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IRT New Lots Line
"3" train"4" train
The New Lots Line is served by the3at all times except late nights, when the4takes over service.
Limited service is also provided by the2,4, and5during rush hours.
Overview
StatusOperating
OwnerCity of New York
LocaleBrooklyn
Termini
Stations7
Service
TypeRapid transit
SystemNew York City Subway
Operator(s)New York City Transit Authority
Daily ridership18,455[1]
History
Opened1920-1922
Technical
Line length4.91 miles (7.90 km)
Number of tracks2-3
CharacterElevated
Track gauge1,435 mm(4 ft8+1⁄2in)standard gauge
Electrification600V DC third rail
Route map

Legend
Eastern Parkway Line
dead-end at Ralph Avenue
 Sutter Avenue–Rutland Road
Saratoga Avenue
Rockaway Avenue
Junius Street
Linden Shops
LIRRBay Ridge Branch
Livonia Avenue(Canarsie Line)
 Pennsylvania Avenue
Van Siclen Avenue
New Lots Avenue
Livonia Yard
This diagram:

TheIRT New Lots LineorLivonia Avenue Line[2]: 129 is arapid transitline in theA Divisionof theNew York City Subway.Located in theNew York CityboroughofBrooklyn,the line runs from theCrown Heights–Utica Avenue stationinCrown Heightsand continues to theNew Lots Avenue stationinEast New York.

The New Lots Line is entirely elevated and consists of seven stations; most of the line has two tracks, except forJunius Street station,which has three tracks. It runs mostly above Livonia Avenue inBrownsvilleand East New York, except for a short section above East 98th Street in Brownsville. The line is served by the3train at all times except late nights, when the4train takes over service. During rush hours, occasional2,4, and5trains also serve the line.

The New Lots Line was built as a part of Contract 3 of theDual Contractsbetween New York City and theInterborough Rapid Transit Company.The first portion of the line betweenUtica AvenueandJunius Streetopened on November 22, 1920, with shuttle trains operating over this route. The line opened one more stop farther to the east toPennsylvania Avenueon December 24, 1920. Service was extended toNew Lots Avenueon October 16, 1922. In 1968, as part of the proposedProgram for Action,the IRT New Lots Line would have been extended past New Lots Avenue towardSpring Creek,but the plan was never completed. Stations on the line were rebuilt several times throughout the years.

History

[edit]

Planning

[edit]

In 1913, New York City, theBrooklyn Rapid Transit Company,and theInterborough Rapid Transit Company(IRT) reached an agreement, known as theDual Contracts,to drastically expand subway service across New York City. As part of Contract 3 of the agreement, between New York City and the IRT, theoriginal subwayopened by the IRT in 1904 toCity Hall,[3]and extended toAtlantic Avenuein 1908,[4]was to be extended eastward into Brooklyn.[5]The line was to be extended alongFlatbush AvenueandEastern Parkwayto Buffalo Street as a four-track subway line, and then along East 98th Street and Livonia Avenue to New Lots Avenue as an elevated two-track line, with provisions for the addition of a third track. In addition, a two-track branch line along Nostrand Avenue branching off east of theFranklin Avenuestation was to be constructed.[6]

The underground portion of the line became known as the Eastern Parkway Line, or Route 12, while the elevated portion became known as the New Lots Line. This section was constructed as an elevated line because the ground in this area is right above the water table, and as a result the construction of a subway would have been prohibitively expensive.[7]This line was constructed as Route 31, the Livonia Avenue Route.[8]In 1914, several studies of the line had been completed.[9]At the end of 1916, contract drawings for the line were completed, and the working drawings were being prepared. While preliminary studies for the construction of a yard along the line were completed, its locations were not yet decided upon.[10]: 192–193 On April 16, 1916, the New York State Public Service Commission (PSC) denied a request by the Chief Engineer of the IRT for the installation of a third track on the line to provide necessary space for train storage. The request was turned down because it would have required the acquisition of additional steel and because the legal routing of Route 31 did not specify the construction of a third track along the line.[11]On May 9, 1916, title was acquired to sixteen parcels of land between the intersection of Eastern Parkway and Buffalo Street and East New York Avenue opposite of East 98th Street in condemnation proceedings to complete the line.[10]: 136 

