This line operates 24 hours a day/7 days a week between Stillwell Ave/Coney Island and Midtown-57th Street/7th Ave.  It runs local in Brooklyn and express in Manhattan, via. The BMT Brighton, Manhattan Bridge, and BMT Broadway lines at all times.  The fleet used on this line uses a mix of R68, R68A, and one R32 trainset.  The lone R32 set has all mismatched car numbers (each pair of cars is not consecutively numbered; see Wayne Whitehorne’s Odd Couples and Odd Families.)  We board our Q train at 57^th Street/7^th Ave and venture off towards Coney Island

42^nd Street Times Square is discussed on the complexes page

34^th Street Herald Square is discussed on the complexes page

14^th Street Union Square is discussed on the complexes page

Before we descend to the lower level at Canal Street and making a left turn a process, we see a bellmouth inward on the right side. This area was an aborted attempt to have the BRT proposed the bridge line to run across Canal Street and possibly across the Hudson River to New Jersey as well. It may have also intended to run along a line extension up the far west side of Manhattan (a 9^th Avenue subway Line?), but it is unclear where the line would ultimately end. We do know that the area north of Canal Street, and seen from either platform, would be 2 tracks running across Canal Street

Canal Street is discussed on the complexes page

Leaving Canal Street, but before entering the Manhattan bridge south side. we see a bellmouth inward. This area was a reconfiguration of the switches and tracks in this area. The bellmouth inward represents the Nassau Street Loop which ran from Chambers Street as part of a special loop during the rush hours from the Brighton Line. Before 1967 and the birth of the Chrystie Connection, the N and Q trains would have used the north side of the bridge while the Nassau Loop Specials used the south side. The Nassau Loop Connection was severed during the Chrystie Connection process and a new track from Canal Street was installed to enable trains running on the south side. We now cross the Manhattan bridge.

As we descend into the tunnel again at  the Brooklyn side, we bypass what was once Myrtle Avenue Station which opened 9/13/1915 and closed 7/12/1956. It was a local stop wit two side platforms and only two tracks served, however there were a total of six tracks  of which four bypassed the station. BMT Myrtle Avenue mosaic on the wall is still  present. N/B side is left intact but the S/B platform was removed when the gold Street interlocking was reconfigured. From the Broadway Line, traveling down , the track that currently depressed down and joins back up for either bypass or regular DeKalb switching was actually the original track and not depressed, while the track to the right which is used by the Q train was where the platform was located. On 7/12/1956 this station was closed in anticipation of DeKalb expansion. The switches were reconfigured  in 1956-1957. In the late 1970s or early 1980s along the intact northbound platform, a psychedelic set of frames was installed to appear that a short film was in motion while you were on the train and moving. The last set of frames showed a small rocket ship taking off in time to avoid impact with a much larger ship. Over time,  graffiti took its toll on this artwork and the  area is permanently covered and sealed today.

DeKalb Avenue (DeKalb Ave and Flatbush Ave Extension) Opened 1/15/1915.  Realignment in 1957   This station is currently undergoing renovation as a joint venture by Gottleib/Skanska/Slattery.  It has some of the most beautiful replicas of original BMT Mosaics.  Station is six tracks, 2 island platforms,  3 fare control areas, and 5 stairs to each platform.  The outermost tracks are called "Bridge" tracks because they run to/from the Manhattan Bridge and are used primarily for B and Q trains.  The next 2 tracks are called "Tunnel" tracks for they operate to/from the Montague tunnel.  Rush hour M, all day R, and late night N trains use these tunnel tracks.  The middle 2 tracks bypass this station, they both operate to/from the Bridge, N and D trains use them to bypass DeKalb (except late nights where they stop at DeKalb), hence the term “Dekalb bypass” 

Here are the facts on these 6 tracks: 

A Manhattan-bound train coming into the station must use the Bridge or tunnel route, they cannot switch routes once they arrive in the station.  So the Bridge side is the "local side" while the tunnel is the express side. 

A Brooklyn-bound train entering DeKalb bypass from the bridge, cannot access the Brighton line, the train is forced to use the 4th Ave express tracks.  This rule also applies for Manhattan-bound travel as Brighton line trains cannot use the DeKalb bypass. 

