User:Kew Gardens 613/BMT Lines History

The double letters for the shuttles (SS) was eliminated in June 1979 when the new subway map was printed.

The remaining double letter routes (AA,CC,GG,QB and RR) were changed to single letter by General Order on May 6,1986. Since it was not possible to change all the rollsigns overnight trains with single letters were running before and train with double letters were running after this date.

The following double letter routes have operated at one time or another on the system;AA,BB,CC,DD,EE,GG,HH,JJ,KK,LL,MJ,NX,QB,QJ,QT,RJ,RR,SS,TT.Did I leave any out?

Larry, RedbirdR33

There were two separate numbering systems for the BMT and IRT routes.

The BMT numbering system dates back to at least 1925 and the "D" Type-Triplexes were the BMT cars to carry route numbers. The IRT numbering system dates to 1947 when the R-12 cars were delivered.

The BMT numbers were:

# 1 - Brighton

# 2 - 4th Avenue

# 3 - West End

# 4 - Sea Beach

# 5 - Culver

# 6 - 5th Avenue (Bklyn)(El)

# 7 - Franklin Avenue (Also Brighton-Franklin and Franklin-Nassau)

# 8 - Astoria (Shuttle)

# 9 - Flushing (Shuttle)

# 10 - Myrtle Avenue - Chambers Street

# 11 - Myrtle Avenue (El)

# 12 - Lexington Avenue (Bklyn) (El)

# 13 - Fulton Street (El)

# 14 - Broadway - Brooklyn (aka Broadway Short Line)

# 15 - Jamaica

# 16 - 14 Street

The BMT numbers were in use in printed material and were officially re-approved by the Public Service Commission around 1925, with "-Canarsie" added to number 16 around that time. Until R-1s were used in Fourth Avenue service to Astoria, no numbers were used on either IRT or BMT service to Astoria.

A slight correction on an earlier poster's info, the BMT numbers were as follows: 1 - Brighton, 2 - 4 Av, 3 - West End, 4 - Sea Beach, 5 - Culver, 6 - 5 Av/Bay Ridge, 7 - Franklin, 8 - Astoria Shuttle, 9 - Flushing Shuttle, 10 - Myrtle/Chambers, 11 - Myrtle Elevated, 12 - Lexington Av, 13 - Fulton, 14 - Bway Bkln, 15, Jamaica, 16 - 14 St. There have been some reports that the 14 St/Fulton St service was assigned a #17 but it seems no one has ever seen that number used and the 14/Fulton service normally carried the #13 that the mainline Fulton service used. Only one train on the mainline Fulton El used a number on the route sign and that was the Green Hornet and although the D types and Multis had and used numbered roll signs, the BMT routes were publicly identified only by their line names until the R-32s with their lettered signs arrived at which time the TA tried to get the public to use the letter system. Although the R-27s and 30s also had lettered roll signs, the TA did not attempt to use letters as the principal means of train ID until the R-32s. Of course, the wooden elevated cars didn't use numbers either. It's also interesting to note that although the Bluebirds arrived after the Multis, they had no provision anywhere for a route number sign. It could be that since the public didn't use route numbers, the BMT decided against retaining them for future use. 

Prior to Chrystie, there were 5 West End lcls that put in from CIYd and went into service at 25 Ave N/B. After running in service to Chambers St, they relayed and went south to 95 St where they became the bankers’ specials. After running north as 4 Av expresses through the bypass and via the Manny B, they went south as West End lcls short turning at 9 Av. They then went north back to Chambers St where they relayed south and entered regular midday West End lcl service. Since S/B West End lcl service in the AM rush was provided by returning Bankers’ specials, 5 N/B AM West End lcls terminated at Chambers St with 3 of them running light to DO (ENY) Yd and 2 returning light back to CIYd. Brighton bankers’ specials operated from BBC to Chambers via the tunnel and after discharging passengers ran light back to CIYd. In the PM the process was reversed accept that there were only 3 bankers’ specials of each service instead of 5 like in the AM and those were the 3 midday layups from DO Yd. Also, while the 4 Av specials were express in the AM, in the PM, they ran lcl to 95 even though they ran via the bridge. The PM Brighton bankers’ specials as I recall them ran light from CIYd to Dekalb where they ran in service over the bridge and ran south via the tunnel but all the way through to CI instead of terminating at BBC. Regardless of whether the trains operated via the bridge or the tunnel, the trains carried “Chambers St" as the north destination. It’s interesting to note that after the assignment of the R types to both the West End and Brighton Lines, theca’s did not have route signs for 4 Av or Brighton/Nassau services, the TA assigned the letter “M” to both Nassau services even though that reading was intended for the Myrtle/Chambers service which eventually did receive that designation. Since in the AM neither service N/B would be at the same station enroute to the Nassau Line there would be no confusion and even if that were to happen due to a reroute, both trains served the same stations on the Nassau Line anyhow. In the PM since the 4 Av specials ran lcl, they couldn’t use the M since it read “Express” so the PM 4 Av specials carried “S/Special” signs. Also since they were on 2 different lines inAt the time M, QB and RR used R-27/30s with an occasional R-42. The rule at Stl was that if a QB went BO on the stand, an M would have its signs changed and would be operated as a QB and the M interval abd. Similar procedures applied at 95 St so that the RR Nassau specials would not be dropped but a regular Rr would become the special and raw RR Bway would be dropped. Most of the QBs were operated by M crews, but there were some unique variations in the timetables and work programs between the M and RR. Since around there late 1970s, the RR need an extra train to accommodate increasing ridership, the first 2 QBs would operate up the Astoria line, 1 to Astoria and 1 to Qnsbro Plz where they would be turned south and operate S/B as RRs. If I recall, one of them would operate to Canal St and lay up and the other would operate through to 95 St. In the PM the process was reversed except that both RRs operated through to Astoria where they turned S/B and became the last 2 QBs. As to whether M or RR crews would operate those QBs it depended on which would be the most productive when the work programs were being prepared. On some picks, an RR crew operating to Astoria would operate one of the QBs back to Stl usually as a last trip where the crew would lay up the train. The other interval might have an M crew operating an RR N/B usually the Canal put in and go S/B on the QB and finish in M service. The following pick the crew assignments might be reversed. It all depended on what would produce a more effective work program.  Bkln, and stopping at the same stations along Nassau St although in opposite direction, there might have been a possibility of passenger confusion if both trains used the same letter. 

