Quelltext der Seite Benutzer:Mornsbar/sandkasten IND Culver Line

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[[Datei:West 8th Street NY Aquarium View.jpg|mini|Blick auf die Culver Line als Hochbahn kurz vor Coney Island]]
Die '''IND Culver Line''' ist eine Strecke der [[New York City Subway]] im [[New York City|New York]]er Stadtbezirk [[Brooklyn]]. Sie verläuft seit 1954 von [[Downtown Brooklyn]] nach [[Coney Island]].

'''Culver Line''' ist die allgemeine Bezeichnung für die [[Trasse (Verkehrsweg)|Eisenbahntrasse]] der '''Prospect Park and Coney Island Railroad''', die der Unternehmer Andrew N. Culver errichten ließ. Sie verband die selbstständige Stadt [[Brooklyn]] mit der Atlantikküste, wo Culver bei Coney Island ein Hotel und Touristenattraktionen entwickelte. Diese Trasse wurde seit der Inbetriebnahme im Jahr 1875 mehrfach umgebaut. Es fuhren im Laufe der Zeit Dampfeisenbahnen, elektrische Straßenbahnen, Güterzüge, elektrische Hochbahnen oder U-Bahnen.  

Die heutige IND Culver Line wurde aus zwei getrennten Strecken zusammengesetzt, die einerseits von der [[Brooklyn–Manhattan Transit Corporation]] (BMT) betrieben und andererseits als Teil des [[Independent Subway System]] (IND) gebaut wurden. Der Nordabschnitt der Strecke zwischen den U-Bahnhöfen ''Jay Street–MetroTech'' und ''Church Avenue'' ist eine 1933 für die IND gebaute viergleisige U-Bahn-Strecke, die – mit Ausnahme eines Hochbahnabschnitts mit einer hohen Brücke über den [[Gowanuskanal]] – unterirdisch verläuft. Der Südabschnitt der Strecke zwischen den U-Bahnhöfen ''Ditmas Avenue'' und ''Coney Island–Stillwell Avenue'' wurde in den Jahren 1919 bis 1920 für die [[Brooklyn Rapid Transit Company]] (BRT), ab 1923 die Brooklyn–Manhattan Transit Corporation (BMT), gebaut. Er entstand als dreigleisige Hochbahn als Teil der '''BMT Culver Line''' zwischen den Bahnhöfen ''Ninth Avenue'' und ''Avenue X'', und als zweigleisige Hochbahn südlich von ''Avenue X''. 

{| class="wikitable" align="right"
| {{NYCS|F|U-Bahn-Linie F (New York City)|40}}
| {{NYCS|Fd|U-Bahn-Linie F (New York City)|40}}
| {{NYCS|G|U-Bahn-Linie G (New York City)|40}}
|}

Die '''Culver-Rampe''' im Stadtvierteil [[Kensington, Brooklyn|Kensington]] wurde 1954 eröffnet und verbindet zwischen den Bahnhöfen ''Church Avenue'' und ''Ditmas Avenue'' die U-Bahn-Strecke der IND mit der Hochbahn der BMT. Der Restabschnitt der ursprünglichen BMT-Strecke zwischen den Bahnhöfen ''Ninth Avenue'' und ''Ditmas Avenue'' wurde von 1954 bis 1975 als [[Shuttlelinien der New York City Subway#Culver-Shuttle]] weiterbetrieben und nach der Stilllegung abgebrochen.








=== IND Culver Line ===
{| class="wikitable float-right"
{{BSu-header|IND Culver Line}}
{{BS-daten
| BILDPFAD_FOTO  = IND Culver Avenue X.jpg
| PIXEL_FOTO     = 250px
| TEXT_FOTO      = Bahnhof ''Avenue X''
| BILDPFAD_KARTE = 
| PIXEL_KARTE    = 
| TEXT_KARTE     = 
| LÄNGE          = 
| SPURWEITE      = 1435
}}
|}

Die IND Culver Line in der 1954 fertig gestellten Form ist eine Hauptstrecke der New York City Subway. Sie wurde als viergleisige U-Bahn-Strecke für [[Richtungsbetrieb]] gebaut. In der Praxis verkehren fast alle Züge auf den äußeren Gleisen, die für die an allen Bahnhöfen haltenden ''local trains'' vorgesehen sind. Hier verkehren die U-Bahn-Linie F auf ganzer Länge und die U-Bahn-Linie G zwischen den Bahnhöfen ''Bergen Street'' and ''Church Avenue''. 

Die inneren Gleise, als Expressgleise für Züge angelegt, die nur an ausgewählten Bahnhöfen halten sollten, werden nördlich des Bahnhofs ''Church Avenue'' seit 2019 von der Linie <F> benutzt. Diese Expresslinie verkehrt morgens und nachmittags im Berufsverkehr mit je zwei Fahrten in Lastrichtung. Auch von 1967 bis 1987 verkehrten Expresszüge.

Auf dem dreigleisigen Hochbahnabschnitt zwischen ''Ditmas Avenue'' and ''Avenue X'' ist das mittlere Gleis als Expressgleis angelegt, wurde aber seit 1987 nicht mehr regelmäßig bedient.<ref name="MTA-FLineReview-2009">{{cite web|url=http://www.mta.info/sites/default/files/archive/pdfs/flinereport.pdf|title=Review of F Line Operations, Ridership, and Infrastructure|date=October 7, 2009|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=December 10, 2016}}</ref>

=== {{Anker|Culver Shuttle}}Culver-Shuttle ===
Nach der eröffnung der Culver-Rampe blieb von der BMT Culver Line einzig der kurze Abschnitt ab der Ausfädelung der [[Benutzer:Mornsbar/sandkasten IND Culver Line#BMT West End Line|BMT West End Line]], die auf der oberen Ebene des früheren Verzweigungsbahnhofs ''Ninth Avenue'' verläuft, übrig. Die Culver Line bediente die untere Ebene von Ninth Avenue, nur von dort aus war die Strecke zum Bahnhof ''Ditmas Avenue'' erreichbar.

Der Abschnitt der BMT Culver Line zwischen den Bahnhöfen ''Ninth Avenue'' und ''Ditmas Avenue'' hatte zwei Zwischenstationen. Seit 1959 wurde er ausschließlich als Shuttle betrieben. Der Betrieb dieses [[Shuttlelinien der New York City Subway#Culver-Shuttle|Culver-Shuttle]] endete im Jahr 1975. Die untere Ebene des Bahnhofs ''Ninth Avenue'' wurde daraufhin stillgelegt, die Hochbahn abgerissen und auf einem Teil der ehemaligen Trasse wurden Gebäude und Parkplätze errichtet.<ref>{{Internetquelle |autor=Joseph Brennan |url=http://www.columbia.edu/~brennan/abandoned/9ave.html |titel=9 Ave lower level |werk=Abandoned Stations |datum=2002 |sprache=en |abruf=2021-09-15}}</ref>

=== BMT Culver Line ===
Die BMT Culver Line war eine Hauptstrecke der New York City Subway in Brooklyn. Sie ist 1954 im Wesentlichen in der IND Culver Line aufgegangen.

=== Prospect Park and Coney Island Railroad ===
{{Siehe auch|Coney Island #Bau der Eisenbahnen (1867–1885)}}
Die Culver Line entstand 1875 als Dampfeisenbahnstrecke, die von Brooklyn geradlinig entlang der Hauptstraße McDonald Avenue nach [[Coney Island]] führte. Sie hatte Anschluss zu den Pferdestraßenbahnen Brooklyns und war in den Sommermonaten als schnelle Verbindung zwischen Stadt und Strand beliebt. Der Vorteil der Culver-Strecke gegenüber konkurrierenden Strecken war, dass sie auch Wohnorte bediente, dadurch ganzjährig Kundschaft fand und einen günstigen Fahrpreis bot.

Die McDonald Avenue hieß bis 1933 Gravesend Avenue und war nach dem heutigen Brooklyner Stadtviertel [[Gravesend (Brooklyn)|Gravesend]] benannt, das aus einer der ersten Städte der Kolonie [[Nieuw Nederland]] entstand.

Betrieben wurde die ebenerdig angelegte Eisenbahnstrecke von der Gesellschaft '''Prospect Park and Coney Island Railroad''' des Andrew Culver (1832–1906). Die [[Long Island Rail Road]] kaufte die Gesellschaft im Jahr 1895. Zu der Zeit umwarben mehrere Eisenbahn-, Hochbahn- und Straßenbahngesellschaften die Erfrischung und Zerstreuung suchende städtische Kundschaft. Im wachsenden Brooklyn wurden neue Hochbahnstrecken angelegt und mit verschiedenen älteren Eisenbahnen verbunden. Durch strategisch erweiterte Elektrifizierung mit Oberleitungen wurden Eisenbahn- und Hochbahnstrecken auch von elektrischen Straßenbahnen benutzbar, um dem starken Ausflugsverkehr gerecht werden zu können. Es bildete sich eine Rivalität zwischen der Prospect Park and Coney Island Railroad und der [[Coney Island and Brooklyn Railroad]] heraus.

Um das Jahr 1900 herum kaufte die Brooklyn Rapid Transit Company alle Straßenbahngesellschaften in Brooklyn auf. Noch bis 1956 bestand Straßenbahnbetrieb auf dem ebenerdigen Teil der Culver Line.

Der Hochbahnbetrieb

und baute sie zur Hochbahn um

Im Jahr 1954 wurde eine neue, direktere U-Bahn-Tunnelstrecke von der Brooklyner Stammstrecke der Independent kommend mittels der Culver-Rampe an die bisherige BMT-Culver-Hochbahn angeschlossen. Damit wurde der Abschnitt der BMT Culver Line vom Bahnhof ''Ditmas Avenue'' bis Coney Island der IND-Division übereignet.

Für die Beschreibung des Hauptteils der BMT Culver Line als Teil der [[Benutzer:Mornsbar/sandkasten IND Culver Line#IND Culver Line|IND Culver Line]] nach 1954 siehe dort.

=== South Brooklyn Railway ===
An der Oberfläche entlang der Gravesend Avenue unter der aufgeständerten Culver Line verliefen die Gleise der South Brooklyn Railway. Diese Eisenbahngesellschaft gehört seit 1940 der Stadt New York und wird seit 1953 von der [[New York City Transit Authority]] betrieben. Sie führte ursprünglich vom Hafen [[South Brooklyn Marine Terminal]] an der [[Upper New York Bay]] entlang der Trasse des Culver-Shuttle und der BMT/IND Culver Line bis zur großen Subway-Zentralwerkstatt [[New York City Subway#Coney Island Complex|Coney Island Complex]]. Bis 1958 verkehrten Reisezüge, die teils elektrisch unter Straßenbahn-Oberleitung fuhren. Im Jahr 1994 wurde im Güterverkehr der letzte Privatkunde bedient.

Die South Brooklyn Railway besteht heute nur noch aus dem Abschnitt vom Hafen bis zum [[New York City Subway#Betriebshöfe|NYCTA-Betriebshof]] ''36th–38th Street Yard'' am [[Green-Wood Cemetery|Green-Wood Cemetary]] neben dem U-Bahnhof ''Ninth Avenue''. Sie besitzt zwei eigene Diesellokomotiven und stellt eine von zwei Gleisverbindungen der Subway zum amerikanischen Eisenbahnnetz her, auf der gelegentlich Fahrzeuge übergeben werden.