Prior to the 1956-57 reconfiguration, things were quite different.  A Manhattan-bound train could use either track in the station, and when leaving, can use the diamond “X” crossover switches just north of the station.  Even DeKalb bypass had a switch to the Montague tunnel track, the area by the north where there was no wall separating the bypass track and tunnel track, was the location of the switch (Ever wondered why the wall at DeKalb Ave falls short of the entire length of the old platform BEFORE the north extension?).  Now with the ongoing renovation, this area now has a wall to match with the rest of the existing wall on the tunnel side.  Southbound from Bridge or Tunnel is essentially the same, with the X crossover before entering DeKalb and the lone switch from tunnel to DeKalb bypass can be made.  The platform was curved to the south, the same area that is currently abandoned before the Brighton/4^th Ave split is still there.  The switches to/from Brighton and DeKalb were slightly further to the south.  This accounts why on the Bridge side, that B and Q trains have a slight S curve in both directions between DeKalb and Atlantic Ave stations. In June, 1957, the curved southern portion of DeKalb Ave was closed and abandoned in favor of a straight platform to the north, and the current setup of switches are in place.  This included the removal of the X crossover switches just north of DeKalb Ave.  The north platform extension was built sometime in the 1960’s. 

The F/T booth is at the south end by DeKalb Ave and features artwork .  The middle  staircase is a crossover, as during the renovation one staircase is removed. At the middle crossover area there is a sealed exit only to the outside of a bank building. This exit was originally closed until the first stage of the recent renovation reopened this exit. The exit is now sealed again, and has the original BMT tile and mosaics, not the replicas that dot the rest of this station (although the replica mosaics are outstanding.)    These stairs were used to be connected to the F/T side until installation and expansion of the DeKalb Ave tower and other RTO facilities took place, so it was a full passageway.  During the 1960's platform extensions (to conform with IND train lengths once Chrystie was completed), the platforms were extended to the north and a new P/T fare control area was installed.  The last bits of evidence of the platform extension of 60's wall tile bands in the same design as Grand Street on the bridge side, however they are being covered with the retro BMT look.  The tunnel tracks depress slightly in relation to the other 4 tracks at the north end where the extension was built.  The DEKALB AVE and BMT mosaics are near identical replicas, additional extra large diamond and "X" mosaics are installed on the F/T mezzanine walls.  Elevator to street is  on the S/W corner of Flatbush and DeKalb Avenues.  As built it was a local stop for the Fourth Avenue Local (As evidenced in the Booths being prefaced by the letter "C".) When the Brighton Line was extended from Prospect Park the current track against the wall (Bridge Tracks) was added via the wall being pushed back.

After leaving DeKalb Ave, we break away to the right on the first diverging switch and head to Atlantic Ave, we travel underneath Ashland Place.  There was speculation that the IND's second system had plans on the drawing boards to connect the BMT with the IND's Fulton St and Crosstown lines.  Called the Ashland Place connection, it never materialized past the drawing board.  No evidence of any odd track walls "breaking off" from the main line exist in this area from either direction traveled on this line. 

Church Avenue (Church Ave and East 18^th St) Opened 8/23/1907 Station is open cut with tunnels at both ends, 4 tracks, 2 island platforms, 2 staircases; 1 to each stationhouse at both ends. Originally 2 tracks and 1 entrance, the Brighton line expanded to 4 tracks. It was one of the first stations in the entire system to be renovated and has no artwork. F/T side is at Church Ave at south end; the original stationhouse was demolished and replaced with new house having no character. Plain white tiles dot the current interior and exterior of this entrance. There are restrooms inside fare control to the right side. The P/T side is at the North end by Caton Ave and St. Pauls Place, the stationhouse’s exterior was preserved at least. This side originally had P/T booth during the morning rush and had iron maiden entrance all other times. After the 1980’s renovation, the station was converted to booth operations from 7 AM to 10 PM, 7 days a week. All of the platform columns were covered with steel supports during the renovation. S/B side by conductors’ position at midpoint has abandoned exit to East 18^th Street, between Church and Caton Avenues. The exterior of the house was made with brick and stucco, suggesting that it was added to the existing station sometime in the 1960’s or early 70’s. The boarded up staircase still stands. Leaving Church Ave, about 150 feet to the south we see a clear difference in the concrete wall on both sides, at this exact point is where the Brighton line was converted from 2 tracks to 4 tracks. Recall how the original Brighton line ROW as first opened in 1907 it ran 2 tracks from Church Ave, to Prospect Park, and then along the current 2 track Franklin Ave Shuttle. South of this point the Brighton line opened up to 4 tracks and was express from Church Ave to Kings Highway. After the 1920 realignment of the Brighton line, which permitted direct thru access over the Manhattan Bridge, the entire line is now the present 4 track configuration to Brighton Beach.