Construction

[edit]

Bids were opened for the construction of the line on May 23, 1916.[10]: 193 Six bids on the project were received, and, on June 1, 1916, the contract was awarded to Dennis E. Conners, who submitted the low bid of $1,376,122. The high bid to build the line was for $1,467,000.[12]Work on the project had to be completed by June 1, 1917.[13]On June 5, the PSC accepted bids for 52,756 tons of structural steel to be used on multiple subway extensions to be completed as part of the Dual Contracts,[10]: 109–110 of which 15,100 tons of the steel were for the Livonia Avenue extension.[14]The PSC put this contract out to determine whether it was possible to let separate contracts for the steel by line, given that the price of steel was rapidly increasing. Three bids were submitted, but the Chief Engineer recommended that they all be rejected, because he anticipated that the price of steel would stop rising rapidly and instead start decreasing,[10]: 109–110 and because the city had found a cheaper way to procure steel.[15]On June 8, the award of the construction of the line to Conners was rescinded.[10]: 109–110 [15]Conners sent a letter to the PSC on June 20, agreeing to reduce his bid for steel by $20,000. The PSC subsequently rejected the three bids; it readvertised bids for the steel work and its erection, or just for the erection of the steel at the end of 1916.[10]: 110 

A new contract for the construction of the line was awarded by the PSC on January 17, 1917, in two parts. The contract for the steel was awarded to American Bridge Company for $1,431,755, and the contract for the erection of the structure was awarded to W.G. Cooper for $257,164.[16]The cost of these two contracts was $1,688,919, and work on the line had to be completed in fifteen months.[17]Construction on the line began in spring 1917, and a quarter of the work that needed to be done before the erection of the steel was completed by September 1917.[18]Work on the column footings for the elevated structure were completed by the end of the year.[19]

Construction on the line was 17% complete at the end of Fiscal Year 1917,[20]and was 25% complete at the end of Fiscal Year 1918. Drainage work on the line was 35% complete, and station work was underway at the end of Fiscal Year 1918.[21]In August 1919, work on the line was suspended because W.G. Cooper broke his contract due to the high cost of material and labor. In February 1920, a contract for the unfinished portion of the line was awarded to George W. McNulty and the Holbrook, Cabot and Rollins Company. The contract for the completion of stations was awarded in July 1920, and was expected to take six months to complete. That month, it was announced that the line would not be ready to open for an additional eight months.[22]

During 1919, the city purchased an area of land bounded by Hegeman and Lawrence Avenues, and Elton and Linwood Streets for the construction of a storage yard. Contracts for the yard were awarded in 1920.[23]The yard was to be built with inspection facilities and the ability to store 250 cars.[24]

Opening

[edit]

The first portion of the line between Utica Avenue and Junius Street opened on November 22, 1920, with shuttle trains operating over this route.[25][26]This extended service on the Eastern Parkway Line, which had opened from Atlantic Avenue to Utica Avenue on August 23, 1920.[27]The New Lots Line opened one more stop farther to the east toPennsylvania Avenueon December 24, 1920.[26]At that date, only the southbound platform was used.[2]: 129 

