Archer Avenue lines: Difference between revisions

| image = {{rint|nycs|E|size=55px}} {{rint|nycs|J|size=55px}} {{rint|nycs|Z|size=55px}}

| image_width = 225px

| type = [[Rapid transit]]

| system = [[New York City Subway]]

| locale = [[Queens]]

| stations = 3

| open = December 11, 1988

| map = {{Archer Avenue Line|inline=1}}

| map_state =

 

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.

| lower level, north of [[121st Street (BMT Jamaica Line)|121st Street]] (at 129th Street) on the [[BMT Jamaica Line]]

|}

 

* {{cite news|url=https://timesmachine.nytimes.com/timesmachine/1973/10/24/80809618.pdf|title=Work Begun on Queens Subway Extension|last1=Burks|first1=Edward C.|date=October 24, 1973|work=The New York Times|access-date=September 26, 2015|issn=0362-4331}}

* {{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}}

Construction of two {{Convert|200|feet|meters|abbr=}} tunnels under the nine tracks of the LIRR [[Main Line (Long Island Rail Road)|Main Line]] in Jamaica began in January 1976, and were part of a line sections starting at Archer Avenue near 159th Street and ending about {{Convert|150|feet|meters|abbr=}} south of South Road near the Atlantic Branch, passing underneath the center of the York College campus. The two tunnels were built by MacLean, Grove and Company for $4.35 million, while the entire segment, Section 5, cost $24,810,955.<ref name=":6">{{Cite news|url=https://www.newspapers.com/clip/35645755/daily_news/|title=New Subway's Burrowing Along|last=Rabin|first=Bernard|date=March 6, 1975|work=New York Daily News}}</ref> This section was constructed using the [[Tunnelling shield|tunneling shield]] method. The LIRR Main Line structure was heavily reinforced with metal beams and cables to prevent movement, which could have forced a temporary shutdown of the busy line.<ref name=":4">{{Cite news|title=2 Jamaica tunnels completed|date=May 23, 1976|work=Long Island Press}}</ref> A continuous monitoring system was put into place and direct communication was maintained with LIRR personnel at track level.<ref name=":5">{{Cite news|title=Fingers crossed as tracks crossed|last=Hurewitz|first=Mike|date=March 6, 1975|work=Long island Press}}</ref> This section is {{Convert|45|feet|meters|abbr=}} below street level and {{Convert|60|feet|meters|abbr=}} below the LIRR tracks,<ref>{{Cite news|title=Daylight at the end of the southeast subway tunnel|date=March 23, 1976|work=Long Island Press}}</ref> and was deemed by the MTA's chief engineer to be the most costly and difficult portion of this section of the line. The average width of the two tunnels was {{Convert|35|feet|meters|abbr=}}.<ref name=":6" /> The driving of the two tunnels was expected to begin in September 1975. The first tunnel, the eastern one, was expected to be completed by late February early March 1976.<ref>{{Cite news|title=Under Mining The LIRR|date=January 12, 1976|work=Long Island Press}}</ref><ref>{{Cite journal|date=January 1976|title=Work Begins on Queens Subway Tunnel|journal=MTA News|volume=3|issue=1}}</ref> On May 23, 1976, MTA Chairman David Yunich announced that the construction of the two tunnels under the Long Island Rail Road in Jamaica were completed.<ref name=":4" /> Work on the entire section was expected to be completed by September 1976.<ref name=":6" /> South of these tunnel segments, the line would have been extended south several hundred yards,<ref name=":14">{{Cite news|url=https://www.newspapers.com/clip/35645803/daily_news/|title=Archer Ave. subway gets $40 million fed boost|last=Rabin|first=Bernard|date=September 26, 1980|work=New York Daily News}}</ref> going up a ramp, and onto the Atlantic Branch's right-of-way at an embankment at [[Liberty Avenue (New York City)|Liberty Avenue]].<ref name=":5" /> Work on this section was expected to begin in the late 1980s, and would have used the Atlantic Branch to Springfield Boulevard, diverting trains to the Montauk Branch.<ref name=":7" /> In the interim, the agency planned to use the tracks for train storage.<ref name=":11" />

[[File:Jamaica-Van Wyck; IND Archer 004.jpg|thumb|View of the Jamaica-Van Wyck station.]]

 

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}}</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>

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.]]

 

 

====1980s====

=== 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.]]

 

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}}</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>

|rowspan=5|[[Jamaica, Queens|Jamaica]]

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