Cortelyou Road (Cortelyou Road between East 15^th and 16^th Streets) opened 8/23/1907 You could say that Beverley and Cortelyou Road stations are like sisters, they are. The station layout, stationhouse, even the "emergency exit" secret are both the same. However the only differences are the following: Cortelyou Road has blue columns, while Beverley Road is green, there is a signal house on the north end, that replicates the stationhouse across the street, however it is for NYCT use only, and finally the location of the stationhouse in relation to the platforms, is slightly to the north than the same location at Beverley Road.

Leaving Newkirk Ave, we rise above ground where it becomes the embankment portion of the Brighton Line. Until the 1920’s the Brighton shared space with the South Brooklyn Railway that ran to the east of the current Brighton from south of Avenue H and provided service to Manhattan Beach and Sheepshead Bay. There are still some footprints of this abandoned line in various parts of the Brighton,

Avenue H (Avenue H at East 16^th Street) Opened 8/23/1907 A grand stationhouse, and is really the flagship stop for the Brighton Line. The original building was first a real estate office for Thomas Benton Ackerson, a real estate mogul in 1906, and a fixture for Brooklyn in the turn of the century. The Brighton line was running at grade at that time, since the 1880’s it was under the auspices of the Brooklyn, Flatbush, and Coney Island railroad. The building was sold to the Brooklyn Rapid Transit in 1907, and an embankment station opened. It is unique in its character as the city’s only shingled wooden cottage-turned transit station facility. The elements of stationhouse are preserved (the chimney, and the radiator inside fare control.). NYCT was planning to demolish this structure during the upcoming 2005 renovations being planned, because the wooden elements of the stationhouse posed a significant fire risk. However, the fate of the stationhouse was sealed for the good side, when on June 29, 2004, the NYC Landmarks Preservation Commission designated the Avenue H stationhouse (not the rest of the station), as a New York City landmark. Therefore, NYCT must preserve the Avenue H stationhouse, and any alterations to the stationhouse must be approved by the NYC LPC in advance. The rest of the station, including platforms, underpass, and staircases can be demolished and rebuilt during the renovation. The stationhouse sits at the S/W corner and has an adjoining business next door. The platform height is only 15 feet above sidewalk level and has a sidewalk underpass, both inside and outside fare control, the structure is too low for vehicles to run underneath the Brighton Line. When the MetroCard Vending Machine was installed at this station, the turnstiles were moved forward to the doorway inside the stationhouse. After entering fare control, you can go upstairs for the Manhattan-bound side, or use the underpass for the Coney Island bound side (each side has 1 stair to each platform.), a signal house sits to the left as you walk upstairs to the Manhattan-bound platform. Also on the Coney Island bound side is an exit only staircase to East 15^th Street and Avenue H, the appearance of this staircase looks like it was added sometime after the 1907 station opening. The platform extensions are clearly to the south end and extend over the South Brooklyn Railway freight line. This line (under LIRR control) had a separate ROW that ran south of this station, to Brighton Beach and Manhattan Beach (in it’s heyday in the early 1900’s there was a racetrack in Manhattan Beach.) Because of the high corrugated fencing, I was unable to see any traces of the turn off from the ROW. However the good news is while we travel from here to Sheepshead Bay, we see plenty of evidence of the LIRR Bay Ridge line, including an abandoned station and several traces of the extended ROW. The line was 2 tracks running alongside the east side (Manhattan-bound side of today’s Brighton Line), and was partially lower in height than the elevation of the Brighton Line. It ran down to Manhattan Beach, with stations at Kings Highway, Neck Road (still present), and Sheepshead Bay, before veering off to Manhattan Beach. This area connected with the LIRR Bay Ridge (present ROW to the tracks alongside the Sea Beach line), or East New York (alongside today’s RR ROW to the L line at Van Sinderen Ave). In a twist of irony or fate, a street in Manhattan Beach (Corbin Place) near Oriental Blvd, was named in memory of Austin Corbin, who bought the Manhattan Beach freight RR and converted it into a passenger line. For more detailed information about the Manhattan Beach RR, please see the LIRR history page.

Avenue J (Avenue J between East 15^th and 16^th Streets) opened 8/23/1907 Local stop, 4 tracks and 2 side platforms. The mezzanine is on the south side of Avenue J, while an abandoned staircase from the S/B side leads to street level across the street from the current street-level mezzanine. The area at the top of the closed staircase is laden with plants. Platform extensions are to the north end on both sides, note the underside of the platform floor from where you are standing on the opposite platform, a steel railing is found on the Coney Island bound side. Each platform has 2 staircases to mezzanine; one of the Coney Island staircases is double width with an alternate high wheel exit to street.

