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{{Infobox rail line
| name = BMT/IND Archer Avenue lines
| image = {{rint|nycs|E|size=
| image_width =
| caption = The B1 (BMT) Archer Avenue Line is typically served by the [[J/Z (New York City Subway service)|J and Z]]
| type = [[Rapid transit]]
| system = [[New York City Subway]]
| locale = [[Queens]]
| start = [[Jamaica Center–Parsons/Archer
| end = west of [[
| stations = 3
| open = December 11, 1988
| owner = [[New York City|City of New York]]
| operator = [[New York City Transit Authority]]
| daily_ridership = 35,891<ref name="ridership">{{NYCS const|riderref|weekday}}</ref>
| character = Underground
| linelength =
Line 23 ⟶ 24:
| map = {{Archer Avenue Line|inline=1}}
| map_state =
}}
}}The '''Archer Avenue lines''' are two [[rapid transit]] lines of the [[New York City Subway]], mostly running under Archer Avenue in the [[Jamaica, Queens|Jamaica]] neighborhood of [[Queens]]. The two lines are built on separate levels: trains from the [[IND Queens Boulevard Line]] ({{NYCS trains|Archer upper}}) serve the upper level, and trains from the [[BMT Jamaica Line]] ({{NYCS trains|Archer lower}}) serve the lower.▼
▲
The two lines are separate, and do not share track connections, and therefore have different [[New York City Subway chaining|chainings]] and radio frequencies. The B2 ([[IND Division]]) Archer Avenue line uses the upper level, and the B1 ([[BMT Division]]) Archer Avenue line uses the lower level.
These lines were conceived as part of the [[Metropolitan Transportation Authority]] (MTA)'s [[Program for Action|1968 expansion plans]], and along with the [[63rd Street lines]] and a small section of the [[Second Avenue Subway]], they were the only portions of the plan to be completed before it was scaled back due to fiscal issues. These lines were originally planned to be extended further east into Queens. Construction on the line started in 1973, and the project was expected to be completed in 1980. However, due to financial issues and concern about the quality of the construction, the lines did not open until December 11, 1988.<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 that date, several bus routes serving the [[169th Street (IND Queens Boulevard Line)|169th Street]] station were diverted to the new bus terminal at Jamaica Center. This line is also used by passengers transferring to or from the [[Long Island Rail Road]] and the [[AirTrain JFK]].
==Extent and service==
Line 50 ⟶ 53:
| lower level, north of [[121st Street (BMT Jamaica Line)|121st Street]] (at 129th Street) on the [[BMT Jamaica Line]]
|}
The two Archer Avenue lines begin at a northern (geographic eastern) terminal, [[Jamaica Center–Parsons/Archer
* {{Cite book|title=Final Environmental Statement Archer Avenue Route|date=March 1974|publisher=Urban Mass Transportation Administration<br/>U.S. Department of Transportation|hdl=2027/ien.35556030207872}}
* {{cite news|url=https://timesmachine.nytimes.com/timesmachine/1975/03/09/84995599.pdf|title=Building Progresses On Subway In Jamaica|last1=Burks|first1=Edward C.|date=March 9, 1975|work=The New York Times|access-date=September 27, 2015|issn=0362-4331|archive-date=October 5, 2022|archive-url=https://web.archive.org/web/20221005130248/https://timesmachine.nytimes.com/timesmachine/1975/03/09/84995599.html?pdf_redirect=true&site=false|url-status=live}}
* {{cite news|url=https://timesmachine.nytimes.com/timesmachine/1976/09/24/79780193.pdf|title=Coming: Light at End of 63d St. Tunnel|last1=Burks|first1=Edward C.|date=September 24, 1976|work=The New York Times|access-date=September 27, 2015|issn=0362-4331|archive-date=October 5, 2022|archive-url=https://web.archive.org/web/20221005130248/https://timesmachine.nytimes.com/timesmachine/1976/09/24/79780193.html?pdf_redirect=true&site=false|url-status=live}}</ref> The plan was for this line to use the LIRR [[Atlantic Branch]] right-of-way and run to [[Springfield Boulevard]] or [[Rosedale, Queens|Rosedale]]<!--better dab link?=[[Rosedale (LIRR station)|Rosedale]]-->. Where the upper level tracks stub end, there is a provision for a portal to go outside if the line going to Southeastern Queens is ever built.<ref name="SouthRoad" /> The tail tracks on both levels are currently used for storage.<ref name="MTA-ArcherAvDEIS-19732" /><ref name="Raskin-RoutesNotTaken-20132">{{Cite Routes Not Taken}}</ref>
==History==
Line 65 ⟶ 66:
What is now the Archer Avenue subway was originally conceived as an extension of the [[IND Queens Boulevard Line]] under the [[IND Second System]] in the 1920s and 1930s. The original plans had a line diverging south of [[Briarwood (IND Queens Boulevard Line)|Van Wyck Boulevard]] station (now called Briarwood), running down what is now the [[Van Wyck Expressway]] to [[Rockaway Boulevard]] near modern [[John F. Kennedy International Airport]]. A [[Bellmouth (railroad terminology)|bellmouth]] with two additional trackways was built to the east of the station to facilitate this extension, which was never constructed due to lack of funding.<ref name="Raskin-RoutesNotTaken-20132"/>