In 1921, the stations at Van Siclen Avenue and New Lots Avenue were practically completed, but they were not opened yet because trains could not run to the terminal until track work, the signal tower, and the compressor room were in service.[28]: 129–130 On March 15, 1921, a contract for the completion of a signal tower to control train movements at the terminal crossovers at New Lots Avenue, and at the entrances to Livonia Yard, was submitted to theNew York City Board of Estimate.[29][30]On May 26, 1921, the contract for the installation of tracks in Livonia Yard was awarded to B.T. & J.J. Mack, and was sent to the Board of Estimate for approval. However, the contract was returned to the New York State Transit Commission (NYSTC) on August 2, 1921, because the contract did not receive the number of votes needed for approval. The contract was returned to the Board of Estimate on April 5, 1922, and was approved on April 28, 1922.[24]The contract for the completion of the signal tower was rebid and was resubmitted to the Board of Estimate on May 15, 1922.[29][30]On May 18, 1922, work began on the installation of tracks in Livonia Yard,[24]and on June 9, 1922, the signal tower contract was approved.[29][30]On June 19, 1922, work began on the tracks, signal tower and compressor room.[31]The approach tracks needed for the operation of through service to New Lots Avenue were completed on July 18, 1922.[24]

View of the northeast corner of Livonia Yard.

Shuttles started operating between Pennsylvania Avenue and New Lots Avenue on October 16, 1922,[26]with a two-car train operating back and forth along on the northbound track.[31]Trains ran every eight minutes during rush hours, and ten minutes during middays, and made close connections with main line service at Pennsylvania Avenue.[32]The implementation of shuttle service was done at the request of the NYSTC,[33]which urged the IRT to start service as soon as it could safely be operated.[34]Though work on the tower was not yet finished at the time, enough was completed to allow for the shuttle service.[30]The use of shuttle service accelerated the opening of this portion of the line by a month,[34]when through service was estimated to be inaugurated with the completion of the tower.[32]Work on Livonia Yard was completed on December 31, 1922, and the yard was opened for service on July 28, 1923. On October 31, 1924, through service to New Lots Avenue was begun.[31]

Until January 23, 1928, it was custom to split full-length trains from Van Cortlandt Park (later labeled1trains) atEastern Parkway–Brooklyn Museumon theIRT Eastern Parkway Line.[35]The back half of each train would travel toFlatbush Avenue–Brooklyn Collegeon theIRT Nostrand Avenue Line,and the front half would travel to New Lots Avenue on the New Lots Avenue Line. This sometimes caused disputes when customers did not realize that the different portions of each train would go to different destinations.[36]With the change in service, West Farms trains (later labeled2trains) were extended fromAtlantic Avenueto Flatbush Avenue, and all Van Cortlandt Park trains were extended to New Lots Avenue.[35]In July 1937, the line became fullysignaledfor the first time.[37]

Expansion plans

[edit]
A view of the New Lots Line looking east from the Pennsylvania Avenue station showing the line's unused center trackway, with a building constructed on top of it.

On March 1, 1951, theNew York City Board of Transportationannounced that it would conduct an engineering study for the construction of a third track between Utica Avenue and New Lots Avenue using the unused trackbed in the center of the elevated structure.[38]

In 1961, work to extend the platforms at stations along the line to accommodate ten-car trains was completed.[39]As part of an 18-month capital budget that took effect on January 1, 1963, the New Lots Avenue station was reconstructed.[40]

In 1968, as part of the proposedProgram for Action,the IRT New Lots Line in East New York, would be extended southerly through theLivonia YardtoFlatlands Avenueto a modern terminal at Flatlands Avenue and Linwood Street. This two-track line would have run at ground level and it would have provided better access to the then-growing community ofSpring Creek.This extension would have been completed at the cost of $12 million.[41]The extension was canceled in the mid-1970s, largely due to thecity's fiscal crisisat the time.[42][43]As of 2022,a potential extension of the IRT New Lots Line through Livonia Yard is being evaluated as part of the 2025–2044 20-Year Needs Assessment.[44]

Service changes

[edit]