Avenue M Avenue M between East 15^th and 16^th Streets) opened 8/23/1907 Same setup at Avenue M, there is a closed staircase at S/B side, across the street from the active street level mezzanine. The prominence of this station in any photograph to identify is a smokestack to the north of the station and on the Coney Island bound side. Edward R. Murrow high school is on the opposite side of the smokestack. The platform extensions are on the north side and the Manhattan bound platform appears to be slightly narrower than the Coney Island bound platform. Avenue M was host to a nearby movie studio which produced some films in the area. For more information please see Larry Fendrick’s subway.com ru web site.

Sheepshead Bay (Sheepshead Bay Road and East 15^th Street)   Station was renovated by NYCT’s in-house MOW forces in 1997-98 and features some very nice artwork.  The main entrance has "Welcome to Sheepshead Bay" next to the entrance/exit doors, along with 2 circular windows that allow you to peek from the outside and see the mezzanine.  The mezzanine inside fare control has 3 pieces of artwork, all titled "Postcards from Sheepshead Bay" (1998) by Deborah Golez.  Made of ceramic tile, it draws the faces and life on the "Bay" (as Brooklynites call it short for the neighborhood called Sheepshead Bay.). Inside the mezzanine, there are 3 artwork designs, a diner, some people wearing 17^th century clothing near a boat dock, and a fisherman. A closer examination of the tile band at the mezzanine level has sea shells and Pisces fish. A bench sits facing fare control at Sheepshead Bay side and has 2 overhead heaters that provide comfort during the winter months. Although the main street serving the F/T booth at north end is Sheepshead Bay Road, the station was named for the area, rather than the street, (Same for our next and last stop, Brighton Beach, which the main avenue running underneath the station is Brighton Beach Ave.)   Platform curves to the west and makes for an interesting way to watch trains arriving, especially from the south end; it was extended to the north on both sides. Like Kings Highway station, there is clear evidence of the 1960’s platform extension.  This station originally was a terminal stop; the extension to Brighton Beach was not built until 1917, 10 years after the first elevated/embankment segment of the Brighton line opened.  Station has the usual 4 track, 2 island platform express configuration, 2 fare control areas, one at Sheepshead Bay with 2 stairs to each platform, and a P/T entrance at Voorhies Ave at the far south end, with 1 staircase. 

 The Voorhies Ave side has a booth that is open only during weekday mornings, most other times during the day there is HEET access.  At both mezzanine areas, BMT fax style directional mosaics tablets "To Manhattan" and "To Coney Island" were present.  Prior to the 1998 renovation, there was a small passageway behind the F/T booth area that led to a restaurant and small arcade of stores, it is now sealed. Outside and to the east of the Voorhies Ave side entrance, there is a pedestrian overpass running alongside the Manhattan-bound side of the Brighton line, it only crosses the Belt Parkway towards the opposite side. There seems to be some differences in Transit of the pronunciation. Is it Sheep's Head (referring to a part of a sheep) or Sheep Shed (A place to store sheep). Any official word is appreciated.

Brighton Beach (Brighton Beach Ave between Brighton 7th and Brighton 5th Streets) Opened 4/22/1917: This is the final stop for B trains and has 4 tracks, 2 island platforms, and 2 fare control areas.  F/T side is at Brighton 7th St at east side of station (due north), while P/T side is 24/7 HEET access and ghost booth.  B trains use both express tracks for arrivals and departures, while Q local trains use the local tracks. An up escalators sits behind the north staircase at street level and appears to be installed in the 1960’s or early 70’s. Like, Sheepshead Bay, it was renovated in-house and has large retro look signs of "BRIGHTON BEACH" above the stairway entrances at street level. Artwork: "Mermaid/Dionysus and the Pirates" (1999) by Dan George, appears on the Manhattan-bound platform and is made of aluminum. It tells the story of Dionysus, an ancient mythical God who was captured by pirates. Dionysus breaks free and turns into other creatures, scaring the captors. They jump into the sea waters, transforming into dolphins in the process. Platform extends to the west (due south) and has a gentle curve. Just beyond this terminal station, lie 2 additional tracks that end at bumper block at Ocean Parkway station. Although this location is the only elevated section in the entire NYCT system to have 6 tracks, only 2 see active revenue use by Q trains. The other 4 tracks are used for storing B trains when necessary. We travel to Ocean Parkway from Brighton Beach with 6 tracks among us.  This section is the only outdoor area in the entire NYCT system to have 6 tracks.  We are in the outermost 2 local tracks while the 4 middle tracks are used for storing B trains during non-rush hours