Tuscarora Almanac - November 25-26, 1967 - The Book of Chrystie Street

This was the weekend that saw the opening of the IND Chrystie Street Line and the Grand Street Station. The last “QT” Broadway-Brighton Local via Tunnel (BMT Rt. 1), left from Coney Island at 11:59 PM, November 25 en-route to Ditmars Boulevard, Astoria. It left Astoria at 1:32 AM, November 26. The consist was (N) 3580-1, 3690-1, 3799-8, 3857-6.

The last “D” Concourse-6th Avenue-Culver Express left from Coney Island at 12:03 AM, November 26. The consist was (N) R-4 524, 823, R-1 283, R-4 681, 551, 417, R-6 958, R-4 629, 817 and 633.

The first “D” Concourse-6th Avenue-Brighton Express left from Coney Island at 12:10 AM . This would be the first train to operate through the new Chrystie Street Tunnel. The consist was (N) R-32A 3380-1,3522-3,3576-7,3642-3. It met the first southbound “D” Concourse-6th Avenue-Brighton Express at Broadway-Lafayette Street. The consist of the southbound train was (S) R-4 794, R-6 1010, 1006, R-4 796, R-6 996, R-1 137, 249, R-4 806, R-1 141, R-4 677.

Source: NYD Bulletin December 1967

Larry, RedbirdR33

Posted by [[1]] on Tue Nov 25 18:26:31 2014, in response to Re: Tuscarora Almanac - November 25, 1967 - The Book of Chrystie Street, posted by Jackson Park B Train on Tue Nov 25 14:16:41 2014. Not only confused riders but confused crews as well. That Monday I was working the midnight tour at Astoria tower and after I was relieved, I traveled down the Bway Subway to see what I could and saw a N/B D train entering Canal St on the Bridge level.

Ed. Thank you. AS you know when the route numbers were assigned circa 1925 the 14 Street Subway and the Canarsie Line were two physically separate lines. The 14 Street Line ran only between 8 Avenue and Montrose Avenue. The Canarsie Line was operated by the #14 Bway-Bklyn Locals. When the two lines were finally connected in 1928 they were most often referred to as the 14 Street-Canarsie Line. Interestingly the TA now designates all "subway" stations on the 14 Street Line as the "Canarsie" Line. This appears on red signs posted at the end of each platform in the subway stations. Its gives a track diagram with designations and shows the locations of the nearest emergency exits.

Larry, RedbirdR33

Howard, actually they didn't switch. From November 1960 when the R-27 began service on the Brighton Line until November 1967 when the Chrystie Street Line opened all three systems of route identification were in effect on the Southern Division. The R-27/30/30A/32A and 32's used route letters. The D Types until July 1965 and the R-11's after that used route numbers and the Standards simply used route names.

The "QB" Broadway-Brighton Local via Bridge was indeed in use by local trains running between Astoria and Coney Island, M-F from 8PM to 6AM and at all times on weekends. The daytime local service between the same two points was the "QT." 

Until April 1962 Saturday #1 Brighton Express trains ran between Astoria and Coney Island via bridge. They ran local in Manhattan but express in Brooklyn. The 1961 TA Map identifies these trains as "Brighton Express". I assume that R-27's ran in this service but I do

not know if they carried "Q" or "QB" signs.

Larry, RedbirdR33 

Actually, the normal service pattern for the Brighton Line was that from about 6 AM to 8 PM the Brighton Express (Q)ran from BBC to 57/7 and the Brighton Lcl (QT) ran from Stl to Ast via the tunnel. After the Brtn Exp ceased operation, the Brtn Lcls ran as QBs from Stl to Ast and also ran on weekends. Actually, the last night of pre Chrystie service which was also over Thanksgiving weekend, the QB did not operate and all Bway subway service operated via the tunnel to allow for the AB tracks of the Manny B to be realigned for the Chrystie service. I worked both Astoria tower and City Hall tower that weekend and am familiar with the service pattern that took place. Up until that time, Brtn Lcl service operated exclusively with R-27/30s but the last weekend, R-32s were used. Over that weekend, any service that was scheduled to operate via the Manny B operated via the tunnel to allow for the necessary track connections to be made. 

Prior to 1967, there was revenue service over the H tracks of the Manny B In the AM, the 4 Av bankers specials ran from 95 St via bridge to Chamber St where they continued through nthe tuune to 9 Av where they turned and returned N/B as West End Locals (using TT designations after the arrival of the R types). In the AMs, these specials ran express from 59 St through the Dekalb bypass and over the Htracks of the bridge. In the PM, these trains originalted as 9 Av West End lcl turn trains N/B via tunnel and S/B via the bridge local all the way to 95 St although when the service was originally operated it ran express S/B in the reverse pattern to the AM service. After the arrival of the R types, the AM trains carried the letter M as did the Brighton bankers' specials but in the PM, they carried S/Special signs. As with the Brighton specials, there were 5 intervals operated in the AM but onle 3 intervals in the PM. None of the bankers' specials laid up at ENY, only 3 West End locals. The reason for that was that with the rush hour service pattern, there was no place for the West End locals to relay at Chambers St since the 4 Av specials were coming off H2 tk and the Brighton specials returned light to CIY via tk H1. 

If I recall the service pattern that weekend, after the PM rush Wednesday, Nov. 22 1967, the Manhattan bridge tracks were closed in preparation for the upcoming service changes. The QB Brighton lcl service via bridge did not operate and was replaced by service via tunnel (QT). Sea Beach service also operated via the tunnel. Thursday Nov 23 was Thanksgiving Day and due to anticipated light riding on Friday, all Bway BMT sevice operated via the tunnel and both the bankers' specials services operated via tunnel on a supplementary schedule. Of course, the headways had to be adjusted accordingly to accomodate all services operating via the tunnel.

The QB was the late evening, midnight and weekend service. When the Q Brighton Express operated, the Brighton Lcl operated via the tunnel and was called the QT. During rush hours and all day Saturday, the T Wesr End Express operated via bridge to Astoria during the week and to 57/7 on Saturdays. The TT West End Local operated at all times to Chambers St except on Saturdays when the T operated and after the PM rush, midnights and all day Sunday when it was a shuttle betwwen Stl and 36/4. At the tail end of the AM rush S/B and in the afternoons just before the PM rush N/B, some TTs terminated at 9 Av. In the AM, these were returning 4 Av bankers' specials and in the PM they would operate N/B to Broad St where they would become S/B 4 Av bankers' specials. 