South Brooklyn and Terminal Railway   bis 1899 South Brooklyn Railway & Terminal Company



Strecken der Division B der New York City Subway




==Extent and service==
===Jay Street to Church Avenue===
[[Image:Jay Street Borough Hall Subway Station by David Shankbone.jpg|thumb|left|225px|[[Jay Street – MetroTech (IND Culver Line)|Jay Street – MetroTech]]]]
The subway portion of the IND Culver Line was originally designated the '''Brooklyn Line''' but has also been called the '''Smith Street Line''',<ref name=Raskin-RoutesNotTaken-2013 /><ref>[http://www.subwaywebnews.com/Photo%20Archive/Jaystation.jpg Photo of Jay Station (SubwayNews.com)] {{webarchive|url=https://web.archive.org/web/20051203013610/http://www.subwaywebnews.com/Photo%20Archive/Jaystation.jpg |date=December 3, 2005 }}</ref> '''Church Avenue Line''', '''South Brooklyn Line''', and various other names. The express tracks beneath [[Prospect Park (Brooklyn)|Prospect Park]] are sometimes referred to as the '''Prospect Park Line'''.<ref name=NYTimes-CulverRecapture-1932/>

The line begins at the four-tracked [[Jay Street–MetroTech (New York City Subway)|Jay Street–MetroTech]] station, where the [[IND Sixth Avenue Line|IND Sixth Avenue]] and [[IND Eighth Avenue Line|Eighth Avenue]] lines interchange and continue as the Culver and [[IND Fulton Street Line|Fulton Street]] lines respectively.<ref name="tracks">{{NYCS const|trackref|trackbook3}}</ref><ref name="MTA-FExpStudy-May2016">{{cite news|title=Feasibility and Analysis of F Express Service in Brooklyn|work=[[Metropolitan Transportation Authority]]|date=May 2016|url=http://web.mta.info/nyct/service/pdf/F_express.pdf|access-date=June 24, 2016}}</ref> Running under Smith Street south of the station, the Culver tracks split into local and express tracks, with the two express tracks ramping down to the lower level of [[Bergen Street (IND Culver Line)|Bergen Street]], while the local tracks merge with the [[IND Crosstown Line]] tracks from [[Hoyt-Schermerhorn Street (IND Fulton Street Line station)|Hoyt-Schermerhorn Street]] before entering the upper level.<ref name="tracks" /><ref name="MTA-FExpStudy-May2016" /><ref name=MTA-CulverRehabPresentCB6-2007 /> Between Jay Street and Bergen Street, the line passes under both the [[IRT Eastern Parkway Line]] and the Fulton Line tracks curving east into Hoyt-Schermerhorn Street, requiring a deeper tunnel and extensive ventilation systems.<ref name="BklynEagle-INDBergen-Mar121933">{{cite news|title=City's Subway Open March 20 To Bergen St.|url=https://bklyn.newspapers.com/image/59887096/?terms=%22bergen%22%2B%22independent%2Bsubway%22|access-date=July 4, 2016|work=[[Brooklyn Daily Eagle]]|via=[[Newspapers.com]]|date=March 12, 1933|page=8}}</ref>

At Carroll Street, the express tracks ramp up to rejoin the local tracks, and all four tracks rise onto the Culver Viaduct, curving onto Ninth Street.<ref name="tracks" /><ref name="MTA-FExpStudy-May2016" /><ref name=MTA-CulverRehabPresentCB6-2007 /> East of Fourth Avenue station towards Park Slope, the tracks become a subway once again. Past 7th Avenue, the local tracks diverge, curving south to 15th Street and Prospect Park West, while the express tracks take a direct route beneath [[Prospect Park (Brooklyn)|Prospect Park]]. This is one of two places in the subway where the express tracks diverge from the local tracks, the other being on the [[IND Queens Boulevard Line]] between 65th Street and 36th Street.<ref name="tracks" /><ref name="MTA-FExpStudy-May2016" /><ref name=MTA-CulverRehabPresentCB6-2007 /><ref name=NYTimes-OurGreatSubway-IND2ndSystem-1929 /><ref name=IND2ndSystem1929Map>[[:File:1929 IND Second System.jpg|Board of Transportation of the City of New York Engineering Department, Proposed Additional Rapid Transit Lines And Proposed Vehicular Tunnel]], dated August 23, 1929</ref><ref name=IND2ndSystem1939Map /><ref name=BklynStandard-INDFultonCulver-Nov1927/> The express tracks rejoin the right-of-way at approximately Terrace Place and Prospect Avenue,<ref name=BklynStandard-INDFultonCulver-Nov1927/> running on a lower level under Prospect Avenue and Fort Hamilton Parkway near the Prospect Park Parade Grounds, then rise up as the line curves onto [[McDonald Avenue]]. The line then parallels the route of the original Culver Line surface railroad into [[Church Avenue (IND Culver Line)|Church Avenue]] station, the last stop of the original IND service.<ref name="tracks" /><ref name="MTA-FExpStudy-May2016" /><ref name=NYTimes-OurGreatSubway-IND2ndSystem-1929 />

A single track in both directions, connecting from the local and express tracks in each direction, ramps down to the four-track [[Church Avenue Yard]], used as a relay and storage facility for {{NYCS|G}} trains.<ref name="tracks" /><ref name="MTA-FExpStudy-May2016" /><ref name="MTA-GLineReview-2013">{{cite web|url=http://web.mta.info/nyct/service/G_LineReview_7_10_13.pdf|title=Review of the G Line|date=July 10, 2013|website=[[Metropolitan Transportation Authority|mta.info]]|publisher=[[Metropolitan Transportation Authority]]|access-date=August 2, 2015}}</ref><ref name=MTA-CulverRehabPresentCB6-2007 /><ref name=MTA-GLineReview-Append-2013>{{cite web |title=Review of the G Line: Appendices |url=http://web.mta.info/nyct/service/G_Appendices_7_10_13.pdf |publisher=[[Metropolitan Transportation Authority]] |access-date=October 28, 2015 |date=July 10, 2013}}</ref><ref>{{cite web |title=Church On Sunday |url=http://ltvsquad.com/Locations/urbanexploration.php?ID=147 |website=ltvsquad.com |publisher=LTV Squad |access-date=July 8, 2015 |archive-url=https://web.archive.org/web/20061024015520/http://ltvsquad.com/Locations/urbanexploration.php?ID=147 |archive-date=October 24, 2006 |date=July 4, 2006 |url-status=dead}}</ref><ref name=MTA-SubwayFilm>{{cite web |title=Hollywood Underground: The Art of Making Movies in The New York City Subway |url=http://web.mta.info/nyct/sub_filming/underground.htm |publisher=[[Metropolitan Transportation Authority]] |access-date=August 16, 2015}}</ref> The four mainline tracks ascend to the [[Culver Ramp]] on McDonald Avenue between Cortelyou Road and Avenue C, which connects the subway portion of the IND Culver Line with the former BMT Culver Line elevated structure. Despite being a part of the IND Division, the Culver elevated portion is controlled by BMT radio dispatch, so train operators change between the IND (B-2) and BMT (B-1) radio frequencies at this point.<ref name="tracks" />

====Culver Viaduct====
[[File:NYCS IND Culver GowanusCanalBridge.jpg|thumb|left|200px|The Culver Viaduct spans the [[Gowanus Canal]].]]
The northern section of the Culver Line is a four-track line, entirely underground except for [[Smith–Ninth Streets (IND Culver Line)|Smith–Ninth Streets]] and [[Fourth Avenue (IND Culver Line)|Fourth Avenue]] stations.<ref name="tracks" /> The two stations sit on a massive one-mile long<ref name=MTA-CulverRehabPresentCB6-2007 /> steel and concrete [[viaduct]] which spans the [[Gowanus Canal]] between 9th and 10th Streets. This structure is now referred to as the '''Culver Viaduct''' or '''Culver Line Viaduct''',<ref name=MTA-FLineReview-2009 /><ref name=MTA-GLineReview-2013 /> the only portion of the original IND subway to be elevated, and the only section other than the now-demolished [[IND World's Fair Line|World's Fair Railroad]] to be outdoors.<ref name=gay /><ref>[http://forgotten-ny.com/2004/06/crazy-train-some-of-the-more-unusual-subway-stations/ Crazy Train: NYC's Weirdest Subway Stations]</ref> The viaduct was constructed due to the depth of the canal (15 feet at its deepest point),<ref name=gay /><ref name=NYTimes-INDCulver-Gowanus-1927 /><ref name=EPA-GowanusCanalSuperfund-Dec2012>{{cite web |title=Gowanus Canal Superfund Site: Kings County, New York |url=http://www3.epa.gov/region02/superfund/npl/gowanus/pdf/gowanus_prap.pdf |publisher=[[United States Environmental Protection Agency]] |access-date=November 7, 2015 |date=December 2012}}</ref> due to the topography of the Park Slope neighborhood,<ref name=gay /><ref name=NYTimes-INDCulver-Gowanus-1927 /> and to avoid local stores in the area.<ref name=BklynStandard-INDFultonCulver-Nov1927/> Otherwise, a tunnel carrying the line would have to have been built below both the canal and the [[BMT Fourth Avenue Line]] (necessitating stations deep below the ground); or Ninth Street would be raised above grade level to pass over the canal and BMT subway.<ref name=NYTimes-INDCulver-Gowanus-1927 /> Both underground options were considered expensive and impractical, and the viaduct was estimated to save $12 million in construction costs when it was selected in 1927.<ref name=NYTimes-INDCulver-Gowanus-1927 /> During planning, the viaduct's height was later increased from {{convert|60|ft|m}}<ref name=NYTimes-INDCulver-Gowanus-1927 /> to around {{convert|90|ft|m}}, due to now-defunct navigation regulations for tall-mast shipping.<ref name=BklynStandard-INDFultonCulver-Nov1927>{{cite news|title=Subway Dirt Will Start to Fly Here Soon: Board Indicates Private Property to Be Taken in Cranberry Street.|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FBrooklyn%2520NY%2520Standard%2520Union%2FBrooklyn%2520NY%2520Standard%2520Union%25201927%2FBrooklyn%2520NY%2520Standard%2520Union%25201927%2520-%25206908.pdf&highlightsFile=http%3A%2F%2Fwww.fultonhistory.com%2Fhighlighter%2Fhits%2F5f6e489edcc6e30d125ab8598d3f4e05#page=1|access-date=June 30, 2016|work=[[Brooklyn Standard Union]]|agency=[[Fultonhistory.com]]|date=November 10, 1927|page=2}}</ref><ref name=gay /><ref name="NYTimes-INDCulver-Gowanus-1927 2">{{cite news |title=Gowanus Bridge Discussed; Concerns Along Canal Object to Fixed Span at Army Hearing |url=https://timesmachine.nytimes.com/timesmachine/1927/09/23/118646473.pdf |newspaper=[[The New York Times]] |access-date=November 7, 2015 |date=September 23, 1927}}</ref> Because of this, Smith–Ninth Streets was built at an elevation of {{convert|87.5|ft|m}}, the highest subway station above ground level in the world.<ref name=MTA-FLineReview-2009 /><ref>[http://www.mta.info/news/stories/?story=177 Rebuilding the Culver Viaduct]</ref><ref>Brooklyn!!, Summer 2013 issue, p.7, caption on photo from station reopening celebration, www.brooklyn-usa.org</ref> Fourth Avenue, meanwhile, is actually at a lower elevation and altitude than the Seventh Avenue underground station.

For most of its history, G service has terminated at Smith–Ninth Streets, relaying using the express tracks and switches at Fourth Avenue.<ref name="tracks" /> This occasionally caused delays to F service, and prevented express service from being operated.<ref name=MTA-FLineReview-2009 /><ref name=MTA-GLineReview-2013 /><ref name=MTA-CulverRehabPresentCB6-2007>{{cite web |title=Culver Line Rehabilitation: Presentation to Community Board 6 Transportation Committee – November 15, 2007 |url=http://cdn-sas.secondavenuesagas.com/wp-content/uploads/Culver%20Presentation.pdf |website=secondavenusagas.com |publisher=[[Metropolitan Transportation Authority]] |access-date=September 7, 2015 |archive-url=https://web.archive.org/web/20150907045743/http://cdn-sas.secondavenuesagas.com/wp-content/uploads/Culver%20Presentation.pdf |archive-date=September 7, 2015 |date=November 15, 2007 |url-status=dead }}</ref> In 2009, the G's terminus was moved to Church Avenue in order to complete renovations on the viaduct.<ref name=MTA-FLineReview-2009 /><ref name=MTA-GLineReview-2013 /> In July 2012, this extension was made permanent.<ref name=MTA-GLineReview-2013 /><ref name="BklynPaper-GExt-July2012">{{Cite news|url=http://www.brooklynpaper.com/stories/35/29/dtg_gtrainsaved_2012_07_27_bk.html|title=G wiz! MTA plans to save the G train extension!|last=O'Neill|first=Natalie|date=July 19, 2012|newspaper=[[The Brooklyn Paper]]|access-date=July 21, 2012}}</ref>

===Ditmas Avenue to Coney Island===
[[Image:Coney Island-Stillwell Avenue double-decker.jpg|thumb|225px|Culver Line leaves [[Coney Island–Stillwell Avenue (IND Culver Line)|Coney Island–Stillwell Avenue]] underneath the [[BMT Brighton Line]]]]

At Ditmas Avenue, the Culver Ramp ends and the underground line becomes [[elevated railway|elevated]]. This is a three-track [[Dual Contracts]] [[elevated railway|elevated]] on the former [[Brooklyn–Manhattan Transit Corporation|BMT]] line over McDonald (formerly Gravesend) Avenue.<ref name="tracks" /><ref name="MTA-FExpStudy-May2016" /><ref name=NYTimes-OurGreatSubway-IND2ndSystem-1929 /><ref name=IND2ndSystem1929Map /> Just before the station, the southbound local track merges into the southbound express track, while the northbound express track becomes the El's bidirectional center express track.<ref name="tracks" /><ref name="MTA-FExpStudy-May2016" /><ref name=MTA-GLineReview-Append-2013 /> During the 1990s and 2000s, the center express track in this section was occasionally used for non-revenue testing. After [[Avenue X (IND Culver Line)|Avenue X]] station, a ramp diverges to the surface for access to the Culver Yard of the [[Coney Island Yards]] complex. At this point the Culver Line narrows to a two-track structure bearing one more station–[[Neptune Avenue (IND Culver Line)|Neptune Avenue]]–before curving into [[West Eighth Street–New York Aquarium (IND Culver Line)|West Eighth Street–New York Aquarium]] station on Coney Island.<ref name="tracks" /><ref name="MTA-FExpStudy-May2016" />

