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6th Avenue Lines

 

Sixth Avenue Local

North = to Kingsbridge Road or 58th Street

South = to South Ferry

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SOUTH FERRY

South Ferry had one side platform and one island platform joined at the south end for the Second Avenue and Sixth avenue/Ninth Avenue Systems. The east platforms were used by Second Avenue and West platforms by 6th and 9th Avenue Trains. There was even a loop allowing Downtown 3rd Avenue Trains to go north on 6th or 9th Avenue Systems.

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BATTERY PLACE

Battery Place had two tracks and two side platforms 

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RECTOR STREET

Rector Street had three tracks and two side platforms

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CORTLANDT STREET

Cortlandt Street had three tracks and two side platforms

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PARK PLACE

Park Place had two tracks and two side platforms

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CHAMBERS STREET

Chambers Street had two tracks and two side platforms. North of the station two tail tracks appear which end just south of Franklin Street, the next station

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FRANKLIN STREET

Franklin Street had two tracks and two side platforms with two tail tracks ending just south of the station. (Based on this fact, the structure was four tracks wide) 

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GRAND STREET

Grand Street had two tracks and two side platforms

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BLEECKER STREET

Bleecker Street had two tracks and two side platforms

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8TH STREET

8th Street had two tracks and two side platforms 

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14TH STREET

14th Street had two tracks and two side platforms 

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18TH STREET

18th Street had two tracks and two side platforms

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23RD STREEET

23rd Street had two tracks and two side platforms  

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28TH STREET

28th Street had two tracks and two side platforms

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33RD STREET

33rd Street had two tracks and two side platforms 

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42ND STREET

42nd Street had two tracks and two side platforms 

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50TH STREET

50th Street had two tracks and two side platforms. North of here some trains turned westward while others terminated at 58th Street. 

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58TH STREET TERMINAL

58th Street Terminal had two side platforms and three tracks. The center track was probably used for storage. 

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EIGHTH AVENUE

Eighth Avenue had three tracks and two side platforms. We now curve onto Columbus Avenue and share the right of way with the Ninth Avenue el. 

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59TH STREET

59th Street had three tracks and two side platforms with the center track on the upper level

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66TH STREET

66th Street had two levels. The lower level had two side platforms while the center express track was on the upper level with two side platforms

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72ND STREET

72nd Street had three tracks and two side platforms with the center track on the upper level

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81ST STREET

81st Street had three tracks and two side platforms with the center track on the upper level

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86TH STREET

86th Street had three tracks and two side platforms with the center track on the upper level

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93RD STREET

93rd Street had three tracks and two side platforms with the center track on the upper level 

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99TH STREET

99th Street had three tracks and two side platforms with the center track on the upper level

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104TH STREET

104th Street had three tracks and two side platforms with the center track on the upper level. Leaving here we curve onto 110th Street in a section known as "Suicide Curve" due to its height- The highest ever in the system (Far surpassing even today’s Smith and Ninth Station).This must have been quite a view of the city !

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110TH STREET

110th Street had three tracks and two side platforms. The station did have elevators! Leaving here we make another sharp curve onto Eighth Avenue

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116TH STREET

116th Street was another strange station, with three tracks. The east island served 116th and 117th Streets and the west island served 114th and 115th Streets. While we have no proof, there was probably no crossover or crossunder.

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125HT STREET

125th Street was also a strange station. It too had three tracks and two offset island platforms. The east island was between 125th Street and 126th Street and the west island between 123rd Street and 124th Street. It too probably had no crossover or crossunder  

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130TH STREET

130th Street had three tracks and two side platforms with the center track on the upper level 

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135TH STREET

135th Street had three tracks and two side platforms with the center track on the upper level 

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140TH STREET

140th Street had three tracks and two side platforms with the center track on the upper level 

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145TH STREET

145th Street had two levels. The lower level had two side platforms while the center express track was on the upper level with two side platforms  

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151ST STREET

151st Street had three tracks and two side platforms with the center track on the upper level 

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155TH STREET

155th Street had four tracks and two island platforms* 

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SEDGWICK AVENUE

Sedgwick Avenue had two tracks and two side platforms *

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ANDERSON / JEROME AVENUES

Anderson & Jerome Avenue was another strange station which was both el and tunnel due to street topography. The west end was in a tunnel with exit up to the street while the east exit was down to the street. The center exit wax at grade and also had an overpass to the Polo Grounds. The section from 155th Street to 167th Street survived until 1955 when the Giants Baseball Team left New York. We now merge with the IRT Jerome Avenue Line *

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167th STREET

 

167th Street had three tracks and two side platforms

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170th STREET

170th Street had three tracks and two side platforms

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BELMONT AVENUE

 

Belmont Avenue had three tracks and two side platforms(This might be today's' Mt Eden Avenue Station.)

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176th STREET

176th Street had three tracks and two side platforms

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BURNSIDE AVENUE

 

Burnside Avenue had three tracks and two island platforms

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WEST 183rd STREET

 

West 183rd Street had three tracks and two side platforms

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FORDHAM ROAD

 

Fordham Road had three tracks and two side platforms

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KINGSBRIDGE ROAD

Kingsbridge Road had three tracks and two side platforms. This was the last stop for 6th Avenue locals and some 9TH Avenue expresses*  

  *   These stations survived until 1956 when the Polo grounds ball stadium was demolished after the baseball team moved to California. Even today, you can see remnants of this line from the 4 train between 161 and 167 Street stations.

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 Last revised 02/24/2011

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