2 and 3 trains kept on switching their southern terminals until July 10, 1983, when 2 trains began terminating atFlatbush Avenueand 3 trains began terminating at New Lots Avenue. In addition, rush hour 4 trains were rerouted from Flatbush Avenue to Utica Avenue, and late evening and late night service was rerouted from Flatbush Avenue to New Lots Avenue. 5 trains were rerouted from Utica Avenue to Flatbush Avenue during rush hours. These changes were made to reduce non-revenue subway car mileage, to provide a dedicated fleet for each service, and to provide an easily accessible inspection yard for each service. The change allowed the 2 to be dedicated to239th Street Yardand allowed the 3 to be assigned toLivonia Yard.With the rerouting of 3 trains, train lengths along the New Lots Line were reduced from 10 cars to 9 cars, within acceptable crowding levels, and train lengths along the Nostrand Avenue Line were increased from 9 to 10 cars, reducing crowding.[45][46]4 trains were added on December 20, 1946,[47]and 5 trains were gradually added between 1938 and 1950.

Station renovations

[edit]

In 1975, the New York City Transit Authority (NYCTA) applied for a Mass Transportation Facilities Grant Application from theUnited States Department of Transportation(USDOT) to fund four improvement projects, including the replacement of wooden platforms with concrete platforms at Rockaway Avenue, Junius Street, Pennsylvania Avenue, and Van Siclen Avenue. This project was estimated to cost $1,451,000. The four projects part of this application, combined, were estimated to cost $13,801,000, with $9,661,000 to be funded by the grant, which the city requested to be reallocated from funding for urban highways. The remainder was to be funded from New York City and New York State.[48]The grant request was approved by the USDOT, and NYCTA invited contractors to bid on the platform replacement project in November 1976.[49]

From 2000 to August 2001, 3 train service was split into two sections to allow for the line to be rebuilt, with transfers available at Utica Avenue. Work took place on weekday middays between 10 a.m. and 3 p.m., and service operated in one of three ways: shuttle buses replaced trains, all trains operated in both directions on a single track, or shuttle trains ran. 4 trains terminated at Atlantic Avenue when shuttle or single-track trains were in operation.[50]

As part of theMetropolitan Transportation Authority(MTA)'s 2010–2014 Capital Program, funding was provided for a 25-station Station Renewal program, which focused on renovating stations with a high concentration of components rated 3.5 or worse on a five-point scale, with 5 being the highest. All of the stations on the line, except for New Lots Avenue, were among the priority candidates to be among the 25 stations selected for the program. Between 41% and 58% of components at these six stations were rated 3.5 or worse.[51]A $45.7 million contract was awarded to renovate the line's seven stations in 2014. The project was completed between January 2015 and October 2017. As part of the project, station drainage, doors, windows, railings, platform rubbing boards, structural steel, panels and signage were replaced. In addition, detectable warning strips, bird deterrent systems, track lubrication systems and artwork were installed. The project was completed in four phases, and each phase was supposed to take five months.[52]For the first phase, theVan Siclen AvenueandRockaway Avenuestations were closed from April 20, 2015, to March 28, 2016.[53][54]Next, from April 11, 2016, until September 19, 2016, theSaratoga AvenueandPennsylvania Avenuestations were closed for renovation.[55]The Pennsylvania Avenue station was closed once again from October 27, 2016, to March 3, 2017, due to a truck accident which damaged the station's mezzanine.[56]In the third phase,Junius StreetandSutter Avenue–Rutland Roadstations were closed for renovations from October 5, 2016, to June 19, 2017.[55][57][58]In the fourth phase, which occurred simultaneously with the other phases, the New Lots Avenue station was renovated without being closed from December 2014 to December 2017.[59]The fare control area at New Lots Avenue was reconfigured.[60]

Crossing overBMT Canarsie Line.