Formally, the Culver Line ends as the track curve enters the lower level of the double-decked station along the [[BMT Brighton Line]]'s right-of-way, and the [[New York City Subway chaining|chaining]] track designation changes from [[Independent Subway System|IND]] tracks B1 and B2 to [[Brooklyn–Manhattan Transit Corporation|BMT]] tracks A1 and A2 of the Brighton Line. However, there is no longer a connection to the Brighton Line at this point, and for all practical purposes the Culver Line continues into tracks 5 and 6 of the [[Coney Island–Stillwell Avenue (IND Culver Line)|Coney Island–Stillwell Avenue]] Terminal.<ref name="tracks" /><ref name="MTA-FExpStudy-May2016" />

The elevated part of the Culver Line south of Church Avenue, which operated as part of the BMT until 1954, now carries only the F, a former IND service, and is [[chained (NYCS)|chained]] and [[signal (rail)|signaled]]<ref>[[City of New York]] Office of the Comptroller, [http://www.comptroller.nyc.gov/bureaus/eng/complete.pdf Dilemma in the <nowiki>{{sic|nolink=yes|Mille|nium}}</nowiki><!-- PLEASE NOTE that "Millenium" is deliberately spelled incorrectly here, reflecting the mistake on the external page. -->: Capital Needs of the World's Capital City] {{webarchive |url=https://web.archive.org/web/20061001154606/http://www.comptroller.nyc.gov/bureaus/eng/complete.pdf |date=October 1, 2006}}, August 1998, signal system data table (page 197) from the [[New York City Transit Authority]]</ref> as part of the IND. However, BMT radio frequency B1 is used on the elevated portion south of Church Avenue.<ref name="tracks" />

==History==

===Early years as two separate lines===

====BMT Culver Line (1875–1954)====
{{main|Culver Line (surface)}}
{{stack|float=right|
[[File:Culver Shuttle Structure.png|thumb|Culver Line structure being constructed in 1917]] 
[[Image:Culverstub.JPG|thumb|Stub of elevated line formerly running west from Cortelyou Road along 37th Street]]
[[File:BMT Brighton Line & West 12th Street.webm|thumb|Bilevel structure of elevated, between West 8th Street and Coney Island stations]]
}}
The original Culver Line was opened by the [[Prospect Park and Coney Island Railroad]] and was named after the railroad's builder, [[Andrew Culver (railroad)|Andrew N. Culver]].<ref>{{cite web | last=Matus | first=Paul | title=Culver's Travels. The demolition of a Brooklyn elevated link | website=Forgotten New York | date=February 13, 2003 | url=http://forgotten-ny.com/2003/02/culvers-travels-the-demolition-of-a-brooklyn-elevated-link/ | access-date=June 27, 2016}}</ref> The line ran along the surface of McDonald Avenue (then Gravesend Avenue) from [[Greenwood Cemetery, Brooklyn|Greenwood Cemetery]] (where it connected with [[horse car]] lines including the [[Vanderbilt Avenue Line]], operated by the PP&CI until 1886<ref>{{cite news | work = [[Brooklyn Daily Eagle]] | location = [[Brooklyn|Brooklyn, NY]] |title=A Big Lease |date = December 21, 1885 |page=4}}</ref>) to the [[Culver Depot]] in [[Coney Island, Brooklyn|Coney Island]], on June 25, 1875.<ref>{{cite news | work = [[Brooklyn Daily Eagle]] | location = [[Brooklyn|Brooklyn, NY]] |title=Prospect Park and Coney Island R. R. |date = June 19, 1875 |page=3}}</ref><ref name="Cudahy2002">{{cite book|author=Brian J. Cudahy|title=How We Got to Coney Island: The Development of Mass Transportation in Brooklyn and Kings County|url=https://archive.org/details/howwegottoconeyi0000cuda|url-access=registration|date=January 2002|publisher=Fordham University Press|isbn=978-0-8232-2208-7}}</ref> The PP&CI began serving the Union Depot at 36th Street, where transfer could be made to the [[Fifth Avenue Elevated]], on June 7, 1890, by using the Prospect Park and South Brooklyn Railroad from a junction at Parkville.<ref>{{cite news | work = [[Brooklyn Daily Eagle]] | location = [[Brooklyn|Brooklyn, NY]] |title=The New Union Depot |date = June 15, 1890 |page=19}}</ref> During a period of [[Long Island Rail Road]] control, from 1893<ref>{{cite news | work = [[Brooklyn Daily Eagle]] | location = [[Brooklyn|Brooklyn, NY]] |title=Corbin Buys the P.P. and C.I.R.R. |date = January 24, 1893 |page=1}}</ref> to 1899,<ref name=BRT>{{cite news | work = [[Brooklyn Daily Eagle]] | location = [[Brooklyn|Brooklyn, NY]] |title=Transit Co. Leases P.P. and C.I. Road |date = June 17, 1899 |page=1}}</ref> a ramp at 36th Street was opened in 1895, allowing [[Brooklyn Elevated Railroad]] trains to operate over the Culver Line to Coney Island.<ref>{{cite news | work = [[Brooklyn Daily Eagle]] | location = [[Brooklyn|Brooklyn, NY]] |title=Connecting Two Railroads |date = August 6, 1895 |page=2}}</ref> The [[Brooklyn Rapid Transit Company]] (BRT), by then the owner of the Brooklyn Elevated, leased the Culver Line (to the [[Brooklyn Heights Railroad]]) on June 18, 1899, and began using it to take not only elevated trains but also [[trolley (rail)|trolleys]] to Coney Island.<ref name=BRT/>

As part of Contract 4 of the [[Dual Contracts]], between the city and the BRT, a three-track [[elevated railway]] was built above the Culver Line. The line, formally known as Route 49, or the Gravesend Avenue Line, was to run from the Fifth Avenue Elevated at Tenth Avenue and 37th Street, above private property south of 37th Street, and then south over Gravesend Avenue to Coney Island. At [[Ninth Avenue (BMT Culver Line)|Ninth Avenue]], the elevated replacements for the Culver Line and [[BMT West End Line|West End Line]] met, with access from both lines to the Fifth Avenue Elevated and [[BMT Fourth Avenue Line|Fourth Avenue Subway]] to the northwest.<ref>[[New York Public Service Commission]], [http://www.nycsubway.org/articles/newsubways3.html New Subways For New York: The Dual System of Rapid Transit], June 1913</ref> 

Construction of the route was done in four sections: Section 1, 1-A, 2, and 3. Section 1-A extended from a location on the west building line of Tenth Avenue between 38th Street and 37th Street to a location {{Convert|372|feet|meters|abbr=}} east of the building line on Tenth Avenue, running in an open cut and then a fill over Tenth Avenue. Section 1 extended from a point {{Convert|372|feet|meters|abbr=}} east of the building line on Tenth Avenue to, over private property and 37th Street, and Gravesend Avenue to a location {{Convert|530|feet|meters|abbr=}} south of the intersection of Gravesend Avenue and the southern building line of 22nd Avenue. Section 2 stretched from here along Gravesend Avenue to Avenue X, and Section 3 continued from here south along Shell Road and West 6th Street to a point near the southern line of Sheepshead Bay Road, where it would connect with the Brighton Line for access to Coney Island.<ref name=":4">{{Cite book|url=https://books.google.com/books?id=ZaAbAQAAIAAJ&q=entrnace|title=Report of the Public Service Commission For The First District of the State of New York For The Year Ending December 31, 1917 Vol. I|date=1918|publisher=New York State Public Service Commission|pages=291–300|language=en}}</ref>

The contract to construct Section 2 was awarded to Oscar Daniels Company for $863,775 on July 10, 1915. Work was to be completed in eighteen months. On September 8, 1915, the contract to construct Section 1 was awarded to Post & McCord for $877,859. Work on the section was to be completed in fifteen months. On January 23, 1917, a contract to construct Section 1-in four months A of the line was awarded to Thomas Dwyer for $42,268.<ref name=":4" />

[[Image:Bmt triplex no 5.png|thumb|left|150px|Route designation on [[D-type Triplex (New York City Subway car)|BMT D Triplex]] equipment]]

At 3:00&nbsp;a.m. on March 16, 1919, the first portion of the new elevated structure opened from Ninth Avenue southeast and south to [[Kings Highway (IND Culver Line)|Kings Highway]].<ref name=":1">{{Cite book|url=https://books.google.com/books?id=AINOAQAAMAAJ&q=18th+avenue+culver+line&pg=PA130|title=Legislative Documents|date=January 1, 1920|publisher=J.B. Lyon Company|language=en}}</ref> Except for the omission of a station at 15th Avenue, all of the station locations from the surface line were preserved as elevated stations. The Culver Line was operated as a branch of the Fifth Avenue Elevated, with a free transfer at Ninth Avenue to the West End Line into the Fourth Avenue Subway.<ref name="Kings">{{Cite news|date=March 9, 1919|title=B.R.T. Will Open Culver Line Elevated Road as Far as Kings Highway on Sunday Next|language=en-US|work=The New York Times|url=https://www.nytimes.com/1919/03/09/archives/brt-will-open-culver-line-elevated-road-as-far-as-kings-highway-on.html|access-date=July 12, 2021|issn=0362-4331|page=23}}</ref><ref>{{Cite news|date=March 16, 1919|title=Culver Line Open Today; Time of First Train on Elevated Set for 3 A. M.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1919/03/16/archives/culver-line-open-today-time-of-first-train-on-elevated-set-for-3-a.html|access-date=July 12, 2021|issn=0362-4331|page=8}}</ref><ref>{{Cite news|last=Kracke|first=Frederick J. H.|author-link=Frederick J. H. Kracke|date=March 16, 1919|title=New Rapid Transit Link in Operation|language=en-US|work=The New York Times|url=https://www.nytimes.com/1919/03/16/archives/new-rapid-transit-link-in-operation.html|access-date=July 12, 2021|issn=0362-4331|page=106}}</ref><ref>{{Cite news|date=March 17, 1919|title=Culver Elevated Opens; Service Between Park Row and Kings Highway Cut Nine Minutes.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1919/03/17/archives/culver-elevated-opens-service-between-park-row-and-kings-highway.html|access-date=July 12, 2021|issn=0362-4331|page=21}}</ref> An extension to [[Avenue X (IND Culver Line)|Avenue X]] was opened at noon on May 10, 1919.<ref name=":1" /><ref name="X">{{Cite news|page=25|date=May 11, 1919|title=New Transit Line Opened; Culver Elevated Service Extended from Kings Highway to Avenue X.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1919/05/11/archives/new-transit-line-opened-culver-elevated-service-extended-from-kings.html|access-date=July 12, 2021|issn=0362-4331}}</ref><ref name="X2">{{Cite news|date=May 18, 1919|title=New Culver Extension; Runs Now as Fay as Avenue X-- Soon Will Reach Coney Island.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1919/05/18/archives/new-culver-extension-runs-now-as-fay-as-avenue-x-soon-will-reach.html|access-date=July 12, 2021|issn=0362-4331|page=116}}</ref> The line, the last of the four to Coney Island, was completed on May 1, 1920, at which time the [[Brooklyn Rapid Transit Company]] (BRT) was forced to cut the fare from ten to five cents.<ref name=":2" /><ref>{{Cite book|url=https://books.google.com/books?id=pXcBAAAAYAAJ&q=18th+avenue+culver+line&pg=PA387|title=Annual Report for the Year Ended&nbsp;... |last=District|first=New York (State) Public Service Commission First|date=January 1, 1921|publisher=The Commission|language=en}}</ref> This construction tied into the existing lower level of the [[BMT Brighton Line]] east of [[West Eighth Street–New York Aquarium (IND Culver Line)|West Eighth Street–New York Aquarium]].<ref name="NYERA-Culver-May2010">{{cite journal|title=New Culver Structure in Service 90 Years Ago|journal=New York Division Bulletin|date=May 2010|volume=53|issue=5|pages=1, 4|url=https://issuu.com/erausa/docs/the_era_bulletin_2010-05<!-- https://erausa.org/pdf/bulletin/2010/2010-05-bulletin.pdf -->|publisher=Electric Railroaders' Association}}</ref><ref name="Coney Fare Cut Saturday">{{Cite news|date=April 28, 1920|title=Coney Fare Cut Saturday; One Nickel to Take Passenger Over Lines of the B.R.T.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1920/04/28/archives/coney-fare-cut-saturday-one-nickel-to-take-passenger-over-lines-of.html|access-date=July 12, 2021|issn=0362-4331|page=6}}</ref><ref>{{Cite news|date=May 1, 1920|title=5-Cent Fare to Coney; Change Is Effective Today on B.R. T. Elevated and Subway Lines.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1920/05/01/archives/5cent-fare-to-coney-change-is-effective-today-on-br-t-elevated-and.html|access-date=July 12, 2021|issn=0362-4331|page=18}}</ref> Some Culver Line ([[5 (BMT)|5]]) trains began using the Fourth Avenue Subway to the [[Nassau Street Loop]] in [[Lower Manhattan]] when that line opened on May 30, 1931;<ref>{{Cite news|date=May 21, 1931|title=Nassau St. Service Outlined B.M.T.; Loop to Be Used for Direct Connection From Brooklyn andJamaica to Manhattan|language=en-US|work=The New York Times|url=https://www.nytimes.com/1931/05/21/archives/nassau-st-service-outlined-by-bmt-loop-to-be-used-for-direct.html|access-date=July 12, 2021|issn=0362-4331|page=29}}</ref> the Fifth Avenue Elevated was closed on May 31, 1940, in conjunction with the [[History of the New York City Subway#Unification|unification of the transit system]] under city operations.<ref name="Coney Fare Cut Saturday"/><ref name="NYERA-Culver2-May2010">{{cite journal|title=A History of the F (and V) Train Service|last=Chiasson|first=George|journal=New York Division Bulletin|date=May 2010|volume=53|issue=5|pages=1, 4|url=https://issuu.com/erausa/docs/the_era_bulletin_2010-05/3<!-- https://erausa.org/pdf/bulletin/2010/2010-05-bulletin.pdf -->|publisher=Electric Railroaders' Association}}</ref><ref>{{Cite news|date=June 1, 1940|title=Last Train is Run on Fulton St. 'El'; Mayor, Cashmore, Officials and Civic Leaders Make Trip to Brooklyn Terminus|language=en-US|work=The New York Times|url=https://www.nytimes.com/1940/06/01/archives/last-train-is-run-on-fulton-stel-mayor-cashmore-officials-and-civic.html|access-date=July 12, 2021|issn=0362-4331|page=11}}</ref> Trolleys continued to use the surface tracks on McDonald Avenue until October 30, 1956.<ref name="Cudahy2002" /><ref>{{cite news|last1=Casey|first1=Leo|title=NYCTA 1956 Press Release|url=http://www.brooklynrail.net/pdf/PCC_demise_NYCTA_1956_Press_Release-1.pdf|access-date=September 1, 2016|work=[[New York City Transit Authority]]|date=October 30, 1956}}</ref><ref name="NYTimes-CulverTrolley-Ap1956">{{cite news|title=City Trolley Cars Near End of Line: Transit Agency to Switch to Buses on Last 2 Runs in Brooklyn in Fall|url=https://timesmachine.nytimes.com/timesmachine/1956/04/20/121637908.pdf|access-date=September 5, 2016|work=[[The New York Times]]|date=April 20, 1956}}</ref>