The current Archer Avenue plans emerged in the 1960s under the city and Metropolitan Transportation Authority (MTA)'s [[Program for Action]]. It was conceived as an expansion of Queens Boulevard service to a '''Southeast Queens Line''' along the right-of-way of the [[Long Island Rail Road]] (LIRR) Atlantic Branch towards [[Locust Manor, Queens|Locust Manor]], and as a replacement for the dilapidated eastern portions of the [[BMT Jamaica Line|Jamaica Avenue elevated]] within the Jamaica business district which business owners and residents sought removal of; both would meet at the double-decked line under Archer Avenue.<ref name="NYTImes-BMTJamaica-Sentimental-1977">{{cite news|last1=Dembart|first1=Lee|title=A Sentimental Journey on the BMT...|url=https://timesmachine.nytimes.com/timesmachine/1977/09/09/75756028.pdf|work=The New York Times|issn=0362-4331|access-date=July 2, 2015|date=September 9, 1977|archive-date=May 20, 2022|archive-url=https://web.archive.org/web/20220520042017/https://timesmachine.nytimes.com/timesmachine/1977/09/09/75756028.html?pdf_redirect=true&site=false|url-status=live}}</ref><ref name=NYTimes-ArcherGrndbk-Oct1973 /> The two-track spur from the Queens Boulevard Line would use the original Van Wyck Boulevard bellmouths.<ref name="MTA-ArcherAvDEIS-19732"/><ref name="int-arch22"/><ref name="Raskin-RoutesNotTaken-20132"/> Design work on the line began in 1969.<ref name=":9">{{Cite news|title=2 Unfinished Subway Lines Judged Sound|last=Gordy|first=Margaret|date=July 17, 1986|work=Newsday}}</ref> The lines and the Jamaica El removal were part of [[urban renewal]] efforts in the Downtown Jamaica area. This included the construction of the [[York College, City University of New York|York College]] campus, which was planned to be built in conjunction with the LIRR Atlantic Branch connection.<ref name="MTA-ArcherAvDEIS-19732"/><ref name="int-arch">{{cite book | title=Full text of "Metropolitan transportation, a program for action. Report to Nelson A. Rockefeller, Governor of New York." |
The original plan for the upper level (now the {{NYCS trains|Archer upper}}) was for it to continue as a two-track line along the LIRR Atlantic Branch. It would have run through Locust Manor and Laurelton stations, with stops at Sutphin Boulevard, Parsons Boulevard (which was called Standard Place in planning documents), Linden Boulevard, Baisley Boulevard, and Springfield Boulevard.<ref>{{Cite journal|last=Erlitz|first=Jeffrey|date=December 2004|title=Tech Talk|url=https://issuu.com/erausa/docs/2004-12-bulletin|journal=The Bulletin|publisher=Electric Railroaders'
The line's opening was intended to end the need for residents of Southeast Queens to pay a double fare to get to Manhattan.<ref name=":2">{{Cite news|title=A groundbreaking... with an eye on the el|last=Shapiro|first=Hal|date=August 16, 1972|work=Long Island Press}}</ref>
As part of the project, several new engineering designs were employed, such as the use of graffiti resistant tiles, the use of welded steel rails on rubber pads to cut down on noise, and the use of blowers within the trackbed to disperse the heat generated by the trains' air conditioning systems.<ref name=":11">{{Cite news|url=https://www.newspapers.com/clip/35645607/daily_news/|title=Archer Ave. Subway 2 years away: MTA|last=Rabin|first=Bernard|date=September 26, 1983|work=New York Daily News|access-date=September 5, 2019|archive-date=September 5, 2019|archive-url=https://web.archive.org/web/20190905201920/https://www.newspapers.com/clip/35645607/daily_news/|url-status=live}}</ref> In addition, noise-dampening acoustical tiles were installed on station walls and ceilings to reduce noise levels.<ref name=":13">{{Cite news|url=https://www.newspapers.com/clip/25052858/daily_news/|title=Z line finally pulling into station|last=Davila|first=Albert|date=December 4, 1988|work=New York Daily News|access-date=September 5, 2019|archive-date=September 5, 2019|archive-url=https://web.archive.org/web/20190905201946/https://www.newspapers.com/clip/25052858/daily_news/|url-status=live}}</ref> In the three stations, 21 escalators were installed in addition to electronic train arrival signs, backlighted station signage, and platform-edge strips. The stations were built to be nearly free of columns and have 213,000 square feet of high suspended ceiling. The mezzanine area of the Jamaica-Van Wyck station was designed to allow natural light to enter the station to the platform area, and has 5,000 square feet of windows.<ref name=":15">{{Cite journal|date=1988|title=Archer Avenue Extension Opens December 11|journal=Welcome Aboard: Newsletter of the New York City Transit Authority|publisher=New York City Transit Authority|volume=1|issue=4|pages=1}}</ref>
===Construction===
====1970s====
[[File:168th Street Jamaica El at 165th Street.JPG|thumb|The former station house of 168th Street station, the former terminal of the BMT Jamaica Line.]]