Funding for the construction of a free transfer between the Junius Street station and the nearbyLivonia Avenuestation on theBMT Canarsie Line,which is directly to the east of the station, was included in the 2015–2019 MTA Capital Program. Passengers can transfer between the two stations for free by using an overpass running parallel to the New Lots Line, which allows pedestrians on Livonia Avenue to cross over theLong Island Rail Road's open-cutBay Ridge Branch,and using aMetroCardorOMNY.At the request ofBrooklyn Borough PresidentEric Adams,and due to increasing ridership and plans for additional housing in the area, funding was provided to build the free transfer. In addition, both stations would also have been upgraded to become compliant with mobility accessibility guidelines under theAmericans with Disabilities Act of 1990.[61]However, in the April 2018 revision to the Capital Program, funding for the project, with the exception of funding already used to design the connection, was removed.[62]A free MetroCard-only transfer between the two stations was provided during weekends and late nights as part of thereconstruction of the 14th Street Tunnelstarting in April 2019.[63][64]Funding for the free transfer connection was added back in the 2020–2024 Capital Program.[65]In February 2020, the out-of-system transfer was made permanent until the in-system transfer was completed.[66]

Extent and service

[edit]
A view of a3train at Sutter Avenue–Rutland Road.

The following services use part or all of the IRT New Lots Line:[67]

Time period
rush hours middays, evenings, and weekends late nights
"2" train limited service no service
"3" train service no service
"4" train limited service no service service
"5" train limited service no service

The line is served by the3train at all times except late nights, when the4train takes over service. Some rush hour2and5trains also run on this line because of capacity issues at their usual terminal atFlatbush Avenue–Brooklyn Collegeon theIRT Nostrand Avenue Line.[68]

Route description

[edit]
A view of the switch connecting the New Lots Line toLinden Yardeast of the Junius Street station.

The New Lots Line is the only elevated structure on the Brooklyn IRT. The line begins just east ofUtica AvenueinCrown Heights,branching off from theIRT Eastern Parkway Linenear Buffalo Avenue.[69][70][71]The line then emerges from a tunnel on the southeast corner along the eastern edge of Lincoln Terrace Park, the IRT New Lots Line then crosses a bridge over East New York Avenue and then runs over East 98th Street with only one station, until it approaches the intersection with Livonia Avenue, where the line curves over that avenue and continues as such until its terminus. Right after Junius Street station, Livonia Avenue is bisected by theLong Island Rail RoadBay Ridge Branchas well as theLinden Shops,both of which run between Junius Street and Van Sinderen Avenue, the latter of which is flanked by theBMT Canarsie Line,also an elevated line, but runs underneath the New Lots Line. The last station on the line isNew Lots Avenue,which is actually two blocks west of its namesake street, where Livonia Avenue ends. The New Lots Line crosses over New Lots Avenue and then Elton Street, curving to the south and terminating within theLivonia Yard.[72][69][70][71]There is a provision for a future extension from New Lots Avenue in the elevated structure at Linwood Avenue.[26]

The line includes an unused trackway in the middle that was built as a provision for a third track.[73]: 2389 On the roof of themezzaninesat each station are cross ties but no rails. In some areas, the space is used for mechanical and signal rooms. A center track exists only atJunius Street,where it crosses the southbound track at grade towards theLinden Shops.This un-electrified track is one of only two connections to the national rail system. TheBMT West End Lineis the other connection, via theNew York Connecting Railroad;the Linden Shops are connected to theLong Island Rail Roadand from there to the rest of the national network.[72]