====IND Brooklyn Line (1933–1954)====
[[File:Church Avenue IND td (2019-11-09) 06.jpg|left|thumb|[[Church Avenue (IND Culver Line)|Church Avenue]]]]
One of the goals of Mayor [[John Hylan]]'s [[Independent Subway System]] (IND), proposed in the 1920s was a line to Coney Island, reached by a [[Dual Contracts|recapture]] of the BMT Culver Line.<ref name=NYTimes-CulverRecapture-1932/><ref name=NYTimes-HylanSubway-CulverCrstwnQBL-1925 /> To connect this line to the [[IND Eighth Avenue Line|Eighth Avenue Line]]–the main trunk of the IND–a subway line was to run from [[Brooklyn Borough Hall]] south under Jay Street, Smith Street, Ninth Street, and several other streets to Cortelyou Road (later [[Church Avenue (IND Culver Line)|Church Avenue]]) and McDonald Avenue, just north of the Ditmas Avenue elevated station. A ramp would then lead onto the elevated BMT Culver Line.<ref name=NYTimes-CulverRecapture-1932>{{Cite news|date=July 12, 1932|title=Plan to Recapture Culver Line Read; Delaney Expected to Ask Board of Estimate to Serve Notice on B.M.T. in the Fall|page=9|language=en-US|work=The New York Times|url=https://www.nytimes.com/1932/07/12/archives/plan-to-recapture-culver-line-ready-delaney-expected-to-ask-board.html|access-date=July 12, 2021|issn=0362-4331}}</ref><ref name=NYTimes-OurGreatSubway-IND2ndSystem-1929>{{cite news |last1=Duffus |first1=R.L. |title=Our Great Subway Network Spreads Wider – New Plans of Board of Transportation Involve the Building of More Than One Hundred Miles of Additional Rapid Transit Routes for New York |url=https://query.nytimes.com/gst/abstract.html?res=9C0CE4D71530E73ABC4A51DFBF668382639EDE |newspaper=[[The New York Times]] |access-date=August 19, 2015 |date=September 22, 1929}}</ref><ref name=NYTimes-HylanSubway-CulverCrstwnQBL-1925>{{Cite news|date=March 21, 1925|title=New Subway Routes in Hylan Program to Cost $186,046,000; Board of Transportation Adopts 22.90 Miles of Additional Lines|page=1|language=en-US|work=The New York Times|url=https://www.nytimes.com/1925/03/21/archives/new-subway-routes-in-hylan-program-to-cost-186046000-board-of.html|access-date=July 12, 2021|issn=0362-4331}}</ref><ref>{{Cite news|date=December 3, 1933|title=The City Subway System for Which Aid is Asked; To the Thirty-four Route Miles Now Operating, the Proposed Federal Loan Would Add Eighteen More|language=en-US|work=The New York Times|url=https://www.nytimes.com/1933/12/03/archives/the-city-subway-system-for-which-aid-is-asked-to-the-thirtyfour.html|access-date=July 12, 2021|issn=0362-4331|page=X13}}</ref> This line was variously known as the '''Culver Line Extension''',<ref name=NYTimes-HylanSubway-CulverCrstwnQBL-1925 /> '''Culver−Smith Street Line''',<ref name=NYTimes-INDCulver-Gowanus-1927>{{cite news |title=Submits New Plan For Brooklyn Tube – Transportation Board Says Revised Project Would Save the City $12,000,000 – No Tunnel Under Canal – Bridge Over Gowanus Stream and Enclosed Viaduct Now Is Proposed |url=https://timesmachine.nytimes.com/timesmachine/1927/07/17/96661350.pdf |newspaper=[[The New York Times]] |access-date=November 7, 2015 |date=July 17, 1927}}</ref> '''Smith Street Line''',<ref name=Raskin-RoutesNotTaken-2013>{{Cite Routes Not Taken}}</ref> '''Smith Street–Prospect Park Line''',<ref name=NYTimes-CulverRecapture-1932/> '''Smith–Ninth Street Line''',<ref>{{cite web |title=$101,200,000 Asked for 1930 Work on Tubes: Projects Include Jay, Fulton, Crosstown and Queens City Subways |url=https://bklyn.newspapers.com/image/58234468/?terms=culver%2Bramp%2Bsubway |via=[[Newspapers.com]] |newspaper=[[Brooklyn Daily Eagle]] |access-date=September 16, 2015 |date=January 14, 1930}}</ref> '''Jay–Smith–Ninth Street Line''',<ref name=gay>{{cite news |title=Gay Midnight Crowd Rides First Trains in New Subway |url=https://timesmachine.nytimes.com/timesmachine/1932/09/10/100849529.pdf |work=[[New York Times]] |date=September 10, 1932 |page=1}}</ref> '''Church Avenue Line''',<ref name=expansion>{{Cite news|last=Crowell|first=Paul|date=December 15, 1947|title=Subway Expansion to Cost $400,000,000 Proposed for City; 6-Track 2d Ave. Line Main Unit in Plan to Raise Capacities, in Some Cases by 357%|page=1|language=en-US|work=The New York Times|url=https://www.nytimes.com/1947/12/15/archives/subway-expansion-to-cost-400000000-proposed-for-city-6track-2d-ave.html|access-date=July 12, 2021|issn=0362-4331}}</ref> '''Prospect Park–Church Avenue Line''',<ref name=BklynEagle-CulverLink-Jan1941>{{cite web |last1=Schmalacker |first1=Joseph H. |title=Culver Link to City Subway To Relieve 4 Other Lines: Will Permit More Trains to Run On Coney, 4th Ave. Branches |url=https://bklyn.newspapers.com/image/52626000/?terms=culver%2Bramp%2Bsubway |via=[[Newspapers.com]] |newspaper=[[Brooklyn Daily Eagle]] |access-date=September 15, 2015 |page=3 |date=January 3, 1941}}</ref> '''Prospect Park–Coney Island Line,'''<ref name=":0">{{Cite book|title=Report including analysis of operations of the New York City transit system for five years, ended June 30, 1945.|publisher=Board of Transportation of the City of New York|year=1945|location=New York City|hdl = 2027/mdp.39015020928621}}</ref> '''Brooklyn Line''',<ref name=expansion/> or '''South Brooklyn Line''',<ref name=IND2ndSystem1939Map>[[:Image:1939 IND Second System.jpg|Project for Expanded Rapid Transit Facilities, New York City Transit System]], dated July 5, 1939</ref><ref name=gay /><ref name=WheelsDroveNY-2012 /> though it was often simply referred to as the Brooklyn portion of the IND.<ref name=BklynEagle-CulverLink-Jan1941/><ref name=BklynEagle-Culver-Coney-Imminent-Jan1941/> As originally designed, service to and from Manhattan would have been exclusively provided by Culver express trains, while all local service would have fed into the [[IND Crosstown Line]].<ref name="MTA-FExpStudy-May2016" />

By 1927, it was decided to build a truss bridge over the [[Gowanus Canal]] and a viaduct over Ninth Street due to cost considerations, replacing earlier plans for a deep river tunnel.<ref name=":02">{{Cite book|url=https://books.google.com/books?id=w8cDPQAACAAJ|title=Building the Independent Subway|last=Kramer|first=Frederick A.|date=January 1, 1990|publisher=Quadrant Press|isbn=978-0-915276-50-9|language=en}}</ref> This resulted in the only above-ground section of the original IND.<ref name=gay/><ref name=NYTimes-INDCulver-Gowanus-1927/><ref name=NYTimes-HylanSubway-CulverCrstwnQBL-1925/> The first short section of the line opened on March 20, 1933, taking Eighth Avenue Express {{NYCS|A}} trains (and for about a month from July to August {{NYCS|C}} trains) south from Jay Street to [[Bergen Street (IND Culver Line)|Bergen Street]].<ref name=INDServicesChart /><ref name=Bergen>{{Cite news|date=March 21, 1933|title=City Subway Adds Link; Extension to Bergen-Smith Street Station in Brooklyn Opened.|page=4|language=en-US|work=The New York Times|url=https://www.nytimes.com/1933/03/21/archives/city-subway-adds-link-extension-to-bergensmith-street-station-in.html|access-date=July 12, 2021|issn=0362-4331}}</ref> The rest of the line opened on October 7, 1933 to the "temporary" terminal at Church Avenue,<ref name=INDServicesChart/><ref name=Church>{{Cite news|url=https://www.nytimes.com/1933/10/07/archives/6000000-saving-planned-for-irt-drastic-economies-described-by.html|title=City Subway Extended|date=October 7, 1933|work=The New York Times|access-date=December 18, 2018|page=16|language=en-US|issn=0362-4331}}</ref> three blocks away from the Culver elevated at Ditmas Avenue.<ref name=BklynEagle-Culver-Coney-Imminent-Jan1941>{{cite web |last1=Schmalacker |first1=Joseph H. |title=New One-Fare Link to Coney Imminent: Transportation Board to Seek Bids For Culver Ramp to Independent Line |url=https://bklyn.newspapers.com/image/52625576/?terms=culver%2Bramp%2Bsubway |via=[[Newspapers.com]] |newspaper=[[Brooklyn Daily Eagle]] |access-date=September 15, 2015 |pages=1, 5 |date=January 2, 1941}}</ref><ref name=MTA-BoroughPk-Kensington-2015>{{cite web |title=MTA Neighborhood Maps: Borough Park |url=http://web.mta.info/maps/neighborhoods/bkn/B10-Boro%20Park_2015.pdf |website=[[Metropolitan Transportation Authority|mta.info]] |publisher=[[Metropolitan Transportation Authority]] |access-date=July 19, 2015 |date=2015}}</ref> In 1936, the A was rerouted to the [[IND Fulton Street Line]] and {{NYCS|E}} trains from the [[IND Queens Boulevard Line|Queens Boulevard line]] replaced them.<ref name=INDServicesChart>{{cite web |title=Independent Subway Services Beginning in 1932 |url=http://www.thejoekorner.com/lines/Indhistory.htm |website=thejoekorner.com |access-date=August 2, 2015 |date=August 21, 2013}}</ref> On July 1, 1937, the connection to the IND Crosstown Line opened and {{NYCS|GG}} trains were extended to Smith-Ninth Streets.<ref name=INDServicesChart/><ref>{{cite news |title=New Crosstown Subway Line Is Opened |url=https://bklyn.newspapers.com/image/52688792/?terms=crosstown%2Bsubway |access-date=December 24, 2015 |newspaper=[[Brooklyn Daily Eagle]] |date=July 1, 1937}}</ref> E trains were replaced by the {{NYCS|F}} on December 15, 1940 after the [[IND Sixth Avenue Line]] opened.<ref name=INDServicesChart/>

