0362-4331|archive-date=June 28, 2018|archive-url=https://web.archive.org/web/20180628044638/https://www.nytimes.com/1932/01/28/archives/transit-board-land-ceded-to-boroughs-new-street-areas-valued-at.html|url-status=live}}</ref>

In 1926 construction began on the extension of Sixth Avenue south from Carmine Street to Canal Street, to allow for the construction of the Eighth Avenue Line (which runs under the street south of Eighth Street), and to provide access to the [[Holland Tunnel]].<ref name=":1">{{Cite web|url=http://forgotten-ny.com/2003/04/deep-sixth-a-walk-up-avenue-of-the-americas/|title=DEEP SIXTH: a walk up Avenue of the Americas - Forgotten New York|last=Walsh|first=Kevin|website=forgotten-ny.com|date=April 15, 2003|language=en-US|access-date=May 14, 2018|archive-date=May 15, 2018|archive-url=https://web.archive.org/web/20180515043916/http://forgotten-ny.com/2003/04/deep-sixth-a-walk-up-avenue-of-the-americas/|url-status=live}}</ref><ref name=":0">{{Cite news|url=https://www.nytimes.com/1926/09/19/archives/traffic-now-forces-huge-street-cutting-sixth-avenue-extension-to.html|title=Traffic Now Forces Huge Street Cutting; Sixth Avenue Extension to Focal Point on Canal, Street Is Perhaps the Most Extraordinary of Its Kind in the Entire History of New York City|last=Adams|first=Mildred|date=September 19, 1926|work=The New York Times|access-date=May 15, 2018|language=en-US|issn=0362-4331|archive-date=October 23, 2019|archive-url=https://web.archive.org/web/20191023134716/https://www.nytimes.com/1926/09/19/archives/traffic-now-forces-huge-street-cutting-sixth-avenue-extension-to.html|url-status=live}}</ref> The construction of the extension was completed in 1930.<ref>{{Cite news|url=https://www.nytimes.com/1930/09/18/archives/to-open-6th-av-extension-walker-and-miller-to-take-part-in-ceremony.html|title=To Open 6th Av. Extension; Walker and Miller to Take Part in Ceremony Today.|date=September 18, 1930|work=The New York Times|access-date=May 15, 2018|language=en-US|issn=0362-4331|archive-date=May 15, 2018|archive-url=https://web.archive.org/web/20180515114053/https://www.nytimes.com/1930/09/18/archives/to-open-6th-av-extension-walker-and-miller-to-take-part-in-ceremony.html|url-status=live}}</ref> The city condemned entire lots, displacing 10,000 people,<ref>{{Cite news|url=https://www.nytimes.com/1926/07/29/archives/10000-must-leave-condemned-houses-citys-order-to-persons-in-path-of.html|title=10,000 Must Leave Condemned Houses; City's Order to Persons in Path of Sixth Av. Extension Comes as Surprise to Many. Last Day of Grace Aug. 31 Razing of Buildings In Greenwich Village Prepares Traffic Artery for Holland Tunnel.|date=July 29, 1926|work=The New York Times|access-date=May 15, 2018|language=en-US|issn=0362-4331|archive-date=May 10, 2018|archive-url=https://web.archive.org/web/20180510050833/https://www.nytimes.com/1926/07/29/archives/10000-must-leave-condemned-houses-citys-order-to-persons-in-path-of.html|url-status=live}}</ref> to build the extension and used leftover land for parks.

The stations on the line were built with {{Convert|600|feet|meters}} long platforms, but they had provisions to lengthen them to {{Convert|660|feet|meters}} to accommodate eleven-car trains.<ref>{{Cite book|url=https://books.google.com/books?id=620TAAAAIAAJ&q=660|title=Transit Journal|date=1932|publisher=McGraw-Hill Publishing Company, Incorporated|language=en}}</ref>{{Rp|70}} Four of the express stations (at Fulton, 14th, 42nd, and 59th Streets) were built with long mezzanines so that passengers could walk the entire length of the mezzanines without having to pay a fare. It was proposed to develop the mezzanines of these four stations with shops, so that they would become retail corridors, similar to the underground mall of the under-construction [[Rockefeller Center]].<ref name="Galloway. 1931" /> The new subway required 800 cars and 1,500 staff. In June 1932, ''The New York Times'' reported that seven-car express trains would run between 168th and Chambers Streets, while five-car local trains would run between 207th and Chambers Streets. Both express and local trains would run at intervals of four to twelve minutes depending on the time of day.<ref>{{Cite news|last=Copeland|first=George H.|date=1932-06-19|title=The City's New Subway Line Promises Speed and Comfort; Innovations to Be Found in the Eighth Avenue System; How It Fits Into the Rapid Transit Scheme, and the Expected Revenues|language=en-US|work=The New York Times|url=https://www.nytimes.com/1932/06/19/archives/the-citys-new-subway-line-promises-speed-and-comfort-innovations-to.html|access-date=2022-07-01|issn=0362-4331|archive-date=July 1, 2022|archive-url=https://web.archive.org/web/20220701184231/https://www.nytimes.com/1932/06/19/archives/the-citys-new-subway-line-promises-speed-and-comfort-innovations-to.html|url-status=live}}</ref> The new IND subway line also used [[New York City Subway tiles#IND tiles|a five-color pattern of tiles]] to facilitate navigation for travelers going away from Manhattan; the colors of the tiles changed at each express station.<ref name=nyt-1932-08-22>{{Cite news|date=1932-08-22|title=Tile Colors a Guide in the New Subway; Decoration Scheme Changes at Each Express Stop to Tell Riders Where They Are|language=en-US|work=The New York Times|url=https://www.nytimes.com/1932/08/22/archives/tile-colors-a-guide-in-the-new-subway-decoration-scheme-changes-at.html|access-date=2022-07-01|issn=0362-4331|archive-date=July 1, 2022|archive-url=https://web.archive.org/web/20220701184626/https://www.nytimes.com/1932/08/22/archives/tile-colors-a-guide-in-the-new-subway-decoration-scheme-changes-at.html|url-status=live}}</ref>