D

IND: There were several strange aspects of the subway service during the period between November, 1967 and July, 1968. The forty five minute gap in 'QJ" service was one of them. 

The "D" was another. It did restore midday express service to the Brighton line which had been missing for several years. "D" trains ran express on the Brighton Line as follows: southbound 7:52 AM to 7:28 PM (appx) exp Prospect Park to Brighton Beach, 7:37 to 8:23 PM exp Prospect Park to Kings Highway. Northbound express left from Coney Island from 6:00 AM to 5:30 PM after which they ran as Brighton Locals.

This was the plan although as time went on "D" trains would run local south of Kings Highway earlier due to congestion at Brighton Beach.

Larry, RedbirdR33 

EE Queens–Broadway Local

The EE, the Queens–Broadway Local, started its service on Monday, November 27, 1967, the first day of the new Chrystie Street services. Service on the EE ended on Friday, August 27, 1976. EE service operated Monday through Friday between about 6 AM and 8 PM. Service originated at 71st–Continental Avenues in Forest Hills, Queens and terminated at Whitehall Street in Manhattan, with the exception of a few rush hour short-turns that terminated at Canal Street. The EE ran via the IND Queens Boulevard Line local, the 11th Street Connection, the 60th Street Tunnel, and the BMT Broadway Line local. The full route took 48 minutes and 13.64 miles, while the shorter route took 42 minutes and 12.24 miles. Trains on the EE route displayed Green–Yellow marker lights. On the map, the line was depicted in an orange bullet. It was not the first subway route to use the letters EE and it was not the first to operate through the 11th Street Connection between the BMT and IND in Queens and yet it became so strongly identified with that line that it is still remembered after over thirty years.

History

A roll sign reading for EE 8th Avenue Local appeared on the roll-signs of the R1s when they were delivered in 1931. It was one of the eight original local routes provided in the initial planning of the IND. It was to be a local service connecting the Queens Boulevard Line in Queens with the Eighth Avenue Line in Manhattan via the 53rd Street Tunnel. This first EE began operation on April 24, 1937, running between 169 Street in Queens and Church Avenue in Brooklyn via the 53rd Street Tunnel and the Rutgers Street Tunnel during non-rush hours. During the rush hours, E trains would run over the same route but would operate express in Queens while GG trains provided Queens Boulevard local service. Two months later, on July 1, 1937, with the completion of the Crosstown Line, the E was made a full time service and the EE joined the AA in temporary retirement.

The proposed route the new EE would not have been possible prior to December 1, 1955 when the 11th Street Connection was opened between the local tracks of the IND Queens Boulevard Line just south of Queens Plaza Station and the BMT 60th Street Tunnel. The connection on the BMT end was made just inside the portal on the Queens side of the East River. This two track connection was signaled “GD1” for the Manhattan-bound track and “GD2” for the Queens-bound track. Initially, service over this line was provided by the BMT’s Route 1 Brighton Line until 1961. On January 1, 1961, BMT Route 2 Fourth Avenue Local took over the service. With the delivery of the R27 cars in 1960, these trains could also be identified as RR Broadway-4th Avenue Local. Service over the 11th Street connection was provided weekdays only from about 6 AM to 7 PM.

The opening of the Chrystie Street Connection would result in the functional merging of the BMT and IND Divisions into a single entity to be known as the B Division. Virtually every route of the BMT and IND would be changed, discontinued, re-routed or re-designated. There would also be several new routes, including the EE. The main Brighton Local service, the QB and QT, which had previously run to Astoria was to be re-routed up the Nassau Street Line and the Williamsburg Bridge to Jamaica. The Fourth Avenue Local, which had run to Forest Hills on weekdays from 6 AM to 7 PM and to 57th Street–Seventh Avenue at all other times, would now be extended to Astoria. A new service was needed to run between Forest Hills and Whitehall Street. This new service would be designated EE and be called identified as the Broadway Local or Queens-Broadway Local. An early proposal was to call the new service QM for “Queens-Manhattan.”

A fleet of 176 Arnines was assigned to the EE which needed a maximum of 22 eight-car trains during the rush hours. Most of the Arnines came from the 1100-1399 group and had the proper route signs which would read EE Via Broadway. Others, however, did not, and decals with black letters reading “VIA BWAY” were pasted over the roll sign readings. The “VIA” and the “BWAY” were printed on top of each other in full size letters so it was impossible to fit the complete reading into the roll sign box. Some Arnines simply carried the original EE 8th Avenue Local readings. As time went on other car classes showed up on the EE–the R38s and R40s were there used on and off in 1969. The March 1970 car assignment called for 106 Arnines and 104 R16s, though by October 1970 this was pared back to 88 Arnines and 88 R16s. The Arnines were ordered off the EE by November 13, 1970, with the R16s assuming most of the service supplemented by R38s and R40Ms.  

In the middle of the 1970s, the subway system was in a state of virtual collapse. Derailments and fires occurred on a nearly weekly basis, while virtually every surface on the subway system; including tunnels, stations and cars were covered with graffiti. Punks and hoodlums roamed the subway system and made it unsafe to ride outside of the peak hours. Riders deserted the subway in droves for the new express buses or if they did ride they did so only during the rush hours. Money for repairs was in short supply as well so the Transit Authority decided on severe service cutbacks that included the complete elimination of the EE and the KK. The last day of operation was set for Friday, August 27, 1976. The last northbound train left from Whitehall Street at the end of the PM rush with the following consist: 6432–6441–6416–6491–6398–6430–6419–6482. The last southbound EE arrived at Canal Street at 8:20PM and had R-38’s 4031-4030+4087-4086+4066-4067+4050-4051. The EE replacement was a few rush hour only N trains running southbound from Forest Hills in the AM and northbound from Whitehall Street in the PM.