As part of the various proposed extensions of the [[IND Second System]], the IND Culver subway was planned to facilitate a spur line to [[Bay Ridge, Brooklyn|Bay Ridge]], with a connection to the incomplete [[Staten Island Tunnel]] intended for the [[BMT Fourth Avenue Line]].<ref name=Raskin-RoutesNotTaken-2013 /><ref name="WheelsDroveNY-2012">{{cite book |author1=Roger P. Roess |author2=Gene Sansone |title=The Wheels That Drove New York: A History of the New York City Transit System |url=https://books.google.com/books?id=qfZ0VxuLoc0C&pg=PA416 |date=August 23, 2012 |publisher=Springer Science & Business Media |isbn=978-3-642-30484-2 |pages=416–417}}</ref><ref name=Richmondtown-INDRedHookTunnel-1930>{{cite web |title=Suggested Rapid Transit Lines in Richmond Borough |url=http://statenisland.pastperfect-online.com/00039images/059/MS233000ITEM003.JPG |website=[[Historic Richmond Town|historicrichmondtown.org]] |publisher=[[Historic Richmond Town]] |access-date=July 31, 2015 |date=1930}}</ref><ref name=Panix-SITunnel>{{cite web |url=http://www.panix.com/~danielc/nyc/sibktunl.htm |title=DC: A Tunnel from SI to Brooklyn? |publisher=Daniel Convissor |access-date=December 16, 2010}}</ref><ref name=NYTimes-SITunnel-April1931>{{cite web |title=Transit Progress on Staten Island |url=https://timesmachine.nytimes.com/timesmachine/1931/04/19/107576025.pdf |website=[[The New York Times]] |access-date=June 27, 2015 |date=April 19, 1931}}</ref><ref name=NYTImes-SITunnel-April1932>{{cite web |title=City Rapid Transit Urged in Richmond |url=https://timesmachine.nytimes.com/timesmachine/1932/04/19/100719435.pdf |website=[[The New York Times]] |access-date=June 27, 2015 |date=April 19, 1932}}</ref><ref>{{cite web |title=New Yorkers Urge Loan For Tunnel |url=https://timesmachine.nytimes.com/timesmachine/1932/09/22/100852994.pdf |website=[[The New York Times]] |access-date=June 27, 2015 |location=[[Washington, D.C.]] |date=September 22, 1932}}</ref> A 1931 proposal had the line travel south from Smith–Ninth Streets station through [[Red Hook, Brooklyn|Red Hook]] and [[Gowanus, Brooklyn|Gowanus]] to [[Saint George Terminal]].<ref name=Richmondtown-INDRedHookTunnel-1930 /><ref name=NYTimes-SITunnel-April1931 /> A 1933 plan would have branched off between Smith–Ninth Streets and Fourth Avenue, then run down Second Avenue in Bay Ridge to the tunnel. Like other IND lines, this route would have been in direct competition with the then-privately operated Fourth Avenue Subway.<ref name=BklynEagle-SITunnelNewPlan-1933>{{cite web |title=The New Plan for a Tunnel |url=https://bklyn.newspapers.com/image/59988548/?terms= |via=[[Newspapers.com]] |work=[[Brooklyn Daily Eagle]] |access-date=July 19, 2015 |date=August 18, 1933}}</ref><ref name=BrooklynDailyEagle-SITunnel-July1933>{{cite web |title=Tunnel Prospects Bright |url=https://bklyn.newspapers.com/image/59847315/?terms=staten+island+tunnel |via=[[Newspapers.com]] |work=[[Brooklyn Daily Eagle]] |access-date=June 29, 2015 |date=July 19, 1933}}</ref><ref>{{cite web |title=Richmond Tube Report by Board Due Next Week |url=https://bklyn.newspapers.com/image/59978054/?terms= |via=[[Newspapers.com]] |work=[[Brooklyn Daily Eagle]] |access-date=July 19, 2015 |date=September 8, 1933}}</ref><ref name=BklynEagle-SITunnelFate-1933>{{cite web |title=Bay Ridge Tube's Fate Rests with Meeting Today: Staten Island Tunnel O.K. May Be Reversed If M'Aneny Attends |url=https://bklyn.newspapers.com/image/57568150/?terms= |via=[[Newspapers.com]] |work=[[Brooklyn Daily Eagle]] |access-date=July 19, 2015 |date=December 29, 1933}}</ref> The final proposal from the 1939 Second System plan proposed an extension down Fort Hamilton Parkway and/or Tenth Avenue towards the tunnel, with continued service to 86th Street in Bay Ridge near the [[86th Street (BMT Fourth Avenue Line)|BMT Fourth Avenue Line station]]. This route would have diverged near the Fort Hamilton Parkway and Church Avenue stations.<ref name=Raskin-RoutesNotTaken-2013 /><ref name=IND2ndSystem1939Map /><ref name=WheelsDroveNY-2012 /><ref name=Panix-SITunnel /> In 1940, proposals emerged to connect the IND with the [[BMT West End Line]] near its [[Fort Hamilton Parkway (BMT West End Line)|Fort Hamilton Parkway]] station;<ref name=BklynEagle-Vogel-Culver-WestEnd-Aug1940>{{cite web |title=Vogel to Press for West End L, Culver Links |url=https://bklyn.newspapers.com/image/52647398/?terms=culver%2Bramp%2Bsubway |via=[[Newspapers.com]] |newspaper=[[Brooklyn Daily Eagle]] |pages=1–2 |date=August 14, 1940}}</ref><ref name=BklynEagle-CulverRamp-Grndbrk-1941 /> the 1946 [[New York City Board of Transportation|Board of Transportation]] plans featured both the West End connection and the extension to 86th Street.<ref name=BklynEagle-BoroSubwayRelief-Dec1946>{{cite web |last1=Jaffe |first1=Alfred |title=Borough Subway Relief Still 2 or 3 Years Off |url=https://bklyn.newspapers.com/image/52906677/?terms=euclid%2Bpitkin%2Bsubway |via=[[Newspapers.com]] |newspaper=[[Brooklyn Daily Eagle]] |access-date=October 9, 2015 |pages=1, 5 |date=December 6, 1946}}</ref> None of these proposals were ever constructed.<ref name=Raskin-RoutesNotTaken-2013 /><ref name=WheelsDroveNY-2012 />

===Culver Ramp===
[[File:F towards Church Av jeh.JPG|thumb|right|An {{rint|newyork|F}} train traveling down the ramp. The former [[Culver Shuttle]] tracks can be seen to the left.]]
[[File:Cortelyou ramp from west jeh.jpg|thumb|right|An {{rint|newyork|F}} train climbing the ramp]]

Taking over operations, or "recapturing", the [[Brooklyn–Manhattan Transit Corporation]] (BMT) Culver Line elevated structure in order to institute [[Independent Subway System|IND]] service to Coney Island was a high priority of New York City planners. Recapture proved unnecessary since the Culver Line and the rest of the BMT and [[Interborough Rapid Transit Company]] (IRT) passed into City hands in 1940 as a result of the [[New York City Subway Unification|unification]] of the three companies.<ref name=Raskin-RoutesNotTaken-2013 /><ref name=BklynEagle-Culver-Coney-Imminent-Jan1941/> The new connection would create a one-fare ride for IND passengers to Coney Island, and eliminate congestion on the BMT's [[BMT Fourth Avenue Line|Fourth Avenue Subway]].<ref name=BklynEagle-CulverLink-Jan1941/><ref name=BklynEagle-Culver-Coney-Imminent-Jan1941/> At the time, the IND had no direct connections to the rest of the subway system. Around 1940, a temporary ramp was installed to connect the underground IND Culver Line to the street-level [[South Brooklyn Railway]], underneath the BMT Culver Line; this connection was used to deliver some IND rolling stock.<ref>{{cite journal|volume=61|issue=12|page=5|url=https://erausa.org/pdf/bulletin/2018-12-bulletin.pdf|title=Car Moves Between Divisions|first=Henry|last=Raudenbush|publisher=Electric Railroaders' Association|date=December 2018|access-date=December 4, 2018|archive-url=https://web.archive.org/web/20181205103249/https://erausa.org/pdf/bulletin/2018-12-bulletin.pdf|archive-date=December 5, 2018|url-status=dead}}</ref>

The proposed '''Culver Ramp''', also referred to as the '''Culver Line Connection''', would allow passenger service between the underground [[Church Avenue (IND Culver Line)|Church Avenue]] and elevated [[Ditmas Avenue (IND Culver Line)|Ditmas Avenue]] stations. Construction began in June 1941, and was expected to be completed by the end of the year.<ref name=BklynEagle-CulverRamp-Grndbrk-1941>{{cite web |title=Vogel Lauds City for Speed In Starting Culver 'L' Link |url=https://bklyn.newspapers.com/image/53520778/?terms=culver%2Bramp%2Bsubway |via=[[Newspapers.com]] |newspaper=[[Brooklyn Daily Eagle]] |access-date=September 15, 2015 |date=June 10, 1941}}</ref> The ramp was expected to cost $2 million, and along with new signals, and rehabilitation of the Culver elevated and lengthening of its stations to IND standards, the total cost of the project was estimated at over $11 million.<ref name=BklynEagle-CulverLink-Jan1941/><ref name=BklynEagle-Culver-Coney-Imminent-Jan1941/><ref name="Sparberg2014"/> 170 subway cars were purchased for $8.5 million for the extension of IND service. Two substations, a signal tower, a fourth track at Ditmas Avenue, and an additional stairway at Ditmas Avenue were all completed as part of the project.<ref name=":0" /> McDonald Avenue was also widened between Avenue C and Cortelyou Road to facilitate the ramp.<ref name="Sparberg2014"/>

Though the ramp was nearly complete, including rails and signal work, construction was halted later that year because of America's entrance into [[World War II]].<ref name="Sparberg2014">{{cite book |last=Sparberg |first=Andrew J. |title=From a Nickel to a Token: The Journey from Board of Transportation to MTA |url=https://books.google.com/books?id=oktGCgAAQBAJ&pg=PA111 |date=October 1, 2014 |publisher=Fordham University Press |isbn=978-0-8232-6190-1}}</ref><ref name=BklynEagle-INDFultonCulver-ShortageSnarl-1946>{{cite web |last1=Blauvelt |first1=Paul |title=Shortages Snarl $50,000,000 Tube Links |url=https://bklyn.newspapers.com/image/57726129/?terms=euclid%2Bpitkin%2Bsubway |via=[[Newspapers.com]] |newspaper=[[Brooklyn Daily Eagle]] |access-date=October 9, 2015 |page=21 |date=June 9, 1946}}</ref><ref>{{cite news|work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1941/08/18/87658566.pdf|title=200 City Projects Face Standstill Due to Priorities|date=August 18, 1941|page=1|access-date=July 12, 2021|language=en-US|issn=0362-4331}}</ref> When the project was restarted in 1946, completion was delayed further due to continued material shortages and a lack of rolling stock to facilitate the new service.<ref name=BklynEagle-BoroSubwayRelief-Dec1946 /> On October 30, 1954,<ref name="NYERA-Culver2-May2010"/><ref>[https://www.flickr.com/photos/127872292@N06/16964213100 Culver Line Ceremonies]</ref> the connection between the IND Brooklyn Line at Church Avenue and the BMT Culver Line at Ditmas Avenue opened. This allowed [[Independent Subway System|IND]] trains to operate all the way to the [[Coney Island–Stillwell Avenue (New York City Subway)|Coney Island–Stillwell Avenue]] terminal.<ref name=":3">{{Cite news|url=https://www.nytimes.com/1954/10/29/archives/adequate-transit-promised-for-city-authority-head-writes-mayor-and.html|title=Adequate Transit Promised For City; Authority Head Writes Mayor and Sharkey Denying Cuts Will Be 'Indiscriminate'|date=October 29, 1954|work=The New York Times|access-date=April 5, 2019|page=25|language=en-US|issn=0362-4331}}</ref>