=== Early operation ===
[[File:86st station.jpg|thumb|Lower-level local station on Central Park West ([[86th Street (IND Eighth Avenue Line)|86th Street]])]]
The majority of the Eighth Avenue Line, from [[Chambers Street (IND Eighth Avenue Line)|Chambers Street]] north to [[Inwood – 207th Street (IND Eighth Avenue Line)|207th Street]], was opened to the public just after midnight on September 10, 1932, after three days of operation on a normal schedule but without passengers.<ref name="Chambers">{{cite news|url=https://select.nytimes.com/gst/abstract.html?res=FA0D13F7395513738DDDA90994D1405B828FF1D3|title=Gay Midnight Crowd Rides First Trains in New Subway|date=September 10, 1932|work=The New York Times|access-date=June 29, 2018|page=1|issn=0362-4331|archive-date=September 12, 2012|archive-url=https://web.archive.org/web/20120912162150/http://select.nytimes.com/gst/abstract.html?res=FA0D13F7395513738DDDA90994D1405B828FF1D3|url-status=live}}</ref> The [[Cranberry Street Tunnel]], extending the express tracks east under Fulton Street to [[Jay Street–MetroTech (New York City Subway)|Jay Street–Borough Hall]] in Brooklyn, was opened for the morning rush hour on February 1, 1933,<ref name="Jay">{{cite news|url=https://www.nytimes.com/1933/02/01/archives/city-opens-subway-to-brooklyn-today-regular-express-service-on-the.html|title=City Opens Subway to Brooklyn Today|date=February 1, 1933|work=The New York Times|access-date=June 29, 2018|page=19|issn=0362-4331|archive-date=June 26, 2018|archive-url=https://web.archive.org/web/20180626194044/https://www.nytimes.com/1933/02/01/archives/city-opens-subway-to-brooklyn-today-regular-express-service-on-the.html|url-status=live}}</ref> with the exception of the station at [[High Street station (IND Eighth Avenue Line)|High Street]], which opened on June 24, 1933. Initially, only the Fulton Street entrance was open; the Adams Street entrance would open later once its escalators were completed.<ref name=":2" /> The [[IND Culver Line|Jay–Smith–Ninth Street Line]] opened on March 20, 1933, extending the line beyond Jay Street–Borough Hall.<ref>{{cite news|url=https://www.nytimes.com/1933/03/20/archives/city-subway-adds-a-new-link-today-service-to-be-extended-halfmile.html|title=City Subway Adds a New Link Today|date=March 20, 1933|work=The New York Times|access-date=June 29, 2018|page=17|issn=0362-4331|archive-date=June 27, 2018|archive-url=https://web.archive.org/web/20180627014126/https://www.nytimes.com/1933/03/20/archives/city-subway-adds-a-new-link-today-service-to-be-extended-halfmile.html|url-status=live}}</ref>

When the subway opened in 1932, express ([[A (New York City Subway service)|A]]) and local ([[AA (New York City Subway service)|AA]]) trains served the line; expresses did not run during late nights or Sundays.<ref name="Chambers" /> Expresses and late night/Sunday locals were sent south into Brooklyn on February 1, 1933,<ref name="Jay" /> and, when the [[IND Concourse Line]] opened on July 1, 1933,<ref>{{cite news|url=https://www.nytimes.com/1933/07/01/archives/new-bronx-subway-starts-operation-40000000-branch-of-city-system.html|title=New Bronx Subway Starts Operation|date=July 1, 1933|work=The New York Times|access-date=June 29, 2018|page=15|issn=0362-4331|archive-date=March 26, 2020|archive-url=https://web.archive.org/web/20200326095048/https://www.nytimes.com/1933/07/01/archives/new-bronx-subway-starts-operation-40000000-branch-of-city-system.html|url-status=live}}</ref> the [[C (New York City Subway service)|C]] was added to the express service, while all locals became [[CC (New York City Subway service)|CC]] trains to the Concourse Line, forcing A trains to run local north of [[145th Street (IND Eighth Avenue Line)|145th Street]].<ref>{{cite map|publisher=[[New York City Board of Transportation]]|url=http://images.nycsubway.org/maps/ind_1937.pdf|title=Station Guide, Independent City Owned Rapid Transit Railroad|date=c. 1937|access-date=April 18, 2007|archive-date=October 23, 2012|archive-url=https://web.archive.org/web/20121023002151/http://images.nycsubway.org/maps/ind_1937.pdf|url-status=live}}</ref> The [[E (New York City Subway service)|E]] was added to the local tracks south of [[50th Street (IND Eighth Avenue Line)|50th Street]] on August 19, 1933, when the [[IND Queens Boulevard Line]] opened.<ref>{{cite news|url=https://www.nytimes.com/1933/08/18/archives/two-subway-units-open-at-midnight-links-in-cityowned-system-in.html|title=Two Subway Units Open at Midnight|date=August 18, 1933|work=The New York Times|access-date=June 29, 2018|page=17|issn=0362-4331|archive-date=June 27, 2018|archive-url=https://web.archive.org/web/20180627013040/https://www.nytimes.com/1933/08/18/archives/two-subway-units-open-at-midnight-links-in-cityowned-system-in.html|url-status=live}}</ref><!-- In late 1939, the BOT awarded a contract to the [[Firestone Tire and Rubber Company]] for the installation of rubber [[railroad tie]]s between 59th and 125th Street.<ref name=p130501514>{{cite news |id={{ProQuest|130501514}} |title=Firestone Gets Order For Rubber Tie Plates |date=2 Dec 1939 |page=2 |work=The Wall Street Journal|issn=0099-9660}}</ref>-->

The final major change came on December 15, 1940, when the [[IND Sixth Avenue Line]] opened. The AA was brought back as a non-rush hour local service, becoming the [[BB (New York City Subway service)|BB]] and switching to the Sixth Avenue Line at [[59th Street–Columbus Circle (New York City Subway)|59th Street–Columbus Circle]] during rush hours. The CC was kept only during rush hours to provide local service south past 59th Street. Additionally the C became a rush hour-only service, replaced by a full-time [[D (New York City Subway service)|D]] over the express tracks between the Concourse and Sixth Avenue Lines.<ref>{{cite news|url=https://www.nytimes.com/1940/12/05/archives/6th-ave-tube-adds-two-new-services-provides-express-facilities-to.html|title=6th Ave. Tube Adds Two New Services|date=December 5, 1940|work=The New York Times|access-date=June 29, 2018|page=27|issn=0362-4331|archive-date=June 17, 2018|archive-url=https://web.archive.org/web/20180617194705/https://www.nytimes.com/1940/12/05/archives/6th-ave-tube-adds-two-new-services-provides-express-facilities-to.html|url-status=live}}</ref> This created the pattern that has remained to this day, with five services during normal hours: the A express, B part-time local via Sixth Avenue (then BB), C local (then AA and CC), D express via Sixth Avenue, and E local from Queens.