JJ

Tuscarora Dispatch No 2

JAMAICA LINE SKIP-STOP SERVICE 1959 to 1980

Skip - Stop service on the BMT Jamaica Avenue Line began in June of 1959. The basic setup was that Manhattan - bound trains leaving from 168 Street - Jamaica Avenue on weekdays from about 7 AM to 8:30 AM would make limited stops from there to Eastern Parkway. Stations along the route would be identified by "A" or "B" signs . No.14 Broadway - Brooklyn Local trains would stop at the "B" stations while No.15 Jamaica Express trains stop at the "A" stations. Four stations; 168 Street, Sutphin Boulevard, Elderts Lane and Eastern Parkway were served by both routes and displayed both "A" and "B" signs.

No.14 Locals would stop at 168 St, 160 St, Sutphin Blvd, Queens Blvd, Metropolitan Av, 102 Street, Elderts Ln, Cypress Hills, Norwood Av, Van Siclen Av, Alabama Av and Eastern Parkway. They would then make all local stops to Canal Street.

No.15 Expresses would stop at 168 St, Sutphin Blvd, 121 St, 111 St, Woodhaven Blvd, Forest Pkwy, Elderts Ln, Crescent St, Cleveland St, and Eastern Parkway. They would then run express along Broadway stopping at Myrtle Avenue and Essex Street and making all stops to Broad Street.

Skip-stop service was offered Manhattan-bound in the AM rush only. 

This service pattern continued until November 26, 1967 when the Chrystie Street - Manhattan Bridge Line opened. "QJ" trains would replace the No.15 Express and "JJ" trains would replace the No.14 Locals. The service pattern was otherwise unchanged with "QJ" trains stopping at the "A" stations and "JJ" trains stopping at the "B" stations. 

There was still no PM skip-stop service.

The Chrystie Street - Williamsburg Bridge Line opened on July 1, 1968 and a new service, the "KK" replaced the "JJ" . It would operate between 57 Street - 6 Avenue and 168 Street - Jamaica in both directions during the rush hours. About this time the "A" and "B" signs at the stations were replaced by "QJ" and "KK" signs with all - stop stations carrying both signs. Skip-stop service would now operate Manhattan-bound in the AM rush and Queens-bound in the PM rush. "KK" trains in skip-stop service would make all "KK" or "B" stops between 168 Street and Eastern Parkway and then make all local stops between that point and 57 Street and 6 Avenue.

Service changes were announced for September 10, 1972 but where postponed until the weekend of December 31, 1972 - January 1, 1973. The "QJ" would be replaced by a new service called the "J' which would run between 168 Street and Broad Street at all times.

The "KK" would be replaced by the "K" which would operate between 57 Street - 6 Avenue and Eastern Parkway during rush hours. Hereafter all service on the Jamaica Avenue Line would be provided by "J" trains. Skip-stop service would continue with alternate "J" trains serving "A" or "B" stops .(See original list) Skip-stop service in the PM rush was discontinued and the time of the AM operation were shortened to about 50 minutes. It is unclear how passengers were supposed to differentiate between the "A" or "B" trains. The roll signs were never changed and the subway maps issued from 1972 (2) through 1978 while they mentioned the service did not list which trains made which stops.

The 6 Avenue "K" was discontinued on August 27, 1976 and skip-stop service was extended westward to Myrtle Avenue. Chauncey St and Gates Avenue would become "A" stops while Halsey St and Kosciusko St would become "B" stops.

The Diamond Jubilee Edition of the New York City Subway Map was a marked improvement over its predecessors. Issued in June of 1979 it was the first map since 1969 to list the "A" and "B" stations on both the front and reverse. 

All "J" Line skip-stop service was discontinued on December 1, 1980.

Skip-stop service would return to the Jamaica and Broadway-Brooklyn Lines in December 1988 with the opening of the Archer Avenue Line

Note to Map Collectors: In addition to the 1979 Map the Fall 1980 map listed the "A" and "B" stations as well, but which one?

It seems that two maps were issued with the copyright @1979 New York City Transit Authority, Revised Fall 1980. The first map has a side fold and strip maps for the 6 Avenue Line services under the title. The second map has a vertical fold and strips maps for the Lexington Avenue Line under the title. Only the first map shows the "A" and "B" stations on the "J" Line. The second map was issued right after the skip-stop service was discontinued.

Larry, RedbirdR33

The Orphans of Chrystie Street

Part 4 The JJ-14 : Broadway - Brooklyn Local and JJ - 15 Jamaica - Nassau Street Local

Of all the routes spawned by the opening of the Chrystie Street Line in November 1967 no one has caused more confusion than the route that was know as the "JJ." The New York City Subway Map and Guide issued at the time imparts the following information in the service guide section. The "JJ" (no route name) will operate during the AM rush hours between 168 Street - Jamaica Avenue and Canal Street - Centre Street with "skip stop "B" Stations Queens bound." During the PM Rush service will operate between Crescent Street or Atlantic Avenue in Brooklyn and Canal Street in Manhattan. At all other time service will operate between 168 Street - Jamaica and Broad Street. 

The strip map on the reverse side of the map lists the "JJ" as making all stops between 168 Street and Broad Street with Atlantic Avenue added with an asterisk and some additional information. Monday through Friday during rush hours some trains operate between Atlantic Avenue and Rockaway Parkway via the Canarsie Line. Monday thru Friday during rush hours "JJ" trains terminate at Canal Street. In PM rush hours "JJ" train do not operate between Crescent and 168 Streets. Skip-stop service during the AM rush, 168 Street to Eastern Parkway. Nowhere on the map does it tell you which stops are made and which are skipped.

Adding to the confusion was the fact that there were two different systems of route identification in use on the BMT Division at the time. The older system used route numbers and was introduced by at least 1925 while the newer system of route letters began in 1960 with the delivery of the R - 27 cars. 

The "JJ" was actually two separate services operating at different times between different terminals (for the most part) and using two separate fleets of equipment. One "JJ" covered the services of the former BMT Route No. 14 Broadway- Brooklyn Local while the other covered the services of the former BMT Route No. 15 Jamaica Local. Hereafter I will refer to these services as the JJ-14 and JJ-15 respectively.

Chapter 1 : The JJ-14 Broadway - Brooklyn Local

First Day of Service : Monday, November 27, 1967

Last Day of Service : Friday, June 28, 1968

Map Color : Orange

This service was simply a continuation of the No.14 Broadway - Brooklyn Local which ran during weekday rush hours. There was no change in the route or scheduling . It was a complicated service and much has changed since 1967 which is why I have listed a full description of the terminals. The mileages are as accurate as I can make them and the running time are approximate.