The Archer Avenue subway's groundbreaking took place on August 15, 1972, at Archer Avenue and 151st Street. The first section of the line to be built was between 147th Place and 151st Street under Archer Avenue. $162 million of the $242 million project was paid for by the city, with the state footing the remainder of the bill.<ref name=":2" /><ref name=":3">{{Cite news|title=Something big under Archer Avenue–a subway|last=McCallum|first=Ann|date=February 3, 1974|work=Long Island Press|page=9}}</ref> Construction on the Archer Avenue subway began on October 23, 1973, at 159th Street and Beaver Road, just south of Archer Avenue. It was then expected that the subway would be complete by 1980 or 1981.<ref name="NYTimes-ArcherGrndbk-Oct1973">{{cite news|last1=Burks|first1=Edward C.|title=Work Begun on Queens Subway Extension|url=https://timesmachine.nytimes.com/timesmachine/1973/10/24/80809618.pdf|work=The New York Times|issn=0362-4331|access-date=September 26, 2015|date=October 24, 1973|archive-date=October 5, 2022|archive-url=https://web.archive.org/web/20221005130247/https://timesmachine.nytimes.com/timesmachine/1973/10/24/80809618.html?pdf_redirect=true&site=false|url-status=live}}</ref>
On March 27, 1974, a fire broke out in the tunnel under 150th Street, temporarily severing telephone service in the area.<ref>{{Cite news|title=Fire KOs phones Blaze in new subway tunnel disrupts Jamaica services|last=McCallum|first=Ann|date=March 28, 1974|work=Long Island Press}}</ref> The fire started when waterproofing tar being sprayed on the tunnel walls was ignited.<ref>{{Cite news|url=https://www.newspapers.com/clip/35645700/daily_news/|title=Workers Flee Blaze In New IND Tunnel|last1=Pugh|first1=Thomas|date=March 28, 1974|work=New York Daily News|last2=Mulligan|first2=Arthur|access-date=September 5, 2019|archive-date=September 5, 2019|archive-url=https://web.archive.org/web/20190905201924/https://www.newspapers.com/clip/35645700/daily_news/|url-status=live}}</ref>
In July 1974, the federal government announced its approval of a $51.1 million grant for the project. The Jamaica–Van Wyck station was estimated to have 1,200 passengers during rush hours, while the Sutphin Boulevard and Parsons Boulevard stations were expected to be used by 5,300 and 8,700 passengers during that period, respectively.<ref>{{Cite news|title=U.S. puts $51 million in Archer Ave. turnstile|last=Portnoy|first=Sandra|date=July 3, 1974|work=Long Island Press}}</ref>
Construction of two {{Convert|200|feet|meters|
[[File:Jamaica-Van Wyck; IND Archer 004.jpg|thumb|View of the Jamaica-Van Wyck station.]]
On March 17, 1976, construction began on a {{Convert|1,145|feet|meters|abbr=}}-long section of Route 133 underneath the LIRR tracks and the Van Wyck Expressway.<ref name=":7" /> The first tunnel between the Jamaica Avenue Elevated and the Archer Avenue subway was holed through in October 1977. The second tunnel connection holing through of the Archer Avenue subway tunnels occurred on December 14, 1977.<ref>{{Cite news|title=Subway Tunnels Meet in Queens|date=December 15, 1977|work=Newsday}}</ref> On October 26, 1979, the groundbreaking for Section 2, which stretched from 144th Street to 147th Place, took place. This section was awarded to Slattery Associate Incorporated and Agrett Enterprise Corporation for $45,251,350, and was constructed using cut-and-cover.<ref>{{Cite news|url=https://www.newspapers.com/clip/35645837/daily_news/|title=Study bids for Archer Ave. line|last=Butler|first=William|date=June 5, 1979|work=New York Daily News|access-date=September 5, 2019|archive-date=September 5, 2019|archive-url=https://web.archive.org/web/20190905201929/https://www.newspapers.com/clip/35645837/daily_news/|url-status=live}}</ref> This section was expected to be completed in four years, and included the [[Sutphin Boulevard–Archer Avenue–JFK Airport
On September 10, 1977, the Jamaica elevated was cut back from 168th Street to [[Queens Boulevard station|Queens Boulevard]], closing the stations at 168th Street, [[160th Street station|160th Street]], and [[Sutphin Boulevard (BMT Jamaica Line)|Sutphin Boulevard]].<ref name="NYTImes-BMTJamaica-Sentimental-1977" /> The demolition of the elevated line was originally planned to be done upon the completion of the Archer Avenue line, but was pushed up at the request of Mayor Abe Beame, who wanted to accelerate the redevelopment plan for Downtown Jamaica.<ref>{{Cite news|url=https://newspapers.com/clip/35750981/daily_news/|title=Jamaica El Is Really Going Down This Time For Sure|last=James|first=George|date=May 25, 1977|work=New York Daily News|access-date=September 8, 2019}}</ref> The reconstruction of the Queens Boulevard station to become the line's terminal and the transferring of equipment took 12 to 15 months and cost $2.2 million. One of the modifications made was the installation of a {{Convert|350|feet|meters|abbr=}}-long [[Railroad switch|double crossover]] to the west of the station. Work on the double crossover was completed at the NYCTA's new track plant at [[Linden Shops]], saving four months. It was installed over the course of two weekends.