The section from Rockaway Parkway/Glenwood Road to Van Sinderen Avenue and East 108th Street is a two-track, grade level railroad. The East 105th Street station, until 1983, was the site of the only grade crossing in the New York transit system. It was rebuilt at that time. A storage yard with at least eight tracks is located just east of the Rockaway Parkway station. The line rises to a low elevated structure running down the center of Van Sinderen Avenue, dividing it into two one-way streets. This elevated structure is approximately 20 feet above street level at New Lots station, rising to about 25 feet by Sutter Avenue. This section was constructed in the early 1900's, as part of the BRT system, opening in 1906.

After Sutter Avenue, the tracks jog slightly left and right and we find ourselves on the first new box-girder elevated structure constructed since the dual-contracts era. The new trackway then recycles a portion of the former Fulton El and we arrive at the recently-reconfigured Atlantic Avenue station, reduced from three platforms and five tracks to two platforms and one track.

This project also included a complete re-do of the Broadway Junction station and the yard leads.

The section between Broadway Junction and Morgan Avenue was opened in 1928. Broadway Junction station features BMT/BRT Contract Three el station architecture, with shaded lamps and arched pillars. The underground stations are similar, with highly ornate mosaic bands adorning the walls, even at island platform stations. In 1924, the original underground section opened between Montrose Avenue, Brooklyn and Sixth Avenue and 14th Street, Manhattan. These underground sections were also built under BMT/BRT Contract Three. The architecture of the 1924 and 1928 sections is similar, except in the 1924 section, at island platform stations, the mosaic bands are up higher, and separated by iron girders. In 1931, a final station was opened at Eighth Avenue and 14th Street. This station originally looked like the IND station with which it shares a connection; a rehab job in 2000 gave it more correct Canarsie-style mosaics and a slightly more "BMT" look and feel.

The entire Canarsie Line is two tracks, with the exception of a third, center layup between Myrtle Avenue and Halsey Street, and between Sixth Avenue and Eighth Avenue.

The Canarsie Line may be a grind for commuters, but for subway buffs, it is a paradise. The varying types of station construction and breathtaking elevated views delight transit fans. Here's a guide to the stations from Canarsie to Manhattan.

The original Canarsie Pier portion opened prior to 1906 as steam railway. Subway service was discontinued in the early 1940's, and the line was abandoned in the 1950's when trolley service ended. This right-of way was located between East 95th and East 96th Street, with stations at Flatlands Avenue, Avenue "L", and Canarsie (Canarsie Pier).

Rockaway Parkway (At Northwest Corner of Rockaway Parkway and Glenwood Road) and

East 105th Street (Mid point between Foster Avenue and Glenwood Road at East 105^th Street) are among the few grade-level stations in the system. Train buffs can get up close and personal with R40, R40M and R42 "L" trains as they wait at Rockaway Parkway and the view from the waiting area at East 105th Street is picturesque. Rockaway Parkway, opened December 28, 1906, rebuilt 1983; East 105th Street, opened December 28, 1906, rebuilt 1983. Both have single island platforms and two tracks.

New Lots Avenue (Between Van Sinderen and Junius Street and new Lots Avenue) is an intriguing station, with large trees overhanging the platform sheds. Take a look at the tiny entranceway below the platform. New Lots Avenue opened December 28, 1906, rebuilt 1964 after 1963 fire, two side platforms.

 Livonia Avenue (Between Van Sinderen Avenue and Junius Street at Livonia Avenue) station, the IRT New Lots (#3) line crosses above. Just south of this station is a spur leading to a small yard, which is known as the Linden Shops. Another spur branches off of the IRT line as well. These spurs have no third rails, and are used by NYCT locomotives going to and from the facility. A walkway leads from Livonia Avenue station to the IRT Junius Street station, but requires the payment of an extra fare. Livonia Avenue opened December 28, 1906, two side platforms.