===IND Culver Line (1954–present)===
[[File:W6 Coney powerhouse fr F train jeh.jpg|thumb|left|Coney Island power substation]]
Following the completion of Culver Ramp, {{NYCS|D}} [[IND Concourse Line|Concourse Express]] trains (which formerly terminated in Manhattan) replaced {{NYCS|F}} service, and were sent over the new connection as the first IND service to reach Coney Island. The service was announced as '''Concourse–Culver''' and advertised as direct Bronx–Coney Island service.<ref name="Sparberg2014"/><ref name=":3" /> BMT Culver Line ([[5 (BMT)|5]]) trains were truncated to [[Ditmas Avenue (BMT Culver Line)|Ditmas Avenue]], the south end of the connection, operating through to Manhattan via the [[Nassau Street Loop]] during the day, and terminating at [[Ninth Avenue (BMT Culver Line)|Ninth Avenue]] at other times.<ref>{{Cite news|date=October 18, 1954|title=Bronx to Coney Ride in New Subway Link|language=en-US|work=The New York Times|url=https://www.nytimes.com/1954/10/18/archives/bronx-to-coney-ride-in-new-subway-link.html|access-date=July 12, 2021|issn=0362-4331}}</ref><ref>{{Cite news|date=October 31, 1954|title=Bronx-Coney Line is Opened by IND; Crews Rush Work to Finish in Rain -- Klein and Guinan Speak at Ceremony|language=en-US|work=The New York Times|url=https://www.nytimes.com/1954/10/31/archives/bronxconey-line-is-opened-by-ind-crews-rush-work-to-finish-in-rain.html|access-date=July 12, 2021|issn=0362-4331|page=72}}</ref> This [[Culver Shuttle]] became full-time on May 28, 1959,<ref name="NYERA-Culver2-May2010"/><ref>[[The Third Rail]], [http://www.thethirdrail.net/0007/culver.htm April–June 1975: Culver Shuttle Closes]</ref><ref>{{cite news|title=BMT Acts to Speed Rush-Hour Service|url=https://timesmachine.nytimes.com/timesmachine/1959/05/21/89199630.pdf|access-date=September 4, 2016|work=[[The New York Times]]|date=May 21, 1959}}</ref><ref>{{cite news|last1=Muir|first1=Hugh O.|title=TA Says End Of Culver Line Speeds BMT|url=http://fultonhistory.com/highlighter/viewer/?file=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252024%2FNew%2520York%2520NY%2520The%2520World%2520Telegram%2520and%2520Sun%2FNew%2520York%2520NY%2520The%2520World%2520Telegram%2520and%2520Sun%25201959%2FNew%2520York%2520NY%2520The%2520World%2520Telegram%2520and%2520Sun%25201959%2520-%25201043.pdf&highlightsFile=http%3A%2F%2Ffultonhistory.com%2Fhighlighter%2Fhits%2F0dfd7a73768c0b2d92caeb6a8988d6cf#page=1|access-date=September 5, 2016|work=[[New York World-Telegram]]|agency=[[Fultonhistory.com]]|date=June 8, 1959|page=B1}}</ref> and was closed on May 13, 1975,<ref>{{cite news |last1=Kelly |first1=John |title=End of Line for Culver Shuttle |url=https://bklyn.newspapers.com/clip/37262635/culver_shuttle_may_9_1975/ |access-date=October 16, 2019 |work=[[New York Daily News]] |date=May 9, 1975 |page=KL7|via=Brooklyn Public Library; newspapers.com {{open access}}}}</ref><ref>{{cite news|last1=Hanley|first1=Robert|title=Brooklyn's Culver Shuttle Makes Festive Final Run|url=https://www.nytimes.com/1975/05/12/archives/brooklyns-culver-shuttle-makes-festive-final-run.html|access-date=September 5, 2016|work=[[The New York Times]]|date=May 12, 1975|page=20}}</ref> replaced by a transfer to the [[B35 (New York City bus)|B35]] bus route.<ref name="NYERA-Culver2-May2010" /><ref>{{cite news|last1=Fowler|first1=Glenn|title=For Culver Shuttle It's the 11th Hour|url=https://www.nytimes.com/1975/04/27/archives/for-culver-shuttle-its-the-11th-hour-11th-hour-for-culver-line.html|access-date=September 5, 2016|work=[[The New York Times]]|date=April 27, 1975}}</ref> The elevated portion has been re-[[New York City Subway chaining|chained]] as part of the B2 (IND) division, but still uses B1 (BMT) division [[radio frequencies]].<ref name="tracks"/>

On November 26, 1967, the [[Chrystie Street Connection]] opened and D trains were rerouted via the [[Manhattan Bridge]] and the [[BMT Brighton Line]] to Coney Island. F trains were extended once again via the Culver Line.<ref name="Sparberg2014"/><ref name=NYTimes-ChrystieStChanges-1967>{{cite web |last1=Perlmutter |first1=Emanuel |title=Subway Changes to Speed Service: Major Alterations in Maps, Routes and Signs Will Take Effect Nov. 26 |url=https://timesmachine.nytimes.com/timesmachine/1967/11/16/90418352.pdf |website=[[The New York Times]] |access-date=July 7, 2015 |date=November 16, 1967}}</ref> From June 1968<ref>{{cite news|title='F' Line Rush-Hour Service Will Be Added in Brooklyn|url=https://timesmachine.nytimes.com/timesmachine/1969/06/08/284714212.pdf|access-date=August 26, 2016|work=[[The New York Times]]|date=June 8, 1969}}</ref> to 1987, the Culver Line featured express service during rush hours. F trains ran express in both directions between Bergen Street and Church Avenue, while G trains were extended from Smith–Ninth Streets to Church Avenue to provide local service. Express service on the elevated portion of the line to [[Kings Highway (IND Culver Line)|Kings Highway]] operated in the peak direction (to Manhattan AM; to Brooklyn PM), with some F trains running local and some running express.<ref name=MTA-FLineReview-2009 /><ref name="MTA-FExpStudy-May2016" /> Express service between Bergen and Church ended in 1976, and between Church and Kings Highway on April 27, 1987, largely due to budget constraints and complaints from passengers at local stations.<ref name=MTA-FLineReview-2009 /> Express service on the elevated Culver Line was ended due to necessary structural work, and was supposed to be restored after the $50 million project's completion in 1990, but never restored.<ref>{{Cite news|url=https://www.newspapers.com/clip/24538639/temporary_end_of_f_culver_express/|title=F line work set|date=April 25, 1987|work=New York Daily News|access-date=October 21, 2018|page=8}}</ref><ref name="MTA-FExpStudy-May2016" /><ref name=BklynEagle-FExpCulver-2013>{{cite web |last1=Gerberer |first1=Raanan |title=Light at the End of Tunnel: F Train Express may return |url=http://www.brooklyneagle.com/articles/light-end-tunnel-f-train-express-may-return |website=[[Brooklyn Eagle|brooklyneagle.com]] |publisher=[[Brooklyn Eagle]] |access-date=July 28, 2015 |date=March 6, 2013}}</ref><ref name=Gowanus-CulverExp-2014>{{cite web |last1=Umanov |first1=Ben |title=F Train Express Service Might be Coming Back to Brooklyn |url=http://www.gowanusyourfaceoff.com/2014/09/22/f-train-express-service-might-be-coming-back-to-brooklyn/ |website=gowanusyourfaceoff.com |publisher=Gowanus Your Face Off |access-date=July 28, 2015 |date=September 22, 2014 |url-status=dead |archive-url=https://web.archive.org/web/20151001235235/http://www.gowanusyourfaceoff.com/2014/09/22/f-train-express-service-might-be-coming-back-to-brooklyn/ |archive-date=October 1, 2015 }}</ref> With the end of express service, [[Bergen Street (IND Culver Line)|Bergen Street]]'s lower level was taken out of service. Following renovations to the station in the 1990s, the lower level was converted into storage space and is not usable for passenger service in its current state.<ref name=MTA-FLineReview-2009 /><ref name="MTA-FExpStudy-May2016" /><ref name=BklynEagle-FExpCulver-2013 /><ref name=NYTimes-NYCS-2Glimpses-2013>{{cite news |last1=Flegenheimer |first1=Matt |title=In Subways, Suddenly, 2 Glimpses of History |url=https://www.nytimes.com/2013/11/30/nyregion/in-the-subway-tunnels-two-contrasting-paths-into-new-york-history.html?_r=0 |newspaper=[[The New York Times]] |access-date=September 7, 2015 |date=November 29, 2013}}</ref>

==== Rehabilitation and express service ====
[[File:4th Av IND hi sun jeh.jpg|thumb|right|A temporary platform (center) erected at [[Fourth Avenue (IND Culver Line)|Fourth Avenue]] during the Culver Rehabilitation Project.]]
In 2007, the MTA announced that several portions of the Culver Line would be undergoing extensive rehabilitation. The first renovation involved repairs of the elevated Culver Viaduct (including the Smith–Ninth Streets and Fourth Avenue stations) and modernization of the interlockings at Bergen Street, 4th Avenue, and Church Avenue. The B5 layup track was removed as part of the project.<ref name="MTA-CulverRehabPresentCB6-2007" /> This also allowed the G train to be extended from its longtime terminus at Smith–Ninth Streets to a more efficient terminus at Church Avenue beginning in July 2009.<ref name=MTA-FLineReview-2009 /><ref name=MTA-GLineReview-2013 /><ref name="NY1-CulverExp-2007">{{cite web|url=http://www.ny1.com/ny1/content/index.jsp?stid=9&aid=71219|title=Brooklyn Commuter Wages Campaign For F Train Express Service|date=September 26, 2007|publisher=[[NY1]]|last1=Cuza|first1=Bobby|archive-url=https://web.archive.org/web/20070927003026/http://www.ny1.com/ny1/content/index.jsp?stid=9&aid=71219|archive-date=September 27, 2007|url-status=dead|access-date=August 23, 2015}}</ref> The project was completed in 2013.<ref name=MTA-GLineReview-2013 /><ref name=BklynEagle-FExpCulver-2013 /> Around the time the rehabilitation project was announced, a petition to restore express service along the line gained attention, due to increasing ridership on both the F and G services in Brooklyn. The petition, which gained over 2,500 signatures by June 2007 and nearly 4,000 by September, proposed to restore express service by making the Church Avenue extension of the G permanent and extending the {{NYCS|V}} (eliminated in 2010) from its Manhattan terminus to Brooklyn, sharing the [[Rutgers Street Tunnel]] with the F.<ref name=MTA-FLineReview-2009 /><ref name=NYTimes-CulverExp-Mud-2007>{{cite news |last1=Mooney |first1=Jake |title=Mud on the Tracks |url=https://www.nytimes.com/2007/07/08/nyregion/thecity/08vman.html?ex=1341633600&en=b8eb42ec624095b4&ei=5124&partner=permalink&exprod=permalink |newspaper=[[The New York Times]] |access-date=September 7, 2015 |location=[[Carroll Gardens, Brooklyn]] |date=July 8, 2007}}</ref><ref name=NY1-CulverExp-2007 /><ref name="MetroNY-FExpress-2007">{{cite web|url=http://ny.metro.us/metro/local/article/F_express_coming_soon/9973.html|title=F express coming soon?|date=September 12, 2007|publisher=[[Metro New York]]|last1=Rundle|first1=Michael|access-date=September 7, 2015|archive-url=https://web.archive.org/web/20070915083520/http://ny.metro.us/metro/local/article/F_express_coming_soon/9973.html|archive-date=September 15, 2007|url-status=dead|location=[[Brooklyn]]}}</ref> The G extension was made permanent in July 2012, freeing up the express tracks formerly used to relay trains.<ref name="MTA-FExpStudy-May2016" /><ref name=MTA-GLineReview-2013 />

In 2015, some rush-hour peak-direction F trains started skipping local stops between Jay Street and Fourth Avenue, and the MTA used expanded rush-hour express service (from Jay Street to Church Avenue) in both directions in the summers of 2016 and 2017.<ref name="MTA-FExpStudy-May2016" /><ref>{{cite web |title=F Train Express Will Return For Summer Of 2016, 2017 |website=Gothamist |date=May 17, 2016 |url=http://gothamist.com/2016/05/17/f_train_express_returns.php |access-date=May 17, 2016 |url-status=dead |archive-url=https://web.archive.org/web/20160520120823/http://gothamist.com/2016/05/17/f_train_express_returns.php |archive-date=May 20, 2016 }}</ref> In May 2016, the MTA announced that half of all rush-hour F trains may start running express in both directions in fall 2017; however, because of rolling stock and track capacity limitations, the train frequency on the rest of the F{{'s}} route would remain the same.<ref name="MTA-FExpStudy-May2016" /><ref>{{cite web |last=Durkin |first=Erin |title=MTA to run express F train service in Brooklyn in 2017 |website=NY Daily News |date=May 17, 2016 |url=http://www.nydailynews.com/new-york/brooklyn/mta-run-express-f-train-service-brooklyn-2017-article-1.2639565 |access-date=May 17, 2016}}</ref><ref>{{cite news |last1=Furfaro |first1=Danielle |last2=Musumeci |first2=Natalie |title=Brooklyn commuters, rejoice: F train will finally run express |url=https://nypost.com/2016/05/17/brooklyn-commuters-rejoice-f-train-will-finally-run-express/ |access-date=May 17, 2016 |work=[[New York Post]] |date=May 17, 2016}}</ref> However, with the introduction of the [[R179 (New York City Subway car)|R179s]], one more train per hour could be run on the F. The operation of half of the F trains as express would result in operational improvements, with faster service, as southbound F trains would no longer be delayed by terminating G trains discharging at Church Avenue. Overall, the F express will result in an overall reduction of 27,000 minutes during the AM rush hour and 13,000 minutes during the PM rush hour. The change in service will decrease service at local stations, reducing in longer wait times, but it will help riders in South Brooklyn with the longest commutes. F express trains would be slightly more crowded than current F trains, but the F locals would be less crowded. PM rush hour express service would lead to much larger exit surges from less frequent F local trains at Bergen Street and Carroll Street, leading to significant congestion at one staircase at Bergen Street, and moderate congestion at one staircase at Carroll Street. Relieving the congestion, would entail widening the staircases and installing ADA-required elevators that would cost approximately $10 million per station.<ref name="MTA-FExpStudy-May2016" />