<ref>{{Cite news|url=https://newspapers.com/clip/35751626/daily_news/|title=Weather's on Siding At TA Track Plant|last=Weiss|first=Murray|date=January 9, 1977|work=New York Daily News|access-date=September 8, 2019|archive-date=October 5, 2022|archive-url=https://web.archive.org/web/20221005130251/https://www.newspapers.com/clip/35751626/daily-news/|url-status=live}}</ref> [[Q49 (Jamaica bus)|Q49]] buses (distinct from the modern [[Q49 (New York City bus)|Q49]] route) replaced Jamaica elevated service, and free transfers were provided to subway service at Queens Boulevard. Bus service ran every two to three minutes during rush hours, and met every train during late nights.<ref>{{Cite news|url=https://newspapers.com/clip/35750484/daily_news/|title=Whistle Blows on Jamaica El|last=Butler|first=William|date=September 5, 1977|work=New York Daily News|access-date=September 8, 2019}}</ref>
The removal of the elevated's frame was expected to take six to eight months.<ref name=":8" /> Demolition on this section was expected to begin early in 1978.<ref name=":7" /> In April 1978, work was scheduled to begin on May 1 and be completed in mid-July.<ref name=":20">{{Cite news|url=https://newspapers.com/clip/35750484/daily_news/|title=Jamaica's Happy: It Looked Like El|last=Rabin|first=Bernard|date=April 6, 1978|work=New York Daily News|access-date=September 8, 2019}}</ref> However, the work started on June 28, 1978, and was scheduled to be completed by early fall 1978—six to ten weeks later. The $927,000 contract to demolish the structure was awarded to the Wrecking Corp. of America. The demolition of the structure, with the exception of the station platforms, was completed overnight to minimize potential impacts to businesses and traffic. Work to reconstruct the street, install new traffic lights and overhead utility lines was expected to take an additional year.<ref>{{Cite news|url=https://newspapers.com/clip/35750411/daily_news/|title=It's 'All Aboard!' for the Jamaica El Demolition|last=Rabin|first=Bernard|date=June 22, 1978|work=New York Daily News|access-date=September 8, 2019|archive-date=October 5, 2022|archive-url=https://web.archive.org/web/20221005130251/https://www.newspapers.com/clip/35750411/daily-news/|url-status=live}}</ref> Work tearing down the structure began at 168th Street and proceeded to just west of the Queens Boulevard station.<ref name=":20" /> In November 1978, the only sections of the structure left were at 155th Street and 160th Street.<ref>{{Cite news|url=https://newspapers.com/clip/35751427/daily_news/|title=Sunlight now streams on Jamaica Ave., once in elv's shadow|last=Rabin|first=Bernard|date=November 23, 1978|work=New York Daily News|access-date=September 8, 2019|archive-date=October 5, 2022|archive-url=https://web.archive.org/web/20221005130251/https://www.newspapers.com/clip/35751427/daily-news/|url-status=live}}</ref>
In April 1979, the Jamaica Water Supply Company, which supplied water to 118,000 residents of western [[Nassau County, New York|Nassau County]] and southeastern Queens, sent a report to the [[New York State Department of Environmental Conservation]]. The report stated that the NYCTA would excessively pump too much water out of the ground during the station's construction, which could lower the water table to the level at which salt water would infiltrate and destroy its shallowest aquifer, which produced a quarter of its water supply. These charges were denied by the NYCTA, which said that it would recharge water it pumped from the ground, like in past projects, and that it would replace water flushed into the city sewer system. 2 billion gallons of water worth $1.4 million had been given to the company since 1976. The company had agreed to reduce its pumping at wells near the subway by the amount received by the NYCTA under previous agreement, but did not do so due to an increase in consumer demand. Subsequently, a new agreement was negotiated for work at the Sutphin Boulevard stop, which required more water pumping because more time was needed for the project–a sewer underneath Sutphin Boulevard had to be reinstalled.<ref name=":19">{{Cite news|title=Clash Simmers at Subway Site|last=Treen|first=Joseph M.|date=August 27, 1979|work=Newsday}}</ref>
[[File:A Weekend at Work November 23 - 25 (11050999966).jpg|thumb|A portion of the line constructed using the tunneling shield method near Jamaica–Van Wyck station.]]