 Sutter Avenue (Between Van Sinderen Avenue and Junius Street at Sutter Avenue) station is a microcosm of early-20th century BRT construction. Ornate period ironwork adorns the quaint wooden crosswalk beneath the south end of the station and, at the south end of the northbound platform's roof, a quaint, cold-war oddity-a disused air-raid siren. Sutter Avenue opened December 28, 1906, two side platforms

Atlantic Avenue (Between Snediker Avenue and Junius Street at Atlantic Avenue) station is next. This station, whose current structures were built in 1916, has recently been reconfigured. This station is a good example of the Dual Contract architecture. Much of the period woodwork and ironwork is intact. The fare control area was modernized with new lighting and high, rounded windows. Atlantic Avenue, opened June 13 1889 (Fulton El Portion), December 28, 1906 (Canarsie portion) Rebuilt and reconfigured under Dual Contracts 1916, Atlantic Avenue station until 2003 had three island platforms, six trackways, and two tracks in use. There once was a sixth track at the easternmost edge, but this one was removed, leaving five. The center of the three platforms is still there, but is retained as a storage area. The eastern (former northbound) platform is now closed to train service and will be demolished. Two tracks go off to the East New York yard, two proceed north to Broadway Junction, and two others connect to the Broadway "J" line. These are not used for regular revenue service, and have not been used thus since 1968. The two tracks that lead to the yard also divide, with a stub portion still intact which used to lead to the Fulton El. The former southbound Fulton El track is now the northbound track, and was recently connected to the existing Canarsie Line north of Sutter Avenue station, with the remaining structures, including the last remnants of the Fulton El, as well as the portion of the El over Snediker Avenue has been demolished.

Broadway Junction (Entrance at Van Sinderen Avenue between Fulton Street and Eastern Parkway) station is described on the Complexes Page

Bushwick-Aberdeen (At the corner of Bushwick Avenue and Aberdeen Street) station has an interesting design. The entrance to this underground station is in a small building at the northeast corner of Bushwick Avenue and Aberdeen Street. The platform is slightly curved to the right, and the two tracks are at different levels at the north end of the station, with the southbound tracks being higher due to their descent from an elevated stretch at Wilson Avenue. The pillars are covered in white tile, with mosaics on each one bearing the station's name, "Bushwick Aberdeen". Mosaic band is predominantly tan and peach, with yellow, green, and purple accents. Bushwick Avenue-Aberdeen Street opened December 14, 1928, and has two side platforms.

Wilson Avenue (End of Wilson Avenue at Moffat Street) station has some interesting features. Here the Canarsie Line squeezes in next to the New York Connecting Railroad, and the two tracks are one on top of another. The southbound tracks sit on a low elevated structure, guarded by a tall fence, with a panoramic view of Trinity Cemetery. The northbound tracks are immediately below, and the station gives the impression of being underground, but it is really at street level (note that there are no stairs leading to the station entrance, which is in a dead-end at the foot of Wilson Avenue, just east of Moffat Street). A concrete wall closes off the east side of the lower level; the shed on the upper level runs the entire length of the platform. Mosaic band is predominantly green at edges with a vivid multicolored design throughout, 28 colors in all. The trackside wall once had tiles that matched the platform’s tile but sometime after 1982, these tiles, unfortunately, were removed. Wilson Avenue opened December 14, 1928. Two side platforms, southbound is elevated, northbound is covered by southbound on ground level

Halsey Street (On Wyckoff Avenue at Halsey Street) station has two entrances with no mezzanine. The platform ends are offset from each other, with plain white tiles in the tunnel sections. The offset is about sixty feet in length on either end of the station. Some IND-style blue replacement tile can be seen near the Covert Street (east end) exit, see photo above and the mosaic section for details. This has been largely replaced by historically-accurate replacement tile, installed in 2001. Original mosaic band predominates blues and greens, with yellowish accents. Halsey Street opened December 14, 1928, two side platforms

Myrtle Wyckoff Avenues (on Wyckoff Avenue at Myrtle Avenue) station is described on the Complexes Page.

DeKalb Avenue (On Wyckoff Avenue at DeKalb Avenue) and Jefferson Street (on Wyckoff Avenue at Jefferson Street) stations are very similar to one another in terms of architecture - both have mezzanines at one end only, the other ends have platform-level exits. Mosaic bands are similar in color and style,

DeKalb Avenue predominating green/blue . Two tracks and two side platforms with crossover

Jefferson Street predominating blue/brown. Both have yellow and tan accents. Jefferson Street has some recently-installed historically correct replacement tile near the west exit on the Canarsie-bound side. Two tracks and two side platforms with crossover

It's just different enough from the original tile to be noticeable and noteworthy. Glazed rather than matte, it features bits of speckled tile and uses brighter colors in the center. DeKalb has a similar replacement section (including some perfect "D" icons) at the east end of the station on the outbound side. They matched the earth tones exactly in this case. DeKalb Avenue opened December 14, 1928, two side platforms. Jefferson Street opened December 14, 1928, two side platforms.