=== Later years ===
In 1953, the platforms were lengthened at [[Spring Street (IND Eighth Avenue Line)|Spring Street]] and [[Canal Street (IND Eighth Avenue Line)|Canal Street]] to {{Convert|660|feet|meters}} to allow E trains to run eleven-car trains. The E began running eleven-car trains during rush hours on September 8, 1953. The extra train car increased the total carrying capacity by 4,000 passengers. The lengthening project cost $400,000.<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1953/08/28/83735052.pdf|title=2 Subway Lines to Add Cars, Another to Speed Up Service|last=Ingalls|first=Leonard|date=August 28, 1953|newspaper=The New York Times|access-date=January 25, 2016|issn=0362-4331|archive-date=July 2, 2022|archive-url=https://web.archive.org/web/20220702214634/https://timesmachine.nytimes.com/timesmachine/1953/08/28/83735052.html?pdf_redirect=true&site=false|url-status=live}}</ref>

Southbound E trains began stopping at the lower level of the 42nd Street station during rush hours on March 23, 1970, to reduce delays by relieving congestion on the station's platforms.<ref>{{Cite news|date=March 21, 1970|title=E Trains to Stop On Lower Level|pages=207|work=New York Daily News|url=https://www.newspapers.com/clip/52006806/daily-news/|access-date=May 24, 2020}}</ref><ref>{{cite web |title=Another Transit Improvement... E Train Riders 42nd Street Station |url=https://upload.wikimedia.org/wikipedia/commons/3/39/E_Train_Riders_42nd_Street_Station.gif |via=Wikimedia Commons |publisher=New York City Transit Authority |date=1970}}</ref>

[[File:Hey, What's a "K" train? brochure 2.gif|thumb|Brochure showing the elimination of double letters]]
On August 28, 1977, late night AA service was eliminated. The A began making local stops in Manhattan during late nights, when the AA was not running.<ref name=":02" /><ref>{{Cite web|url=https://www.flickr.com/photos/127872292@N06/27461551962/|title=Service Adjustments on the BMT and IND Lines Effective Midnight, Saturday, August 27|date=1977|publisher=New York City Transit Authority|via=Flickr|access-date=June 9, 2016|archive-date=September 15, 2016|archive-url=https://web.archive.org/web/20160915071754/https://www.flickr.com/photos/127872292%40N06/27461551962/|url-status=live}}</ref> On May 6, 1985, the IND practice of using double letters to indicate local service was discontinued. The AA was renamed the K and rush hour CC service was renamed C.<ref name="JOEKORNER">{{cite web|url=http://www.thejoekorner.com/lines/Indhistory.htm|title=IND Subway Services|last=Korman|first=Joseph|publisher=ERA NY Division Bulletins October and November 1968|via=thejoekorner.com|access-date=October 7, 2018|archive-date=November 22, 2019|archive-url=https://web.archive.org/web/20191122080736/http://www.thejoekorner.com/lines/Indhistory.htm|url-status=live}}</ref><ref>{{Cite web|url=https://www.flickr.com/photos/127872292@N06/27733842265/|title=Hey, What's a "K" train? 1985 Brochure|date=1985|publisher=New York City Transit Authority|via=Flickr|access-date=June 17, 2016|archive-date=September 15, 2016|archive-url=https://web.archive.org/web/20160915071759/https://www.flickr.com/photos/127872292%40N06/27733842265/|url-status=live}}</ref> This change was not officially reflected in schedules until May 24, 1987.<ref name=":02">{{Cite news|url=https://www.nytimes.com/1988/12/09/nyregion/big-changes-for-subways-are-to-begin.html|title=Big Changes For Subways Are to Begin|last=Johnson|first=Kirk|date=December 9, 1988|newspaper=The New York Times|access-date=June 6, 2016|issn=0362-4331|archive-date=March 8, 2021|archive-url=https://web.archive.org/web/20210308122331/https://www.nytimes.com/1988/12/09/nyregion/big-changes-for-subways-are-to-begin.html|url-status=live}}</ref>

On December 10, 1988, the K designation was discontinued and merged into the C, which now ran at all times except late nights.<ref>{{Cite book|url=https://books.google.com/books?id=_5hq0ippLSwC&q=Manhattan+Bridge|title=Annual Report on ... Rapid Routes Schedules and Service Planning|date=1989|publisher=New York City Transit Authority|language=en|access-date=March 25, 2018|archive-url=https://web.archive.org/web/20180731182400/https://books.google.com/books?id=_5hq0ippLSwC&q=Manhattan+Bridge&dq=%221983%22+%22new+york+city+transit%22+brooklyn+service+change&source=gbs_word_cloud_r&cad=4|archive-date=July 31, 2018|url-status=live|df=mdy-all|page=17}}</ref> The C ran from Bedford Park Boulevard to Rockaway Park during rush hours, [[145th Street (IND Eighth Avenue Line)|145th Street]] to Euclid Avenue during middays, and from 145th Street to World Trade Center during evenings and weekends. The A now ran express in Brooklyn during middays, and the B was extended to 168th Street during middays and early evenings.<ref name="JOEKORNER" /><ref>{{Cite web|url=https://www.flickr.com/photos/127872292@N06/27699872706/|title=System-Wide Changes In Subway Service Effective Sunday, December 11, 1988|date=1988|publisher=New York City Transit Authority|via=Flickr|access-date=June 17, 2016|archive-date=September 15, 2016|archive-url=https://web.archive.org/web/20160915071757/https://www.flickr.com/photos/127872292@N06/27699872706/|url-status=live}}</ref>

On September 3, 1989, a water main lined with [[asbestos]] in the vicinity of 53rd Street and Eighth Avenue broke and caused major disruptions to service between [[59th Street–Columbus Circle (IND Eighth Avenue Line)|59th Street–Columbus Circle]] and [[34th Street–Penn Station (IND Eighth Avenue Line)|34th Street–Penn Station]] due to the tunnels becoming flooded with water and asbestos. A and C trains originated and terminated at 34th Street instead of their normal northern terminals, and E trains were rerouted via Sixth Avenue in both directions; the 50th, 42nd and 23rd Street stations were closed while the cleanup process was underway. Full service was restored on October 1.<ref>{{cite journal |title=Eighth Avenue Subway Closed Because of Asbestos Contamination |journal=The Bulletin |publisher=Electric Railroaders' Association, Incorporated |volume=32 |issue=10 |pages=1, 6-7 |date=October 1989 |url=https://erausa.org/pdf/bulletin/1980s/1989/1989-10-bulletin.pdf |access-date=2025-03-03}}</ref>

On May 29, 1994, weekend C service between 7 a.m. and 11 p.m. was extended to [[168th Street (New York City Subway)|168th Street]] to allow A trains to run express.<ref>{{Cite web|url=https://www.flickr.com/photos/127872292@N06/16543351666/in/album-72157652636594213/|title=May 1994 Subway Map|date=May 1994|publisher=New York City Transit|language=en-us|via=Flickr|access-date=October 7, 2018|archive-date=April 4, 2023|archive-url=https://web.archive.org/web/20230404211507/https://www.flickr.com/photos/127872292@N06/16543351666/in/album-72157652636594213/|url-status=live}}</ref> Beginning April 30, 1995, C service was extended to 168th Street during middays as construction on the Manhattan Bridge cut B service from Manhattan. On November 11, 1995, midday service was cut back to 145th Street after B service to 168th Street was restored.<ref name="JOEKORNER" /><ref>{{Cite web|url=https://www.flickr.com/photos/127872292@N06/30425279591/|title=March 1, 1998 B C Routes are switching places above 145 St|date=March 1998|publisher=New York City Transit|via=Flickr|access-date=October 23, 2016|archive-date=January 5, 2017|archive-url=https://web.archive.org/web/20170105070321/https://www.flickr.com/photos/127872292@N06/30425279591/|url-status=live}}</ref> The change was made to reduce crowding on the C and to reduce passenger confusion about the C<nowiki/>'s route.<ref>{{Cite news|url=https://www.newspapers.com/clip/22796445/b_and_c_service_change_1998/|title=Changes in B & C service|date=February 24, 1998|work=New York Daily News|access-date=March 29, 2019|archive-date=March 29, 2019|archive-url=https://web.archive.org/web/20190329222603/https://www.newspapers.com/clip/22796445/b_and_c_service_change_1998/|url-status=live}}</ref>