Stations along the three-tracked stretch of the Culver Line were renovated until July 30, 2018 (excluding [[Ditmas Avenue (IND Culver Line)|Ditmas Avenue]] and the northbound platform of [[Avenue X (IND Culver Line)|Avenue X]], which were rehabilitated in 2015–2016), with the center track being used to bypass closed stations.<ref name="MTA-FExpStudy-May2016" /><ref>{{Cite web|url=http://web.mta.info/nyct/service/culver2016/index.html|title=Coney Island-bound F subway trains will not stop at Avenue I, Bay Pkwy, Avenue N, Avenue P, Avenue U, and Avenue X until early 2017|date=2016|website=web.mta.info|publisher=Metropolitan Transportation Authority|archive-url=https://web.archive.org/web/20160527225348/http://web.mta.info/nyct/service/culver2016/index.html|archive-date=May 27, 2016|url-status=dead|access-date=October 9, 2016}}</ref> The Coney Island-bound platforms were rehabilitated between June 7, 2016 and May 1, 2017 (May 8 for [[Avenue U (IND Culver Line)|Avenue U]] and Avenue X).<ref>{{Cite web|url=http://web.mta.info/nyct/service/F_service_coneyisland.htm|title=Coney Island-bound Service Restored|date=May 1, 2017|website=web.mta.info|publisher=Metropolitan Transportation Authority|language=en|access-date=May 2, 2017}}</ref> During the second phase of the project, beginning on May 22, 2017,<ref>{{Cite web|url=http://web.mta.info/nyct/maps/subway_map.pdf|title=New York City Subway Map|date=May 1, 2017|website=mta.info|publisher=Metropolitan Transportation Authority|archive-url=https://web.archive.org/web/20170510180253/http://web.mta.info/nyct/maps/subway_map.pdf|archive-date=May 10, 2017|url-status=dead<!--not actually a dead link, but this forces the archive as the main link-->|access-date=May 2, 2017}}</ref> the Manhattan-bound platforms were closed between Avenue U and 18th Avenue until July 30, 2018.<ref>{{Cite web|url=http://web.mta.info/nyct/service/culver2016/index.html|title=$140 Million Culver F subway Line Station Renewal Project Begins Next Phase|date=May 18, 2017|website=web.mta.info|publisher=Metropolitan Transportation Authority|access-date=May 18, 2017}}</ref><ref>{{Cite web|url=http://web.mta.info/nyct/service/stationInfo_F_Culverline_Restored2017.htm|title=Manhattan-bound Service Restored Effective Monday, July 30|date=July 30, 2018|website=web.mta.info|publisher=Metropolitan Transportation Authority|language=en|access-date=July 30, 2018}}</ref> Even after the rehabilitation, though, peak-direction express service between Church Avenue and Kings Highway will not be restored due to limitations caused by current track configurations, as the switches at Kings Highway previously used were removed in the 1990s. The interlocking at Kings Highway is scheduled to be modernized as part of the 2020–2024 MTA Capital Program, and the modernization could include the reinstallation of the necessary track switches.<ref name="MTA-FExpStudy-May2016" /> A switch will be added between the express track and the northbound local track south of Avenue P.<ref name="tracks" />

The possibility of reopening the Bergen Street lower level was looked at as part of the study for the reintroduction of F express service as it could reduce the impact of less local service at the busy station. The station, if reopened, would require significant and expensive reconstruction, including making the station [[Americans with Disabilities Act of 1990|ADA accessible]], the reconstruction of platform stairs, improved lighting and communications, waterproofing and concrete repairs, among other things. The rehabilitation would cost $75 million, and therefore the lower level is not currently planned to be reopened.<ref name="MTA-FExpStudy-May2016" />

In July 2019, online newspaper ''The City'' discovered that the MTA had allocated $660,000 in its 2015–2019 Capital Program for a design study to make patches to the Culver Viaduct, whose renovation was completed in 2016. The study would determine how to fix the premature deterioration of structural braces, unsatisfactory drainage, and leaking expansion joints. Funding will be provided in a future capital program.<ref>{{Cite news|last=Martinez|first=Jose|url=https://thecity.nyc/2019/07/mta-needs-to-patch-subway-viaduct-it-just-spent-275-million-dollars-fixing.html|title=MTA Needs To Patch Subway Viaduct It Just Spent $275M Fixing|date=July 30, 2019|work=The City|access-date=February 26, 2020}}</ref>

In July 2019, the MTA announced that it planned to run four rush-hour express F trains per day, two in each direction, starting in September 2019. The trains would run in the peak direction, toward Manhattan in the morning and toward Brooklyn in the evening. The trains would make an intermediate stop at [[Seventh Avenue station (IND Culver Line)|Seventh Avenue]] between [[Jay Street–MetroTech (IND Culver Line)|Jay Street–MetroTech]] and [[Church Avenue (IND Culver Line)|Church Avenue]] and bypass a total of six stations.<ref name=Barone>{{Cite news|url=https://www.amny.com/transit/f-express-train-1.33648949|title=Limited F express service coming to Brooklyn for rush hour|last=Barone|first=Vincent|date=July 9, 2019|website=AMNY|access-date=July 9, 2019|language=en}}</ref><ref name="2019express">{{cite press release|date=July 10, 2019|title=MTA NYC Transit Adding Limited F Express Service for Brooklyn Residents with Longest Commutes|url=http://www.mta.info/press-release/nyc-transit/mta-nyc-transit-adding-limited-f-express-service-brooklyn-residents|publisher=[[New York City Transit]]|access-date=July 10, 2019}}</ref> This service is represented with a diamond &lt;F&gt;, similar to the symbol used on other peak-direction express services.<ref name=2019express/>

====Automation====
In order to test the interoperability of the [[communications-based train control]] (CBTC) systems of different suppliers, CBTC equipment was installed on the southbound express track between Fourth Avenue and Church Avenue, as part of the [[automation of the New York City Subway]]. The total cost was $99.6 million, with $15 million coming from the 2005–2009 Capital Program and $84.6 million from the 2010–2014 Capital Program. The installation was a joint venture between [[Siemens]] and [[Thales Group]], and was used to test the track's new signaling on [[R143 (New York City Subway car)|R143s]] and [[R160 (New York City Subway car)|R160s]] that were already equipped with CBTC.<ref>{{cite web|url=http://www.alamys.org/media/61869/26_metrorail.pdf|title=CBTC Interoperability: From Real Needs to Real Deployments – New York's Culver CBTC Test Track Project|first1=Gabriel|last1=Colceag|first2=Gerard|last2=Yelloz|website=alamys.org|publisher=Metrorail, London|date=March 28, 2012|archive-url=https://web.archive.org/web/20151126173620/http://www.alamys.org/media/61869/26_metrorail.pdf|archive-date=November 26, 2015|access-date=September 12, 2016|url-status=dead}}</ref> Though the estimated completion date was scheduled for March 2015, it was completed in December 2015.<ref name=":12">{{Cite web|url=http://web.mta.info/mta/news/books/archive/160725_1345_CPOC.pdf|title=Capital Program Oversight Committee Meeting July 2016|date=July 25, 2016|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=April 29, 2018}}</ref>{{Rp|28}} The installation was expected to be permanent.<ref name=page11/> Test trains on the track were able to successfully operate using the interoperable Siemens/Thales CBTC system. That system became the standard for all future CBTC installations on [[New York City Transit Authority|New York City Transit]] tracks {{As of|2015|lc=yes}}.<ref name=":33">{{Cite news|last=Vantuono|first=William C.|url=http://www.railwayage.com/index.php/communications/siemens-lands-nyct-qbl-phase-1-cbtc-contract.html|title=Siemens, Thales land NYCT QBL West Phase 1 CBTC contracts|date=August 27, 2015|work=Railway Age|access-date=January 31, 2017|language=en-gb}}</ref> A third supplier, [[Mitsubishi Electric|Mitsubishi Electric Power Products Inc.]], was given permission to demonstrate that its technology could be interoperable with the Siemens/Thales technology. The $1.2 million Mitsubishi contract was approved in July 2015.<ref name=":42">{{Cite web|url=http://www.mta.info/news-cbtc-new-york-city-transit-subway-l-7/2015/07/20/2058m-contracts-approved-install|title=$205.8M in Contracts Approved to Install Communications-Based Train Control System|date=July 20, 2015|website=www.mta.info|publisher=Metropolitan Transportation Authority|access-date=August 6, 2016}}</ref> If Culver Line express service was implemented in 2017 as it was proposed, the express service would not initially have used CBTC, and testing of CBTC on the express track would be limited to off-peak hours.<ref name=page11>{{cite web|url=http://web.mta.info/mta/pdf/2010-14questions_and_answers_v2.pdf#page=11 |title= MTA 2010–2014 Capital Program Questions and Answers |pages=11–12 |website=mta.info|publisher=Metropolitan Transportation Authority |access-date=September 12, 2016}}</ref>

In 2017, the MTA started testing [[ultra-wideband]] radio-enabled train signaling on the IND Culver Line.<ref name=":13">{{Cite news|url=https://www.nytimes.com/2018/04/23/nyregion/mta-subway-ultra-wideband-radio.html|title=M.T.A. Pins Its Hopes on Unproven Technology to Fix Subway|last=Fitzsimmons|first=Emma G.|date=April 23, 2018|work=The New York Times|access-date=April 30, 2018|language=en-US|issn=0362-4331|url-access=limited}}</ref> The ultra-wideband train signals would be able to transmit more data wirelessly in a manner similar to CBTC, but can be installed faster than CBTC systems. The ultra-wideband signals would have the added benefit of allowing passengers to use cellphones while between stations, instead of the [[Technology of the New York City Subway#Cellular phone and wireless data|current setup]] where passengers could only get cellphone signals within the stations themselves.<ref>{{Cite news|url=http://www.nydailynews.com/new-york/mta-begins-testing-technology-failure-prone-signal-system-article-1.3712208|title=MTA begins testing technology to help failure-prone signal system|last=Rivoli|first=Dan|date=December 21, 2017|work=NY Daily News|access-date=December 22, 2017|language=en}}</ref><ref>{{cite web|url=http://abc7ny.com/2808938/|title=MTA testing Ultra-Wide Band Radio Technology|last=Burkett|first=N.J.|date=December 21, 2017|website=ABC7 New York|access-date=December 22, 2017}}</ref>

As part of the MTA's 2015–2019 Capital Program, CBTC is being installed on the section of the line between Church Avenue and [[West Eighth Street–New York Aquarium (New York City Subway)|West Eighth Street–New York Aquarium]], replacing 70-year old signals.<ref>{{cite web|title=MTA Capital Program 2015–2019: Renew. Enhance. Expand.|url=http://web.mta.info/capital/pdf/CapitalProgram2015-19_WEB%20v4%20FINAL_small.pdf|website=mta.info|publisher=[[Metropolitan Transportation Authority]]|access-date=September 12, 2015|date=October 28, 2015}}</ref> The contract for the installation of CBTC and the modernization of the Ditmas Avenue and Avenue X interlockings, was awarded in February 2019 to Tutor Perini for $253 million. Substantial completion of the project was expected in August 2022.<ref name="MTA-CPOC-Jun2019">{{Cite web|url=http://web.mta.info/mta/news/books/pdf/190624_1430_CPOC.pdf|title=Capital Program Oversight Committee Meeting June 2019|date=June 2019|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=June 23, 2019}}</ref>{{Rp|20}} As part of the project, switches north of Ditmas Avenue will be removed, and will be replaced by two new interlockings directly south of Church Avenue and a new interlocking north of 18th Avenue.<ref name="tracks" /> In addition, Avenue X interlocking will be reconfigured. {{As of|2020|2}}, 80% of wayside signaling equipment had been installed, a relay room was completed, steel and concrete floors at the Ditmas Avenue signal facility were installed, all signal cables were installed, and piling and grade beam installation at the Avenue X signal facility were completed.<ref>{{cite web |title=Culver Line Signal Modernization: Details About the Project |url=https://new.mta.info/projects/culver-line-signal-modernization-details |website=mta.info |publisher=Metropolitan Transportation Authority |access-date=February 26, 2020 |date=February 25, 2020}}</ref> To allow the CBTC project to enter its next phase, F service was suspended south of Church Avenue during most weekends starting in early 2020.<ref>{{cite web|url=https://new.mta.info/projects/culver-line-signal-modernization|title=Culver Line Signal Modernization|date=February 25, 2020|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=February 26, 2020}}</ref><ref>{{Cite web|url=https://gothamist.com/news/f-train-service-between-church-avenue-and-coney-island-be-suspended-most-weekends-rest-2020|title=F Train Service Between Church Avenue And Coney Island To Be Suspended Most Weekends For The Rest Of 2020|last=staff/sophia-chang|date=March 9, 2020|website=Gothamist|language=en|access-date=March 10, 2020|archive-url=https://web.archive.org/web/20200310151953/https://gothamist.com/news/f-train-service-between-church-avenue-and-coney-island-be-suspended-most-weekends-rest-2020|archive-date=March 10, 2020|url-status=dead}}</ref><ref>{{Cite web|url=https://bklyner.com/wtf-no-f-trains-on-weekends-to-coney-island-during-prime-season/|title=WTF: No F Trains on Weekends to Coney Island During Prime Season|last=Groushevaia|first=Irina|date=February 28, 2020|website=BKLYNER|language=en-US|access-date=March 10, 2020}}</ref> Work to install CBTC continued into 2021.<ref>{{Cite web|url=http://www.mta.info/press-release/nyc-transit/mta-moving-forward-signal-modernization-f-line-project-southern-brooklyn|title=MTA Moving Forward with Signal Modernization of F Line with Project in Southern Brooklyn|date=March 6, 2020|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=March 10, 2020}}</ref>