Station listing

[edit]
Station service legend
Stops all times except late nights Stops all times except late nights
Stops late nights only Stops late nights only
Stops rush hours in the peak direction only Stops rush hours in the peak direction only
Stops rush hours in the reverse-peak direction only Stops rush hours in the reverse peak direction only
Time period details
Disabled access Station is compliant with theAmericans with Disabilities Act
Disabled access↑ Station is compliant with theAmericans with Disabilities Act
in the indicated direction only
Disabled access↓
Elevator access to mezzanine only
Neighborhood
(approximate) 		Disabled access Station Services Opened Transfers and notes
Begins as continuation ofIRT Eastern Parkway Linelocal tracks (2limited rush hour service in the reverse-peak direction​3all except late nights​4late nights, and limited rush hour service in the peak direction​5limited a.m. rush hour service in the northbound direction only)
Brownsville Sutter Avenue–Rutland Road 2limited rush hour service in the reverse-peak direction​3all except late nights​4late nights, and limited rush hour service in the peak direction​5limited a.m. rush hour service in the northbound direction only November 22, 1920[73]: 2390  B15 bustoJFK Airport
Saratoga Avenue 2limited rush hour service in the reverse-peak direction​3all except late nights​4late nights, and limited rush hour service in the peak direction​5limited a.m. rush hour service in the northbound direction only November 22, 1920[73]: 2390 
Rockaway Avenue 2limited rush hour service in the reverse-peak direction​3all except late nights​4late nights, and limited rush hour service in the peak direction​5limited a.m. rush hour service in the northbound direction only November 22, 1920[73]: 2390 
Junius Street 2limited rush hour service in the reverse-peak direction​3all except late nights​4late nights, and limited rush hour service in the peak direction​5limited a.m. rush hour service in the northbound direction only November 22, 1920[73]: 2390  MetroCard/OMNYtransfer toBMT Canarsie Line(Lall times) atLivonia Avenue
connecting track toLinden Shops(non-electrified)
East New York Pennsylvania Avenue 2limited rush hour service in the reverse-peak direction​3all except late nights​4late nights, and limited rush hour service in the peak direction​5limited a.m. rush hour service in the northbound direction only December 24, 1920[73]: 2390 
Van Siclen Avenue 2limited rush hour service in the reverse-peak direction​3all except late nights​4late nights, and limited rush hour service in the peak direction​5limited a.m. rush hour service in the northbound direction only October 16, 1922[32]
New Lots Avenue 2limited rush hour service in the reverse-peak direction​3all except late nights​4late nights, and limited rush hour service in the peak direction​5limited a.m. rush hour service in the northbound direction only October 16, 1922[32] B15 bustoJFK Airport
Terminus of all service
Connecting tracks toLivonia Yard