Terminals: 

168th Street - 168th Street - Jamaica Avenue, Queens

111th Street - 111th Street - Jamaica Avenue, Queens

Crescent Street - Crescent Street - Fulton Street, Brooklyn

Eastern Parkway - Eastern Parkway - Broadway, Brooklyn

Metropolitan Avenue - Metropolitan Avenue / Myrtle Avenue Line, Queens

Rockaway Parkway - Rockaway Parkway / Canarsie, Brooklyn

Atlantic Avenue - Atlantic Avenue - Snediker Avenue, Brooklyn

Canal Street - Canal Street - Centre Street, Manhattan

Services:

1) 168th Street - Canal Street

Lv. 168 St : 7:08 - 8:24 AM ("B" Skip Stop)

Lv. Canal Street : 6:58 - 7:38 AM

Mileage : 12.65

Running Time : 40-44 Minutes

Markers : White - Green

2) 111th Street - Canal Street

Lv. 111 St : 6:26, 6:56, 7:07 AM

Mileage : 10.28

Running Time: 38 Minutes

Markers : White - Green

3) Crescent St. - Canal Street

Lv. Crescent St : 5:21, 5: 37, 5:55, 6:12 PM

Lv. Canal Street : 4:44, 5:00, 5:16, 5:33 PM

Mileage: 7:81

Running Time: 27 Minutes

Markers : Green - Yellow

4) Eastern Parkway - Canal Street

Lv. Eastern Parkway : 3:05 - 3:43, 4:25 PM

Lv. Canal Street : 7:48, 8:42 - 10:18 AM

Mileage : 5.96

Running Time : 20 Minutes

Markers : White - White

5) Metropolitan Av. - Canal Street

Lv. Canal Street : 8:04 AM

Mileage: 6.72

Running Time : 24 Minutes

Markers: Green - Red

6) Atlantic Avenue - Canal Street

Lv. Atlantic Avenue : 8:50 - 9:46 AM , 3:50 - 5:16 PM

Lv. Canal Street : 8:11 - 9:12 AM, 3:30 - 4:36 and 5:42 - 6:44 PM

Mileage: 6.00

Running Time : 22 Minutes

Markers : Green - White 

7) Rockaway Pkwy. - Canal Street

Lv. Rockaway Parkway : 6:21, 6:41, 6:51 AM, 5:27, 5:43, 6:01 PM

Lv. Canal Street : 7:55 AM, 4:52, 5:08, 5:25 PM

Mileage : 8.27

Running Time: 30 Minutes

Markers : Yellow - Red

"B" Skip-Stop Service :

JJ-14 trains leaving from 168th Street during the AM Rush operated skip-stop service to Eastern Parkway stopping at 168th Street, 160th Street, Sutphin Boulevard, Queens Boulevard, Metropolitan Avenue, 102nd Street, Elderts Lane, Cypress Hills, Norwood Avenue, Van Siclen Avenue, Alabama Avenue and Eastern Parkway.

Equipment and Train Lengths: 

The original assignment was AB Standards arranged in six cars trains. 84 cars were required for the AM Rush while 48 were needed for the PM Rush. 

Starting on or about May 9, 1968 R-1/9's from the Queens IND were placed in service gradually replacing the AB's. The roster numbers were 1527 to 1802 with some exceptions. The plan was to have all R-1/9's in service by the time the Williamsburg Bridge Connection opened.

The last day of service was Friday, June 28, 1968. The JJ-14 replacement was the KK Jamaica - Bway / Bklyn - 6 Avenue Local.

Chapter 2 : The JJ-15 Jamaica - Nassau Street Local

First Day of Service : Sunday, November 26, 1967

Last Day of Service L Sunday, June 30, 1968

Map Color : Orange

The JJ-15 was a continuation of the No. 15 Jamaica Local. Prior to the opening of the Chrystie Street Line No.15 trains had run between 168th Street - Jamaica and Broad Street at all times. During the rush hours these trains ran as Jamaica Expresses but at all other times they were locals. After Chrystie Street service between 168 Street and Broad Street would be provided by QJ and RJ trains on weekdays from about 6 AM to 8 PM. The JJ-15 operate at all other times. 

Services :

1) 168th Street - Broad Street

Monday - Friday

Lv. 168th Street 7:32 PM - 5:13 AM

Lv. Broad Street 8:28 PM - 6:12 AM

Saturday - Sunday - All Times

Mileage : 13.66

Running Time : 41 Minutesser

Markers: Green - Green

Equipment and Train Lengths

The JJ-15 operated from a common equipment pool with the QB, QJ, and RJ. This pool consisted of R-16, R-27, R-30, R-30 A and for a short time R-11's. 

Train length was 6 cars in the evening and on weekends, 4 cars during the owl hours and on Sunday mornings.

It should be noted that in the days and weeks after the opening of the Chrystie Street Line there was a great deal of confusion and car assignments were not always followed.

The 57th Street - 6th Avenue Station and the Williamsburg Bridge Connection both opened on Monday, July 1, 1968. The JJ-15 schedule not affected by this but trains would now be designated as QJ's whether they terminated at Broad Street or Coney Island.

Larry, RedbirdR33

This was the general weekday service pattern between 168th Street - Jamaica and Broad Street from the 11/27/67 to 6/28/68. Times are approximate. Lv 168th Street : 12 Mid to 5:13 AM (JJ to Broad Street) 5:28 AM to 6:19 AM (RJ to 95th Street) 6:29 AM to 7:20 PM (QJ to Brighton Bch) 7:32 PM to 12 Mid (JJ to Broad Street) Lv Broad Street : 12 Mid to 6:12 AM (JJ from Broad St) 6: 28 AM to 5:59 PM (QJ from Brighton Bch) 6: 06 PM to 6:54 PM (RJ from 95th Street) 6:46 PM to 8:19 PM (QJ from Brighton Bch) 8:28 PM to 12 Mid (JJ from Broad St) Additional RJ's to 168 Street at 8:16, 8:51,9:02 AM Larry, RedbirdR33 

KK/K

KK

KK A New Service Brochure Map

KK service began on July 1, 1968, when the Chrystie Street Connection tracks to the Williamsburg Bridge opened. The Jamaica Line portion of the rush-hour JJ was modified to become a new rush-hour KK, running between Jamaica (peak direction) or Eastern Parkway (both directions) and the new 57th Street station on the IND Sixth Avenue Line in Manhattan. The MM (with a dark green bullet on R-27 signage) was a proposed alternative to the KK as a local to 57th Street/6th Avenue, which finally opened in July 1968. Existing skip-stop service was extended to afternoon Jamaica-bound trains, with those QJ trains running express west of Eastern Parkway and service "A" stations east to Jamaica, and those KK trains serving "B" stations.