On October 17, 1979, the groundbreaking for Section 7, a {{convert|1,300|ft|0}} cut-and-cover section of the Archer Avenue line, took place. This section included the Hillside Avenue Connector, which connected the line with the [[IND Queens Boulevard Line]], and included the [[Jamaica–Van Wyck
On December 20, 1979, the New York City Board of Estimate passed a measure approving the selection and acquisition of easements in private property at the Van Wyck Expressway and 89th Avenue for an entrance to the
====1980s====
On September 26, 1980, $40 million of federal funding was transferred to the MTA to build the connection to the Jamaica Line, to complete the Parsons Boulevard station, and the installation of track along the line, including the section south of that station to South Road and 158th Street. Work continued on the connection to the Queens Boulevard Line. In October, the contract for the section between 89th Avenue and Archer Avenue was supposed to be let.<ref name=":14" /> This grant raised the share of the project funded by UMTA to $210 million. An additional $120 million in funding was required to complete the project. The project's opening date at this juncture was October 1984.<ref>{{Cite news|title=U.S. Pledges Aid For Archer Ave. Subway Project|last=Logan|first=Betti|date=September 26, 1980|work=Newsday}}</ref>
In October 1980, the MTA considered stopping work on the line and on the 63rd Street Line, due to its budget crisis and the bad state of the existing subway system. This decision was supported by City Council President and MTA Board Member [[Carol Bellamy]].<ref>{{Cite news|title=Manes Warns MTA on Subways Vows to fight any move to suspend extension of two lines to pay for maintenance.|last=Allen|first=Joy|date=October 11, 1980|work=Newsday}}</ref> It was unclear whether the federal government would allow the MTA to transfer the funds to system maintenance.<ref>{{Cite news|url=https://www.newspapers.com/clip/35646092/daily_news/|title=MTA may suspend new subway work to keep us rolling|last=Oreskes|first=Michael|date=October 10, 1980|work=New York Daily News|access-date=September 5, 2019|archive-date=September 5, 2019|archive-url=https://web.archive.org/web/20190905201925/https://www.newspapers.com/clip/35646092/daily_news/|url-status=live}}</ref> At the time, the line was scheduled to be opened in late 1984, with the project's cost ballooning to $455 million, of which contracts worth $268 million had been awarded. Originally set to be opened in 1980, the line kept getting delayed, and by the late 1970s, the opening was delayed to 1983, then to 1985 or 1986.<ref>{{cite news|title=Jamaica Subway Under Way|url=https://timesmachine.nytimes.com/timesmachine/1973/07/08/110174543.pdf|work=The New York Times|issn=0362-4331|date=July 8, 1973|access-date=June 15, 2018|archive-date=October 5, 2022|archive-url=https://web.archive.org/web/20221005130250/https://timesmachine.nytimes.com/timesmachine/1973/07/08/110174543.html?pdf_redirect=true&site=false|url-status=live}}</ref> In 1981, due to lack of money, all bidding on new subway and bus projects for the MTA was suspended, except for the already-built portions of the 63rd Street and Archer Avenue lines, which were allowed to continue.<ref>{{Cite news|url=https://www.nytimes.com/1981/02/25/nyregion/subway-maintenance-cited-as-emergency-bidding-is-suspended.html|title=Subway Maintenance Cited As 'Emergency'; Bddng Is Suspended|last=Cummings|first=Judith|date=February 25, 1981|work=The New York Times|access-date=September 16, 2017|language=en-US|issn=0362-4331|archive-date=September 16, 2017|archive-url=https://web.archive.org/web/20170916054422/http://www.nytimes.com/1981/02/25/nyregion/subway-maintenance-cited-as-emergency-bidding-is-suspended.html|url-status=live}}</ref> Progress of the Archer Avenue line temporarily stopped in March 1982, when on March 4, part of the tunnel caved in around the vicinity of Archer Avenue and 138th Street, where one construction worker was killed, and three others narrowly escaped injury.<ref>{{Cite news|url=https://www.newspapers.com/clip/35646200/daily_news/|title=Dies in Cave-In: Sand Avalanche Buries Worker in Queens IND|work=New York Daily News|date=March 5, 1982|page=3|access-date=September 5, 2019|archive-date=September 5, 2019|archive-url=https://web.archive.org/web/20190905201923/https://www.newspapers.com/clip/35646200/daily_news/|url-status=live}}</ref><ref>{{Cite news|url=https://www.newspapers.com/clip/35646200/daily_news/|title=Sandslide Kills Subway Tunnel Worker in Queens|last=Kihss|first=Peter|date=March 5, 1982|work=The New York Times|issn=0362-4331|access-date=September 5, 2019|archive-date=September 5, 2019|archive-url=https://web.archive.org/web/20190905201923/https://www.newspapers.com/clip/35646200/daily_news/|url-status=live}}</ref> In September 1983, the project was 80% complete, and was expected to be in operation in fall 1985.<ref name=":11" />
Shortly after midnight on April 15, 1985, the BMT Jamaica Line was cut back to [[121st Street (BMT Jamaica Line)|121st Street]], closing the [[Metropolitan Avenue station (BMT Jamaica Line)|Metropolitan Avenue]] and [[Queens Boulevard station|Queens Boulevard]] stations. The Q49 bus was extended to 121st Street to replace service. Track and signal modifications needed to accommodate the temporary operation of 121st Street as a terminal station was done during the two prior days, with J trains cut back to [[Broadway Junction station|Eastern Parkway]], replaced by the Q49. Until the opening of the Archer Avenue line in 1988, J trains alternately terminated at 111th Street and 121st Street, with peak period headways to 121st Street being ten minutes.<ref>{{Cite news|title=121st Street Is The End For J-Train Passengers|date=April 13, 1985|work=Forum of South Queens}}</ref> This temporary service pattern was estimated to be in effect for six or seven months. [[Queens Community Board 9]] members and businessmen complained about the removal of ten parking spots from the south side of Jamaica Avenue and of three spaces on the north side, all between 121st Street and 120th Street for the bus shuttle.<ref>{{Cite news|title=Battle on Archer Ave. line|last=Rabin|first=Bernard|date=April 10, 1985|work=New York Daily News|url=https://newspapers.com/clip/35646235/daily_news/|access-date=September 6, 2019|archive-date=October 5, 2022|archive-url=https://web.archive.org/web/20221005130252/https://www.newspapers.com/clip/35646235/daily-news/|url-status=live}}</ref> In October 1986, the elevated section from 127th Street to Sutphin Boulevard was turned over to New York City to be demolished. The demolition of the structure and the reconstruction of Jamaica Avenue was estimated to cost $1.6 million. The removal of the structure was slated to begin in mid-1990.<ref>{{Cite news|url=https://newspapers.com/clip/35749977/daily_news/|title=1.6M plan for part of Jamaica El|last=Rabin|first=Bernard|date=October 9, 1986|work=New York Daily News|access-date=September 8, 2019}}</ref>
=== Opening delays ===
[[File:Jamaica Av West 11 - BMT Archer Av Line.jpg|thumb|View of the elevated structure constructed to connect the BMT Jamaica Line and the BMT Archer Avenue Line.]]