References

[edit]
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  46. ^"Notice of Public Hearing".New York Amsterdam News.February 26, 1983.RetrievedJanuary 13,2020.
  47. ^"City to Increase Subway Service On the IRT and BMT Lines Today"(PDF).New York Times.December 12, 1946.RetrievedFebruary 21,2016.
  48. ^"Notice of Public Hearing Improvements To The Existing New York City Transit System For Federal Fiscal Year 1974-1975 And Various Projects For Rapid Transit Improvements To The New York City Transit System For Federal Fiscal Year 1974-1975".New York Daily News.May 5, 1975.RetrievedAugust 29,2019– via newspapers.comOpen access icon.
  49. ^"Legal Notice Invitation To Contractors New York City Transit Authority (Contract C-30553) Installation of Concrete Station Platforms at the Rockaway Avenue, Junius Street, Pennsylvania Avenue and Van Siclen Avenue Stations of the New Lots Avenue Line," A "Division (IRT) in the Borough of Brooklyn".New York Daily News.November 10, 1976.RetrievedAugust 29,2019– via newspapers.comOpen access icon.
  50. ^"Weekly Subway Service Advisories Updated Nov 9, 2000".mta.nyc.ny.us.Metropolitan Transportation Authority. November 9, 2000. Archived fromthe originalon November 9, 2000.RetrievedMarch 19,2020.
  51. ^"MTA 2010-2014 Capital Program Questions and Answers"(PDF).nysenate.gov.Metropolitan Transportation Authority.RetrievedAugust 28,2019.
  52. ^"Renewal of Seven Stations, New Lots Line (IRT)".Flatiron.RetrievedAugust 28,2019.
  53. ^"Rockaway Av and Van Siclen Av 3 Line Stations To Close for Five Months for Renewal".mta.info.Metropolitan Transportation Authority. April 17, 2015.RetrievedAugust 28,2019.
  54. ^"3 Train Riders Breathe A Sigh Of Relief".The Odyssey Online.March 28, 2016.RetrievedAugust 28,2019.
  55. ^ab"The Stations Were Closed for Renewal Work Since April".mta.info.Metropolitan Transportation Authority. September 16, 2016. Archived fromthe originalon October 9, 2020.RetrievedAugust 28,2019.
  56. ^"Pennsylvania Av 3 Line Station Re-opens".mta.info.Metropolitan Transportation Authority. March 3, 2017.RetrievedAugust 28,2019.
  57. ^"ServiceAlert: As of 5 AM, the Sutter Av-Rutland Rd and Junius St stations have reopened for 3 and 4 subway service".@NYCTSubway.June 19, 2017.RetrievedJune 19,2017.
  58. ^"Sutter Av-Rutland Rd, Junius St Stations on 3 Line Reopen".www.mta.info.Metropolitan Transportation Authority. June 19, 2017.RetrievedJune 19,2017.
  59. ^"T6041292 Component Repairs at New Lots Avenue Station on the New Lots Line".mta.info.Metropolitan Transportation Authority.RetrievedAugust 28,2019.
  60. ^"Meeting Minutes May 28, 2015".pcac.org.Permanent Citizens Advisory Committee to the MTA. May 28, 2015.RetrievedAugust 28,2019.
  61. ^"MTA Capital Program 2016-2019: Renew. Enhance. Expand"(PDF).Metropolitan Transportation Authority.October 28, 2015.RetrievedOctober 9,2016.
  62. ^Martinez, Jose (May 2, 2019)."Free Subway Transfers Prove One 'L' of an Idea in Brooklyn".The City.RetrievedAugust 28,2019.
  63. ^"The L Train Shutdown: Here's How to Commute Between Brooklyn and Manhattan".DNAinfo New York.Archived fromthe originalon August 21, 2016.RetrievedJuly 26,2016.
  64. ^Fitzsimmons, Emma G. (July 25, 2016)."L Train Will Shut Down From Manhattan to Brooklyn in '19 for 18 Months".The New York Times.ISSN0362-4331.RetrievedJuly 26,2016.
  65. ^"MTA Capital Program 2020-2024"(PDF).mta.info.Metropolitan Transportation Authority. September 20, 2019. p. 187.RetrievedSeptember 23,2019.
  66. ^"Service information for L, M, G, 7, M14 SBS and free transfers".April 26, 2020.RetrievedApril 26,2020.
  67. ^"Subway Service Guide"(PDF).Metropolitan Transportation Authority.September 2019.RetrievedSeptember 22,2019.
  68. ^*"2 Subway Timetable, Effective June 26, 2022".Metropolitan Transportation Authority.RetrievedJune 28,2024.
  69. ^abMetropolitan Transportation Authority,2005 Adopted Budget - February Financial Plan 2005–2008,"Section VII: MTA Capital Program Information"(PDF).(91.7KiB):shows Utica Avenue on "EPK" and Sutter Avenue on "NLT"
  70. ^abMetropolitan Transportation Authority,2005 Final Proposed Budget - November Financial Plan 2005–2008,"Section VI: MTA Capital Program Information"(PDF).(1.02MiB):"Sutter Avenue Portal to end"
  71. ^abIn a 1981 list of "most deteriorated subway stations", the MTA listed Borough Hall and Court Street stations as part of the New Lots Line:
    New York Times,Agency Lists Its 69 Most Deteriorated Subway Stations, June 11, 1981, section B, page 5
  72. ^abDougherty, Peter (2006) [2002].Tracks of the New York City Subway 2006(3rd ed.). Dougherty.OCLC49777633– viaGoogle Books.
  73. ^abcdefMoodys Manual of Railroads and Corporation Securities.Moody Manual Company. 1922.
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