The KK, the Sixth Avenue–Broadway/Brooklyn–Jamaica Local, operated weekday rush hours only. During rush hours, trains ran in skip-stop service with the QJ. QJ trains stopped at A stations, while KK trains stopped at B stations. The B stations were 168th Street, 160th Street, Sutphin Boulevard, Queens Boulevard, Metropolitan Avenue, 102nd Street, Elderts Lane, Cypress Hills, Norwood Avenue, Van Siclen Avenue, Alabama Avenue and Eastern Parkway. These trains made all local stops west of Eastern Parkway. Service mainly ran between 57th Street/Sixth Avenue and 168th Street; however, service also did originate/terminate at five other terminals.

Toward Manhattan, trains left Atlantic Avenue on the BMT Canarsie Line at 6:10, 6:20, 6:38 and 6:56 AM, in addition to all trains between 8:49 AM and 9:26 AM. Trains also left Atlantic Avenue at 4:53 and 4:59 PM. Three more trains to Manhattan ran via the BMT Canarsie Line, originating at Rockaway Parkway at 6:21, 6:40 and 6:55 AM. Two trains did not originate at the main terminal at 168th Street prior to the morning skip-stop service. Two trains originated from 111th Street at 6:59 and 7:08 AM. B skip-stop service operated between 7:10 AM and 8:23 AM. Between 3:08 and 5:22 PM, trains originated at Eastern Parkway. Queens-bound service terminated at 168 Street at 6:54, 7:02, 7:10 and 7:18 AM, making all stops. Five trains terminated at Atlantic Avenue at 7:46, 7:59, 8:20, 8:30 and 8:44 AM. These trains would use the center platform (now the west side of the eastern platform), and then continue and crossover to the easternmost track and return to the other platform for its return. Later on, the K would terminate on what is now the northbound Manhattan-bound L platform, so passengers remaining on the train after Broadway Junction would have a cross-platform transfer to the L train to Rockaway Parkway. There was a diamond crossover and then two individual crossovers, one to the eastern track, and one (that is still there today) to the Canarsie bound track. Four trains ran via the BMT Myrtle Avenue Line, terminating at Metropolitan Avenue before laying up in Fresh Pond Yard. These trains followed the route of the MM, which was a possible route that appeared green on rollsigns. Additional trains terminated at Eastern Parkway before skip-stop at 8:16 and 8:34 AM, and between 8:51 and 10:11 AM. All trains between 4:08 and 5:33 PM ran to 168th Street serving B stations in skip-stop service. Trains then terminated at Eastern Parkway from 5:39 to 6:38 PM.

K

On January 2, 1973, the KK was cut back to Eastern Parkway from 168th Street and renamed the K, and both skip-stop patterns were carried out by alternate J trains.

The K ran weekdays only during rush hours. Almost all K trains ran between 57th Street–Sixth Avenue and Eastern Parkway. There were three put-ins that left Rockaway Parkway at 6:22, 6:42, and 7:00 AM. Two trains left 57th Street at 10:02 and 10:11 AM, but terminated at West 4th Street. Trains left 57th Street between 6:55 and 9:54 AM, and between 3:21 and 6:45 PM. Trains left Eastern Parkway between 6:14 AM and 9:30 AM, and between 2:38 PM and 6:04 PM.

On August 30, 1976, due to budget cuts, K service was discontinued, eliminating the J skip-stop and express service east of Myrtle Avenue in the PM rush hour. Skip-stop service was retained toward Manhattan during the AM rush hour. One-way express service remained west of Myrtle Avenue, since the M was switched to the local tracks at that time. 

M

That was the reason. Once the Myrtle el stopped running and the M went from a rush hour only service to a more or less 6A to 9P service it was able to be routed to the Southern Div to provide more reliability than the much longer QJ had been able to provide. 

It was only recently that switches between A3 and A4 were reinstalled S/O BBC. When the platforms were originally extended to hold 10 cars in the 1960s, the switches were moved N/O the station because there was no room for them between the S/E of the platform and the A5 And A6 Yd tracks. The new switches S/O the station were installed beyond the switches to the yd tracks and those switches should probably be eventually moved S/O the diamond Xover so that put ins and layups can go to and come from the proper tracks. The reason that trains are currently not relayed S/O the station is probably as a cost cutting measure since the time it takes to relay would add to the cost of a run and possibly even add a crew or at least some switchmen to relay the trains. 

I don't know why it ran express but I do know why the M was shifted from the Brighton Line to the West End. The new head of Operations Planning (who was a real jerk) appointed by David Gunn, wanted to provide a direct route for the Hassidic Jews living in Borough Park to the Lower East Side and Williamsburg. He may have made it express to provide them with a faster ride at the expense of N line riders. (Not everything the TA does is based on studies and numbers.) I think he was no longer in charge by the time the M became the local. You might say he was a pro-semite. 

MM

Although the MM was never used in service on any trains, 4 AM returning KKs terminated at Metropolitan Av and while not displaying MM signs were in fact MM trains. Actually, a similar anomaly occurred in late 1958 prior to the West Side IRT route realignment of Feb 1959. In the PM rush, there were two 7 Av expresses usually consisting of R-22s that went from N/Lts to 145 St/Lenox. However, these trains did not display a #3 on the end sign but displayed a #2 instead. At the time, the side signs of the IRT SMEEs did not display the route numbers but merely the route and Ntrain classification e.g. "Broadway Local," "7th Ave Express" etc. and at back then, IRT trains were not referred toby numbers anyhow but merely by the route name.

N

Unfortunately all "N" trains ran local in Manhattan southbound in the AM rush and northbound from about 2PM to 8PM. 

QB

Tuscarora Almanac – February 10, 1964 – The Book of First Runs

New York City Transit Authority

BMT Division

Due to the need to lengthen platforms at Newkirk Avenue skip-stop service is put into effect on the Brighton Line. The local tracks north and south of the station are hard-railed into the express tracks. No. 1(M) and No.1 (Q) express trains will stop at Parkside Avenue and Avenue J in additional to the regular express stops. No.1 (QT) local trains will bypass Parkside Avenue and Avenue J.