The B and the C, which both ran local along Central Park West, switched northern terminals on March 1, 1998, ending the connection between the C and the Bronx. Instead of alternating between three different terminals depending on the time of day, all C service now terminated at 168th Street.<ref>{{Cite web|url=https://www.flickr.com/photos/127872292@N06/30425279591/|title=March 1, 1998 B C Routes are switching places above 145 St|date=March 1998|via=Flickr|publisher=New York City Transit|access-date=October 23, 2016|archive-url=https://web.archive.org/web/20170105070321/https://www.flickr.com/photos/127872292@N06/30425279591/|archive-date=January 5, 2017|url-status=live|df=mdy-all}}</ref><ref>{{Cite news|url=https://www.newspapers.com/clip/22800206/b_c_swap/|title=The B and C routes will switch places above 145th Street beginning March 1|date=February 23, 1998|work=New York Daily News|access-date=March 29, 2019|archive-date=March 29, 2019|archive-url=https://web.archive.org/web/20190329222544/https://www.newspapers.com/clip/22800206/b_c_swap/|url-status=live}}</ref>

A report for the [[Lower Manhattan Development Corporation]] looking at the [[Lower Manhattan–Jamaica/JFK Transportation Project|Lower Manhattan Rail Link]], an idea to connect Lower Manhattan with the [[Long Island Rail Road]] and [[JFK International Airport]], presented several alternatives that would utilize the Cranberry Street Tunnel instead of building a new East River Tunnel. These alternatives would have required that C trains be rerouted through the [[Rutgers Street Tunnel]].<ref>{{cite web |url=http://www.renewnyc.com/plan_des_dev/transportation/pdf/Final_Report.pdf |title=Lower Manhattan Airport and Commuter Access Alternatives Analysis |access-date=March 19, 2008 |author=[[Lower Manhattan Development Corporation]] |year=2004 |archive-url=https://web.archive.org/web/20150924090025/http://www.renewnyc.com/plan_des_dev/transportation/pdf/Final_Report.pdf |archive-date=September 24, 2015 }}</ref>

In the wake of the [[September 11, 2001 attacks]], World Trade Center station was temporarily unusable as a terminal for the E. C service was suspended until September 24, 2001. Local service along [[Central Park West]] was replaced by the A and D, and the E was extended from [[Canal Street (IND Eighth Avenue Line)|Canal Street]] to Euclid Avenue replacing C service in Brooklyn.<ref>{{cite web|url=http://secondavenuesagas.com/2007/09/11/the-view-from-underground-911-services-changes/|title=9/11 Service Changes|date=11 September 2007|website=Second Ave. Sagas|access-date=26 June 2019|archive-date=August 2, 2019|archive-url=https://web.archive.org/web/20190802033701/http://secondavenuesagas.com/2007/09/11/the-view-from-underground-911-services-changes/|url-status=live}}</ref><ref>{{cite web|url=https://www.nycsubway.org/perl/caption.pl?/img/maps/calcagno-2001-09-17.gif|title=Map of 9/11 service changes|website=nycsubway.org|access-date=26 June 2019|archive-date=June 27, 2020|archive-url=https://web.archive.org/web/20200627043508/https://www.nycsubway.org/perl/caption.pl?/img/maps/calcagno-2001-09-17.gif|url-status=live}}</ref>

[[File:Pump Train in Cranberry Street Tunnel after Hurricane Sandy vc.jpg|thumb|Pump train in the Cranberry Street Tunnel after [[Hurricane Sandy]]]]

On January 23, 2005, a fire at the [[Chambers Street (IND Eighth Avenue Line)|Chambers Street]] signal room crippled A and C service. C service was suspended until February 2 and was replaced by the A, B, D, E, and [[V (New York City Subway service)|V]] trains along different parts of its route. Initial assessments suggested that it would take several years to restore normal service, but the damaged equipment was replaced with available spare parts, and normal service resumed on April 21.<ref>{{cite news|url=https://www.nytimes.com/2005/01/25/nyregion/25subway.html|title=2 Subway Lines Crippled by Fire; Long Repair Seen|last=Chan|first=Sewell|date=January 25, 2005|work=The New York Times|access-date=October 7, 2018|issn=0362-4331|archive-date=August 12, 2014|archive-url=https://web.archive.org/web/20140812195928/http://www.nytimes.com/2005/01/25/nyregion/25subway.html|url-status=live}}</ref>