==Station listing==
{{NYCS service legend
| alltimes        = show
| allexceptrush   =
| allexceptnights = show
| nightsonly      = show
| nightsweekends  =
| weekdaysonly    =
| rushonly        = show
| rushpeak        =
}}

{| class="wikitable"
!Neighborhood<br>(approximate)
!{{Access icon}}
!Station
!Tracks
!Services
!Opened
!Transfers and notes
|-
!colspan=7 style="background-color: silver;"|begins as continuation of the [[IND Sixth Avenue Line]] local tracks ({{NYCS Sixth Rutgers|time=show}})
|-
|[[Downtown Brooklyn]]
|{{Access icon}}
|[[Jay Street–MetroTech (IND Culver Line)|Jay Street–MetroTech]]
|all
|{{NYCS Sixth Rutgers|time=show}}
|nowrap|February 1, 1933<ref name="BklynEagle-INDBergen-Mar121933" />
|[[IND Fulton Street Line]] ({{NYCS Fulton|time=show}})<br>[[BMT Fourth Avenue Line]] ({{NYCS Montague|time=show}})
|-
!colspan=7 style="background-color: silver;"|Express Tracks begin ({{NYCS none|time=show}})
|-
!colspan=7 style="background-color: silver;"|Merge from the [[IND Crosstown Line]] ({{NYCS Crosstown|time=show}}) into local tracks
|-
|[[Cobble Hill, Brooklyn|Cobble Hill]]
|
|[[Bergen Street (IND Culver Line)|Bergen Street]]
|all
|{{NYCS Culver IND north|time=show}}
|nowrap|March 20, 1933<ref name="Bergen" />
|upper level: Local (in service)<br>lower level: Express ({{NYCS none|time=show}})
|-
|[[Carroll Gardens, Brooklyn|Carroll Gardens]]
|
|[[Carroll Street (IND Culver Line)|Carroll Street]]
|local
|{{NYCS Culver IND north local|time=show}}
|October 7, 1933<ref name="Church"/>
|
|-
|rowspan=2|[[Gowanus, Brooklyn|Gowanus]]
|
|[[Smith–Ninth Streets (IND Culver Line)|Smith–Ninth Streets]]
|local
|{{NYCS Culver IND north local|time=show}}
|October 7, 1933<ref name="Church" />
|
|-
|
|[[Fourth Avenue (IND Culver Line)|Fourth Avenue]]
|local
|{{NYCS Culver IND north local|time=show}}
|October 7, 1933<ref name="Church" />
|[[BMT Fourth Avenue Line]] ({{NYCS Fourth local|time=show}}) at [[Ninth Street (BMT Fourth Avenue Line)|Ninth Street]]
|-
|[[Park Slope, Brooklyn|Park Slope]]
|
|[[Seventh Avenue (IND Culver Line)|Seventh Avenue]]
|all
|{{NYCS Culver IND north|time=show}}
|October 7, 1933<ref name="Church" />
|
|-
!colspan=7 style="background-color: silver;"| express tracks diverge ({{NYCS none|time=show}})
|-
|rowspan=3|[[Windsor Terrace, Brooklyn|Windsor Terrace]]
|
|[[15th Street–Prospect Park (IND Culver Line)|15th Street–Prospect Park]]
|local
|{{NYCS Culver IND north local|time=show}}
|October 7, 1933<ref name="Church" />
|
|-
! colspan="6" style="background-color: silver;" | express tracks rejoin on lower level ({{NYCS none|time=show}})
|-
|
|[[Fort Hamilton Parkway (IND Culver Line)|Fort Hamilton Parkway]]
|local
|{{NYCS Culver IND north local|time=show}}
|October 7, 1933<ref name="Church" />
|
|-
!colspan=7 style="background-color: silver;"| express tracks rise ({{NYCS none|time=show}})
|-
|[[Kensington, Brooklyn|Kensington]]
|{{Access icon}}
|[[Church Avenue (IND Culver Line)|Church Avenue]]
|all
|{{NYCS Culver IND north|time=show}}
|October 7, 1933<ref name="Church" />
|southern terminal of {{NYCS Culver IND north local|exclude=F|time=show}} train
|-
!colspan=7 style="background-color: silver;"|Connecting tracks to [[Church Avenue Yard]]
|-
!colspan=7 style="background-color: silver;"|Former stations on BMT Culver Line, to the west of the IND merge north of Ditmas Avenue
|-
|[[Sunset Park, Brooklyn|Sunset Park]]
|
|bgcolor=bfbfbf|[[Ninth Avenue (BMT West End Line)|Ninth Avenue]]
|all
|[[Culver Shuttle]]
|March 16, 1919<ref name=":1" /><ref name=Kings/>
|Stopped on lower level, which closed on May 11, 1975. Transfer was available to the [[BMT West End Line]].
|-
|rowspan=2|[[Borough Park, Brooklyn|Borough Park]]
|
|bgcolor=bfbfbf|[[Fort Hamilton Parkway (BMT Culver Line)|Fort Hamilton Parkway]]
|local
|[[Culver Shuttle]]
|March 16, 1919<ref name=":1" /><ref name=Kings/>
|Closed on May 11, 1975, and demolished in 1985.
|-
|
|bgcolor=bfbfbf|[[13th Avenue (BMT Culver Line)|13th Avenue]]
|local
|[[Culver Shuttle]]
|March 16, 1919<ref name=":1" /><ref name=Kings/>
|Closed on May 11, 1975, and demolished in 1985.
|-

!colspan=7 style="background-color: silver;"|Southbound express track merges into southbound local track and bi-directional express track creating a 3 track line (formerly the BMT Culver Line)
|-
|rowspan=2|[[Kensington, Brooklyn|Kensington]]/<br />[[Borough Park, Brooklyn|Borough Park]]
|
|[[Ditmas Avenue (IND Culver Line)|Ditmas Avenue]]
|local
|{{NYCS Culver IND south local|time=show}}
|March 16, 1919<ref name=":1" /><ref name=Kings/>
|Former terminal for the [[Culver Shuttle]], side platform closed on May 11, 1975.
|-
|
|[[18th Avenue (IND Culver Line)|18th Avenue]]
|all
|{{NYCS Culver IND south|time=show}}
|March 16, 1919<ref name=":1" /><ref name=Kings/>
|
|-
|rowspan=3|[[Midwood, Brooklyn|Midwood]]
|
|[[Avenue I (IND Culver Line)|Avenue I]]
|local
|{{NYCS Culver IND south local|time=show}}
|March 16, 1919<ref name=":1" /><ref name=Kings/>
|
|-
|
|[[Bay Parkway (IND Culver Line)|Bay Parkway]]
|local
|{{NYCS Culver IND south local|time=show}}
|March 16, 1919<ref name=":1" /><ref name=Kings/>
|
|-
|
|[[Avenue N (IND Culver Line)|Avenue N]]
|local
|{{NYCS Culver IND south local|time=show}}
|March 16, 1919<ref name=":1" /><ref name=Kings/>
|
|-
|rowspan=4|[[Gravesend, Brooklyn|Gravesend]]
|
|[[Avenue P (IND Culver Line)|Avenue P]]
|local
|{{NYCS Culver IND south local|time=show}}
|March 16, 1919<ref name=":1" /><ref name=Kings/>
|
|-
|
|[[Kings Highway (IND Culver Line)|Kings Highway]]
|all
|{{NYCS Culver IND south|time=show}}
|March 16, 1919<ref name=":1" /><ref name=Kings/>
| [[B82 SBS (New York City bus)|B82 Select Bus Service]]<br>southern terminal of several {{NYCS service|F}} trains during rush hours
|-
|
|[[Avenue U (IND Culver Line)|Avenue U]]
|local
|{{NYCS Culver IND south local|time=show}}
|May 10, 1919<ref name=X/><ref name=X2/>
|
|-
|
|[[Avenue X (IND Culver Line)|Avenue X]]
|local
|{{NYCS Culver IND south local|time=show}}
|May 10, 1919<ref name=":1" /><ref name=X/><ref name="X2" />
|
|-
!colspan=7 style="background-color: silver;"|Express track ends merging into southbound local track and continuing into [[Coney Island Complex|Coney Island Yard]]
|-
|rowspan=3|[[Coney Island, Brooklyn|Coney Island]]
|
|[[Neptune Avenue (IND Culver Line)|Neptune Avenue]]
|all
|{{NYCS Culver IND south|time=show}}
|May 1, 1920<ref name=":2" />
|
|-
|
|[[West Eighth Street–New York Aquarium (IND Culver Line)|West Eighth Street–New York Aquarium]]
|all
|{{NYCS Culver IND south|time=show}}
|May 1, 1920<ref name=":2" />
|[[BMT Brighton Line]] ({{NYCS Brighton south|time=show}})
|-
|{{Access icon}}
|[[Coney Island–Stillwell Avenue (IND Culver Line)|Coney Island–Stillwell Avenue]]
|all
|{{NYCS Culver IND south|time=show}}
|May 1, 1920<ref name=":2">{{Cite news|url=https://www.nytimes.com/1920/05/01/archives/5cent-fare-to-coney-change-is-effective-today-on-br-t-elevated-and.html|title=5-CENT FARE TO CONEY.; Change Is Effective Today on B.R. T. Elevated and Subway Lines.|date=May 1, 1920|newspaper=The New York Times|issn=0362-4331|access-date=August 15, 2016}}</ref>
|[[BMT Brighton Line]] ({{NYCS Brighton south|time=show}})<br>[[BMT Sea Beach Line]] ({{NYCS Sea Beach south|time=show}})<br>[[BMT West End Line]] ({{NYCS West End south|time=show}})
|}

== Galerie ==
<gallery>
Datei:4 Avenue platform vc.jpg|4th Avenue–9th Street
Datei:IND Culver Line Neptune Avenue Aerial.jpg|Neptune Avenue
Datei:IND Culver Line Neptune Avenue - with R160 F train.jpg|Neptune Avenue
Datei:West 8th Street NY Aquarium View.jpg
Datei:Smith-9 Streets Re-opens (8684220658).jpg
Datei:4 Av 38 D train jeh.JPG|Ende der BMT Culver Line im Einschnitt an Gowanus Expwy/Fourth Avenue mit Line Q
Datei:Coney Island - Stillwell Avenue.jpg
</gallery>

== Anmerkungen ==
<references group="Anm" />

== Einzelnachweise ==
<references responsive />

== Weblinks ==
<!-- {{Commonscat|IND Culver Line}} -->

* [http://nycsubway.org/ind/crosstown/ NYCsubway.org – IND Crosstown Line]
* [http://nycsubway.org/bmt/culver/ NYCsubway.org – BMT Culver Line]
* [http://arrts-arrchives.com/PP&SB.html The Prospect Park and South Brooklyn Railroad Company and The Culver Shuttle (Arrt's Arrchives)] 
* [http://web.mta.info/nyct/service/pdf/F_express.pdf Brooklyn F Express Study and Culver Line Track Diagram]
* [http://web.mta.info/nyct/service/G_Appendices_7_10_13.pdf#page=21 G Line Track Diagram: Court Square to Church Avenue]
* [https://web.archive.org/web/20150907045743/http://cdn-sas.secondavenuesagas.com/wp-content/uploads/Culver%20Presentation.pdf#page=29 Track Diagram: Bergen Street to Church Avenue]

<!-- {{Navigationsleiste New Yorker U-Bahn-Linien}} -->
<!-- {{Navigationsleiste U-Bahnen in den USA}} -->

<!-- {{SORTIERUNG:Culverline}} -->

<!-- [[Kategorie:New York City Subway| ]] -->
<!-- [[Kategorie:U-Bahn-System|New York]] -->
<!-- [[Kategorie:Strecke der New York City Subway]] -->