Despite the delays, disagreements over the condition of the line and the speed of construction, and the federal [[Urban Mass Transportation Administration]] (UMTA)'s reluctance to provide funding to complete the line due to concerns over the quality of concrete and the leakage of water into the tunnels, construction was completed a year ahead of schedule, in 1983.<ref>{{cite news|url=https://www.nytimes.com/1985/08/18/nyregion/us-holds-up-aid-for-subway-work.html|title=U.S. Holds Up Ad For Subway Work|last1=Schmalz|first1=Jeffrey|date=August 18, 1985|issn=0362-4331|work=The New York Times|access-date=February 5, 2017|archive-date=May 24, 2015|archive-url=https://web.archive.org/web/20150524170818/http://www.nytimes.com/1985/08/18/nyregion/us-holds-up-aid-for-subway-work.html|url-status=live}}</ref> Due to the [[New York City fiscal crisis]] in 1975, the subway line was truncated to [[Jamaica Center–Parsons/Archer
In May 1985, the line was slated to be opened by December 1986.<ref>{{Cite news|url=https://www.newspapers.com/clip/35646272/daily_news/|title=Writing's On The Wall|last=Celona|first=Larry|date=May 10, 1985|work=New York Daily News|access-date=September 5, 2019|archive-date=October 5, 2022|archive-url=https://web.archive.org/web/20221005130252/https://www.newspapers.com/clip/35646272/daily-news/|url-status=live}}</ref> Construction on the project was suspended indefinitely, the MTA announced on July 29, 1985, because of water leakage into the tunnel. The tunnel flooded in summer 1984 during a heavy rainstorm, and even though structural improvements were made to fix the issue, groundwater leaks continued, scattering puddles along {{Convert|1.5|miles|km|abbr=}} of the line.<ref>{{Cite news|title=Archer Ave. Subway Tunnel Leaks, Too|last=Gordy|first=Margaret|date=July 30, 1985|work=Newsday}}</ref>
On August 3, 1985, Senator [[Al D'Amato]] of New York stated that the project was unsafe and called for the suspension of $44 million in federal aid for the project, citing a preliminary report by the [[United States Department of Transportation]] inspector general.<ref>{{Cite news|title=D'Amato: Archer Avenue Subway Unsafe|last=Goodman|first=Adrianne|date=August 4, 1985|work=Newsday}}</ref> The report claimed that the NYCTA failed to test the quality of 94% of the concrete poured in the project and that no follow-up work was done even though 23% of the concrete had failed tests after being reexamined.<ref name=":10" /> In addition, the report stated that 48,000 cubic yards of concrete had been paid for without evidence of its delivery.<ref>{{Cite news|title=U.S. Holds Up Aid For Subway Work Flawed Management by M.T.A. of Queens Project Charged|last=Schmalz|first=Jeffrey|issn=0362-4331|date=August 18, 1985|work=The New York Times}}</ref> UMTA suspended the payments at his request on August 17.<ref>{{Cite news|url=https://www.newspapers.com/clip/35646322/daily_news/|title=Subway $ Cut Feds lop 44M from Archer line|last=Gentile|first=Don|date=August 18, 1985|work=New York Daily News|access-date=September 5, 2019|archive-date=September 5, 2019|archive-url=https://web.archive.org/web/20190905201928/https://www.newspapers.com/clip/35646322/daily_news/|url-status=live}}</ref> It stated that it would consider restoring the funds if the MTA hired an independent consultant completed studies on the tunnels' structural integrity. On August 26, 1985, the MTA hired an independent consultant, Construction Technology Laboratories (CTL), to inspect the tunnel.<ref name=":10">{{Cite news|title=Feds Derail $44M Needed To Finish Archer Ave. Line|last=Rosenfeld|first=Neill S.|date=August 18, 1985|work=Newsday}}</ref> A preliminary visual inspection by CTL found corrosion on the steel beams and minor cracks in concrete walls.<ref>{{Cite news|title=Archer Damage Minor|last=McKenna|first=Jim|date=October 24, 1985|work=Queens Tribune}}</ref> On August 23, the MTA agreed to commit $39 million of its own funds to fix the Archer Avenue and 63rd Street Lines, of which $14 million was given to the Archer Avenue project. Had the UMTA funds not been restored, the MTA would have absorbed the cost by cutting back other projects in its $8.5 billion capital program.<ref>{{Cite news|title=MTA to fund Troubled Tunnels|last=Gordy|first=Margaret|date=August 24, 1985|work=Newsday}}</ref>
On April 9, 1986, the head of UMTA stated that if the 63rd Street and Archer Avenue lines were not completed, he would demand that the NYCTA refund more than $700 million in federal aid used on the projects. The federal government paid for two-thirds of the $1.23 billion spent on the two projects.<ref>{{Cite news|url=https://www.newspapers.com/clip/35646363/daily_news/|title=It's no tunnel of love. Want 700M back if subway lines not finished|last=Rainie|first=Harrison|date=April 10, 1986|work=New York Daily News|access-date=September 5, 2019|archive-date=September 5, 2019|archive-url=https://web.archive.org/web/20190905201922/https://www.newspapers.com/clip/35646363/daily_news/|url-status=live}}</ref>
[[File:Sutphin Archer upper level vc.jpg|thumb|A view of the Sutphin Boulevard station. Passengers can be seen with luggage exiting the E train and heading for the AirTrain to JFK Airport.]]