The 2015–2019 [[Metropolitan Transportation Authority]] Capital Plan called for five of the Eighth Avenue Line's stations, along with 28 others, to undergo a complete overhaul as part of the [[Enhanced Station Initiative]]. The stations receiving renovations are [[34th Street–Penn Station (IND Eighth Avenue Line)|34th Street–Penn Station]], [[72nd Street (IND Eighth Avenue Line)|72nd Street]], [[86th Street (IND Eighth Avenue Line)|86th Street]], [[Cathedral Parkway–110th Street (IND Eighth Avenue Line)|Cathedral Parkway–110th Street]], and [[163rd Street–Amsterdam Avenue (IND Eighth Avenue Line)|163rd Street–Amsterdam Avenue]]. Updates included cellular service, Wi-Fi, USB charging stations, interactive service advisories and maps, improved signage, and improved station lighting.<ref>{{cite web|last=Whitford|first=Emma|date=January 8, 2016|url=http://gothamist.com/2016/01/08/subway_facelift_shutdown.php|title=MTA Will Completely Close 30 Subway Stations For Months-Long "Revamp" |publisher=Gothamist|access-date=July 18, 2016|archive-url=https://web.archive.org/web/20160801200338/http://gothamist.com/2016/01/08/subway_facelift_shutdown.php|archive-date=August 1, 2016|df=mdy-all}}</ref><ref>{{Cite web|url=https://www.governor.ny.gov/sites/governor.ny.gov/files/atoms/files/MTAStations.pdf|title=MTAStations|website=governor.ny.gov|publisher=Government of the State of New York|access-date=July 18, 2016|archive-date=November 2, 2019|archive-url=https://web.archive.org/web/20191102093442/https://www.governor.ny.gov/sites/governor.ny.gov/files/atoms/files/MTAStations.pdf|url-status=live}}</ref><ref>{{cite web|url=http://web.mta.info/nyct/procure/contracts/143675sol-3.pdf|title=Enhanced Station Initiative: CCM Pre-Proposal Conference|date=October 25, 2016|publisher=[[Metropolitan Transportation Authority]]|page=8 (PDF page 15)|access-date=August 11, 2017|archive-date=August 12, 2017|archive-url=https://web.archive.org/web/20170812060517/http://web.mta.info/nyct/procure/contracts/143675sol-3.pdf|url-status=live}}</ref> As part of the renovations, 72nd Street was closed from May 7, 2018, to October 4, 2018,<ref>{{cite web|url=http://www.mta.info/press-release/nyc-transit/72-st-bc-station-reopens-after-major-repairs-steel-and-concrete-structure|title=72 St BC Station Reopens After Major Repairs to Steel and Concrete Structure, Functional Improvements|date=October 4, 2018|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=October 4, 2018|archive-date=October 4, 2018|archive-url=https://web.archive.org/web/20181004185040/http://www.mta.info/press-release/nyc-transit/72-st-bc-station-reopens-after-major-repairs-steel-and-concrete-structure|url-status=live}}</ref> and 86th Street was closed from June 4, 2018, to October 26, 2018.<ref name=":3">{{cite web|url=https://ny.curbed.com/2018/2/19/17028804/upper-west-side-subway-closure-repairs|title=MTA will shutter 4 Upper Manhattan subway stations for repairs|last=Warerkar|first=Tanay|date=2018-02-19|website=Curbed NY|access-date=2018-02-20|archive-date=August 1, 2019|archive-url=https://web.archive.org/web/20190801224955/https://ny.curbed.com/2018/2/19/17028804/upper-west-side-subway-closure-repairs|url-status=live}}</ref> In addition, the Cathedral Parkway–110th Street station was closed from April 9, 2018, to the week of September 2–4, 2018,<ref name="MTA 2018">{{cite web|url=http://www.mta.info/press-release/nyc-transit/structural-repairs-functional-enhancements-cathedral-pkwy-110-st-subway|title=Press Release - NYC Transit - Structural Repairs & Functional Enhancements at Cathedral Pkwy-110 St Subway Station to be Completed Labor Day Weekend|date=August 27, 2018|website=MTA|access-date=August 29, 2018|archive-date=August 30, 2019|archive-url=https://web.archive.org/web/20190830213547/http://www.mta.info/press-release/nyc-transit/structural-repairs-functional-enhancements-cathedral-pkwy-110-st-subway|url-status=live}}</ref> and 163rd Street was closed from March 12, 2018, to September 27, 2018.<ref>{{cite web|url=http://www.mta.info/press-release/nyc-transit/163-st-amsterdam-av-station-reopen-after-structural-repairs-functional|title=Press Release - NYC Transit - 163 St-Amsterdam Av Station to Reopen After Structural Repairs & Functional Improvements|date=September 23, 2018|website=MTA|access-date=September 24, 2018|archive-date=September 4, 2019|archive-url=https://web.archive.org/web/20190904141344/http://www.mta.info/press-release/nyc-transit/163-st-amsterdam-av-station-reopen-after-structural-repairs-functional|url-status=dead}}</ref><ref name=":3" />

====Communications-based train control====
{{excerpt|Signaling of the New York City Subway|Eighth Avenue Line}}

===IND Worth Street Line===
[[File:WTC E train local platform Oct 2017.jpg|thumb|[[World Trade Center (IND Eighth Avenue Line)|World Trade Center]], the southern terminus for the local tracks]]
The '''IND Worth Street Line''' was a proposed [[Proposed New York City Subway expansion (1929-1940)|major expansion]] of the IND Eighth Avenue Line. The line would have branched off of the line's local tracks at the intersection of Church Street and Franklin Street to the south of the Canal Street station and would have turned southeast into [[Worth Street (Manhattan)|Worth Street]]. This route would have traveled in a two-track tunnel. It would have probably stopped at [[Foley Square]] ([[Lafayette Street (Manhattan)|Lafayette]] and Centre Streets, on the north side of Federal Plaza), [[Chatham Square, Manhattan|Chatham Square]] (with a possible connection to the [[Second Avenue Subway]]), Rutgers Street–East Broadway (with a connection to the [[IND Rutgers Street Line]]), and a station on the Lower East Side (possibly Pitt Street and [[Grand Street (Manhattan)|Grand Street]]). This portion would have been about {{Convert|1.95|miles|km}} long and would have cost about $13 million. Crossing to [[Williamsburg, Brooklyn|Williamsburg]], the line was to have stops at [[Henry Osborne Havemeyer|Havemeyer]] Street and Union Avenue, the latter of which would have had connections to the [[IND Crosstown Line]] and a major junction to the [[IND Houston Street Line]], the IND Utica Avenue Line, and a connection to the Rockaways.<ref name="The New York Times 1929">{{cite news|url=https://www.nytimes.com/1929/09/16/archives/100-miles-of-subway-in-new-city-project-52-of-them-in-queens.html|title=100 Miles Of Subway In New City Project; 52 Of Them In Queens; Transportation Board Gives Out Routes of Second System to Cover Four Boroughs. $438,400,000 Cost To Build Second Av. Trunk Line to Be Hub, Linking With Bronx and New River Tubes to East. Rockaways To Be Served Project's Sponsors See Network Touching All Sections Now in Need of Rapid Transit. Big Items Not in Cost Estimate. East Side Belt Line. New Subway Unit To Have 100 Miles 100 Four New Routes in Bronx. Queens Gets Most Mileage. Main Manhattan-Bronx Line. 163d St.-Lafayette Avenue Line. East-West Bronx Line. New Brooklyn Lines. To Serve Rockaway. Queens Cross Connections. For Easterly Queens.|date=September 16, 1929|work=The New York Times|issn=0362-4331|access-date=April 2, 2018|archive-date=April 3, 2018|archive-url=https://web.archive.org/web/20180403022202/https://www.nytimes.com/1929/09/16/archives/100-miles-of-subway-in-new-city-project-52-of-them-in-queens.html|url-status=live}}</ref>