Source: New York Division Bulletin / August 1963 & April 1964

The first two QBs in the morning would go to Astoria and would come back into RR service to 36th Street and layup in the yard.

The situation between the RR and the M when the RRs were still going to Astoria was the same as the one between the RR and the QB. There weren’t enough cars to provide the full service needed for the S/B M in the AM so the first 2 RR Nassau specials went through to Met where they became S/B Ms. In the PM the process was reversed and 2 M layups at Met returned S/B as the last 2 RR Nassau St specials. On Bway, the first 2 QBs ran through to Astoria where they made 2 S/B intervals one to Canal and the other through to 95 St. In the PM the Canal St layup was put in N/B as a RR to Astoria where it and a through RR from 95 St retuned S/B as the last 2 QBs. 

Actually, the way it was originally set up, the slots for the 5 QBs that would have gone to Nassau St if they were QJs were filled by an equal number of RJs that operated mostly to E/Pky in the AM where they laid up. After the RJ route was eliminated, the RR/Nassau Specials filled those same slots only they terminated at Chambers St where they laid up on the former south side of the Manny B tracks for returning RR PM specials as they weren't needed for any sort of QJ service anyhow. By the way, even though the trains were signed up for "RR/Nassau St" and were RRs as far as the public was concerned, those of us in RTO continued to refer to them as "RJs" when passing info between towers.

When timetables were printed in the 1970s, the QB trains were on the M schedule. The QB service was part of the M employee timetable and was operated by M crews. Both trains ran via the Brighton Local.

Not all the QBs were operated by M crews. Depending on the way the work programs fell, the QBs that went into and came out of RR service were operated by RR crews. The same was true for the RR nassau specials that went into and came out of M service. If a more efficient work program could be generated by having RR crews operate one or more of the QBs then that was what was done and vice versa. 

QJ

The QJ

QJ Service:

Lv: 168 Street 6:29 AM to 7:20 PM

Lv: Brighton Beach 5:56 AM to 5:27 PM and 6:14 PM to 7:47 PM

I do not have accurate headway information.

Larry, RedbirdR33 

Pure speculation, but the 45 minute gap in QJ service might have been necessitated in order to allow NX trains to terminate at BB although it is not clear whether that was typically on the BB local or the express track. It's also possible that those trains then laid up between BB and Sheepshead Bay on the express track, which would have kept the D from running express northbound out of BB. Once the NX service was done for the evening, several D trains would layup between BB & OP for the night. This would necessitate QJ northbound local service our of CI until D's began to run through to CI. That begs the question as to where the QJs were laid up during the gap. Is it possible that NX trains were re-signed (or "de-signed"). I witnessed trains laying up on the pocket tracks between BB & OP during this time-gap, so it is possible that those were the missing QJs. I sure wish there was an old-timer out there that worked BB Tower back then whom could shed some light on that!!!! 

I don't know for sure. The LL,M and the rush hour JJ were still using Standards right after Chrystie Street and they certainly were maintained at East New York. There were several early AM put-ins from Alabama Avenue to 168 Street on the QJ. Possibly these trains were laid up at ENY overnight but otherwise maintained at Coney Island.

Larry, RedbirdR33 

QT

Tuscarora Journal - November 22, 1967 - The Book of Last Runs

CHRYSTIE STREET MINUS 4

This is Wednesday, November 22, 1967, one day before Thanksgiving and four days before the opening of the Chrystie Street Subway. 

Today will be the last day of operation the original “QB Broadway-Brighton Local via Bridge.” (BMT Route # 1 Brighton). The “QB” ran during weekday evenings and midnight hours and at all times on the weekends. It operated between Ditmars Boulevard, 

Astoria and Coney Island via the north side of the Manhattan Bridge making local stops. The last train probably operated sometime around 6 AM on Wednesday morning. For the next four days the “QT Broadway-Brighton Local via Tunnel” would run full time.

Today will also be the last day of service between the BMT Southern Section and the Nassau Street Line via the south side of the Manhattan Bridge. Although the Fourth Avenue-Nassau Street trains (M/S)(BMT Route #2 4th Avenue) would operate for one more day on Friday, November 24 they will run via the tunnel on that day.

RJ

RJ

Tuscarora Despatch No 3 - The Orphans of Chrystie Street

Part 1 : The RJ – Fourth Avenue-Nassau Street Line

Began service: Monday, November 27, 1967

Ended service: Friday, June 28, 1968

The Route: 168th Street – Jamaica Avenue, Queens

95th Street – 4th Avenue, Brooklyn 

via the Williamsburg Bridge and the 

Montague Street Tunnel

Distance: 21.81 Miles

Running Times: 70 Minutes - express

78 minutes – local 

Stations: 49 

Map Color: Red

The RJ was listed on the front of the subway map as a “Special Rush Hour Service” which also included the NX,QB and 5 (Thru-Exp). It was a somewhat arbitrary designation as several other rush hour routes were not included. The service guide stated that the RJ ran during the AM rush northbound and the PM rush southbound as a “local” service.

The reverse side of the map contained a strip map with the following information:

Trains operate during rush hours Mon-Fri. During the PM rush from 6:20 to 6:55 RJ trains operate express along Broadway Brooklyn.

Now how could a train that is listed as running in one direction only on the front of the map suddenly start running in both directions by the time it reached the back of the map? More intriguing, how could a train listed as running as a southbound local on the front of the map run as an express on the reverse side. Especially as it would be running express southbound at the same time that the QJ was running express northbound on the Broadway Brooklyn Line. The Broadway Brooklyn Line is a three track line and the center express track can only be used in one direction at a time. As we shall see the RJ ran in both directions in the rush hour and certain trains did run express on the Broadway Brooklyn Line.

SERVICE DURING THE AM RUSH

Northbound service: A total of five trains left 95 Street from 7:46 AM to 8:33 AM.

The 7:58 and 8:10 departures ran all the way to 168th Street while the other three terminated at Eastern Parkway . These trains made all local stops.