In June 1986, CTL issued a final report that found that the tunnels of the Archer Avenue and 63rd Street Lines were structurally sound. The report had been ordered by the MTA after UMTA stopped payments on $75 million in grants for the projects, which were 90 percent complete. While the grants were frozen, for a year, the MTA spent $22 million of its own funds to complete existing contracts and to maintain them. The study was requested to show that it was possible to fix leaks and cracks in both projects and an improperly altered ceiling girder in the 63rd Street Tunnel. If the study was approved, work projected to resume in January. It found that there were minor flaws in the projects, such as flaking concrete on a portion of the Archer Avenue tunnel wall, and uneven welds in the altered girder in the 63rd Street Tunnel. The report recommended some rewelding, the removal of stalactites, filling air pockets in some sections of concrete, the removal of debris, waterproofing, and the use of weak electrical charges to prevent corrosion of steel beams.<ref name=":9" />
Line 117 ⟶ 118:
In August 1986, a study by Knight Associates, which cost $300,000, was scheduled to be released. The study analyzed damage done to the switches, signals, lights, pumps, ventilation fans, substations, third rail and escalator and elevator equipment that resulted from years of moisture, vandalism and neglect. Damage was worse in the Archer Avenue line, where electrical equipment was damaged by a rainstorm in 1984.<ref name=":9" />
On February 6, 1987, NYCTA President David Gunn announced a proposal to spend $41 million on the two projects, and request $29 million for design work on the 63rd Street Connector.<ref name=":18">{{Cite news|url=https://www.newspapers.com/clip/35646414/daily_news/|title=Shulman wants light at end of tunnel. Says full steam ahead in support of Archer Ave. subway extension|date=February 10, 1987|work=New York Daily News|access-date=September 5, 2019|archive-date=September 5, 2019|archive-url=https://web.archive.org/web/20190905201928/https://www.newspapers.com/clip/35646414/daily_news/|url-status=live}}</ref> UMTA released $60 million in funds to complete the Archer Avenue and 63rd Street Lines on July 1, 1987. The MTA announced that they would open in December 1988 and October 1989, respectively.<ref>{{Cite news|title=Completion of Archer Avenue Subway Underway|date=July 2, 1987|work=Queens Chronicle}}</ref>
=== Opening and later use ===
[[File:Introducing the new Archer Avenue extension.jpg|thumb|This poster from 1988 was posted on buses and in subway cars to announce the opening of the Archer Avenue Line.]]
The line opened on December 11, 1988, at a cost of nearly five times its original budgeted cost and cut back to a length of {{convert|2|mi|0}}.<ref name=":02"/> It consisted of the first stations added to the subway system since the [[57th Street (IND Sixth Avenue Line)|57th Street]] station opened in 1968, the first stations in the entire subway system designed to be
A study completed in December 1988, before the line's opening, found that many riders getting to the stations in Jamaica used unregulated [[Dollar vans in the New York metropolitan area|dollar vans]] to get there. It found that 20,000 people rode these vans on an average weekday to get to Jamaica subway stations along Hillside Avenue.<ref>{{Cite news|title=A New Traffic Woe?|date=December 5, 1988|work=Newsday}}</ref>
In 2020, the MTA announced that it would reconstruct {{Convert|5500|ft||abbr=}} of track and {{Convert|7800|ft||abbr=}} of third rail on the IND Archer Avenue Line, which had become deteriorated. During the first phase of reconstruction, for six weeks between September 19 and November 2, E service was cut back to Jamaica–Van Wyck, with a shuttle bus connecting to Sutphin Boulevard and Jamaica Center.<ref>{{cite web|date=August 17, 2020|title=Press Release - NYC Transit - MTA to Perform Critical Track Replacement Work at End of E Line in Queens Next Month|url=http://www.mta.info/press-release/nyc-transit/mta-perform-critical-track-replacement-work-end-e-line-queens-next-month|access-date=August 18, 2020|website=MTA|archive-date=August 18, 2020|archive-url=https://web.archive.org/web/20200818094440/http://www.mta.info/press-release/nyc-transit/mta-perform-critical-track-replacement-work-end-e-line-queens-next-month|url-status=live}}</ref><ref>{{Cite web|last=Pozarycki|first=Robert|date=2020-08-28|title=Two Queens meetings on major track work at end of E line in Jamaica|url=https://www.amny.com/transit/two-queens-meetings-on-major-track-work-at-end-of-e-line-in-jamaica/|access-date=2020-09-19|website=amNewYork|language=en-US|archive-date=September 29, 2020|archive-url=https://web.archive.org/web/20200929011118/https://www.amny.com/transit/two-queens-meetings-on-major-track-work-at-end-of-e-line-in-jamaica/|url-status=live}}</ref> The second phase of the IND line's reconstruction was completed in December 2020.