Ocean Parkway (Ocean Parkway at Brighton Beach Avenue) opened 4/22/1917  Station has 4 tracks, 2 island platforms, and 2 mezzanines.  It was renovated simultaneously with Brighton beach in the late 1990's, by NYCT's in-house forces.  Each of the 2 mezzanines has 2 street stairs and 1 stair to each platform. F/T side is at east side of Ocean Parkway, while the P/T side to the west of the parkway has ghost booth (closed during renovation, custom practice for NYCT to secretly close booths during renovations take place.)  There are interesting soccer sized lamps on both platforms facing Ocean Parkway below, some bulbs are missing.  Just to the west of the station are 2 additional tracks starting from bumper blocks.  The platform was extended in the 1960's to the north, if you stand at street level past the F/T staircases, you will see the 2 bumper block tracks actually extend past the platform underneath for about 100 feet inward. 

We gently ease to the left and merge with the express track, while we see abandoned trackage to the right side; we now become 2 tracks from here to the end of the line at Stillwell Ave/Coney Island. We ascend slightly and observe girders at both ends that meet with the Culver Line outside West 8^th Street. There were originally the tracks that ran straight to the lower level at West 8th Street from Ocean Parkway, before the Culver line was extended.  Had the original 1917 track configuration remained untouched, we would've arrived at West 8^th Street on the lower level (currently used by F trains); while a train on the Brighton express track would use the upper level. 

West 8^th Street /NY Aquarium (West 8th St, north of Surf Avenue) opened on both levels 5/30/1919.   Culver connection to lower level opened 5/1/1920.  This station has 2 platform levels and a mezzanine below it and is currently undergoing renovation by NYCT's in-house forces and will look among the most visually pleasing in the entire subway system. Each level has 2 tracks and 2 side platforms; the lower level is for Culver F trains while we use the upper level.  F/T mezzanine is at West 8th Street with an outdoor ramp that goes over Surf Avenue and onto Coney Island's Rigelman Boardwalk.  The NY Aquarium is directly across the street from the station entrance and has a staircase down to the Aquarium's parking lot in front.  There is another staircase below the boardwalk ramp to Surf Ave and a second staircase opposite the ramp's side within the mezzanine.  Near the Surf Ave staircase and pedestrian bridge to the NY Aquarium and Boardwalk, is a sealed ramp to inside the F train level at the Manhattan-bound side only. This area appears to be closed some time ago, also raising the possibility that a ghost booth may have existed here. The closed area is preserved during the renovation process so far. The second staircase inside the opposite end of the mezzanine, leads down to West 8th Street. The P/T side at West 6th Street has now a ghost booth (was targeted in 2003 for booth closure) and is expected to have 24/7 HEET access when opened.  There are escalators from the P/T mezzanine directly to our upper level.  The staircases from both levels to mezzanine are totally redesigned and have more open air space than before the renovation.  A revisit to this station, along with an updated summary, is expected in the coming months once the work is completed.

We leave West 8^th Street station and are treated to a nice backdrop on the south side to the playground we call Coney Island.  As we are leaving, we see the world famous Cyclone roller coaster, the former (?) Astroland Amusement Park, and before we turn off to enter Stillwell Avenue terminal, we see Nathan’s restaurant at the comer of Surf and Stillwell Avenues. Also before we enter Stillwell, there are switches to Tracks #1 and #2 on the D line, while we enter into Track #3 (our other Track #4, does not have any direct switches to Tracks 1 and 2.  This is only used for non-revenue moves, the last time this track saw active revenue service was in 1967, when the short lived NX special rush hour express service operated.  The NX train would start at Brighton Beach on the S/B side, travel to West 8th Street, then use this track to arrive at Track #2, before departing nonstop from here to 59th Street/4th Ave along the Sea Beach express tracks, then onto to midtown Manhattan via the N line

Stillwell Ave-Coney Island is discussed on the complexes page

Rating: 5 stars. It is a world class line with a mix of renovated stations in Manhattan and historically preserved stations in Brooklyn, plus Manhattan Bridge and Coney Island water views. The historic Brighton Line also adds variety with a nice mixture of tunnel, open cut, embankment and elevated sections