In March 1930, public hearings were held by the BOT concerning the construction and planning of this line.<ref>{{Cite news|url=https://www.nytimes.com/1930/03/02/archives/public-hearings.html|title=Public Hearings.|date=March 2, 1930|work=The New York Times|access-date=June 27, 2018|language=en|issn=0362-4331|archive-date=June 28, 2018|archive-url=https://web.archive.org/web/20180628021345/https://www.nytimes.com/1930/03/02/archives/public-hearings.html|url-status=live}}</ref> At the March 12 hearing, the project's construction was endorsed by east side civic organizations.<ref>{{Cite news|url=https://www.nytimes.com/1930/03/13/archives/want-grand-st-subway-east-side-civic-groups-approve-proposal-at-a.html|title=Want Grand St. Subway.; East Side Civic Groups Approve Proposal at a Hearing.|date=March 13, 1930|work=The New York Times|access-date=June 27, 2018|language=en|issn=0362-4331|archive-date=June 28, 2018|archive-url=https://web.archive.org/web/20180628021350/https://www.nytimes.com/1930/03/13/archives/want-grand-st-subway-east-side-civic-groups-approve-proposal-at-a.html|url-status=live}}</ref> In June 1930, the Board of Estimate approved the construction of the line, and in July Chairman Delaney sent letters to 450 real estate owners outlining the planned route and requested their consent for the construction of the project, of which the Board needed 50%.<ref>{{Cite news|url=https://www.nytimes.com/1930/07/27/archives/planning-to-build-worth-st-subway-transportation-board-officials.html|title=Planning To Build Worth St. Subway; Transportation Board Officials Getting Sanction of Property Owners. Delaney Outlines Route. New East Side Link Will Connect With Other Rapid Transit Lines Near Church Street.|date=July 27, 1930|work=The New York Times|access-date=June 27, 2018|language=en|issn=0362-4331|archive-date=June 28, 2018|archive-url=https://web.archive.org/web/20180628022600/https://www.nytimes.com/1930/07/27/archives/planning-to-build-worth-st-subway-transportation-board-officials.html|url-status=live}}</ref> On August 23, 1930, bids on the construction of the connection (bellmouths) between the Eighth Avenue Line and the proposed Worth Street Line were put up for bid by the Board of Transportation. These bellmouths were constructed to allow work on the Worth Street Line to be done without interrupting service on the Eighth Avenue Line. This route was expected to the first line of the IND Second System to be built. At the time it was anticipated that the line would open a year or so after the completion of the Eighth Avenue Line under the East River to Brooklyn.<ref>{{Cite news|url=https://www.nytimes.com/1930/07/30/archives/push-subway-links-to-aid-brooklyn-members-of-transit-board-to-ask.html|title=Push Subway Links To Aid Brooklyn; Members of Transit Board to Ask Bids on Church Street Connection on Aug. 22. B.M.T. Contract Let Board of Estimate Gets $654,000 on Defaulted 14th St. Job--Awards $2,215,000 for Land.|date=July 30, 1930|work=The New York Times|access-date=June 27, 2018|language=en|issn=0362-4331|archive-date=June 28, 2018|archive-url=https://web.archive.org/web/20180628022629/https://www.nytimes.com/1930/07/30/archives/push-subway-links-to-aid-brooklyn-members-of-transit-board-to-ask.html|url-status=live}}</ref> However, the construction of the line was delayed due to the city's lack of funding after 1932. The Board of Transportation resumed efforts to build the line after a study of existing conditions in the area was completed, and on the basis that funding would be provided from government and private sources. The plans were truncated to a three-stop crosstown line entirely within Manhattan. Stops would have been located at Foley Square, Rutgers Street, and Lewis Street. The Lewis Street stop, located in the Lower East Side, would have been the line's terminal. Construction was expected to begin in 1937 and be complete by 1944.<ref>{{Cite news|url=https://www.nytimes.com/1937/12/16/archives/414518050-outlay-for-city-projects-asked-by-bureaus-additional-sums.html|title=$414,518,050 Outlay For City Projects Asked By Bureaus; Additional Sums for Works Already Under Way Account for Most of the Total|date=December 16, 1937|work=The New York Times|access-date=June 27, 2018|language=en|issn=0362-4331|archive-date=June 27, 2018|archive-url=https://web.archive.org/web/20180627230805/https://www.nytimes.com/1937/12/16/archives/414518050-outlay-for-city-projects-asked-by-bureaus-additional-sums.html|url-status=live}}</ref> In 1938 the cost of the line was pegged by the BOT to be $16.73 million.<ref>{{Cite news|url=https://www.nytimes.com/1938/09/15/archives/transit-expansion-to-cost-827102344-delaney-submits-longrange.html|title=Transit Expansion To Cost $827,102,344; Delaney Submits Long-Range Program to Planning Board--Many Items Must Wait Early Unification Assumed Projects as Submitted Transit Expansion To Cost $827,102,344 Reply To Haskell Issued Morris Says Demand for Price on Transit Cannot Be Met Now|date=September 15, 1938|work=The New York Times|access-date=June 27, 2018|language=en|issn=0362-4331|archive-date=June 28, 2018|archive-url=https://web.archive.org/web/20180628021228/https://www.nytimes.com/1938/09/15/archives/transit-expansion-to-cost-827102344-delaney-submits-longrange.html|url-status=live}}</ref>

Even though these bellmouths were never used and the line was never completed, the bellmouths are still visible south of [[Canal Street (IND Eighth Avenue Line)|Canal Street]] adjacent to the local tracks. Other provisions were built in anticipation of the construction of the line. A large open space above the platform level at the [[East Broadway (IND Sixth Avenue Line)|East Broadway]] station on the Sixth Avenue Line was intended to become a two-track station. Above the tunnel north of the [[Broadway (IND Crosstown Line)|Broadway]] station on the Crosstown Line, a six-track station shell was partially completed. This station would have provided service to the IND Worth Street and the Houston Street Lines.<ref>{{Cite news|url=https://www.nytimes.com/1930/08/24/archives/eighth-av-subway-nearly-completed-basic-construction-work-from.html|title=Eighth Av. Subway Nearly Completed; Basic Construction Work From Chambers to 207th St. Done Except on Few Short Stretches. To Operate Late In 1931 Equipment, Rolling Stock and Electrical Apparatus Are Being Rapidly Provided. Report Work Done to July 31. Ten of 300 New Cars Delivered.|date=August 24, 1930|work=The New York Times|access-date=June 27, 2018|language=en|issn=0362-4331|archive-date=June 28, 2018|archive-url=https://web.archive.org/web/20180628024152/https://www.nytimes.com/1930/08/24/archives/eighth-av-subway-nearly-completed-basic-construction-work-from.html|url-status=live}}</ref>{{Clear}}