Morgan Avenue (on Harrison Place at Morgan Avenue) station has an unusual entrance - long ramps lead to the station's east end from the mezzanine. This is the only station on the line to have such a feature. The other entrance, at Bogart Street, is dimly lit and has narrow stairways leading to it. Mosaic band is predominantly earth tones of brown, tan, and orange with white accents. Morgan Avenue opened December 14, 1928, two side platforms.

Montrose Avenue (on Bushwick Avenue at Montrose Avenue) station certainly qualifies as having among the most beautiful mosaics in the entire subway system. The mosaic band here is of exquisite cut porcelain, with vivid pastel shades of sky blue, cerulean blue, rose, yellow, maize and white, on a background of black, raspberry and greyed lavender. Brilliant blue stripes adorn the top and bottom of the tile band. View the hexagon "M" icon up close at the center stairs of the city bound platform. There is a single entrance with a mezzanine in the center of the station. Somewhere just beyond, on the city bound side, is a long-forgotten ramp leading to the street. This is where BMT Standard cars were fed directly into the subway back in the twenties. Long closed off and forgotten, remnants can be seen from the front of the passing train. Montrose Avenue opened September 21, 1924, two side platforms.

Grand Street (on Bushwick Avenue at Grand Street) station has no pillars at the platform edge, possibly due to the fact that the platform curves about 12 degrees. It also has no mezzanine. There is one single exit near the north end of the station. Mosaic band features greys along with aqua, orange, ochre, light blue and light green. Near the south end, gratings can be seen near the ceiling, with the tile band cut out to fit around them. A historically-correct section of replacement tile can also be seen in this area. Grand Street opened September 21, 1924, two side platforms.

After Grand Street station the "L" train slows to a crawl. This area is designated as "no-key-by", meaning that trains must proceed at no more than 15 miles an hour and must not "key by" red signals. A sharp curve just before the Graham Avenue station, with limited sight distance, is the reason.

Graham Avenue (On Metropolitan Avenue at Graham Avenue) and is similar to Grand Street in design, with a single platform-level exit near the west end of the station. Again, there are no pillars present here, although the platform is straight. Tile band is ornate, predominating blues and greens, with mauve and peach at the edges. Graham Avenue opened September 21, 1924, two side platforms.

Lorimer Street (On Metropolitan Avenue at Lorimer Street and Union Avenue) station is described on the Complexes Page

Bedford Avenue (on North 7^th Street between Bedford and Driggs Avenues) station is an island platform with 1924 architecture. The wall tile is separated by girders spaced about every seven feet. There are two exits, each with a mezzanine, one at Bedford Avenue and one at Driggs Avenue. The Driggs Avenue exit differs from the Bedford Avenue exit and has a longer corridor. Where visible, the mosaic band predominates browns, with green at the edges. It can be seen more clearly in the mezzanines. Bedford Avenue opened September 21, 1924, one island platform.

1^st Avenue (On 14^th Street at 1^st Avenue)

3^rd Avenue (on 14^th Street at 3^rd Avenue) stations are cousins. The only difference is that 1st Avenue has a mezzanine and 3rd Avenue does not. Neither station has pillars, providing a wide open view from the platforms. Both stations have single exits located near one end of the station. 1st Avenue's exit is located at the far west end. Mosaic bands are similar, with 3rd Avenue adding brown to the mix of blues, greens and yellows. Both stations opened September 21, 1924, and have two side platforms

Union Square (on 14^th Street at Union Square) station is described on the Complexes Page.

Sixth Avenue (on 14^th Street at 6^th Avenue) station is described on the Complexes Page

Eighth Avenue (on 14^th Street at 8^th Avenue) station is described on the Complexes Page