Southbound service: A total of five trains left 168th Street from 5:28 AM to 6:19 AM and ran to 95th Street . The first four trains made all local stops while the last one ran express on the Broadway Brooklyn Line from Eastern Parkway to Essex Street. It was the first southbound express of the day on the line. Note that the southbound service from Jamaica filled a service gap between the last JJ departure to Broad Street at 5:13 AM and the first QJ departure to Brighton Beach at 6:29 AM.

SERVICE DURING THE PM RUSH

Northbound service: Six trains leave 95th Street from 5:37 PM to 6:25 PM

and run to 168th Street. The first five ran express from Essex Street to Eastern Parkway with the 6:14 PM departure closing out the day's express service on the Broadway Brooklyn Line . The last departure at 6:25 PM made all local stops.

Note that the northbound service fills a 45 minute gap in northbound QJ service.

Southbound service: Five trains leave Eastern Parkway and make all stops to 95th Street. There is no southbound PM rush service from 168th Street.

Service on the RJ ended on Friday, June 28, 1968. It was replaced by the RR Nassau Street–Fourth Avenue Local, which ran between Chambers Street and 95th Street via the Montague Street Tunnel.

RR via Nassau

The designation of the "RR Nassau Street-Fourth Avenue Local" has always caused confusion. The RR Nassau Street–Fourth Avenue Local began operation on Monday, July 1, 1968. It was identifed with a green line the same as the RR Broadway-Fourth Avenue Local. The only difference was that the service on Nassau Street was shown with dashes and not a solid line indicating a rush hour service. This wasn't so much of a problem when every subway line had its own color.

The 1979 edition of the subway map, which was issued in June of that year, simplified the color identification system by assigning a single color to each trunk line. The color for the Broadway Line was yellow so all three Broadway routes; N, QB and RR were yellow, either with a circle or a diamond. The diamond being for rush hour service. The Nassau Street Line services received the brown color with the 1979 subway map. became the brown line and so did its two routes the J and M. For whatever reason the TA chose to identify the Nassau Street RR servvice with a yellow color and showed it as a branch of the Broadway RR. This continued with the elimination of double letters effective with the subway map issued on May 10, 1985, although the official date of the changeover was actually a year later on May 5, 1986. With this change, it became a diamond yellow R. The jobs reported to Essex Street and trains were laid up between Canal Street and Bowery. Trains used to go north to Essex Street to turn back southbound go into service at Chambers Street. When RRs ran to Astoria, 4 PM layups ran light to the H tracks north of Chambers Street for storage. In the morning, these trains operated southbound in service to 95th Street where they became the Northbound morning bankers' specials to Chambers Street. All but one laid up on the H tracks. The remaining one ran light to Fresh Pond Yard and came back southbound and went into service at Chambers Street along with the others that had been laid up there midday.

With the May 24, 1987 subway map, the Nassau Street R was given a brown color. On this date the Nassau Street R was virtually merged with the M and there was a through routing of trains between Metropolitan Avenue and 95th Street, unlike what the map depicted.

This change came about due to the swapping of the N and R terminals in Queens. R trains began getting its equipment from Jamaica Yard. The cars that would go into service on the Nassau Rs ran only on the Nassau portion of the R. Since there could be no more interchanging of consists (R trains now used 600 foot-trains exclusively), everything leaving 95th Street had to come from East New York. Trains carried M signs on the front rollsigns in one direction and R signs in the other direction. During the morning rush hour, most trains leaving Metropolitan Avenue were diamond Rs headed for 95th Street, with only a few Ms to Bay Parkway. Almost all the M trains headed northbound from Bay Parkway were put-ins from Coney Island. In the morning, there were only twi southbound runs that ran down the West End line, one to Bay Parkway (which always used a redbird) and one which ran thru to Coney Island and went out of service (which always used an R27). This glut of Nassau St trains is what probably led the MTA to eliminate the diamond R entirely in November 1987, streamlining all the services. This lasted only until November 23, 1987 when Fourth Avenue–Nassau Street service was discontinued. The last train had cars (s)4878-,4850-1,4897-6 and 4937-6 (n).

T/TT West End Express/Local

The letters T and TT were first used in 1960 with the delivery of the R27s. Respectively, they replaced the old BMT designations of #3 West End Express and #3 West End Local. The T was the Broadway-West End Express and it ran during "extended" rush hours on weekdays, between 6 AM and 10 AM, and between 4 PM and 8 PM. There were three main services. The first ran between Astoria and Coney Island, the second ran between Astoria and Bay Parkway, while the third ran between Queensboro Plaza and Coney Island. These services operated via the 60 Street Tunnel and the Manhattan Bridge north side tracks. They ran express between 57th Street and DeKalb Avenue, and between Pacific Street and 36th Street. During the main portion of the rush hour they also bypassed Dekalb Avenue. The T also ran on Saturdays between 57th Street and Coney Island from 6 AM to 8 PM, running express between 57th Street and DeKalb Avenue and between Pacific Street and 36th Street. The opening of the Chrystie Street Subway saw the T replaced by the B. The last day of T service was Saturday, November 25, 1967.

Towards the end of the AM rush hour, the T trains were laid up on the middle track north of Queensboro Plaza. At the time, there was no signal control on the middle track between Astoria and Queensboro Plaza so the Brighton Locals, which ran to Astoria pre–Chrystie Street as either QTs or QBs, were laid up and were put in from Astoria, and the West End trains were laid up and put in at Queensboro Plaza. The last three West End expresses each night, from Monday to Saturday were resigned as TT West End Locals once then arrived at Coney Island. Then then ran via the tunnel, running between Coney Island and Canal Street, discharging passengers and then laying up to City Hall Yard. They ran express via Fourth Avenue even though they carried local signs. On Monday to Friday mornings, these three trains operated local from Canal Street to Astoria carrying TT signs and operated southbound from Astoria as T expresses. On Saturday mornings, these three trains operated southbound from City Hall to Coney Island via the tunnel as TTs. At Coney Island they entered T West End Express service to 57th Street. On Saturday evenings, these same three trains again laid up at Canal Street and were then in position to start the regular daily service pattern for Monday morning.

Monday to Friday, trains left Queensboro Plaza for Coney Island between 5:50 and 6:26 AM, between 3:10 and 3:46 PM, and between 4:52 and 5:16 PM. Trains left Coney Island for Queensboro Plaza between 8:47 and 9:27AM, and between 6:45 and 7:05 PM.