==Station listing==
{{NYCS service legend
| alltimes = show
| allexceptrush = 
| allexceptnights = show
| nightsonly = show
| nightsweekends =
| weekdaysonly = show
| rushonly = 
| rushpeak = show
| closed = 
| custom_icon_1 = 
| custom_text_1 = 
| custom_icon_2 = 
| custom_text_2 = 
}}
{| class="wikitable" border="1"
|-
!Neighborhood<br />(approximate)
!{{Access icon}}
!Station
!Tracks
!Services
!Opened
!Transfers and notes
|-
| align=center colspan=7 | '''[[Manhattan]]'''
|-
|rowspan=4|[[Inwood, Manhattan|Inwood]]
| align=center | {{Access icon}}
|{{stl|NYCS|Inwood–207th Street}}
|express
|{{NYCS Eighth far north|time=show}}
|nowrap|September 10, 1932<ref name=Chambers/>
|[[Bx12 SBS (New York City bus)|Bx12 Select Bus Service]]
|-
!colspan=6 style="background:silver;"|crossovers to connecting tracks to [[207th Street Yard]]
|-
|
|{{stl|NYCS|Dyckman Street|Eighth}}
|express
|{{NYCS Eighth far north|time=show}}
|September 10, 1932<ref name=Chambers/>
|
|-
!colspan=6 style="background:silver;"|connecting tracks to [[207th Street Yard]] merge
|-
|rowspan=7|[[Washington Heights, Manhattan|Washington Heights]]
| align=center | [[File:Aiga elevator.svg|20px|alt=Elevator access to mezzanine only]]
|{{stl|NYCS|190th Street}}
|express
|{{NYCS Eighth far north|time=show}}
|September 10, 1932<ref name=Chambers/>
|
|-
| align=center | {{Access icon}}
|{{stl|NYCS|181st Street|Eighth}}
|express
|{{NYCS Eighth far north|time=show}}
|September 10, 1932<ref name=Chambers/>
|
|-
| align=center | {{Access icon}}
|{{stl|NYCS|175th Street}}
|express
|{{NYCS Eighth far north|time=show}}
|September 10, 1932<ref name=Chambers/>
|[[George Washington Bridge Bus Station]]
|-
!colspan=6 style="background:silver;"|Local tracks begin in [[174th Street Yard]]
|-
| align=center | {{Access icon}}
|{{stl|NYCS|168th Street|Eighth}}
|all
|{{NYCS Eighth north|time=show}}
|September 10, 1932<ref name=Chambers/>
|[[IRT Broadway–Seventh Avenue Line]] ({{NYCS Broadway-Seventh north|time=show}})
|-
|
|{{stl|NYCS|163rd Street–Amsterdam Avenue}}
|local
|{{NYCS Eighth north local|time=show}}
|September 10, 1932<ref name=Chambers/>
| 
|-
|
|{{stl|NYCS|155th Street|Eighth}}
|local
|{{NYCS Eighth north local|time=show}}
|September 10, 1932<ref name=Chambers/>
|[[Bx6 SBS (New York City bus)|Bx6 Select Bus Service]]
|-
|rowspan=5|[[Harlem, Manhattan|Harlem]]
|
|{{stl|NYCS|145th Street|Eighth}}
|all
|{{NYCS Eighth north|time=show}}
|September 10, 1932<ref name=Chambers/>
|[[IND Concourse Line]] ({{NYCS Concourse south|time=show}})
|-
!colspan=6 style="background:silver;"|[[IND Concourse Line]] joins ({{NYCS Concourse south|time=show}})
|-
|
|{{stl|NYCS|135th Street|Eighth}}
|local
|{{NYCS Eighth center local|time=show}}
|September 10, 1932<ref name=Chambers/>
|
|-
| align=center | {{Access icon}}
|{{stl|NYCS|125th Street|Eighth}}
|all
|{{NYCS Eighth center|time=show}}
|September 10, 1932<ref name=Chambers/>
|[[M60 SBS (New York City bus)|M60 Select Bus Service]] to [[LaGuardia Airport]]
|-
|
|{{stl|NYCS|116th Street|Eighth}}
|local
|{{NYCS Eighth center local|time=show}}
|September 10, 1932<ref name=Chambers/>
|
|-
|rowspan=6|[[Upper West Side, Manhattan|Upper West Side]]
|
|{{stl|NYCS|Cathedral Parkway–110th Street|Eighth}}
|local
|{{NYCS Eighth center local|time=show}}
|September 10, 1932<ref name=Chambers/>
|
|-
|
|{{stl|NYCS|103rd Street|Eighth}}
|local
|{{NYCS Eighth center local|time=show}}
|September 10, 1932<ref name=Chambers/>
|
|-
|
|{{stl|NYCS|96th Street|Eighth}}
|local
|{{NYCS Eighth center local|time=show}}
|September 10, 1932<ref name=Chambers/>
|
|-
|
|{{stl|NYCS|86th Street|Eighth}}
|local
|{{NYCS Eighth center local|time=show}}
|September 10, 1932<ref name=Chambers/>
| [[M86 SBS (New York City bus)|M86 Select Bus Service]]
|-
|
|{{stl|NYCS|81st Street–Museum of Natural History}}
|local
|{{NYCS Eighth center local|time=show}}
|September 10, 1932<ref name=Chambers/>
| [[M79 SBS (New York City bus)|M79 Select Bus Service]]
|-
|
|{{stl|NYCS|72nd Street|Eighth}}
|local
|{{NYCS Eighth center local|time=show}}
|September 10, 1932<ref name=Chambers/>
|
|-
|rowspan=6|[[Midtown, Manhattan|Midtown]]
| align=center | {{Access icon}}
|{{stl|NYCS|59th Street–Columbus Circle|Eighth}}
|all
|{{NYCS Eighth center|time=show}}
|September 10, 1932<ref name=Chambers/>
|[[IRT Broadway–Seventh Avenue Line]] ({{NYCS Broadway-Seventh local|time=show}})
|-
!colspan=6 style="background:silver;"|[[IND Sixth Avenue Line]] splits ({{NYCS Sixth 53rd|time=show}})
|-
|{{access icon}}&nbsp;↓
|{{stl|NYCS|50th Street|Eighth}}
|local
|{{NYCS Eighth 50th local|time=show}}
|September 10, 1932<ref name=Chambers/>
|[[IND Queens Boulevard Line]] ({{NYCS Queens 53rd west|time=show}})<br />Accessible southbound only
|-
!colspan=6 style="background:silver;"|[[IND Queens Boulevard Line]] joins ({{NYCS Queens 53rd west|time=show}})
|-
| align=center | {{Access icon}}
|{{stl|NYCS|42nd Street–Port Authority Bus Terminal}}
|all
|{{NYCS Eighth south|time=show}}
|September 10, 1932<ref name=Chambers/>
|[[IRT Broadway–Seventh Avenue Line]] ({{NYCS Broadway-Seventh|time=show}})<br />[[IRT Flushing Line]] ({{NYCS Flushing south|time=show}})<br />[[IRT 42nd Street Shuttle]] ({{NYCS 42nd|time=show}})<br />[[BMT Broadway Line]] ({{NYCS Broadway|time=show}}) at [[Times Square–42nd Street station|Times Square–42nd Street]]<br />[[IND Sixth Avenue Line]] ({{NYCS Sixth|time=show}}) at {{stl|NYCS|42nd Street–Bryant Park}}, daytime only<br />[[Port Authority Bus Terminal]]<br />[[M34A (New York City bus)|M34A Select Bus Service]]
|-
| align=center | {{Access icon}}
|{{stl|NYCS|34th Street–Penn Station|Eighth}}
|all
|{{NYCS Eighth south|time=show}}
|September 10, 1932<ref name=Chambers/>
|[[Pennsylvania Station (New York City)|Penn Station]]: [[Amtrak]], [[Long Island Rail Road]], and [[New Jersey Transit Rail Operations|New Jersey Transit]]<br />[[M34 (New York City bus)|M34/M34A Select Bus Service]]
|-
|rowspan=2|[[Chelsea, Manhattan|Chelsea]]
|
|{{stl|NYCS|23rd Street|Eighth}}
|local
|{{NYCS Eighth south local|time=show}}
|September 10, 1932<ref name=Chambers/>
| [[M23 SBS (New York City bus)|M23 Select Bus Service]]
|-
| align=center | {{Access icon}}
|{{stl|NYCS|14th Street|Eighth}}
|all
|{{NYCS Eighth south|time=show}}
|September 10, 1932<ref name=Chambers/>
|[[BMT Canarsie Line]] ({{NYCS Canarsie|time=show}}) at {{stl|NYCS|Eighth Avenue|Canarsie}}
|-
|[[Greenwich Village, Manhattan|Greenwich Village]]
| align=center | {{Access icon}}
|{{stl|NYCS|West Fourth Street–Washington Square}}
|all
|{{NYCS Eighth south|time=show}}
|September 10, 1932<ref name=Chambers/>
|[[IND Sixth Avenue Line]] ({{NYCS Sixth|time=show}})<br />Connection to [[Port Authority Trans-Hudson|PATH]] at {{stl|PATH|Ninth Street}}
|-
!colspan=7 style="background:silver;"|local crossovers to/from [[IND Sixth Avenue Line]] (no regular service)
|-
|[[Hudson Square]]
|
|{{stl|NYCS|Spring Street|Eighth}}
|local
|{{NYCS Eighth south local|time=show}}
|September 10, 1932<ref name=Chambers/>
|
|-
|[[TriBeCa, Manhattan|TriBeCa]]
|
|{{stl|NYCS|Canal Street|Eighth}}
|all
|{{NYCS Eighth south|time=show}}
|September 10, 1932<ref name=Chambers/>
|
|-
|rowspan=4|[[Financial District, Manhattan|Financial District]]
| align=center | [[File:Aiga elevator.svg|20px|alt=Elevator access to mezzanine only]]
|{{stl|NYCS|Chambers Street|Eighth}}
|express
|{{NYCS Eighth far south express|time=show}}
|September 10, 1932<ref name=Chambers/>
|rowspan=2|two parts of the same station; local tracks end<br />[[BMT Broadway Line]] ({{NYCS Broadway south|time=show}}) at {{stl|NYCS|Cortlandt Street}}<br/>[[IRT Broadway–Seventh Avenue Line]] ({{NYCS Broadway-Seventh Brooklyn|time=show}}) at {{stl|NYCS|Park Place|Broadway-Seventh}}<br />Connection to [[Port Authority Trans-Hudson|PATH]] at {{stl|PATH|World Trade Center}}
|-
| align=center | {{Access icon}}
|{{stl|NYCS|World Trade Center}}
|local
|{{NYCS Eighth far south local|time=show}}
|September 10, 1932<ref name=Chambers/>
|-
!colspan=6 style="background:silver;"|Local tracks end
|-
| align=center | {{Access icon}}
|{{stl|NYCS|Fulton Street|Eighth}}
|express
|{{NYCS Eighth Cranberry|time=show}}
|February 1, 1933<ref name=Jay/>
|formerly Broadway–Nassau Street<br />[[IRT Broadway–Seventh Avenue Line]] ({{NYCS Broadway-Seventh Brooklyn|time=show}})<br />[[BMT Nassau Street Line]] ({{NYCS Nassau south|time=show}})<br />[[IRT Lexington Avenue Line]] ({{NYCS Lexington south|time=show}})<br />Connection to [[Port Authority Trans-Hudson|PATH]] at {{stl|PATH|World Trade Center}}
|-
| align=center colspan=7 | '''[[Brooklyn]]'''
|-
!colspan=7 style="background:silver;"|continues through the [[Cranberry Street Tunnel]]
|-
|[[Brooklyn Heights, Brooklyn|Brooklyn Heights]]
|
|{{stl|NYCS|High Street}}
|express
|{{NYCS Eighth Cranberry|time=show}}
|June 24, 1933<ref name=":2">{{cite news|url=https://www.nytimes.com/1933/06/25/archives/jobs-are-all-filled-on-subway-links-board-reports-thousands-already.html|title=Jobs are Filled on All Subway Links|date=June 25, 1933|work=The New York Times|access-date=June 29, 2018|page=8|issn=0362-4331|archive-date=June 29, 2018|archive-url=https://web.archive.org/web/20180629213330/https://www.nytimes.com/1933/06/25/archives/jobs-are-all-filled-on-subway-links-board-reports-thousands-already.html|url-status=live}}</ref>
|This section of line opened on February 1, 1933; the station opened later.<ref name=Jay/>
|-
!colspan=7 style="background:silver;"|Continues as the [[IND Fulton Street Line]] ({{NYCS Fulton|time=show}}), with crossovers to/from the [[IND Culver Line]] (no regular service)
|}