<ref name="Railway Track and Structures 2022">{{cite web | title=MTA to begin final phase of critical track replacement work in Queens next month | website=Railway Track and Structures | date=June 6, 2022 | url=https://www.rtands.com/track-construction/mta-to-begin-final-phase-of-critical-track-replacement-work-in-queens-next-month/ | access-date=June 30, 2022 | archive-date=June 13, 2022 | archive-url=https://web.archive.org/web/20220613082045/https://www.rtands.com/track-construction/mta-to-begin-final-phase-of-critical-track-replacement-work-in-queens-next-month/ | url-status=live }}</ref> Two years later, the MTA announced it would reconstruct {{convert|12500|ft}} of track on the BMT Archer Avenue Line.<ref name="Parry 2022"/> Starting on July 1, 2022, J service was cut back to 121st Street, and Z service was temporarily discontinued.<ref name="Spectrum News NY1 New York City 2022">{{cite web | title=MTA to alter service to complete track replacement project | website=Spectrum News NY1 New York City | date=June 3, 2022 | url=https://www.ny1.com/nyc/all-boroughs/transit/2022/06/03/mta-to-alter-service-to-complete-track-replacement-project | access-date=June 30, 2022 | archive-date=June 30, 2022 | archive-url=https://web.archive.org/web/20220630155734/https://www.ny1.com/nyc/all-boroughs/transit/2022/06/03/mta-to-alter-service-to-complete-track-replacement-project | url-status=live }}</ref><ref name="Parry 2022">{{cite web | last=Parry | first=Bill | title=MTA track replacement work will shut down J and Z lines in southeast Queens for much of summer – QNS.com | website=QNS.com | date=June 6, 2022 | url=https://qns.com/2022/06/mta-track-replacement-j-z-lines-southeast-queens/ | access-date=June 30, 2022}}</ref> The work continued until September 2022.<ref name="Railway Track and Structures 2022"/> A shuttle bus, the J99, ran from 121st Street to Jamaica–Van Wyck for the duration of the work.<ref name="Parry 2022"/>
==Service plans==
The lower level was always intended for use by J/Z skip-stop service; however, there have been varying proposals for the services that were to serve the upper level. In the original service plan, the [[G (New York City Subway service)|G]] and [[N (New York City Subway service)|N]] local trains were to serve the Archer Avenue upper level,<ref>{{cite web|url=http://img.photobucket.com/albums/v93/GP36Chris/Subway/roll2.jpg|title=R46 Subway Car Rollsign|website=Photobucket|publisher=Metropolitan Transportation Authority|access-date=September 8, 2019|archive-date=September 15, 2020|archive-url=https://web.archive.org/web/20200915104804/http://img.photobucket.com/albums/v93/GP36Chris/Subway/roll2.jpg|url-status=live}}</ref><ref>{{cite web|url=http://img.photobucket.com/albums/v93/GP36Chris/Subway/roll3.jpg|title=R46 Subway Car Rollsign|website=Photobucket|publisher=Metropolitan Transportation Authority|access-date=September 8, 2019|archive-date=September 15, 2020|archive-url=https://web.archive.org/web/20200915113859/http://img.photobucket.com/albums/v93/GP36Chris/Subway/roll3.jpg|url-status=live}}</ref><ref>{{Cite web|url=http://indsecondsystem.weebly.com/uploads/1/0/0/0/10005869/img-9892.jpg|title=A view of the western car dropoff/pickup area. A sign outlining the proposed services following the opening of the Archer Avenue Subway can be seen - N trains, which served the Queens Boulevard Line until 1987, would have
=== Jamaica Line ===
Line 148 ⟶ 149:
It was decided to serve Archer with the E as opposed to the F to minimize disruption to passengers who continued to use Hillside Avenue, to maximize Jamaica Avenue ridership and the length of the peak ridership period, which is longer on the F. The NYCTA had found that most riders using buses diverted to Archer used the E, while passengers on buses to 179th used the F. Having E trains run local between Continental Avenue and Van Wyck Boulevard was dismissed in order to provide 24 hour express service to the Archer Avenue line.<ref name=":1" />{{Rp|55}}
By 1992, R service was cut back to 71st–Continental Avenue at all times. In its place, the F ran local between 71st Avenue and 179th Street at all times.<ref>{{cite web|url=https://www.flickr.com/photos/127872292@N06/30660280045/|title=October 1992 New York City Subway Map|date=October 1992|website=Flickr|publisher=New York City Transit Authority|access-date=October 30, 2016|archive-date=January 5, 2017|archive-url=https://web.archive.org/web/20170105070323/https://www.flickr.com/photos/127872292@N06/30660280045/|url-status=live}}</ref>
=== Bus service ===
Line 175 ⟶ 176:
|rowspan=5|[[Jamaica, Queens|Jamaica]]
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Line 182 ⟶ 183:
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|December 11, 1988<ref name=":02"/>
| [[Q44 SBS (New York City bus)|Q44 Select Bus Service]]<br>Connection to '''[[Long Island Rail Road|LIRR]]''' at
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!colspan=6 style="background-color: silver;"|Merge into [[BMT Jamaica Line]] (lower level) ({{NYCS Archer lower|time=show}})
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