Few places in the NYCT system have mosaics as beautiful as some of those found on the Canarsie Line. These mosaics were created in the "arts and crafts" style, and contain various geometric shapes: squares, rectangles, oblongs, diamonds, right and isosceles triangles and hexagons. Each station between Sixth Avenue and Bushwick-Aberdeen has a different color pattern. Most of these are constructed of cut ceramic tile, with the exception of Montrose Avenue, Wilson Avenue and Bushwick-Aberdeen, which are made of cut porcelain, highly glazed. The bands are 18.5" high and run the length of the station wall. Hexagonal icons measuring approx. 11.5" wide by 16" high are spaced at approx. 13.5' intervals. The hexagons are not equilateral, rather their top and bottom angles are 36 degrees and their corners are 72 degrees, giving them a slightly flattened shape. Each hexagon bears a single character denoting the station's initial or numeral. Three vertical bands are spaced roughly 4 feet between each icon. These also appear on either side of the icons. Near the top and bottom edges of the band are rows of 2" square tile, with varying colors. Above the vertical bands are 4" x 2 1/4" rectangular tiles, each with a diamond of a different color embossed on them. A single 2" square tile is below each of the vertical bands. A right triangle is located above and below each icon's corner. In the center section of the tile band are irregularly cut tiles of between three and ten different colors, depending on the station. Some of these tiles are square, others are rectangular, and still others triangular. They have no set pattern, the tilesmiths who created them left to their own devices as they were made. Among the most vivid color patterns are those found at Montrose Avenue, Wilson Avenue and Myrtle Avenue. Other stations have more neutral colors, but are handsome nonetheless. Some stations also have slightly smaller tile bands in the station's entrances and mezzanines. These are somewhat similar to the bands at platform level, especially with respect to color, but are only 8 1/2" high and have smaller cut tiles. Stations that do not have mezzanines (3rd Ave., Graham Ave., Grand St. and Halsey St.) lack these decorations.

The Wilson Avenue station's lower-level trackside wall is bare, but once had tiles with a band matching that of the platform-side wall. It is thought that water damage necessitated the removal of these tiles. Also, the Union Square station's mezzanine has been redone with new tile not matching the original, but two sections of the old tile have been lovingly preserved inside red metal frames.

Since all of the subway's original mosaics were granted landmarked status by the City of New York in 1999, alterations to the originals was therefore prohibited except by special exception. This proved to be a good thing for the Canarsie line, as historically-correct sections of tile bands and friezes made their appearances at numerous stations up and down the line. For the most part, these were painstakingly recreated but here and there, a bit of whimsy would creep in and the colors were fancifully enhanced with bits of glazed, mottled and marbleized tile.

Stations with historically-correct additions are as follows:

6th Avenue (mezzanine)

1st Avenue (city-bound entranceway)

Lorimer Street (various places)

Graham Avenue (the first installation, in 1996)

Grand Avenue (east end)

Montrose Avenue (east end)

Jefferson Street (west end)

De Kalb Avenue (east end, mezzanine)

Halsey Street (east end)

Bushwick-Aberdeen (station house)

Nothing like a good, sharp curve excites some subway buffs and annoys the daylights out of everyday riders. The Canarsie Line is full of them. Especially interesting is the track route between Bedford Avenue and Broadway Junction. This section was bent into a serpentine in order not to tunnel under some sections of Williamsburg and Bushwick. Basically, the subway line stayed under the area streets instead of cutting crosswise beneath them. The line starts off in Brooklyn beneath North Seventh Street in northern Williamsburg, and then turns onto Metropolitan Avenue just west of Lorimer Street station. It then continues east to Bushwick Avenue, where it turns sharply southward. South of the Montrose Avenue station, it turns east onto McKibbin Street, then at Bogart Street it veers slightly right then left and onto Harrison Place. At Harrison Place and Flushing Avenue, it turns again southeasterly onto Wyckoff Avenue, running a mile and a half to Moffat Street, where it turns southwest then due south before emerging from its tunnel. At this point, the tracks run east of the streets, parallel to the NY Connecting Railroad. Ride up in the front car of the train to observe this fascinating track layout. And watch how the train leaps out of its tunnel and up a steep ramp as it enters Broadway Junction station.

1999: New wall tile has been installed at Union Square Station, with the original tile band showing above. This has been fully cleaned and restored.

2000: Lorimer Street station has undergone a facelift which will leave its original tile intact.

2000-01 The Eighth Avenue station has also undergone renovation, including new lighting and a new tile band in the original style (but slightly different)

1999-2002: Broadway Junction station has undergone a complete makeover, including a new station roof and a new crossover.

2002: Sutter Avenue gets new lighting

2002-2004: Atlantic Avenue's easternmost platform is abandoned and demolished, and service is concentrated on the two westernmost tracks. Snediker Avenue El is abandoned and demolished

Rating: 4 stars. This is a significant improvement from past years.

 

Last update 9/26/2008

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