==Notes==
{{notelist}}

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

==External links==
{{commons and category|IND Eighth Avenue Line|IND Eighth Avenue Line}}
{{attached KML|display=inline,title}}
* [http://www.nycsubway.org/lines/8thave.html IND 8th Avenue Line] (www.nycsubway.org)
* [http://nycsubway.org/ind/indsecond.html NYCsubway.org - IND Second System]
* [http://www.nycsubway.org/ind/qblvd/ind-qblvd-roosterm.html NYCsubway.org - Roosevelt Avenue Terminal Station]
* [http://www.columbia.edu/~brennan/abandoned/indsecsys.html Abandoned Stations - IND Second System unfinished stations]
* [http://www.thejoekorner.com/indsecondsystem/index.htm JoeKorNer - IND Second System] (including a plan for a line to Staten Island)

{{NYCS lines navbox}}
{{NYCS navbox}}
{{Crossings navbox
|structure        = Crossings
|place            = [[East River]]
|bridge           = Cranberry Street Tunnel
|bridge signs     = {{NYCS Cranberry|time=bullets}}
|upstream         = [[Brooklyn Bridge]]
|upstream signs   = 
|downstream       = [[Clark Street Tunnel]]
|downstream signs = {{NYCS Clark|time=bullets}}
}}

[[Category:Eighth Avenue (Manhattan)]]
[[Category:New York City Subway lines|8th Avenue Line]]
[[Category:Independent Subway System|8th Avenue]]
[[Category:Railway lines opened in 1932|8th Avenue]]
[[Category:1932 establishments in New York City]]